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Many aviators are flying without the use of speed indicators, or any other efficient scientific instruments, to warn them when they are in danger and it is probable that many skillful airmen who now depend entirely upon the senses of hearing and touch to warn them of danger, would be able to fly in safety during weather that they are now too prudent to fly in, if it were common practice to use practical and dependable navigating instruments to guide them.
I can readily understand the prejudice that exists among experienced airmen to the use of automatic stabilizers, especially if such devices require adding a considerable weight to the machine. They realize that mechanism is apt to get out of order or to fail at a critical moment and that, at such times, the real bird instinct is necessary to secure safety.
It is apparent from French efforts that their leaders in aviation are seeking to improve safety in flight by an extensive use of scientific instruments to guide or to assist them, and I quote freely some French articles for the purpose of disseminating a more extensive knowledge in this country of two notable French efforts in the direction of safety and of presenting the question of good airmanship in a clear and profitable manner.
To my mind these articles serve to show that the use of such instruments makes for precision in aerial navigation, avoids the folly of haphazard flight and tends to educate the airman in the instincts of the bird.
Bearing in mind the desire to obtain illumination for night use and to embody adjustable electric terminals, for automatic stabilizing, I have in mind a compact design to embody all of these advantages. This design is not complete but, as I have hastily prepared it, will soon be published for comment and criticism. I hope it will stimulate others in this important field to experiment with such a device at the earliest opportunity.
There are two important limits to the speed of an aeroplane, (1) a high speed which it is not prudent to exceed for fear of rupturing the planes, and (2) a low speed, below which the control system will not work to restore equilibrium.
A prudent pilot will always aim to maintain the speed between these two critical limits and will keep away from each extreme sufficiently to avoid being thrown beyond either in times of unexpected danger. When the air is disturbed and wind variable, the aerial billows alternately oppose or follow the machine or strike it at varying angles, under which circumstances the limits of critical speed approach each other. In other words, the range through which the speed may safely vary diminishes as the waves increase either in violence or eccentricity.
During a flight, with the motor running in a normal way, to each increment of speed there corresponds a certain angle of inclination which is the most efficient for that speed, but it is certain that no danger is risked when the speed oscillates in a sector of which the extreme sides correspond to the critical speeds. The angle or gap of this sector is usually ample and when the air is calm it is easy to keep the speed of the aeroplane within the sector of safety. But when the air is disturbed, the flight becomes more difficult as the amplitude of the sector diminishes.
Also, when the motor power suddenly varies, the angle of the sector diminishes proportionately. The pilot must then execute a quick maneuver to bring the speed within the more restricted sector of safety; he must be quick to act in case of weakness of the motor and incline the aeroplane to the angle which appears best to maintain equilibrium. Experienced aviators readily feel the position of the machine's equilibrium, but inexperienced aviators are apt to risk their lives in forcing an ascent at starting, or even during a flight, with a motor which works badly. Also, in checking the descent, during a vol plane, they sometimes lose their speed and capsize or drop.
The speed indicator was designed to afford a clear ocular view of the variations in speed and to enable the pilot, in a systematic manner, to maintain the speed always within the sector of safety and under the best control to suit the various conditions that are met in flight.
A Speed Indicator and Flexible Automatic Controller.—The instrument is designed for mounting to the right of the pilot. Fig. 1 is a view of the left side. Fig. 1a is a view of the rear end. Fig. 2 is a vertical longitudinal section through the rod G. Fig. 2a is a vertical dross-section through the rod G and shows the box to be divided into two compartments, A containing the pressure regulators and B containing the control regulators. Fig. 3 shows the left side open (the left covering plate being removed) exposing the control regulators, or critical limit arms, sl and fl. Fig. 4 is a view of the top.
The rod G, carrying the adjustable pressure sphere S, penetrates compartment A to the axis 0, to which it is rigidly attached. The left end of O carries the pointer H, the right end of which is shown in Figs, 1 and 1a just above the reference mark R.
The pressure regulators (Figs. 2 and 2a) comprise the spring M, the tension of which is adjusted by the nut N, and the balancing weights K. These weights are connected with the rod G, above the axis O, by the flat springs s, at the crosshead a-, which is adjustable on the rod G. The springs s are also adjustable on the arm a and the weights K are adjustable on their stems. The variety of adjustments, (1) the sphere S, (2) the spring M, (3) the arm a, (4) the springs s, and (5) the weight K, provides ample flexibility for the power and the sensitiveness of the pressure sphere and for the power and sensitiveness of the accelerating action of K, which operates above the axis O and in accord with the principles of the Doutre Stabilizer.
The right side of the instrument carries a covering plate r which may be removed to make the adjustments, the brace u providing a support for the right end of the axle 0 and also providing direct electric connection between the pointer H and the binding post e.
An electric light is introduced into the sub-compartment L and a rotatable cylinder p occupies the adjoining sub-compartment P, the bulkhead between them being provided with a slot for the escape of light; p is also provided with two slots and the admission of light to the dial sector C may be made as bright or as dim as desired by rotating p.
In Figures 1 and 3 the critical limit arms sl and fl are seen, at different angles of separation, extending across the face of the transparent windows of the dial sector C. These arms are made of non-conducting material, such as ebonite, and the rear portion of compartment B (that containing the dial sector C, see Fig. 3) is also of the same material. The critical limit arms rotate on a sleeve (Fig. 20) which is part of the bulkhead separating compartments A and B, and the axle O rotates, independently, inside of this sleeve.
