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Pelican's Perch #47:
The Old Commando
AVweb's John Deakin has logged PIC time in everything from Beech V35s to Boeing 747s and Grumman Bearcats to Gulfstream IVs. But the Pelican's favorite airplane of all time is the Curtiss-Wright C-46
It suddenly occurred to me that I've never done a column on my all-time favorite airplane! How could I have so neglected my old sweetheart? My logbook reveals that I have 1,864.08 hours in this old classic, second only to the 747 time, which we won't count because it's a nosedragger, it burns that stinky kerosene, and it screeches, instead of rumbling like a real airplane.
Why, I remember the old C-46 like it was only yesterday.
Waitaminnit. Deakin, you fool, it WAS only yesterday, and you were training in it all last week! Oh well, I guess short-term memory is the first to go. One good thing about this Halfsheimer's, I'm getting to the point I can now hide my own Easter eggs.
Anytime I talk or write about old "Dumbo," it is very personal. I cannot explain it, but then again, I've never understood why some men love some women.
First Memories
My first memories of the Curtiss-Wright C-46 "Commando" are from 1949, when I was about nine years old. Dad had gone bankrupt in New Jersey, and we moved to Florida for a new start. The only place he could afford was an abandoned Army barracks on the far southeast corner of the Sarasota-Bradenton Airport (SRQ). It had been a military training base during WWII, and like so many such airports, had been declared surplus and turned over to the local authorities, in this case the two counties (Sarasota and Manatee), and the two cities after which it was named (much to the disgust of Bradentonians, who felt they should have come first, and who persisted in calling it "Bradenton-Sarasota," probably to this day).
I loved the place, primarily because it was less than a mile from the flight line, and my old red bike made that a quick trip after school every day. By day SRQ was a fairly busy little general aviation airport. The FBO was J&J Aviation, run out of another converted Army barracks next to a huge hangar that could hold more than 50 small aircraft (when I stacked them, anyway).
I can still hear in memory three distinct sounds from my bed in that barracks building. The Florida rain on the tin roof of the carport outside my window, the lonely late-night moan of the train whistles as they passed a half-mile east of us crossing Desoto Road, and a strange, groaning, screaming sound that I imagined to be a Tyrannosaurus Rex, or something even larger. I wasn't far wrong, either, but I didn't get to see what made that sound for many months. It was the squealing brakes of a C-46 belonging to a South American airline named Aerovias Sud Americanas, or "ASA" for short. ASA was a cargo line, and had a schedule that often brought them through SRQ. Legitimate cargo, I might add, no one had ever heard of marijuana in those simpler days, much less the harder drugs.
One day, I arrived at the airport as usual, and was awed by quite the biggest airplane I'd ever seen. I knew this was the T-Rex I'd been hearing all those nights. It had broken down the night before, and had to wait for parts to come from the main base in St. Petersburg. I never dreamed that I might one day fly one, and was content to just hang around and listen to the people working on it that day. I still remember some discussion of the pilot, one Lou Lehman, as one fellow related that he had observed a check ride with Lehman flying, and he spoke in reverence of his having "split the runway" on an ADF approach. I didn't even know what an ADF was, but it was obvious that Captain Lehman was a true sky god. I never even met him, but I still remember that name, more than fifty years later.
Growing up in Florida, and learning to fly there, I saw other C-46s, but most of them gravitated to boneyards, most notably "Corrosion Corner" at Miami. They always drew my eye, but I never thought I'd fly one, for they were dying fast and I was still at the Cessna 310 and Twin Beech level, longing to fly anything bigger.
Air America
In 1963, age 23, I joined Air America with a brand-new DC-3 type rating, with NO idea what I was doing, and absolutely no inkling that Air America was "The CIA's Secret Airline." All I knew was it was overseas, and it was a flying job. My tickets were on Northwest Orient Airlines, and I rode the cockpit of the Boeing 707-320 the entire trip to Tokyo. I must have been a terrible pest, that night.
From Tokyo, I rode "The Golden Worm," the magnificent Convair 880 belonging to Civil Air Transport (CAT). I didn't know it at the time, but CAT was a secret sister company of Air America. All I knew was that the stewardesses were the most gorgeous women I'd ever seen, all from high-class mainland Chinese families, and all wearing tight-fitting Cheongsams, the silken Chinese dress with the slit up the side to the hip. I was in love, three times over. But they were a very standoffish lot, and very few of our guys ever got to know them.
After "indoctrination" in Taipei (the headquarters base for the spooky airlines run by the CIA), I was off to Bangkok on the Golden Worm again (so named because of the ornate Chinese dragon stretching from the nose to the tail, on a background of gold. It was the most beautiful paint job I've ever seen on any airplane). By this time I knew that CAT and Air America were somehow related, and I tore myself away from the visions in the cabin to spend most of the flight in the cockpit, talking to the "Old China Hands" flying it. I think Felix Smith was the captain that day, and he recently wrote a wonderful book, "China Pilot."
After an overnight in Bangkok, I proceeded to the Don Muang Airport to catch a lift to my new duty station in Vientiane, Laos. Lo and behold, my ride was to be a shiny, immaculate (but stripped out inside) C-46! At last, I would actually ride in one! At the time, the C-46 was the ultimate airplane in Southeast Asia, although "The Company" also operated DC-4s and DC-6s out of Tachikawa, Japan. I dreamed of flying it, but only the most senior pilots could do that, most of them "Old China Hands." The C-47 (DC-3) was the next most senior, and I was relegated to the right seat of that airplane for the next three months.
In one of my many lucky strokes of fate, a captain's slot on the Twin Beech opened up in Saigon, then the most undesirable station Air America had (no overtime, no hazard pay). But it was a checkout as captain, so I grabbed it. There were other good reasons to get out of Vientiane, but we won't go into those here. This was late 1963, and little did anyone realize that Saigon would soon be "in the news." It wasn't long before C-46s and C-47s were moved into Saigon to support the growing conflict, and "The Company" went on a huge hiring spree to fill the seats. This created opportunities for me, and after brief tours in other airplanes, I got to fly the C-47 as captain for a year or so, and finally got the seat of my dreams in a C-46, checking out as captain on June 10, 1965. The first time I sat down in the left seat and pulled it forward, I was at home, for the 1,000 hours of Twin Beech time, and another 1,000 of C-47 time were excellent preparation.
Many Missions
The C-46s in Vietnam served several major tasks, and many minor ones.
One was picking up supplies in the port cities and large airports (Saigon and Danang mostly), and flying them to Hue, Qui Nhon, Quang Ngai, Ban Me Thuot, Kontum, Pleiku, Dalat, and many others. These supplies were food, medical supplies, clothing, animals for food and breeding stock, concrete and perforated steel planking (PSP) for airport runways and ramps. One common food was bulgur wheat, a very nutritious food. But the indigenous people wouldn't eat the stuff, would rather starve to death, so most of that was wasted, or fed to animals.
Another common mission was to evacuate villagers from one area, and relocate them to another. The press of the day made a huge deal of this, crying about the mean old USA uprooting folks from their homes, but the reality was that those folks were fighting to get on the airplanes, and more than once we had to resort to violence to stem the human tide fighting their way up the ladder. The C-46 was usually fitted to haul about 40 people in a normal passenger configuration in the USA, but all of us had well over 100, in real panic evacuations. Most of the evacuees knew they wouldn't survive the night if they didn't get out.
All the up-country strips were considered "hot," and we had several standard techniques to minimize the risk of friendly and enemy fire. Friendly? Sure, many of the kids carrying guns were straight out of the jungle, and had NO idea what those things were that were flying around, and it was great sport to shoot at them. There were often US Army Special Forces "A Teams" at these airports, and more than once one of them would meet the airplane and apologize for the friendly fire.
We would arrive at 3,000 feet agl over the strips (which were almost always 3,600 feet long, and 3,600 feet above sea level, 100 degrees, and often wet from recent rain) and spiral down in very tight turns with about 45 degrees bank, just a few knots above the stall. Time it just right on a very close, tight base and final, and plop the airplane in the first 50 feet of the runway, fully stalled, three point, and often slip and slide right to the end of the runway. With a nice dry runway, and good braking, the C-46 would stop in about 1,200 feet, but we didn't get those very often, with morning dew, or tropical rain in the afternoons. Very hot asphalt can be pretty slickery, too!
Takeoff almost always involved a steep turn right at liftoff, and a tight circle while gaining altitude to about 3,000 feet before proceeding on course. A few didn't believe in doing that, and some of them didn't survive.
The grand old C-46 took all that in stride, and treated me very well. With no weather reporting, few navaids (the airplanes had ADF, but there were very few ground stations), and no brains, we cheerfully flew through any type of weather, including the big wet thunderstorms so common there. Since the C-46 is not pressurized, and has many leaky cockpit windows, there was usually more rain inside than out, and ponchos draped over the crew and the console were normal.
By my final C-46 flight on December 6, 1966, I had 1,548 happy hours on old Dumbo, and thought I had left her behind forever as I left Saigon to move to Tachikawa, Japan, and the larger four-engine DC-4.
30 Years Later
Now we fast-forward to late 1995, and early 1996. I've long been a regular on Compuserve's AVSIG Forum, and during that time frame, a fellow named Randy Sohn joined the forum. It quickly became apparent that we had crossed paths in Tachikawa, as he'd flown KC-97s through there in the late sixties, and had seen the immaculate, polished aluminum, often unmarked DC-4s and C-46s there. It quickly came out that I had flown and instructed in C-46s, and still thought of them as my all-time favorite airplane. Randy is a longtime member of the Confederate Air Force, and served as Chief Check Pilot for many decades. He sorta mentioned that I just might be interested in visiting the Southern California Wing of the CAF in Camarillo CA (CMA), where they seemed to be a mite short of pilots for a flying C-46! In 1996! Good grief!
I was there in short order, drooling all over the airplane. On March 10, 1996, almost 30 years after last flying one, I took to the air again in my beloved old steed, with the legendary Noel Merrill Wien in the right seat as instructor. It was as if I'd never been out of the seat, and the memories just came flooding back. One of the highest compliments I've ever had in my life was right after the first takeoff, when Merrill turned to the guy in the jumpseat and said, "I think we got us a C-46 captain, here!"
Within a few months I was back in the saddle again, flying, instructing, and giving check rides in "Old Dumbo," just as before. It was like falling in love with an old school sweetheart all over again. We're both a lot older, a lot creakier, and we don't do any of the wild and wooly things we used to do together. Don't tell anyone, but there's a lot of silly sentimentality I try to hide. One of my first trips was to the Watsonville show, and on the way back I flew down the relatively unpopulated valleys inland from Santa Barbara. It looked JUST like Vietnam there for a short time, but perhaps I didn't see it too well, there was something in my eyes.
At airshows, I'll often have the privilege of watching an old gent climb into the cockpit, and somehow I'll just know that he flew them, long ago. I try to leave these men alone with their memories, good and bad.
Folks, I apologize for running on and on about myself, this is about the C-46. But there is a long and very personal history here, and I guess my fingers ran away with that.
China Doll
N53594 is now known as "China Doll" (renamed from "Humpty-Dumpty.". The nickname refers to the nose art, a scantily-clad young oriental lady painted by one of the Wing's wives.
That painting gets a lot of favorable attention from the men at shows, and fairly frequent pot-shots from some of the modern females who are quite offended. It's odd, but the ones who seem to be the loudest and most offended are usually the fattest and ugliest ones. Human nature, I guess.
Alas, political correctness raises its head everywhere, and we take heat on two major issues. The first is the name, "Confederate Air Force." This started forty years ago, when a couple of good old boys in Texas acquired a couple of surplus fighters, and someone spray-painted those words on one as a joke. The name stuck, and the organization grew into one of the premier aviation museums in the world, with over 140 airplanes from WWII, about 120 of them flying. But the name has negative connotations to some, and has cost the CAF a lot of money that might have been donated. Most of us have grown very weary of explaining to potential members and donors that the name has nothing to do with race, slavery, segregation, or bigotry. Very few are convinced, so it will finally be changed later this year. I'm deeply sorry to see the name go, but go it must if we are to survive.
The other issue is the lady on the nose of our C-46, and as far as I'm concerned, may she live forever. We all get a kick out of the occasional outrage at airshows.
My sweetie (no, the airplane, silly!) is a 1945 model C-46F that never got outside the USA, except for a brief time in the Caribbean. Like all C-46s, it was delivered to the military, for no civilian C-46 was ever built.
The aircraft was rushed into production for the war effort, without being properly tested, leaving 20-year-old fledgling pilots to do the real test flying. The results were not pretty, and many were lost, gaining the airplane a somewhat undeserved evil reputation. Many made the mistake of thinking it was nothing more than a big C-47, until they tried to fly it. There were early problems with the heaters, which had an unfortunate tendency to blow up, and with the Curtiss Electric props, which were not well understood. Today, the FAA will not allow Curtiss Electric props on anything, unless it is the only possible configuration, and then only with an Experimental Certificate.
Later, N53594 was sold as surplus, later passing through a number of rinky-dink airlines and operators, ending up as a bug sprayer, with huge tanks in the cabin, holes chopped in the sides, and wingtip-to-wingtip spray booms underneath (we can still smell the malathion when we open the door after she's been closed up for awhile). After that, it sat derelict for a time, and the CAF bought it in 1981.
The Southern California Wing volunteers have been restoring it ever since, and it just keeps getting better. I get to work on it once in while when no one is looking, but generally, they just let me fly it. I don't even to get to do that much, for we now have a great roster of pilots, and I mostly instruct and check in it. As Randy might say, "I cain't fly it worth a hoot, but I shore can recover!"
It is powered by two of the ubiquitous Pratt & Whitney R-2800 engines, with this model of the famous engine producing 2,000 HP (more than 120 models of the R-2800 were built). During production, it was the largest twin-engine airplane ever produced, with a wingspan of 108 feet (four feet larger than a B-17), and a civilian gross weight of up to 48,000 pounds (there is data in the military manuals for 66,000 pounds). It literally towers over a B-17 on the ramp. It will haul 15,000 pounds of cargo into and out of 2,500-foot unimproved runways, a job it is still doing today for Everts Air Fuel out of Fairbanks. They've found no other airplane that will do the job as well. There are less than a dozen of them left flying in the whole world, out of a production run of about 3,500. More than 700 were lost on "The Hump," the terrible supply route from India and Burma into China, over the Himalayan Mountains. Wreckage is still being discovered, high in those hills, and families get the final word on what happened to Granddad.
On the show circuit, the C-46 is often mistaken for a C-47/DC-3, which it vaguely resembles. (Well, it does have a tailwheel and two engines!) It is, however, twice the airplane. I joke about it being twice the weight, hauls twice the load, holds (and burns) twice the fuel - and the pilots are twice as good. That's more than a little true, for while the DC-3 is known as an easy airplane to fly, the C-46 is widely feared for its ground handling characteristics. But for those who have significant time in both, almost all prefer the C-46 by a wide margin. Then again, pilots almost always like the airplanes they fly a lot, even the DC-10.
Airshow FAQs
Airshow visitors have several common questions.
"Does this thing fly?" "Yes," (patiently), "it flies very well, we do about 30 shows a year with it, a lot of training, and numerous photo missions as a camera ship."
We also get to do some fun things under waivers, like the recent dedication of Crissy Field near the foot of the Golden Gate, where we airdropped over 5,000 chrysanthemums at the appropriate time. We had reports later that everyone at the ceremony left with a mum, so I guess we hit the target well enough. These pictures are not faked in any way; one was taken from the left over wing exit on one pass, the other from the right on the second pass. (We often fly with those hatches removed, for cooling.)
China Doll is also getting more and more popular as a camera ship at big warbird events, especially at the big annual Confederate Air Force event in October, at Midland Texas. We fly in the show, and also do several photo flights. With the jump door and the waist hatches removed, the man door open, and cargo nets over the openings, we can handle about 12 photographers per flight. We normally rendezvous at some prominent local landmark and set up a big left-hand circle with a fixed bank angle. The angle isn't too important, but maintaining it certainly is, for when a number of aircraft are in a formation, the tiniest change has a "crack-the-whip" effect. As the aircraft arrive, they form up on our left, where the photographers in the man door can take pictures with the ground for a background. Then I'll call 'em to move to the right side in the order needed, where the photographers can shoot them against the sky, the favored shot. Someone in the cabin will have a handheld with a headset, so the photographers can call for "three feet down," "two feet out," etc., or for a different formation entirely. It's very intense, sweaty business for everyone, but the pictures are wonderful. More and more, as I open up the magazines and calendars with warbird pictures, I recognize shots that were taken from Dumbo.
China Doll went along with the recent reenactment of the famed Doolittle Raid on Tokyo. Twelve B-25s in formation closed down both San Fransicso and Oakland airports while doing a low flyby over the old Hornet, the carrier from which the original raid on Japan was launched. We went along as the camera ship for that flight, and most of the pictures you'll see of that event were taken from China Doll.
We're also getting into dropping parachute teams to open airshows. Under CAF rules, we're only allowed to drop pro or military teams, so we have to turn down the requests we get for sport jumpers.
Just as in the original airplanes, we have a heavy-duty cable running from the front of the cabin to the rear, and two large, bright lights in the rear that we control from the cockpit. We put 500 MPH tape all around the jump door so that no one can get hung up or scratched on the way out, load 'em up, and go, often climbing to 13,000 feet or so for the jump. There are a multitude of FAA and CAF rules we must follow, of course, and extensive briefings so that everyone knows exactly what will happen.
We dropped a really neat group from Fort Bragg, a Special Forces demo team. When it came time to jump, we could hear the screamed commands all the way up in the cockpit. I've tried, and I can't yell loud enough to be heard from anywhere in back, even with the door in! They go through a regular drill, screaming out commands and responses, and when that stops, we know they're ready. The jumpmaster will usually hang his head out the door, look forward under the wing and give us heading commands if we are dropping from high altitude, but on the low altitude (1,500 feet) simulated combat jumps, they jump on our command. On the final run-in, we turn on the red light, and when we want them to go (or they are going to call their own) we hit the green, and out they go, yelling all the way. There is almost no change in pitch as they leave, it's a big airplane, and their leaving has very little effect.
On the other hand, one of the favorite tricks with a new pilot flying is to get about four or five heavyweights together in back, and have all of them run from the front of the cabin to the extreme aft end, into the "orchestra pit." Now THAT will change the CG! (The orchestra pit is so named because the floor level is about 18 inches lower than the main floor, for about the last eight feet of the cabin, like the orchestra pit at a musical.)
The airshow questions continue:
"Is this a DC-3?" "No, it's a much larger airplane, it's a C-46."
"Why is the floor sloped?" "Because that's the way they made the old airplanes, with tailwheels, as God intended airplanes to be made."
(Just think of a 747 with a tailwheel! Now, THAT would be an AIRPLANE!)
"What's THAT?" (Pointing to the right front corner of the cabin.) "That's a gasoline-powered generator, original equipment on this airplane, also 56 years old. It still runs, too, producing electrical power to charge the batteries, and to help start the engines. It was originally located in the belly, but too many airplanes were lost from fires, so we put it up here to keep an eye on it when it's running."
A Quirky Old Bird
Just taxiing the old bird is a challenge. One recent trainee didn't make it 100 feet, hollered, "You've got it," and fled the cockpit before it stopped. To his everlasting credit, he watched, and learned, thought about it for a few weeks, then came back and did a fine job on his second try. He's not the first, and he won't be the last.
There are several problems that make ground operations difficult.
The center of each pilot's seat sits well outboard of the rudder pedals, so the pilots sit cattyslanchwise, feet pointing in at an angle. The long, sloping (glass) windshield has a bit of distortion, and the visibility over the nose with the tail down is none too good. In fact, not running into anything on the ground becomes a full-time job for both pilots, and some trust is required. The power brakes are very powerful (except when hot, when they fade badly) but very delayed. When they do take effect, they're grabby, so applying them smoothly is an art. Finally, the rudder is totally ineffective below about 60 knots. Need I mention there is no tailwheel steering, and the airplane has a mind of its own?
With all this, the new C-46 pilot will see the nose start to swing, and will apply a little rudder to correct. Old Dumbo smiles to herself, and swings a little faster, ignoring the rudder like it never existed. He adds more rudder, but the airplane has the bit in her teeth now, and is swinging rapidly, perhaps with one wheel already off the pavement. The rudder hits the stop, and the he finds out why I told him to set the rudder pedals WAY back, uncomfortably close when neutral, because now he has full rudder and can't reach the brake on that distant pedal over there in the next county. (The C-46 rudder pedals have the largest "throw" I've ever seen.)
It's not really that difficult, it's just "different," and when properly done, the old beast trundles docilely right down the middle of the taxiway with the distinctive C-46 gallop. It feels like flat spots on a tire that have taken a "set," but the airplane will "gallop" right after multiple touch and gos, too, so that isn't it. It helps to split the power a bit to counter any turning tendency, and the brake hydraulics will emit a soft hissing from time to time, with just the smallest touch to keep it straight. Oddly enough, China Doll's brakes don't squeal like those old ASA airplanes did. I've always wondered why they made such a noise. Perhaps they were made from different material in those days. I've heard the same noise from the C-97 and C-124, but not many others.
Primary directional control on takeoff is with differential power, a really new concept to the jet-jockey airline pilots trained on nosedraggers. You simply cannot keep the throttles together while you advance the power, and stay on the runway. In a strong crosswind, the throttles will be separated by as much as six inches, and you might not get full throttle on the upwind side until long after the tail is up, and passing 60 knots or more. Brakes are absolutely prohibited on takeoff, it's too easy to flat-spot and ruin a $2,500 tire, so we require heels on the floor during takeoff and landing (that's true of most of the old airplanes). The remaining aid for directional control is aileron. That's right, aileron, those big old 24-foot things fifty feet out there on the back end of the wings. Partner, you ain't seen adverse yaw until you've flown some of the old airplanes like the C-46. Remember when your first flight instructor demonstrated that if you input roll alone, the nose swings the other way at first? That's why God invented feet, to use the rudder and control that yaw.
The old-timers used to teach steering the airplane on the ground with aileron, but it's highly counterintuitive, for you must learn to steer it "backwards." That is, if you want the nose to go right, you must apply left aileron. With a little practice, anyone can learn to do that, but when things really go to hell, the instinct from driving cars for years will come to the fore, and you'll input the wrong aileron, with disastrous results.
It's far better to just roll aileron into the wind as needed, and hold it there. The control wheel is very large (for better leverage) and roughly semicircular like most airplanes. It is also located very close to the pedestal, with not enough room for a knee. That's no problem with the ailerons and rudder neutral, but the only time either is neutral on the ground is passing through it. Rotating the wheel towards the pedestal opens up room for the knee when that rudder pedal is back, but with the wheel rotated away from the pedestal, the wheel blocks the space needed for the knee.
While I'm at it, let me rail against those who want a "wind check" from the tower on final, and then fly the airplane accordingly. I've had trainees try to land the airplane crabbed the wrong way, based on what they think the tower said! Towers can misstate the wind, people can mis-hear it, and the wind can be very different in both power and direction from where the tower measures it! The wise pilot will ignore the "reported wind," and apply control as needed to make the airplane do what it should.
It is far better to just crab down the final, look at what the airplane is doing coming into the flare, and input control as needed to align with the runway and stop the drift at touchdown. If you do that (in any airplane) you'll have the control inputs correct, and all you'll need is "more" for the rest of the landing roll as the speed drops, and controls become less effective. Note this does not mean I recommend a final with the wing down, and crossed controls! That's a dreadful technique for normal operations, although it does have good training value for new students. Just for completeness, this technique won't do with airplanes with pod-mounted jet engines (747), or minimal prop clearance (B-29). In those airplanes, pilots must "kick the crab out," timing it just right to align with the runway as touchdown occurs, and before the airplane can begin a drift.
Adverse Yaw 101
We use the "adverse aileron effect" to good advantage for directional control, usually cranking in full aileron into the wind before we begin the takeoff, and again as we slow after landing. Think of a crosswind from the left, for example. We rotate the wheel fully left, which lifts the left aileron, and drops the right, right? The raised left aileron rides in the lee of the wing, reducing lift and drag, but the drooping right aileron is down in the airflow, creating more effective wing camber, more lift, and more drag. The left crosswind tends to hit the tail and weathervane the nose left, but that dragging aileron pulls the right wingtip back, partially offsetting the wind. So the takeoff in a left crosswind begins with full right rudder, full left aileron, and leading left throttle. As the airspeed picks up, and the tail comes up, the aileron is allowed to blow back towards neutral (or a wheel will lift off), the trailing throttle can be slowly equalized, and last, the rudder can be relaxed. In reality, it's a lot "busier" than that, but that's the idea.