The rear ends of the arms sl and fl are provided with metal tips which are grooved and brushed to fit over the metal guide rods tt which form separate electric conductors to the binding posts ut and lt. These metal tips are also provided with spring buffers b either one of which, by contact with the metal pointer H, as it moves up and down, energizes one or the other of two oppositely rotating magnets (as in the Ellsworth stabilizer), thus rotating the armature and the drum, upon which is wound the elevator wires, and thus moving the elevator either up or down. Contact of H with the upper buffer b moves the elevator for descent and in the same manner contact with the lower buffer causes ascent. That portion of H which passes beyond the point of contact and around the rear windows of C is also made of non-conducting material.
If the arms sl and fl are widely separated, as in Fig. 3, the mechanism provides a wide range for semi-automatic control, the drum upon which the elevator wires are wound may be freely worked by the control lever when the electro-magnets are not energized by the contact at b. If sl and fl be brought near to the reference mark R, full automatic control is provided and it is a simple matter to arrange a separate switch, near the pilot, by which the magnets may be rendered inoperative, if desired.
The pilot may quickly adjust the critical limit arms, to suit any conditions, while in flight. By moving a small lever on a dumb sector, such as shown in miniature, Fig. 5, by means of which the drum d (Figs. 3 and fl) is revolved, and by suitable belts in operating corresponding drums attached to the arms sl and fl, these arms may be moved as desired.
A mounting board D (Figs. 4 and 10), adaptable for shaping to any specific location of the instrument, is attached to the right side of compartment A.
A 2-inch barometer (or a larger one if desired) with a conspicuous pointer may be neatly mounted above compartment A, as indicated by dotted lines at J, Fig. 2, receiving its light through a slit, as at v, the light being reflected to the barometer dial from a small semicircular reflector, above its face, secured to the housing box.
Thus we combine a flexible automatic stabilizing device, of light weight and sound principles, with an effective speed indicator which is always adjustable to suit the conditions of flight and is always available for use in event of motor derangement. Reserve tanks and batteries to work the stabilizer in case of motor derangement are, therefore, superfluous with this device.
The variable speed friction control would work well with this device and the generating power for operating the wireless is sufficient to work the stabilizer as well as the self-starter, the speed indicator always remaining as the main reliance when the automatic power is cut out.
Now that the French have secured an enormous sum for additions to their aerial army, some anxiety is being manifested in the public press as to the fitness of their machines, notably in L'Eclair, L'Aurore and Le Figaro, and attention is being focused upon means for securing safety in flight.
To my mind there is no need for apprehension, although I have long felt that in matters of such importance false moves should be avoided, as far as possible. I am convinced that reasonable safety in flight can be assured in the best American machines, by the general use of certain mechanical agencies which are already on the market, and that the inherent stability of aeroplane as well as the reliability of motors will steadily improve.
Nevertheless, it is evident that apprehension is felt in France, in quarters where least expected, and, although it is also evident that those who are directing affairs and who are best informed are doing the correct thing, there is danger that a panicky feeling may result in a serious blow to the art of aviation during its most critical phase.
As an example of the sentiment in some quarters the following quotations are extracted from a contribution by "X" to La Technique Aeronautique, April 15, 1912:
Lately the public demand, as voiced by debates in Parliament, was for an annual sum of not less than 75 millions (francs) or enough to acquire a fleet of 1000 aeroplanes.
Inspired by the efforts of Germany, is was said, France cannot go slow without danger of losing a supremacy dearly acquired. We believe that there is in this manifestation many illusions which are dangerous to manufacturers as well as to aviation.
We have seen that Germany is conservative in devoting a more modest, but still a considerable sum to the creation of an aerial fleet. They surely understand the military value of aeroplanes as engines of reconnaissance, but they also recognize that to pilot 1000 aeroplanes 1000 aviators are necessary. We now possess no more than a hundred, civil and military, capable of rendering the practical services demanded of them in time of war. As for the Germans they regard aviation with a cold and positive enthusiasm and they know very well the hour has arrived to show their confidence in those who are qualified to make the conquest of the air a reality.
Now, in France, we are beginning to show that we no longer believe that the conquest of the air is an accomplished fact, because each week increases the number of mourners over the martyrs to aviation. If we are not careful it will be aviation itself for which we will be in mourning.
Civil opinion is indicated by the fact that the number of aeroplanes purchased for public use is gradually decreasing. If the public becomes blasé in the matter, as it is very near to being now, public sentiment will close the purse and condemn aviation en bloc. It is ominous that manufacturers no longer wish to race, notwithstanding the large prizes offered. For the want of something convincing, all that concerns aviation is under suspicion.
The reflections of the public run something like this:
What change has come over the machines since Bleriot crossed the channel?
The effective performances are due to the pilots not to the machines. They are obtained at the cost of a veritable squandering of motive power, of money and of human life.
The exhibitions (salons) follow one another, but they are all alike.
When a pilot has made a fortune he gives up his place to others. What a singular symptom! Certain constructors who were revealed as marvelous pilots and who had their triumphal march in the debut of aviation, no longer pilot their machines in the great trials.
One hesitates long before writing about things of fear and of injury tothe grand cause of aviation, but it should do no harm to discuss these matters, for everyone knows the blue side of the facts and it will not do to ignore what has already gained public notoriety.
It was announced in advance that great revelations would be made at the last military competitions. Everyone knows that the great revelations did not materialize. Why was no greater improvement shown? Is the industry dead or is it true that further progress is impossible? Public opinion hesitates between these two questions.
The great improvement that is demanded is safety.
To affirm that accidents are due to the blunders of pilots, to wind eddies, to "holes" in the air, is no solution. That is only shirking responsibility and there is attached to it a serious Bareback.
To put it mildly we cannot take liberties with the good sense of the public. The public does not wish to become an acrobat to avoid being killed in an aeroplane and it is now time to design the machines to "master wind eddies and 'holes' in the air."
All of this seems hysterical, but it is valuable as a sign-post showing1 which road to take and which to avoid. The same journal states editorially:
Current opinion, very characteristic and very emphatic, pronounces more and more in favor of researches having for their object the safety of aviators.
The Union for Safety comprises representatives of all the societies, happily very numerous, which are interested in the future of aerial navigation, such as the Aero Club of France, the General Aeronautical Association, the Syndicated Chamber of Aeronautical Industries, the Automobile Club of France, the National Aerial League, the French Society of Aerial Navigation, the Touring Club of France, etc.
The delegation of this Union, having at its head M. de la Vaulx, was lately received by the Minister of Marine, who assured its members of his co-operation and who promised to take up without delay, with the Ministers of War and Public Works, the consideration of the best measures for the expenditure of a sum of 500,000 francs donated to reward inventors and constructors who could assure the safety of flying machines in an efficacious manner.
This is an eminently useful work and of the greatest urgency. We should not, however, count on the immediate production of perfect machines.
As soon as a means for diminishing the chances of accidents has been found it should be immediately applied to our avions. Public interest is excited in favor of all aviators but those for whom aviation has become a military duty are entitled to special consideration.
The Presidents of the syndicates for War material and Naval Construction, and the Committee of Iron Industries and Railroad Material have placed at the disposal of the Ministers of War and Marine the sum of 150,000 francs, subscribed by their patrons, to be applied to naval and military aviation. In response to the intentions of the subscribers this sum isdonated to the Government with full discretion for employing it in solving the problem of safety in aerial navigation.
To my mind the sums above mentioned should be credited to M. Eiffel, M. Doutre and Captain Eteve.
The following comments on the fact that Prince Henry of Prussia had opened up an aviation subscription list similar to that lately completed in France appear in the same journal:
The German tendencies are very instructive and we should watch them very closely…The most important things recognized are, above all, the quality and the safety of the machines much more than the number and quantity.
In the same number of this publication appears an article by one of the pioneers of aeronautics, Commandant Paul Renard. I hope that this article will do something towards hastening the more general use, in this country, of mechanical aids for safety in flight.
The safety of aviators rightly concerns all who are interested in aerial navigation. The frequency and the gravity of accidents, independently of humanitarian considerations, is deplorable from the point of view of aeronautical progress and requires us to seek the means, wherever to be found, for avoiding or for limiting the consequences.
One of the most troublesome causes of catastrophe is that of instability of aeroplanes. An aviator takes flight, he rises without difficulty, travels over the atmosphere at great speed; all seems going well when, suddenly, the machine rears, or plunges by the head, or it tips over on one side, then quickly falls to earth crushed with its human freight.
What are the causes of these mysterious accidents? They are wind gusts, "holes in the air," it is said. Almost always the caprices of the atmosphere are accused, sometimes it is the strength of the apparatus and sometimes false maneuvers are blamed.
How can we discover the cause? Those who investigate find on the earth only a mass of wood, cloth and steel wires mixed up with fragments of motor and propeller. In the midst of this chaos is the victim. All the explanations given are extremely inaccurate, but that which is certain is that it happened, in the midst of most satisfactory flights, from unforeseen circumstances which compromised the stability of the apparatus either in a longitudinal or in a transverse direction.
All technicians agree in saying that an ideal aeroplane should, when its equilibrium is disturbed, in one direction or the other, re-establish its balance automatically. Most of the existing aeroplanes possess this property to a certain degree, but the re-establishment of equilibrium requires a certain time during which the aeroplane almost always approaches the earth. If it is not sufficiently high up, it strikes before being able to recover the normal position. This is already one cause of frequent accidents, but there are others.
The stability of existing aeroplanes is generally limited, i. e., they recover their normal positions only on condition that they do not pass a certain inclination. Furthermore, they are "compromised," that is to say, they have passed their zone of stability and instead of returning to their normal positions they incline more and more. The chute and the unexplained death follows.
A skillful pilot can immediately combat ruptures of equilibrium by convenient maneuvers. If they are always made in time, he is certain not to pass the limits of stability and will avoid the compromising position.
Unfortunately, it requires great skill always to maneuver opportunely and with the necessary rapidity, even the best of pilots may tire and grow careless. At other times the disturbing causes may be unexpected and manifested in a manner or at a time when the pilot is already too late to combat them.
Several persons have endeavored to ameliorate this situation by providing the pilot with mechanical agencies for his guidance. Some, like Captain Eteve, recommend the use of indicators which inform the pilot of the modifications in the behavior of the apparatus which he could not otherwise pereceive soon enough and notably as to changes in speed with respect to the surrounding air. Thus warned, the pilot can execute, in proper time, the maneuvers that without the instrument he would have performed, perhaps, too tardily.
M. Doutre goes further, his apparatus does not indicate the maneuvers which must be done, it executes them. His apparatus is a real automatic stabilizer.
The inventor has concerned himself, so far, with longitudinal stability only, but it is understood that he expects ultimately to master the problem of lateral stability.
His apparatus moves the elevator and modifies the longitudinal inclination of the aeroplane automatically. These movements are controlled by two distinct and separate organs, an accelerator and anemometer.
The accelerator acts in obedience to the absolute variations in the speed of the machine. When, from whatever cause, the forces which drive the machine forward are augmented, the speed tends to increase, but, by virtue of its inertia, the center of gravity of the machine does not obey, instantly, the increase in force and there results, according to the conditions of the increase, inclinations either up or down which may become dangerous.