On a crosswind landing, the process is reversed. Touchdown is made on the main gear, tail-low, power off. Then the real work begins, as rudder effect is lost. Very quickly, new C-46 pilots learn that those little wussy rudder movements they usually use in other aircraft just won't do the job in this one! They have to immediately shift into a "BIG RUDDER MODE." Usually, when rudder is needed, you'd best just slam that pedal to the stop, and hope it's enough. As the speed drops, more aileron is applied into the wind, and if necessary, a touch of power is added on the upwind side. Easy, it just takes a little getting used to. Okay, okay, a lot of getting used to.
The new C-46 pilot really has a problem on landings because he's sitting so crooked, and there's nothing to align with the runway. Things tend to happen rather fast in the flare, so I brief, "If you hear me say, 'more right rudder,' it means that you still have some drift, and you really, really need to get more rudder in, and also correct with some left aileron."
If you touch down with anything more than a slight crab in a C-46, you're going to get a very violent swerve, in the worst possible direction, into the wind. Picture that left crosswind again, which will mean you're crabbing to the right down final, nose left, to stay aligned with the runway (the center of the runway, please). The main gear touches down, and instantly tries to carry the airplane to the left, while the mass of the airplane wants to prove Newton's laws of motion, and go straight. The crosswind only adds to that, and it doesn't take a lot of crab at touchdown to simply lose the airplane. Sod or dirt runways make all this a LOT easier as the tires slide a little, but we rarely see one, all are hard-surface, sadly.
Contrast this with a jet transport, which can be landed in a full crab with impunity. Old Isaac's rules apply again, but this time, with the center of mass forward of the main gear, the nose swings nicely into alignment, entirely by itself (not good airmanship, of course, but it does work). Why, with the little rudder they need, I'm surprised the boys and girls who fly those kerosene stinkpots have the strength in their legs to walk! I've even heard that Airbus Industries is trying to adopt the Ercoupe controls to the Airbii line, hoping to do away with rudder pedals entirely. Maybe just one big brake pedal, "stomp for stop." You'll see this as soon as the authorities declare the inventor of the Ercoupe was French.
The C-46 three-points wonderfully, and it's very impressive to see this big machine do that. But none of us get enough practice to do it well, so we cheat and touch down on the main gear, as policy. A botched three-point is much harder on the airplane than a botched wheel landing. The guys at Everts will laugh, for they do nothing but three-points - a dozen times a day, or more, so all this stuff comes naturally to them without even thinking about it.
Inflight, the C-46 becomes quite the normal airplane, if a bit heavy on the controls. Early models had hydraulic boost on some of the control surfaces, but those systems were complex for their time, failure-prone, and oddly enough, the controls were even heavier with hydraulics normal. With the boost off, the controls felt like they were set in concrete. The F model was made with "spring tabs," (aka "Flying tabs") and is much lighter on the controls. Many of the earlier ones were converted at one time or another.
Clean stall, gross weight (48,000), power off, is around 79 knots, and full flap stall at max landing weight (46,800) is about 10 knots less. Our old rule was one knot per 2,000 pounds. Using some power dramatically reduces stalling speed, and while the airspeed indicator is probably not too accurate in that range, we'll see 55 knots or less with a full-flap, lightweight, "some power on" stall. A full stall will produce a heavy buffet, and a straight nose drop, and recovery is very conventional. As in most airplanes, don't use ailerons in the stall, due to the adverse yaw effects.
Since we usually fly with the overwing exits out for maximum crew cooling, there is another unintended but very effective stall warning system few folks have seen before. At the stall, the "bubble" of low pressure air above the wing rises to the level of the waist hatch, and creates a very strong suction, and all ears will pop from the sudden drop in pressure.
The Takeoff
Because ground handling is so difficult, we rarely get to do touch and gos, although the airplane certainly does them well. Pull the flaps up, set the trim, and go. But trainees need the practice at keeping the airplane on the runway during the takeoff roll, and even more so on the landing roll, so virtually all our landings are full-stop.
There were never any certified V-speeds on normal C-46s. No "blue line," no Vmc, V1, V2, Vx, Vy, etc. Many chief pilots couldn't live with this, so they conducted their own rough testing, and picked some speeds that worked well enough, and with which they could browbeat trainees and checkees. But anyone who uses them is kidding himself, and possibly developing a dangerous thought process. Having published "V-speeds" also means that a "V1 cut" is required on check rides, and I've had quite enough excitement in airplanes, thank you very much, we don't do those, anymore. Without published V-speeds, the FAA does not allow even the simulated failure of an engine in flight below 500 feet on a check ride.
The old manuals usually call for a "minimum safe single engine speed," and it's generally around 95 knots, or "close enough," and that's what we use.
(Some C-46s were heavily modified, and certified under the old CAR 4b for transports (Everts has one working on a Part 121 operation, today!) Those do have true V1 and V2 speeds, along with appropriate charts. Those speeds are NOT good to use in the unmodified aircraft.)
Under CAF and FAA rules, we use full rated power (2,000 HP, 52", 2700 RPM) on ALL takeoffs, regardless of weight, a very good idea in ALL piston-powered airplanes.
With just a little help with forward elevator, the tail wants to come up around 40 knots or so, and with a little experience, we learn and hold a fixed attitude, slightly tail-low.
Somewhere around 80 knots the airplane obviously wants to fly, and we let it do so, holding the attitude at which it lifts off. The moment the airplane is off, that 80 knots instantly becomes 88 knots, as there is a built-in error in the pitot system when in ground effect.
Still maintaining the liftoff attitude, we allow a gentle climb and a gentle airspeed increase, and we accelerate to 95 knots. With that, and only when positive there will not be ground contact, pull the gear. Pulling the gear is the signal to everyone in the cockpit that we will continue flying with an engine failure. Before that, we'll probably put it back down. We continue to hold that same liftoff attitude and accelerate to about 105 knots, then pitch up gently (VERY gently) to hold that speed. Jet pilots have a LOT of trouble with this concept, and invariably they will haul the airplane off the ground and "rotate" to a nose high attitude as they do on the job. That is DISASTER in any old prop airplane, for the performance is simply not there.
(There is also NO SUCH THING as "Vr" or "Rotation" in a prop airplane! That is strictly a jet certification term, and has several very specific meanings that do NOT apply to props! I always get a chuckle out of the idea of "rotating" any prop airplane, especially something like a Cherokee.)
The Climb
As the gear comes up and the situation stabilizes at around 105 knots, we usually call for the first power reduction, to "METO" (Maximum Except Take Off) power, or 44" and 2550. When heavy, we'll delay that a few more seconds, to help gain altitude to protect from an engine failure.
At about 300 feet when light, or 500 feet (or more) when heavy, a second power reduction is usually used, to 36" and 2300 RPM, or "Climb Power."
105 knots makes an excellent pattern speed during the climb, and in level flight. The airplane seems to like that speed, using about 25 inches of manifold pressure and 1800 RPM on downwind, level. Any faster speed tends to overrun other VFR traffic in the pattern, and slower than 105 knots brings on problems with an engine failure. Trainees will almost always lose 10 knots while they struggle with the airplane, and while 95 is fine, getting slower will cause control problems with one engine at high power, and one windmilling.
The Approach
Trainees quickly learn that if they let the speed drop below 95 knots anywhere on downwind or base, or if they get below the glide slope, it is certain that I'll cut one, and equally certain he won't make the runway. They will not want a second demonstration!
The Landing
The best way to fly the airplane is to stay WELL above the electronic or visual glide slope, and keep 105 knots and NO flaps to somewhere within about a mile of touchdown. At that point, full flaps can be extended, and the power eased back a bit, allowing the airspeed to slowly drop off to about 75 or 80 knots over the fence. Somewhere in the flare, it is best to completely close the throttles, and land power off. There is a tendency for the nose to drop, but a little back pressure handles that, as on almost any airplane. There is plenty of time to "feel" for the runway, and land in a slightly tail-down attitude.
Under NO circumstances should C-46 pilots aim for a touchdown on the end of the runway. It's too easy to misjudge and "stub your toe" on the runway lip, and I've seen that happen too many times. Aim for the numbers, or where the numbers should be, or beyond.
Depending on the vertical speed at the moment of touchdown, the airplane's tail may drop. The tail is very heavy, and again old Isaac's laws come into play. The gear stops the vertical speed of the gear, but the heavy tail wants to continue down. That may increase the angle of attack enough to make the airplane fly again, which is probably not a good idea. If the landing is a squeaker (a better term would be "squaller," for the tires will emit a low-pitched yelp of some duration on a really good landing, while the tires come up to speed), there will be little tendency for the tail to continue down. With an "impact," the tail wants to come down a lot, and that leads to the famed C-46 bounce.
The Bounce
The downside of doing wheel landings is that bounces happen. A lot. Handled properly, a bounce is no big deal, but most manage to snatch defeat from the jaws of victory, and make them worse. The worst possible solution is to try and "pin" the airplane by pushing the yoke well forward, raising the tail, and keeping the airplane on the ground. One person who used to instruct in China Doll before I arrived preferred this technique, and one day managed to nail both props. I understand he walked away, and was never seen again. No wonder they were short of instructors!
Now, there's a difference between a slight forward pressure to keep the tail from continuing the descent when the main gear's downward progress is halted by the ground, and stuffing the nose down to achieve a negative angle of attack while the airplane is still airborne. The first is done as touchdown occurs, the second is usually attempted with the airplane still in the air after a bounce.
I have seen many people get a bounce, try to land again, get another, and then continue the length of the runway, bouncing merrily away, each one about the same as the last. This is made worse by small shots of power, which do nothing but keep the forward speed up, allowing more bounces before running out of lift.
The easiest way is to note the attitude at or just before the first touchdown, and nail that attitude, letting the airplane bounce. It will quickly lose speed, the bounces will decrease in height and damp themselves out (he says), and by about the third touchdown, they'll be all done. If the natural tendency to add power is avoided, there will be very little extra runway used.
Another technique is to simply add power, set up a new touchdown, and try to land it again. Of course, that often ends up with another bounce, much further down the runway.
No matter what technique is employed, the new C-46 pilot invariably gets so distracted by the bouncing, he forgets all about the rudder. Bad move, the airplane KNOWS. I don't know how, but it just really does know. So swerves will begin, adding to the woes of the pilot. By this time, his hands will be so sweaty he's slipping on the yoke and throttles, and the sweat is getting in his eyes so he can't see the swerves, I guess.
In that case, we might as well just do a go-around and get it over with, mop up the sweat, and come back for another.
The Swerve
I've never run off a runway (or ground looped), but I've come closer than in any other airplane while instructing in the C-46. I've been from one edge of the runway to the other many times now, and it's just not a fun maneuver. It is the classic problem faced by all instructors, just how far can you let a trainee go. You must allow mistakes, and allow the trainee to attempt the correction, but this one is so critical, and recovery is so difficult, it's really hard.
It's also hard to explain why I've just rammed in full rudder, and started reaching for the throttles (a primary recovery control). He thinks I've just reacted for no reason at all, because he probably didn't even see the nose start to go.
It's rarely the first swerve that's the most difficult. What happens is that the airplane will swerve (for whatever reason), the trainee (or instructor) then stops the swing, leaving the nose pointed at the edge of the runway. It's very easy to panic at that point, and actuate all available control to the other extreme, to keep it on the runway. Once the nose swings back towards the centerline, the trainee relaxes, and figures everything is all right, after all, we're going to miss the edge of the runway. But what is happening is that the airplane is now in a violent and near-uncontrollable swerve that will go right through the runway heading, with an increasing yaw rate! This is the swerve that will put you right off in the boonies in short order, in a ground-looping swirl of dust.
The instant that nose stops on the first swerve, and just barely begins to swing back to the runway heading, THAT'S the time to start full attempts to stop the new swerve!
It is SUCH an interesting airplane, and I love it dearly.
Be careful up there!