M. Doutre combats them in a convenient way by maneuvering the elevator, which maneuver is controlled by the displacement of the accelerator, the position of which, with respect to the aeroplane, is influenced by the accelerations, positive or negative, and which move the elevator through the medium of the valve on a servo-motor operated by compressed air.
In the other case it is not the absolute speed which changes, but the apparent speed or the relative speed with respect to the surrounding air. If this speed increases no great inconvenience is caused. The trajectory rises more or less by reason of the increase in the sustaining force and, at the end of a certain time, conditions are established which do not give serious concern.
It is not the same, however, if the apparent speed diminishes. Then the sustaining power becomes insufficient and the machine seeks the earth, but at the same time its longitudinal equilibrium is compromised. It is necessary, at all hazard, to render the relative or apparent speed normal, and, to this end, to have recourse to an auxiliary motor which is always ready to speed up and which is no other than the weight of the machine. In other words, it is necessary to incline the machine in such a manner that it will follow a descending trajectory at such a slope that the action of the weight combined with that of the motor, which alone would be insufficient, restores the normal speed.
For this purpose the Doutre stabilizer carries a plate of palette perpendicular to the axis of the aeroplane which constitutes an anemometer measuring the relative speed. When that speed exceeds the normal the palatte is immobilized, but in the contrary case it is displaced under the combined action of the springs and the air resistance and, by its displacement, moves the elevator so as to cause a descent and thus increases the speed.
If the accelerator and the anemometer work in consonance their combined effect in moving the elevator, is to increase the movement. If, on the contrary, their respective impulses are contrary their combined effect is to decrease the movement.
The conception of such an apparatus is eminently rational, but it is important to remember that M. Doutre has no thought of presenting his stabilizer as a universal panacea for assuring the longitudinal stability of a machine that is deficient in stability. No, the inventor expects the aeroplane to be as stable as possible, but as the ordinary stabilizing influences act slowly, if they are always relied on occasions will occur when the equilibrium will be re-established too late. It is necessary to anticipate the perturbations and to execute quickly the maneuver required to return to the normal position.
All the slow perturbations will be corrected by the disposition of the aeroplane surfaces themselves. The role of the stabilizer is essentially that of intervening in case of rapid perturbations.
In regard to the mathematical theories of M. Doutre which have been developed in an interesting manner, one can raise several objections in detail. I am assured that most of the expressions in respect to aeronautical terminology are not sufficiently fixed and that M. Doutre employs some which depart a little from general usage. But these are criticisms of form and not of foundation.
The best argument in support of M. Doutre's conception is the prolonged experience, and to my mind it is conclusive as to the value of his stabilizer. For several months it has been used on machines of which the stability is not ideal and under atmospheric conditions often troublesome. The results have always been excellent, and I can only wish the greatest success to the Doutre stabilizer and base upon its employment the greatest hopes for the safety of aviators.
In an address delivered at the inauguration of the Aerodynamic Laboratory of Auteuil, March 19, 1912, M. Eiffel, after describing how he overcame some of the difficulties connected with the very successful work in his laboratory at the Eiffel Tower, on the Champ dc Mars, made the following- significant remarks:
I intend to follow up my researches on stability, already commenced. This is a subject of primary interest in aeronautics at present. It is an obstacle which must be overcome, for the good of aviation, and I am confident of our success.
I am confirmed in my belief, among other reasons, by the results actually obtained by M. Drzewiecki, who, guided solely by our experiments at the Champ dc Mars, has arranged a disposition which realizes automatic longitudinal stability. This was tried out the other day with a model carefully made to the 1/10th scale and freely suspended in horizontal equilibrium at its center of gravity around which it could oscillate in the air blast of the laboratory. Under these conditions the equilibrium was disturbed in various ways and the model returned instantly and very positively to the normal position. The experiment was very encouraging.
One of Mr. Eiffel's recent interesting discoveries is a confirmation of the results obtained by Professor Langley with respect to the inherent stability of his successful motor-driven model with tandem planes. M. Eiffel has found that when the planes are properly located and proportioned and the rear plane set at an angle of 2 ½ degrees with the front plane, the longitudinal stability is improved and the sustentation is even greater, at certain angles of inclination, than that of a monoplane of the same area.
In view of all the facts and accomplishments up to date it seems to me that the outlook for safety in flight and the sane progress of aviation is very bright and that the spirit of unrest in France on the subject of safety is more of a healthy indication than otherwise.
Langley Day
An address delivered on Langley Day, May 6, 1912, at Chevy Chase Club, under auspices of Aero Club of Washington.
In reviewing the subject of aviation on Langley Day from a naval viewpoint, it is appropriate to quote the trite words of a recent writer, as follows:
Warfare to-day is a question of science against science, of education and training against education and training. It is largely an engineering proposition and is altogether an economic and a business proposition.
This quotation would be equally true if the word aviation were substituted for warfare.
In view of the valuable pioneer work of Langley, under the auspices of the government, for the scientific development of aviation, why is it that the name of Langley and the value of his work is so little appreciated among his countrymen generally? The reason is this: He was so absorbed and zealous in his work that he had little time or inclination for providing representatives of the press with the usual pabulum that would enable these agents of popular demand to furnish the necessary thrills of sensation demanded by the average reader. The result was that, in spite of his success, the few hitches that occurred were placed before the people in a disadvantageous light and even held up to ridicule.
Nevertheless, his work and his fame and, incidentally, the credit that belongs to the country through his efforts are honored abroad, if not at home.