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A good look and and a great value thru AutoAnything
Reviewed By Jeffrey W (CYPRESS, TX) Reviewed for a 2006 Pontiac GTO —1/19/2014 6:46 AM
Well made, pretty good fit out of the box. Pieces will require some working for proper alignment and fininsh. This is to be expected from any fiberglass part. Can be installed without drilling by use VHB tape (not supplied) as the end caps are relatively light. While not an HSV spoiler, the look is similar and with AutoAnything free shipping and frequent discounts it's a no brainer on price. I will probably be modifying the end caps for a more HSV like look.

subset: commoncrawl


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Liu was known for keeping up an insane schedule of public appearances, often beginning his days before the sun came up and returning home long after it had gone down. And that dates back to his days as a councilman representing Flushing, long before he held citywide office.
We remember a reporter telling us once that when Liu was pushing legislation in the City Council banning car alarms within city limits, they bumped into him discussing the bill for a Brooklyn Community Board 6 committee meeting.
Unaware that we also covered Brooklyn, the reporter said he might know the paper as the Queens Examiner (our edition in northeast Queens).
"What is the Queens Examiner doing all the way out in Brooklyn?" Liu inquired.
When the reporter said the same could be asked of a Queens councilman, Liu replied that he would go anywhere he is invited at any time.
And once he was elected city comptroller, those invitations and demands on his time only increased.
But now Liu is out of public office, relinquishing his comptroller post and losing his bid for mayor, and therefore shouldn't have any need to release a public schedule, right?
Not so.
Over the weekend, Liu released a public schedule emailed to a handful of reporters detailing his weekend plans, which included a number of stops at swearing-in ceremonies for the recently elected in four different boroughs.
When pressed about why he would still need to release a public schedule, Liu responded in published reports that he was still being asked by some reporters what his plans were regarding the inauguration ceremonies, and simply thought it would be easier to put the information out there rather than field the phone calls.
Fair enough. Hey, we wish everybody would just let us know what there plans were for the day so we can either hook up, or more importantly, avoid them.


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Oct. 27, 2005
CAMBRIDGE, MASS. - The MIT men's soccer team recorded its first New England Women's and Men's Athletic Conference (NEWMAC) victory of the 2005 campaign by defeating WPI, 3-2, on Thursday afternoon. Walter Song led MIT (7-7, 1-4 NEWMAC) with a pair of assists.
MIT wasted little time getting on the scoreboard, finding the back of the net 5:03 into the contest. Song fed Ryan Sheffler, whose shot bounced off goalie Matthew Cichon's right leg as he dove for the save. WPI (7-6-1, 1-4-1 NEWMAC) responded with the equalizer less than three minutes later when Matthew Young connected on a pass from Brandon Finzel. MIT took the lead for good after Nitin Perumbeti sent a throughball to Craig Bielski who wove through the defense for a goal in the 33rd minute. MIT maintained its slim 2-1 advantage at the intermission, marking the first time it has led at the break since Oct. 9 against Brandeis University.
MIT continued to attack in the second frame, extending its lead in the 58th minute. Song's strike on an indirect kick outside of the box was stopped by Cichon, but landed at Chase Lochmiller's feet. Lochmiller capitalized on the deflection and booted it in for his third game-winning goal of the year. WPI generated some offensive pressure of its own and found success with 9:50 left to play in regulation when Ryan Joy converted a penalty kick, cutting its deficit to one (3-2).
The remainder of the contest was a defensive battle as neither squad wanted to allow a late goal. In net, Thomas Caldwell collected six saves for MIT. Cichon made nine stops for WPI in 78 minutes while Brian Catalano closed out the contest with two saves.
MIT will close out the regular season on Saturday, Oct. 29 at Wheaton College.


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I'm transferring all my sites over to a new server, it's a FreeBSD 7 box, dual Xeon ,2GB RAM.
I'm trying to optimize it for the fastest speed possible by turning off all logging and making sure the server sends out as little data as possible etc.
The part I'm stuck at is compiling apache. When I type make I get a host of modules I can tick / untick. Most of them I don't understand. Does it significantly slow the server if I have these modules enabled? I know all the stuff like turning off hostname lookups and disabling overrides, not allowing indexing,
I think symlinksifowners match should be off for greater speed, Is this correct? Also mime_magic should be turned off if not needed is this correct?
Also is PHP faster as a compiled-in module or Dynamic shared object? I'm going to stress-test the site before I put it live, just wondering if anyone else can share some tips?
Also if anybody has any tips / links on optimizing MySQL for fastest possible performance It would be much appreciated.