Now what caused the revival of aviation in this country? It was public interest in the achievements of the Wright brothers, not so much through what they accomplished here as what they and Glenn H. Curtiss demonstrated abroad. The American public was awakened then by the pride of American success in competition abroad, and the press has ever since endeavored to supply the demand for startling feats of American prowess to such an extent that the scientific aspect has been overshadowed by the spectacular. The result is that without the same encouragement in development for military purposes that has been given abroad, through natural causes, this noble art, which is so pregnant with engineering possibilities is regarded largely, in this country, as finding its most useful application here among the acrobats and hippodrome performers.
This, to my mind, has diverted attention from the most useful sphere of aviation and in some respects has done more harm than good.
What is the naval viewpoint of aviation and what has been accomplished?
Before making use of this new art it was clearly desirable to demonstrate whether or not aeroplanes could be used successfully in scouting, in communicating between a fleet commander afloat and a commanding general on shore, and whether or not they could discover an enemy's submerged mines and torpedo craft.
That all this will be possible is now practically assured. The eyes of the fleet may thus be extended far beyond the old limitsat a comparatively small outlay. But the machine must be such as may abide with the ships for the sake of the constant instruction, training, tests and demonstration that are necessary in order to make efficient use of them in the maneuvers. The first thing to accomplish then was to obtain vehicles with which constant training could proceed from the ships themselves, surrounded as they usually are, by ideal aerodromes, the water.
This could be done satisfactorily by the hydro-aeroplane or "airboat" only, and it is gratifying to note that in this respect we have led the world. I may say, in fact, that little interest was manifested in naval aviation abroad until the success of our small beginning was known there. Very recently, it has been taken up seriously and actively in France, England, Germany, Russia, Italy and Japan.
Some good scientific work has been done in the investigation of hydroplane models at the Naval Model Basin here in Washington, and this basin has demonstrated that it is a fine asset to the development of aviation in this country.
These models are being tested on the three machines that have been purchased from our small appropriation, and tests of wireless or radio apparatus are proceeding in conjunction with other experiments and the little instruction we can give with a small outfit, before such machines are issued to the ships for service use.
In the second place, it was natural that a mariner should regard with skepticism any effort at aerial navigation while yet there existed any doubt as to the possibility of directing a flight accurately from one point to another, over sea or at night, or in a fog.
Little attention has been paid by believers in aviation generally to the fact that an aviator was unable to navigate, under such circumstances (except in a calm) by the ordinary mariner's compass, notwithstanding the lamentable example of Cecil Grace, an American, who was lost about a year ago, while endeavoring to fly across the English Channel in a fog. There are officers in the navy to-day who look upon naval aviation as farcical because they do not yet know that an instrument can be provided by which an aeroplane may be navigated out of sight from a ship at sea with a reasonable surety of her being able to go where sent and to return to the ship that sent her.
But this important instrument, the airship compass, is now practically assured through the efforts of the American Navy in the development of naval aviation.
The next point to be sure of was that of reliability in long flights, which has chiefly to do with the improvement of motors, and, although it is now only a very close approach to an accomplished fact, it is a purely scientific problem and one which, through my knowledge of what is being done in the United States today, leaves no room for me to doubt that a fully satisfactory development may be looked for in the near future.
The last point is the question of safety in flight. The advent of the airship compass will practically settle the navigational aspect of this question, but from the maneuvering standpoint that of semi-automatic control, combined with good airmanship, something remains to be done. The solution is clearly evident to my mind and rests with a more general use of scientific instruments in the control of equilibrium. The machines are sure to be improved in stability but are safe enough at present if the instruments, already available for the safe control of equilibrium are used by those aviators whose ambitions lead to greater fields of usefulness than those of acrobatic stunts. In long flights, flying will be safe when the aviator is able temporarily to be relieved from much of the physical tension and strain of uncertainty by the use of scientific mechanical agencies. In my opinion, aviation will soon be as safe as automobiling, and its sphere of usefulness will be extended far beyond the limits of good roads.
Now, aviation in this country and naval aviation in particular has had a fair beginning only, and no further substantial progress can be made, in competition with other countries, until we continue the work inaugurated by Professor Langley on scientific lines.
It is pertinent to note that some of the results obtained by M. Eiffel very recently, at his aerodynamic laboratory in Paris, confirm the discoveries of Langley in a remarkable degree. I refer particularly to the tandem arrangement of planes which, in Langley's motor-driven model, showed great longitudinal stability. This arrangement has appealed to me for some time as possessing features sufficiently advantageous for airboats to be worth investigation, but I have been met by clouds of mathematical demonstrations, by both English and French investigators, tending to prove a theoretical inefficiency of this arrangement. Now comes M. Eiffel, with the facilities of his laboratory, to make it clear that when such surfaces are properly proportioned and set at a proper distance apart, if the following surface is set with its chord at anegative angle of 2 ½ degrees with the leading surface, the longitudinal stability is improved and the sustentation is not only equal to that of a monoplane of the same area, but for certain inclinations is greater, and Langley's work is vindicated beyond expectation.
In an address to the 5th International Aeronautic Congress, at Turin, August n, Commandant Renard, President of the International Aeronautic Commission, stated that aerodynamic laboratories have existed for several years in different countries, and he noted that they exist in the United States, having in mind, of course, the world renowned work of Professor Langley and believing that it still continued at the Smithsonian Institution.
To revive and continue this work in accordance with the spirit of foreign progress, the establishment of a modern national aerodynamic laboratory is necessary. The facilities here in Washington exceed those of any other country in the world. It is possible to establish here, at a comparatively small cost, an ideal institution which will co-ordinate the work, not only for the best interests of commerce and business, but for the best interests of both the army and the navy.
This, in my opinion, is one of the most important steps yet to be taken and, when inaugurated, the laboratory should be dedicated to the memory of Langley.
The Latest Discoveries of M. Eiffel
Notwithstanding the importance of the results obtained last year by M. Eiffel, in his aerodynamic laboratory at Paris, his recent discoveries, at the same place, promise more for the progress of aviation than any other information obtained throughout the year.
Aspect-Ratio and Center Pressure
The results of his latest experiments show the relation between the efficiency of an aeroplane wing and its aspect-ratio. The efficiency of a wing of given curvature increases with the aspect-ratio of the wing until the aspect-ratio of 6 is reached. The results are nearly the same for the aspect-ratios of 6 and 9, and it does not seem that there is any advantage, therefore, in designing a wing with a span greater than 6 times its chord or depth.
In last year's disclosures he showed that the position of the center of pressure of a curved surface gradually moves forward towards the leading edge, as the angle of incidence diminishes, until a certain inclination is reached, when it travels backward towards the following edge as the angle of incidence is further diminished. The angle at which this change in the travel of the center of pressure takes place has been designated "the angle of retrogression" and, for a curved surface, has now been found to vary with the aspect-ratio. Thus, for a particular surface it is found that with an aspect-ratio of 6 the angle of retrogression is 15 degrees, that it is 30 degrees when the aspect-ratio is 1 and 60 degrees when the aspect-ratio is 1/6.
The general conclusion is that for inclinations of the chords of the surfaces beyond 15 degrees—such as are met in the practice of aviation—the center of pressure travels towards the following edge as the angle of incidence diminishes.
The lack of longitudinal stability in many existing aeroplanes has been ascribed to this cause, and it was in search of a remedy that a wing curvature has been sought whereby the center of pressure would not travel backwards in this manner. M. Eiffel's discoveries now confirm the claims of the Italians in respect to the flexible rear edge of the Antoni machine and of others. He finds that, in the case of wings having a double curvature, the back portion of which is turned upward, the center of pressure for small angles travels in a direction the reverse of that of ordinary surfaces with single curvature, i.e., for small angles of inclination the center of pressure travels forward as the angle diminishes and backwards as the angle increases. This is important, as it increases the natural stability of the machine. If for some reason during a flight an aeroplane with a double curvature wing suddenly dips forward, the angle being diminished, the center of pressure travels forward and tends to restore the machine to its original inclination. If, however, the inclination is suddenly increased, as by an upward puff of wind, the center of pressure moves to the rear to restore equilibrium.
But these surfaces of double curvature have a relatively small "lift co-efficient," and he shows that this is also true for surfaces which embody varying angles of chord inclination.
Experiments with a single curvature wing, having chords varying regularly and continuously from the center line towards the lateral edges, show that, for all practical purposes, the position of center of pressure is constant within the limits of inclination which interest practical aviation. This is due to the fact that the center of pressure of the whole wing is the resultant of the combined centers of pressure of the different parts making up the whole wing. But, as before stated, the experiments show that wings with varying angles of inclination, although more stable, are not very efficient. This result is what one would naturally expect because the different portions of such wings do not work together simultaneously for efficiency at the best inclination.
Tandem Wings
One of the most interesting discoveries is this late vindication of Professor Langley's work, notwithstanding the volumes of mathematical fog that have been evolved to show that tandem planes are unstable and inefficient.
Some of M. Eiffel's interesting experiments prove that when curved wings are made to move in tandem it is possible to obtain a displacement of the resultant center of pressure in a direction contrary to that of the single wing and that it is possible thus to obtain the efficient lift co-efficient of "unvarying" surfaces and at the same time to increase their longitudinal stability.
Three different arrangements are referred to, but in all cases the wings were of a circular curvature with a maximum camber of 1/13.5 of the chord, and they had a span of 90 cm. (35.4") with a depth of 15 cm. (5.9"). In the first arrangement the two wings were parallel to each other and the chords were in the same plane. In the second the chord of the following surface made a negative angle of 2 ½ degrees with the chord of the leading surface. In the third arrangement the chord of the following surface made a negative angle of 5 degrees with the chord of the leading one. In all three cases the distance between the following edge of the leading surface and the leading edge of the following surface was twice the depth of either surface.
In the first arrangement the displacement of the resultant center of pressure is found to be similar to that of a single curved surface, i.e., for small angles of incidence it moves backwards as the inclination diminishes. The second and third arrangements, however, show that the center of the pressure, instead of retrograding as in the preceding arrangement, travels forward, a result which is advantageous for longitudinal stability. The second arrangement (2 ½ degrees negative for the rear surface) is the better, its sustentation being equal to that of a monoplane of the same area, and for certain inclinations it is even greater.
Staggered Planes
Two series of experiments were made with regard to staggered planes, with the following results:
- It does not seem advantageous to stagger biplanes for the purpose of improving sustentation.
- A great gap, or distance between superposed surfaces, is advantageous so far as lift is concerned.
Thickness of Wings
To determine the influence of wing thickness on the lift and drift, comparative experiments were made with three wings, the curves of which were arcs of circles and the greatest mean heights of camber were 1/13.5 of the chord.
The models of these wings were 10 mm. (.39"), 14 mm. (.55") and 18 mm (.6") thick respectively at their central section and the thickness of corresponding full-sized wings ten times the model scale would be 10 cm. (3.9"), 14 cm. (5.5"), and 18 cm. (6.0") respectively. Examination of the results relating to the three wings shows that for all inclinations the thinnest wing has the smallest drift for a given lift and that it also has the greatest lift. However, the advantages of the thin wing are not so great as to prevent increasing the strength of the wing by slightly increasing its thickness.