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Writing Love Letters to Hundreds of Strangers "Absolutely Healed Me"
In college, Hannah Brencher corresponded with her family via handwritten letters—not texting, Facebook, email, or phones. She found comfort in writing on paper.
Later, as a college graduate in New York City, she continued writing letters—this time to strangers—to curb the loneliness she felt in the city. She left them in cafes and libraries, and even at the UN.
When she posted a promise on the Internet to write a handwritten letter to anyone who needed one, her inbox flooded with stories from so many lonely and struggling people that she decided to start an organization, The World Needs More Love Letters, to help strangers connect and support one another in an increasingly fragmented, electronic world.
"I began writing letters on the train to individuals who seemed like they, too, could use a boost," Brencher writes. "In the span of nine months, I wrote and mailed over 400 love letters to people in need around the globe. And the process healed me. It absolutely healed me."Interested?
- Humanity, in Photos
Photo Essay: A celebration of friendship, family, love, and laughter.
- New NYC Subway Ads: "Love Your Muslim Neighbors"
After hateful ads implying that Muslims are "savages" were posted in New York subway stations, a Christian group launched its own campaign.
- The Revolution is Love
What's love got to do with the Occupy movement?


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Ezra Pound
Ezra Pound (30 October 1885 – 1 November 1972 / Hailey / Idaho)
» Click to list general statistics » OR, select a date :
Homage To Sextus Propertius - Vii
Me happy, night, night full of brightness;
Oh couch made happy by iny long delectations;
How many words talked out with abundant candles;
Struggles when the lights were taken away;
read more >>
- Hits: Number of visitors who read the poem on the given date.
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1000 usa business namesJobs
I'm an author and part of a novel I've written has Chinese people in it. I want to make sure that the names I've given them are authentic. I need a native Chinese speaker also fluent in English who can weigh in on the authenticity of these names, plus translate several words for me. Ted Kerasote ted@kerasote. com
Please see 7 screenshots attached of business names in the building named 55 Miller St. Fill out the table here with email, phone, owner name, website link, linkedin link: [log ind for at se URL]
I require a spreadsheet with a list of company names, their suburb and e-mail addresses. The list of names will come from the following website: [log ind for at se URL] Please go the search section and conduct searches under category: - Building/Facility Management and - Strata/Body Corporate Managers For the State: New South
i have few domains 7 to 10 years old domain with back links ,want a team or a individual to sell [log ind for at se URL] mind on profit sharing [log ind for at se URL] the domains which are there with me are of godaddy appraisal value of $500 to $2000,but i want to sell that at minimum of $[log ind for at se URL] that what ever price you sell we can share 50% [log ind for at se URL] will be a life...
Offering $50 1) Copy 4 pages(Home page, about us, what we do, contact us) 2) Change each of the copied pages text to say Atlantic City instead of Philadelphia and change the Logo to Superhost Philly. 3) Set website so that if user goes to [log ind for at se URL] it goes to the [log ind for at se URL] homepage and related about us, what we do and contact us page. if the user goes to [log ind for...
I will give you keywords to think of a sports store name
Take names and emails from direct emails from my business inbox and create a list. I will need to forward the I individual emails to you to complete this
Claim: 1. Not registered with the US Trademark Office 2. Not registered in the European Trademark Office 3. Can not infringe on the trademark of others 4. Trademark category: outdoor, fitness 5. The brand name cannot be too long 6. Can not imitate or steal other people's intellectual property rights 7. Must be original 8. You can refer to the brand name under top 100 outdoor category ...
Build Script to Auto Add Into Telegram Group and Telegram Channel. Also copy the usernames (@names) into a textfile from Telegram Group and Telegram Channel. And add the users from that textfile into Telegram Group and Telegram Channel with multiple accounts. (If possible, adding should be fast)
I need someone to brainstorm some names for my business. It's a food truck cafe that sells mainly mini donuts and coffee. I prefer the name to be one word (maybe two) , creative, and it could be a word in a different language.
...available at 1-5 EUR (check on the godaddy website) - The name should ideally have some relation to what we're doing. See keyword list attached for inspiration We need 20 names in the first round. If they're good, we'll add additional milestones to get more suggestions. To qualify, please provide 1 name that satisfies the criteria above to show that
i want to start a business so suggest me name i will award you directly
I have a spreadsheet with two columns of names in it. I need to know whether the name in column 1 matches the name in column 2. The names are NOT exact matches, and will need to be manually reviewed. See the attached example spreadsheet. For each name, put the number "1" in column C if you believe the name is the same person. Put the number "0"
hello all I want someone to extract the url of all cities in a website. I can provide links to all the countries. you will have to scrape the data which can be one or two levels deep. the url should be written to a excel or csv file.
...property managers. I have client data on an Excel spreadsheet that I would like updating. A lot of the contacts on my excel document have left and I would like the new contact names added in to replace them. I would also like new companies and the new contacts added on to this document so i can contact hiring managers and look to recruit for them. I will
Winya...each I need first and last names as well as emails. The emails required would be all employee emails that are available on the websites for the locations I have specified and all the general company emails for the locations I have specified. If the emails of the employees are not available we would just like first and last names in the columns
I need data inputted from websites to a spreadsheet. I need the Prefix (Mr. Ms. or Dr., if available), First Name, Last Name, Position, and Email. I will supply links to the web pages where this info can be found, I just need someone else to copy and paste them into a spreadsheet for me as I've become too busy to continue doing this myself. I'll need an average of 1k entries per week to ...
I have a social network website and need to import city data from old database into new database but new database uses city codes / numbers instead of city names.. The website is Yii Platform and uses geonames db ([log ind for at se URL] ) via Geographer library ([log ind for at se URL]). Can you help with this? or can you change
I need a script that will check the dropping domain names across different domain registrars and checks if other extensions are registered
copy from format a to format b. easy. 50 dollars for 5 scrapers moved. This is copy and paste. That's the price. It's a non profit and I cannot pay more.
Simple project to scrape a website (1 website) for names and emails. There are approx 14,000 emails and names on this website. This is a very easy and straight forward job. Offering to pay $50. The emails and names must be in cvs format or text format tab deliminated. At least 2,500 emails must be provided before ANY payment is sent. I know what is
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I need to get contac...of two directories online one has 6000 contacts and one has 7000- I need all contact information - scrape and deliver in excel- [log ind for at se URL] and [log ind for at se URL] - you will get the names from these databases and then get an email from other sources like LnkI and FB I also wanted accredited investors in Hong Kong, Singapore, Canada, UAE
...store website (Magento version 184.108.40.206). We purchased new themes from (ThemeForest). You have to add 20 more domain names as multi store on our existing magento website (add domain names from admin control panel, define domain names in .htaccess file, define path for sitemap, add multiple static page and blocks from admin panel for all themes and complete
I have an existing logo that i would like part of t...each logo as transparent png, ai and psd files. I have the original psd and ai files that can be provided to the successful bidder. The initial Logo is OTB Spatial. I would names to include - OTB Aerial - OTB Construction - OTB Environmental - OTB Safety - OTB Technology - OTB Utilities - OTB Group
We get PDF style documents from factories that need to be edited for ,marking here and to be used as sales and web information,
I want names for youtube channel something cool and uniqye
Need a good business name for my business & its logo n stationary design
...York" 2.) Need a list of companies using the word "Gotham" combined with the attached spreadsheet For example. Gotham Drywall, Gotham Painting,etc. The list should include business name, address, phone number For example the results should be as follows: Gotham Drywall 222 East india street New York, NY 10001 212-456-6356 Gotham Painting 123 East 3rd
Script/addon whatever to automate search of open positions by list of company names(2000+) on indeed and couple more sites. So I will be inserting list of names/skills etc. in the script, script should auto paste one by one the names(words) from the list to indeed ([log ind for at se URL]) keywords field. Also the same thing for [log ind for at se URL]
Hi all, i need a simple program that can i put list of names and have a button when click on it, it will generate a pdf file that contain the report of the SAM and OFAC check for each of the name per line and combine all the reports in a one pdf file. OFAC site: [log ind for at se URL] SAM site: [log ind for at se URL]
I have some work, in an Excel spreadsheet.
For lead generating i need lists with companies. You get the informations from german and international social business networks and directories like yellow pages. The result should be in Excel. For the first step i need 6000 contacts. Please make a price for getting the informations from groups. Of course the task should be done manual by hand.
I have an Excel list containing 473 people's names that need to be copied into an existing Certificate template set up in MS Word. Each certificate needs to be saved as a PDF file saved and supplied back to me. Very simple project, but it needs to be done accurately with zero mistakes. I will supply the files to the winning bidder.
I need a scraper which can scrape facebook friends of people. I need their names and url in excel file as a final result.
I need descriptions written for a list of 400 brand names. Each description should be around 20 words. Preferably someone that can work on it for a full day and complete 3-400 a day. Some light research might be needed for names you don't understand. I have a few thousands that need to be done, so if satisfied, this can be a long term project. A couple
...supply you with my current lists which you could use to check each suburb and each website. The data I'm working off is over a year old so I would like the new people contact names as well as the new companies within the list of suburbs that I supply to you. I am only interested in the contact details of senior staff within these companies so - Principal
Hi ... I HAVE A LINE OF 10 SKIN CARE PRODUCTS AND I NEED PRODUCTS NAMES , LABEL AND PACKAGING COPY
we are seeking good salesmen/saleswomen to contact different companies and offer them domain names for sale and if you get the deal done 25% of the deal is your commision. what will you be doing? 1 - you will search google for companies working in industries related to the domain name you are selling. 2 - you will contact those companies offering
Need someone to look at a list of 150 blogs, and to get their: email, url, and contact name. Will upload file to the person hired. I have the list of names, I need someone to write an excel sheet of: Email, URL, Name
I need a new website. I need you to design and build my online store.
...up = Cherry AK crossed with Purple Punch, A cherry, red and purple colors, a fist showing a punch... you get the idea. I will also upload a picture of the logo, the strain names should have a bright contrast the logo in every way. 1.) Cherry Punch- Cherry AK crossed with Purple punch 2.) Sundae Driver- Fruity pebbles crossed with Grape Pie 3.) Orange
-- NO PROJECT MANAGERS -- Insert this list of names (1) into the footer section of the these websites (2). Closely match the color of the sections without using the identical color (slightly different), and position them in locations that do not interfere with website elements or functions.
Hello, I need someone to sort th...someone to sort through data separating the male, female, and gender neutral names. YOU CAN'T CHANGE the order of the names. If you want to add a column to label which names are male from female you can do that but you can't change the order of the names- from top to bottom the names need to stay in the same rolls.
basically i have a css file and a woff file and i need a simple page that shows all the glyphs (icons/charactors/symbols) in the font on a page with the name beside it
I have an excel spreadsheet featuring around 400 names and instagram accounts. I would like somebody to go through them and find the accounts that would be a good fit for my outreach purpose, which is to find individuals who are likely to promote a website building product. Please begin your cover letter with the word "OUTLIER" so I know you've read
I have 600 names FIrst name, Second name. Please edit list so that it only shows First name (delete all second names)
Looking for 500,000 valid email addresses with .hk as at 2018 with registered company name(must), addresses(must) and telephone/fax(must) in Hong Kong, contact person (optional) Addresses cover unit number, floor number, street number, street name, district, region (if present) Sources can be yellow page, [log ind for at se URL], and others. candidates with python / domain index search experienc...
You need to go to the links found in the upoaded file one by one. There you will find a list of people. You need to copy for each link the names and all the additional info found, if there are, into an excel sheet. Each link on a different excel sheet. (same file). It should take max 1 hour for a skillful data miner.
We are looking for emailadresses and names of bars in Antwerpen (belgium).