The distribution of pressure on the under as well as on the upper surface is practically the same in all three cases, and this is also true with respect to the variation in the position of the center of pressure.


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Thai Avacado Noodle Bowl
Author Notes: While eating my way around Thailand I really enjoyed street vendors, they were amazing! Here's a few ingredients put together that work well, I 've been playing around with combinations for some amazing results despite some people's skepticism in regards to some of the ingredients. - Damian
Serves 2 portions
- 1 cup tamarind puree
- 4 kaffir lime leaves
- 2 juice of 2 limes
- 1 tablespoon fermented shrimp paste
- 1 teaspoon dashi powder
- 2 tablespoons palm sugar
- 1 tablespoon fish sauce
- 2 cups chinese egg noodles, cooked
- 1/2 cup vegetable stock
- 2 orchids edible
- 1 banana blossom, peeled, blanched
- 4 sliced cucumber rounds
- 2 tablespoons chopped peanuts
- 1 thai chili, sliced, seedless
- 1 avacado, skinned, seeded, diced
- basil sprigs
- 1/2 cup diced silk tofu, diced
- Place tamarind, kaffir leaves, lime juice, shrimp paste, dashi, palm sugar, egg noodles and vegetable stock in sauce pot and simmer until all ingredients are thoroughly combined and warmed, approximately 4 minutes.
- Place noodles in bowl and top with remaining ingredients, orchid, banana blossoms, cucumber, peanuts, thai chili, avacado, basil, bean sprouts, and tofu.
- This recipe was entered in the contest for Your Best Avocados

subset: commoncrawl


text:
Hi, welcome to My Little Pony Pasta Wiki! Thanks for your edit to the Breath: Episode 2 page.
Please leave a message on my talk page if I can help with anything! CalasanX (talk) 22:01, October 21, 2013 (UTC)
Categorization Edit
Five of your Breath articles still need categorized. See the maintenance report for further information. The Brony/Pegasister with no life. (talk) 12:51, October 31, 2013 (UTC)
You've been Promoted... Edit
Since I've become an admin on the SP wiki, I've been EXTREMELY busy there. I can't be active here all the time, so I decided even though the wiki is still extremely small and I said I wouldn't, I've given you admin rights. Don't abuse them, etc, etc. Since you are more active than others here. The Brony/Pegasister with no life. (talk) 05:25, November 3, 2013 (UTC)
Thanks :) ♫ Torturing Ponies Everyday ! ♫ (talk) 00:35, November 4, 2013 (UTC)


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- Why Colby?
- Request Information
- College Profile
- Scholars Programs
- Student Perspectives
- Alumni Success
- For Counselors
- Contact Admissions
Contact: William Sodoma
Date: March 7, 2008
WATERVILLE, Maine --- Colby College has been in the New England Small College Athletic Conference Men's Hockey Championship semifinal round for six of the past eight years, but the Mules have never hosted a league final four or advanced to the title game.
The Mules took care of one of those challenges by finishing in first in the NESCAC and are hosting the league semifinals and championship game this Saturday and Sunday at Alfond Rink. The top-seeded Mules will play sixth-seeded Trinity College in a 1 p.m. semifinal, while second-seeded Middlebury College takes on fourth-seeded Amherst in the other game at 4 p.m. The championship game is set for 1 p.m. Sunday and the winner gets an automatic berth to the NCAA Division III Tournament.
All three games this weekend can be viewed on D3cast.com at http://www.d3cast.com/index.php
Getting to the title game on Sunday is the first step for the Mules (15-8-1), who have a veteran team with three players with 100 career points or more. Senior forward T.J. Kelley leads the NESCAC in scoring with 19 goals and 24 assists for 43 points. Kelley has 56 goals and 70 assists for 126 career points.
The Mules got a big boost last Saturday when Josh Reber returned to the lineup after missing five games with an injury. He had one goal and one assist in the Mules' 4-1 quarterfinal win over Wesleyan University. Reber, despite missing the games, still ranks second to Kelley in the league in scoring with 10 goals and 24 assists for 34 points. Reber is Colby's active career scoring leader with 34 goals and 98 assists for 132 points.
Colby senior defensemen Arthur Fritch and Joe Rothwell will need to be on top of their games as well this weekend. Fritch, an All-American last year, is third on the Mules in scoring with nine goals and 17 assists for 26 points and has 32 goals and 83 assists for 115 career points. Fritch's point total and assist total are both Colby records for defensemen. Meanwhile, Rothwell (4 goals, 12 assists) has 26 goals and 58 assists for 84 career points.
Michael Belliveau (5 goals, 11 assists), Billy Crinnion (6 goals, 7 assists), Wil Hartigan (4 goals, 7 assists), Mike Butler (6 goals, 4 assists), captain Ryan Chrenek (3 goals, 7 assists), and Bobby Sullivan (4 goals, 5 assists) are other top scorers for Colby.
First-year goalie Cody McKinney has allowed just 15 goals in the last 11 games and now ranks second in the league in goals against average (2.22) and fourth in save percentage (.923). McKinney has a 15-6-1 record and has played more minutes than any NESCAC goalie this season.
Colby ranks first in the conference in scoring defense (2.42 goals allowed) and the offense is third (3.50) behind Bowdoin College and Middlebury. The Mules also rank second on the power play (24.4 percent) to Bowdoin and on the penalty kill (86.3 percent) to Trinity.