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Tim has written a wide variety of articles for magazines, newspapers, newsletters, and his own personal training clients. If you would like to see more information on a given topic, or want permission to reprint one of these articles for your own use please contact him directly.
Take a moment and think about your lifestyle. How active are you? Do you exercise consistently? How many hours of TV do you watch per day? Do you smoke? Do you eat low-fat foods? These are just some of the questions to ask yourself when it comes to making positive steps towards a healthier lifestyle.
In 1985, the American College of Obstetricians and Gynecologists (ACOG) published its guidelines for prenatal exercise, cautioning women not to exceed a maximum heart rate of 140 beats per minute (bpm) (ACOG 1985). With these guidelines, pregnant athletes found themselves in a quandary, since 140 bpm hardly qualifies as a workout for most fitness enthusiasts. In 1994, ACOG revised its guidelines, making them less restrictive but still failing to address the upper limits of exercise (ACOG 1994).
Eating less, or cutting back on fat in your diet, won't keep the weight off. What you really need to do is strike a good balance between the number of calories you consume and the number you burn. And the only way to do that is to exercise.
Metabolic rate, or metabolism, is the rate at which the body expends energy. This is also referred to as the "caloric burn rate". Knowing metabolic rate is vital for weight loss as well as for determining the proper feeding amounts needed to treat various disease states. Energy expenditure can be divided into three groups of calories.
Proper nutrition is a critical component of your fitness regimen. Understanding the physical demands of exercise is the first step to making informed choices—fueling up pre-workout is as important as choosing the right foods to guarantee a good recovery post workout.
Back pain is one of the most common medical problems in the United States. The cause is often poor posture and body mechanics in the workplace. A supervised program of back protection and exercise may be the key to alleviating and even preventing such problems.
There are hundreds of different ways to lose weight, but keeping it off is another story. In all of my years of working with clients on weight loss the only successful method I have seen is to make permanent changes in your lifestyle and habits. Here are the 5 changes I recommend:
You don't have to lift a lot of heavy metal to get jiggle free arms. Hundreds of women that I have trained can assure you that the key to stronger, leaner arms is an effective nutrition and exercise plan. Eating fewer calories than your body burns in a day is the foundation for all healthy weight loss.
Do you know about the benefits of exercise and the risks of inactivity, yet still find it difficult to incorporate physical activity into your lifestyle? If so, you are not alone. Most people have good intentions, but don't seem to find the time, or inclination to exercise. This article is written for you. When you are finished reading it, I hope that you will have found a few tips that you can use, and a way to help you to actually do them.
Nobody ever said that losing weight would be easy. Staying motivated can be hard work, but it isn't impossible. Accept that you may hit a motivational plateau. At first, losing weight and exercising is exciting and fun. After time, many people lose their motivation. The key to motivation is figuring out how to keep going, even when you don't feel like doing so.
When the double-fudge brownies beckon or you feel Velcroed to the couch, here are 12 tips from the experts to help you find your "get up and go."
The chief concern of women is that by weight training they will become big, muscular, and highly defined. This is a myth and misperception because few individuals of either sex have the genetic endowment to develop a large, defined musculature.
Americans must get off their sofa! Just recently, NBC News stated that being sedentary is one of the most dangerous risk factors for cardiovascular disease. Quoting from research, NBC noted that "An individual that is obese and exercises is at lower risk than an individual that is not obese and does not exercise." Americans MUST exercise to reduce their risk of cardiovascular disease. Exercise must become a lifestyle factor.
Given the tremendous physical and psychological benefits of exercise, everyone should be doing it, no matter what their age; especially strength and power training. The basic recommendations concerning exercise are no different for older adults than they are for younger adults. The trick is to learn how to adapt your workout routine as you get older.
Portable (At-home) workouts are a great way to stay fit in your home or on the road, especially when you are short on time or money. Spending more on a treadmill or elliptical machine will not get you more fit than a solid exercise plan, a few equipment basics, and some consistency. You can reap most of the benefits of a "Globo-Gym" membership in your own home with the following Hot Fitness Buys.
Losing weight and getting in shape seems nearly impossible for a lot of people. People rely on fad diets for weight loss and that just doesn't cut it for the long term. Knowing what needs to be done to meet your goals is half the battle. Having a support group and actually doing what needs to be done will get you results. Joining a fitness boot camp has a number of benefits. Just having a group of people going through the exact same thing as you can make getting in shape easier and fun for everyone. If you put the work in, you will get results.
Are the caloric expenditure calculators on exercise equipment accurate?
Fitness equipment manufacturers admit that caloric expenditure calculators on cardiovascular equipment are not exact. Most cardio machines make estimates based on large population studies that use male and female subjects of a variety of ages, sizes and fitness levels.
As our society becomes more health-conscious, there has been an increased focus on the importance of exercise. Many people exercise to control weight and get in better physical condition to become more healthy or physically attractive, but exercise and stress management are also closely linked. Read the complete article…
Sometimes you may find your workouts becoming boring or you no longer get the same results as when you started your program. Don't worry, it happens to everyone. Our bodies adapt to our activities and our environments. This increases our chances of survival, but makes it difficult to reach our fitness goals. When this happens, it's time to change things up! Read the complete article…
Each year, millions of Americans tackle the annual ritual of making New Year's resolutions; seventy percent of these 'spur of the moment' goals are health and fitness related. Some will succeed while others stumble. Successfully jumping in to a balanced exercise and diet plan is not as easy as it seems after your second, or more, glass of champagne, minutes before the New Year. You can be one of the few to achieve resolution success by putting a little time and thought into what you specifically want to achieve, and what resources you may need in order to get there. Follow these simple guidelines that will help you be one of the few to realize resolution success in 2010.


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If you're hungry, grab your apron and get cooking! Making food yourself - with a little help from a parent - is a great way to learn about food and meal preparation. And we have plenty of recipes for you to try - from pizza to pancakes!
Note: All information is for educational purposes only. For specific medical advice, diagnoses, and treatment, consult your doctor.
© 1995-
Images provided by The Nemours Foundation, iStock, Getty Images, Veer, Shutterstock, and Clipart.com.
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This activity uses rain and flood events in the Midwest to engage students in an exploration of the collection, comparison, analysis and utilization of rainfall data. Students will access online precipitation data from both a ground-based station... (View More) (the Community Collaborative Rain Hail and Snow Network (CoCoRaHS) network) and a satellite (the Tropical Rainfall Measuring Mission (TRMM)). Explicit instructions are provided to allow students to graph, map and analyze that data. Instructions are also provided for setting up a school-based rain gauge to gather local rainfall data for analysis. (View Less)
Materials Cost: Over $20 per group of students
This online, facilitated course is designed for middle-school educators wishing to teach global climate change. The course uses a problem-solving approach and interdisciplinary STEM methodology to engage middle-school students and help them... (View More) understand the causes and effects of climate change, the differences between climate and weather, and how actions and nature affect the environment. Educators access the course by enrolling and paying a course fee; the course syllabus is available online. (View Less)


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Oh, my tiny little kitchen.. A kitchen so small, I can touch both sides of it at the same time. Without stretching. I can mop the whole tile floor without ever stepping foot on it. And don't even try to open the fridge and the dishwasher at the same time. With a tiny little kitchen, space is at a premium. The majority of my cabinets measure less than 12 inches across and my counterspace is almost nonexistent. Most of my appliances (with the exception of my KitchenAid mixer) live in the space between the top of my cabinets and the ceiling. Not quite ideal for someone who's only 5'2".
Although I have minimal space to store things, I find myself acquiring more and more stuff every time I turn around. Utensils, gadgets, appliances. I have more stuff than I know what to do with, and way more stuff than I have room for. So I sucked it up and tackled the clutter, throwing out or donating everything I didn't use or really need. And it was kind of liberating.
No matter how many cookies I make, I'm sure I don't need 8 spatulas. Gone. The electric carving knife that's only been out of the box once? Gone. The unmatching, lidless plastic lunchmeat containers that tumble out whenever I open the cabinet? Trash. The two bamboo steamers that have never been down from the top of my fridge in the entire 5+ years I've lived here? Gifted to Boyfriend. I felt so accomplished in my cleaning, I shifted my attention from the top of the fridge to inside.
Leftovers + veggies that need to be used NOW = Another round of Chicken Ropa Vieja. Boom. Dinner for 3 days and no more half used things hanging out in the back of the fridge. But wait. What's this bag of cherries still doing in here? Huh. Kind of forgot about them. Guess it's time to take a break from cleaning to preheat the oven. We're making pie.
Or a galette to be more specific. A rustic free-form pie baked on a baking sheet rather than a pie plate. It's pie for people who are intimidated by pie. No double crusts, no crimping, no fuss. You can get into this pie game, I promise.
Pair the cherries up with some juicy peaches and toss them around in some sugar and vanilla bean paste (or vanilla extract). They play very well together. Wrap them up in some amazing cornmeal pie crust. It's flaky, tender, and has just a touch of texture and crunch. Sprinkle it all over with sugar and let it all get golden and bubbly. Serve it up with some sweetened whipped cream or ice cream and you won't be disappointed.
Leftovers should always be this good.
**Note: I'm not sure how readily available fresh cherries and peaches are anymore. I kind of got into vacation mode very early, and sorta forgot to put this post up when I made it.. almost a month ago.. My bad. Feel free to substitute frozen for fresh. Or throw some delicious apples in it instead!
Cherry Peach Galette with Cornmeal Crust
Adapted from Epicurious and The Vanilla Bean Blog
Makes 4 individual 4-inch galettes or 1 large 12-inch galette
1 cup plus 2 tablespoons all purpose flour
2 tablespoons yellow cornmeal
1 tablespoon granulated sugar
½ teaspoon salt
6 tablespoons chilled unsalted butter, cut into cubes
2 tablespoons vegetable shortening, cut into cubes
4 teaspoons ice water
1 teaspoon apple cider vinegar
1 egg, beaten, for brushing
1 tablespoon raw sugar, for sprinkling
1 pound peaches (2 medium), peeled, pitted, and sliced into ½-inch slices
½ pound sweet cherries, stemmed, pitted, and chopped in half
½ teaspoon vanilla bean paste or vanilla extract
2 tablespoons granulated sugar
1. Make crust: In a large bowl, sift together flour, cornmeal, sugar, and salt until well combined. Using a pastry cutter, add shortening and chilled butter and cut into flour mixture until it resembles coarse crumbs. Stir together ice water and vinegar. Making a well in the center of the flour mixture, add liquid, stirring until dough comes together and holds together when squeezed. If mixture is too dry, add additional water, a half teaspoon at a time until it reaches the right consistency.
2. Turn dough out onto clean work surface, pat into a disk and wrap tightly with plastic wrap. Chill dough in refrigerator until cold, at least an hour.
3. Make filling: In a medium bowl, stir together sliced peaches, chopped cherries, granulated sugar, and vanilla bean paste until well combined.
4. Assemble: Preheat oven to 375F. Line baking sheet(s) with parchment paper. If making individual galettes, divide chilled dough into 4 pieces. Roll out dough to 1/8-inch thick, about 6 inches around for individual galettes or about 14 inches for a large galette. Gently transfer dough to prepared baking sheet. Mound filling in the center of the dough, spreading to about an inch from the edge for individuals or 2 inches from the edge for large. Fold edges over filling, overlapping and pleating every couple inches around. Return to refrigerator and chill for another 20 minutes. Once chilled, brush dough with beaten egg. Sprinkle with raw sugar.
5. Bake, rotating pan(s) halfway through until dough is golden brown and filling is bubbly, about 25 to 30 minutes. Remove from oven and allow to cool before serving.


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Hi All
If you are free this weekend please feel free to come and join StarKites and Edgeriders of Ipswich at Felixstowe beach on the East Coast of the UK
Starkites will have Taina's, Arawak's and Edge Kites and Boards to try out and Edgeriders will be holding an Autumn sale with loads of bargins on the beach
If any other brands would like to come down and join in, please feel free. the more is always better .
Happy surfing


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Lost Shin Megami Game Coming to 3DS
On Wednesday, Atlus announced plans to finally bring the long lost Shin Megami Tensei: Devil Summoner: Soul Hackers game to North America in 2013.
Originally released in Japan for both the Sega Saturn and the PlayStation, Soul Hackers never made the jump to American shores. Now, more than 15 years after it debuted, 3DS owners will finally get the chance to play one of the rare games Shin Megami fans have been waiting for.
Soul Hackers is a first-person dungeon-crawling sci-fi RPG filled with, "cyberpunk futurism and gothic horror." When it arrives next spring, Soul Hackers will have a full English localization, as well as new gameplay features including added dungeons and the ability to adjust difficulty settings on the fly. 30 brand-new demons will also be added to the mix, as well as a special appearance from Raidou Kuzunoha, the protagonist from the PlayStation 2 Devil Summoner titles.
Check out the first trailer for SMT: DS: Soul Hackers below.


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Today at Adobe MAX in Japan, we shared some great news about the expanding reach of the Flash Platform. We announced that Adobe AIR has been installed over 100 million times. Also, as of December, Flash Player 10 was installed on 55% of computers worldwide. Flash Player 10 is breaking all previous records for rate of adoption for Flash Player, and we expect greater than 80% penetration by the second quarter of 2009. The Milward Brown survey has details on the methodology used to determine the Flash Player penetration.
Adobe AIR is not included in the Milward Brown data yet, so I thought it might be helpful to explain our methodology. The number we announced is the count of successful initial installations of Adobe AIR — this provides a minimum for the total install base of the AIR runtime.
Why does Adobe talk about installation numbers?
Our developers regularly ask about installation numbers because they are concerned about how quickly someone can install an application and begin using it. Having the runtime installed ahead of time makes that easier by making the download smaller and the download time faster. This the same reason that we focus on keeping the Flash Player very small, and why new versions are adopted so quickly.
What do we mean by "successful installation?"
Software installation can fail during download and also at installation time, so we only consider an installation to be successful when it can be confirmed by code running after the installation has been completed.
For example, the majority of AIR runtime installations occur at the time the first AIR application is installed by a user — usually through the use of an "install badge" using AIR's seamless install feature. An install badge detects whether the runtime is installed on a user's system before attempting to install the application. If the runtime is not installed, it will be downloaded and installed before the application is installed. In most cases, a user usually launches the app once the installation process has been completed. Once the application is launched, the AIR runtime checks on start-up to see whether a new version of the runtime is available. This request confirms that the runtime was installed correctly and that an application has been launched.
One thing the number of successful installs does not tell us is where are all the installs are coming from. Some are coming from people who come to Adobe.com to download the runtime, but the vast majority are being driven by great, popular applications. Some of the most popular include:
Are there others? We'd love to know about it. If you don't mind sharing — put a link to your application below and let us know how many people have installed it…
We've gotten a few requests for more specifics around badge installations, so I did a little more digging into the data. Over 30 million installations have been of applications delivered via AIR badges. That means a lot of people are also downloading applications without using a badge. In some instances the runtime and application are offered separately — such as Pandora Desktop and finetune. In other cases, the application and runtime are bundled within another application, such as Creative Suite 4, Adobe Reader, or raptr.


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Pick of the day: Celebrity Big Brother - Live Eviction
REALITY: Celebrity Big Brother: Live Eviction, 9pm, Channel 5
Another housemate will head for the exit tonight as the series finale next week looms closer.
Either Jim Davidson, Ollie Locke, Luisa Zissman, Linda Nolan or Lee Ryan (above) will be the fifth contestant to be booted out in the viewers' vote.
As usual Emma Willis will be our host, introducing proceedings and also talking to the unfortunate evictee about their time in the house and their thoughts on who is likely to emerge as champion.
Don't miss the companion show at 10.30 with Rylan Clark and his guests, while at 11.30 there's live footage as the remaining contestants absorb the latest departure.


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Paparazzo Chasing Justin Bieber's Car Struck & Killed By Oncoming Car
A paparazzo was struck and killed by a car while attempting to take pictures of Justin Bieber's Ferrari, according to TMZ.
The 18-year-old singer's car was pulled over near the Getty Center in Los Angeles for routine traffic stop on Sepulveda Blvd when a paparazzo who had been chasing the car got out of his/her vehicle to snap pics.
PHOTOS: Check out the latest pics of Justin Bieber
Police told the photog to move back as the situation was unsafe and soon after the photog was struck by an oncoming car and killed.
"While I was not present nor directly involved with this tragic accident, my thoughts and prayers are with the family of the victim," Justin said in a statement.


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Problem Solvers by Design
I'm used to seeing beautiful designs when I go to tradeshows — attending the big furniture fairs is a crash course in the contemporary aesthetic and high end, cutting edge loveliness. Home & Housewares is the more practical side of the coin; for the most part it's about things that have to perform well, not just look pretty. But that doesn't mean that both design needs can't be met…
Here are five items that I spotted at the show. They were fun to come across since they are all both nicely designed and serious attempts at being a solid solution to common household issues.
1. Tapi by Dreamfarm– simply slip on to your faucet. The flow of water acts normally, until you squeeze the bottom of the rubber attachment, forcing the water to flow out and up the small hole at the top, creating a simple, but powerful home water fountain. A quick sip of water was never easier!
2. Index Plus by Joseph Joseph – this organizer holds 4 cutting boards and 4 color coordinated knives, allowing you to store and access your tools in a single spot, while keeping them separated by what you normally use them to prepare. Designed specifically for the user to maintain specific use boards and knives all in one compact space.
3. Membo by Dreamfarm – did your partner or housemate feed the dog? The fish? This magnetized (stick it on your fridge!) communicator allows you track pet feedings, daily chores or whatever you can come up with. It comes with a bunch of different inserts and in a rainbow of colors.
4. Ceramic Box Cutter by Slice – this ergonomically designed box cutter looks good, is ultra efficient and makes the job both safer and easier.
5. New Scooba from iRobot – the latest generation cleaning bot is designed to be ultra compact, allowing it to squeeze into the tight spots next to and even behind the toilet, allowing for an allover floor scrubbing to happen while you are at work…or at play.
Images: Janel Laban


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- Portable inputs that provide a built-in dock connector.
- Full featured remote with on/off, volume, mute scan and skip control.s
- Handles on both sides
- The ability to be powered by either a computer's power supply or with 6 D-cell batteries
- A 5.25-inch sub woofer with a 3.5mm input jack for other audio sources.
Music The Way The Artist Intended, Beats By Dr. Dre Beatbox Available Exclusively From AT&T March 11
Latest Beats Product Offers AT&T Customers the Ultimate Experience in Sound Quality
- AT&T customers will soon be able to enjoy their favorite music wherever they are when the Beats™ by Dr. Dre™ Beatbox Portable high performance wireless audio system arrives in white and black, exclusively from AT&T* at company-owned stores or online at www.att.com beginning March 11 for $399.00.
- Beats By Dr. Dre offers rich, full sounds with professional-grade sound engineering to play the music how the artist intended with a distortion-free sound at higher volume and real bass at all levels.
- The Beatbox will be featured on AMERICAN IDOL Wednesday March 14 (8:00-10:00 PM ET live/PT tape-delayed) on FOX when mentor and Beats By Dr. Dre co-founder Jimmy Iovine incorporates the high performance wireless audio system into his coaching sessions with the finalists.
- AT&T recently announced the HTC One X™ with Beats By Dr. Dre Audio™ integration letting customers experience rich, full sounds with professional-grade sound engineering in videos, gaming and music.
- In the coming weeks, HTC Vivid™ customers will be able to enjoy the optimized audio experience through an upcoming software update that will provide Android 4.0, an updated HTC Sense™ experience and Beats By Dr. Dre Audio profiles.
Authentic Sound On-The-Go
- Portable inputs that provide a built-in Dock Connector for smartphones or portable music players, plus Bluetooth™ wireless.
- Full-featured remote with On/Off, Volume, Mute, Scan and Skip buttons.
- Easy-carry handles on both sides.
- The ability to operate on either 6 D-cell batteries or a computer power supply.
- A 5.25 inch woofer and 3.5 MM input for other sources.
In addition to the Beats By Dr. Dre Beatbox, AT&T will begin carrying the following Beats accessories in-store and online beginning March 11:
- Wireless HD Stereo Bluetooth Headphones, $280 – Engineered by Monster® with a built-in microphone and control buttons on the ear cups for hands-free mobile calling and track and volume control.
- Beats™ Solo™ HD Headphones, $200 – Feature high definition sound, proprietary titanium coated driver technology and a comfortable, lightweight design that is ideal for active lifestyles.
- UR Beats™ In-ear Headphones, $99 – Includes the signature Beats experience in a sleek, compact design. Solid metal housing resists vibrations for the purest sound without sonic side effects, while ControlTalk makes hands-free calling and music control possible.
"As more customers begin to use their smartphone as their primary portable music device, it becomes more important for them to be able to enjoy premium sound quality no matter where they are," said Michael Cowan, director, product marketing management – Accessories, AT&T Mobility. "The Beats by Dr. Dre Beatbox gives consumers an opportunity to experience their music in its purest form without sacrificing quality for portability."
"The Beatbox Portable is the perfect mobile sound system," says Luke Wood, President & Chief Operating Officer of Beats by Dr. Dre. "In addition to having the advantage of Bluetooth wireless technology and battery-powered portability, the Beatbox Portable delivers the power and emotion found in all Beats By Dr. Dre products."


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8:30 am
Simply Ming "Chinese Mustard and Creme Fraiche" Guest Chef: Barry Maiden. You probably wouldn't think of Chinese mustard and creme fraiche on the same day, never mind put them in the same dish. But after watching today's show you will most certainly add them to your pantry. D
9:00 am
The Jazzy Vegetarian "Easy Paella Dinner" Host Laura Theodore prepares "Easy Vegan Paella," a Spanish inspired rice-dish combined with a variety of jazzy vegetables like onions, peas, artichoke hearts and tomatoes. A festive array of "Tasty Tapas" starts the meal with pizazz. For dessert, Laura bakes moist "Pineapple-Pecan Cake," made with sweet fresh pineapple and crunchy pecans. D
9:30 am
New Scandinavian Cooking "The Coast of Mid Norway: Shellfish Eldorado" Host Andreas Viestad visits some of the richest fish banks in mid-Norway and then prepares a seafood dish with native scallops, crabs and lobster. The region also holds some of the most modern aquaculture for salmon and mussels - and Andreas makes the most of these ingredients. D
10:00 am
Cook's Country from America's Test Kitchen "Retro Desserts" Bridget uncovers the secrets to perfect Banana Pudding. Then, Adam reveals his top picks for finemesh strainers. And finally, Erin updates a lost recipe and shows Chris how to make the ultimate Chiffon Cake. D
10:30 am
Cuisine Culture "Marc Haeberlin, Colmar, France" Chef Marc Haeberlin follows the family tradition of cooking for the most discriminating palates on the planet at his restaurant, L'Auberge de l'Ille. Cuisine Culture travels to the fairytale town of Colmar and throughout the picturesque wine growing region of Alsace where viewers learn how to pair the finest wines in the world with a great meal. You won't want to miss a frog leg or an extra helping of foie gras on this journey. D
11:00 am
America's Test Kitchen from Cook's Illustrated "Chocolate Torte" Host Christopher Kimball visits the Hotel Sacher Vienna to taste Sacher torte, and test cook Yvonne Ruperti shows him how to make foolproof Chocolate Torte at home. Next, tasting expert Jack Bishop challenges Chris to a tasting of baking chocolate. And finally, gadget guru Lisa McManus uncovers the best nut choppers. D
11:30 am
Scrapbook Memories "Specialty" There are always new specialty items for scrapbookers. First, it's Julie Fei-Fan Balzer with a great photo canvas. Then, we head on location with Julie to learn about new uses for buttons. D
12:00 pm
Jerry Yarnell School of Fine Art "Return to Days of Old, Part 2" Jerry blocks in the covered bridge and adds immediate details to the dirt road. Part 2 of 4G
12:30 pm
Pedal America "Women of Red Rock - Sedona, Arizona" It took 230 million years for Sedona, Arizona to surface from the bottom of the Pacific Ocean, but its receding waters left behind a spectacular field of red rock vortexes that many claim heal and cleanse the body. Ira David pedals his road and mountain bike through the Bellrock Pathway and Mystic Trail to learn why women who visit Sedona choose never to leave and the role the vortexes and cycling have played in their newly-found lifestyles. Learn about gear and apparel unique to women who bike. D
1:00 pm
This Old House "Barrington Project, Part 2 of 10" Host Kevin O'Connor arrives to find builder Andy Tiplady with the house wide open, his foundation in place and framing underway. The new open floor plan requires structural steel that gets bolted and then welded in place. With the steel installed and high winds already kicking up, Andy and his crew button up the house for the impending bad weather, which turns out to be Hurricane Irene. D
1:30 pm
Ask This Old House "Upgrading a Neglected Urban Patio; Hanging a Heavy Mirror" Landscape contractor Roger Cook heads to San Francisco to upgrade a neglected urban patio. Then Roger, along with host Kevin O'Connor, general contractor Tom Silva and plumbing and heating expert Richard Trethewey, asks, "What is it?" Afterward, Tom shows Kevin how to hang a heavy mirror on a wall. D
2:00 pm
American Woodshop "Wood Countertops for Kitchens" Affordable solutions for countertops. D
2:30 pm
Rough Cut - Woodworking with Tommy Mac "Trestle Table" This week on Rough Cut, host Tommy MacDonald tackles a Trestle Table, perfect for any kitchen.G
3:00 pm
MotorWeek "Nissan Altima" Road Test: 2013 Nissan Altima. Road Test: 2013 Chevrolet Camaro ZL. Goss' Garage: Tires & Ride Quality. D
3:30 pm
America's Heartland California rice farmers find a new market in grain for sake. A Kansas ranch helps young people with disabilities. Discover the beauty connection between Cleopatra and pickles. D
4:00 pm
NOVA "The Fabric of the Cosmos - Universe Or Multiverse?" Hard as it is to swallow, cutting-edge theories are suggesting that our universe may not be the only universe. Instead, it may be just one of an infinite number of worlds that make up the multiverse. Part 4 of 4G
5:00 pm
Antiques Roadshow "Philadelphia, Pa - Hour 3" Experts unveil a pair of paintings by Hudson River School artist John F. Kensett, bought at a yard sale for $35. Also on display are a trio of autographed baseballs with signatures that include Ted Williams and Babe Ruth that together are worth up to $46,000. Part 3 of 3G
6:00 pm
Priceless Antiques Roadshow Furniture specialist John Bly reveals what first fired his passion for antiques; and collectors get some tips for snagging a bargain. Marc Allum explores why, almost a century later, the story of the Titanic still fascinates.G
6:30 pm
Rick Steves' Europe "England's Bath & York" Rick takes in Medieval York and Georgian Bath, both easy sidetrips from London. He explores Roman hot springs, cruises canals, and marvels at England's finest Gothic church.G
7:00 pm
The Lawrence Welk Show "Tribute to Jerome Kern" The talent and versatility of Jerome Kern are on display in the opening medley of "Who," "I Won't Dance," "You Couldn't Be Cuter" and "Old Man River." Ava Barber invites everyone to "Look For the Silver Lining." Ken Delo reminisces about "The Last Time I Saw Paris."G
7:59 pm
Are You Being Served? "Club" Young Mr. Graces invites his employees to form a social club in a dismal celler in need of decorating.G
8:30 pm
Keeping Up Appearances - The Memoirs of Hyacinth Bucket "How to Go Onholiday Withoutreally Trying" Hyacinth, seeking a hobby for Richard, hands him a video camera and tells him to go off and "be artistic."G
9:00 pm
As Time Goes By "The Book Signing" Lionel has first-night nerves over his first signing session at a book shop. Alistair and Jean, meanwhile, are working overtime wheedling and cajoling friends and acquaintances to queue up for signatures from the author.G
9:30 pm
Outnumbered Pete and Sue attempt to ban television and have an old-fashioned Sunday, with traditional parlor games. Grandad has come to stay while recovering from an accident, and Pete grapples with sex education.G
10:00 pm
The Red Green Show "Lunar Eclipse" The men try to recapture their youth by watching a lunar eclipse together, just like they did 35 years before.G
10:30 pm
My Family "Susan of Troy" Susan's mother, Grace, arrives to show off her holiday pictures - and reveal a secret. Meanwhile Michael has entered the whole family for a cut-throat television quiz show, The Weakest Link. Revelations of secrets on-air lead to battles both onstage and off.G
11:00 pm
Doctor Who - Specials "End of Time - Part 2" In David Tennant's final performance as the Doctor, he stands defeated in the face of the Master's victory, which unleashes the greatest terror of all. With the ancient plan closing around the Earth, only the Doctor can stop the cataclysm - but is the price too great to pay?G