While Trinity's penalty kill is ranked first at 87 percent, the Bantams (13-10-2) are eighth on the power play (13.7 percent). Trinity does not have a scorer with 20 points or more, but the Bantams still managed a 5-2 quarterfinal round victory at Bowdoin last Saturday. That victory avenged a 7-1 home defeat by the Polar Bears just a few weeks ago.
Matthew Crum (9 goals, 7 assists), Ryan Masucci (5 goals, 11 assists), and Daniel Maturi (5 goals, 9 assists) are scoring leaders for Trinity. The Bantams took a 2-1 win over Colby in Hartford just a few weeks ago and also own a 4-1 home win over Middlebury.
Middlebury (17-6-2) always has to be considered a favorite in the tourney based on past experience. The Panthers have won the last four NESCAC titles and have earned seven of the eight titles since the league started the playoff format in 2000.
Senior defensemen Tom Maldonado leads the Panthers in scoring with nine goals and 18 assists for 27 points. Mickey Gilchrist (10 goals, 13 assists), Jamie McKenna (7 goals, 14 assists), and Chaz Svoboda (6 goals, 13 assists) are other top scorers.
Amherst (14-8-3) got into the semifinal round after taking a 3-2 overtime win against Connecticut College in a league quarterfinal game. Joel Covelli leads the Lord Jeffs in scoring with 11 goals and 19 assists for 30 points.
Related Links:


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Weatherford — The East Central University volleyball team dropped a 3-0 decision (25-16, 25-17, 25-18) to Southwestern Oklahoma State in Great American Conference action Tuesday night in Weatherford.
The Lady Tigers (10-16, 7-5 GAC) were led by senior Danielle Essix, who tallied 13 kills and nine digs.
The teams were close in many categories on the box score, including a .202 (35k-16e-94ta) to .267 (39k-12e-101ta) hitting percentages mark. The key difference came at the service line where the Bulldogs tallied 13 service aces to zero by the Lady Tigers.
ECU will return home for the final two home matches of the 2013 season. The Lady Tigers will first host Ouachita Baptist, Saturday, Nov. 9 at 2 p.m. and then Southern Nazarene, Thursday, Nov. 14 at 7 p.m. for the annual Senior Night.


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"One Flew Over the Cuckoo's Nest" in Its Last Week at Theatre in the Grove
Theatre in the Grove's well-received production of "One Flew Over the Cuckoo's Nest" includes in its cast Pacific University faculty member Anita Zijdemans Boudreau & undergraduate Dion MacDonald.
Theatre in the Grove's production of the Ken Kesey classic One Flew Over the Cuckoo's Nest is in its last week. Shows are Friday and Saturday at 8 p.m. and Sunday at 2:30 p.m. Students with their Boxer card pay $5.
The play has been extremely well-received and includes in its cast Pacific University faculty member Anita Zijdemans Boudreau and undergraduate Dion MacDonald.
See community theatre at its best!
TITG website: Theatre in the Grove
Posted by Anita Zijdemans Boudreau (email@example.com) on Mar 4, 2013 at 9:33 PM
Edited by Jenni Luckett (email@example.com) on Mar 5, 2013 at 8:43 AM


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The journey to becoming a wastewater treatment plant operator takes education and ambition. Three Metropolitan Water Reclamation District of Greater Chicago (MWRD) staff members addressed Process Technology Program students at Olive-Harvey College yesterday as part of the Speaker Series. The Speaker Series is designed to motivate and excite students about their futures and the variety of career paths that are available to them.
Anthony Quintanilla is the MWRD's Assistant Director of Maintenance and Operations. He has a Bachelor of Science degree in Civil Engineering from Northwestern University and a Master of Science degree in Environmental Engineering from the Illinois Institute of Technology. Quintanilla is responsible for the management of four waste water reclamation plants, North Side (Skokie), Kirie (Des Plaines), Egan (Schaumburg), and Hanover Park.
"In college I became interested in water resources and this interest fit well with the mission of the MWRD," said Quintanilla. "My advice for students interested in a career as a treatment plant operator is to learn the technical material well in college, and then to look for opportunities in water or wastewater treatment, either in the municipal or industrial fields, to gain experience. The water and wastewater industry is fundamental to our society and will always be needed. The need for clean water is increasing. The technical demands of the job are also increasing."
Andre Dannard graduated from Wilbur Wright Junior College with an associate degree in general studies and has worked for the MWRD for 19 years. He began his career as a Pollution Control Technician and has been a Treatment Plant Operator for the last 14 years. He has held a Class 1 Wastewater license from the Illinois EPA since 2006. As a vacation relief TPO, Dannard is responsible for the day to day operations on three shifts at the North Side plant in Skokie, including writing monthly reports, monitoring equipment and monitoring and control of the wastewater process in the plant.
"I'm always learning new ways to control the process," said Dannard. "My advice to students is to try to get a good background in wastewater treatment and try to get as much hands on practice as possible."
Sandra Matual has served as a Treatment Plant Operator (TPO) for the last 14 years and is responsible for the day to day operation of the Calumet plant on the south side of Chicago. She is involved with making process control decisions, monitoring equipment, scheduling and recording maintenance activities. She graduated from the University of Illinois with a degree in animal science and from Western Illinois University with a degree in biology and a minor in chemistry. She has worked 16 years for the MWRD, beginning her career as a lab technician. She has held a Class 1 Wastewater Treatment license from the Illinois EPA since 2001.
"Here at City Colleges of Chicago, we understand the importance to Chicagoans that a solid education and training background can lead to better career opportunities," said Kevin G. Smith, Associate Dean of Instruction. "Olive-Harvey College is glad to partner with Metropolitan Water Reclamation District to inspire our students and our community."
# # #
Our water environment…Take it personally!


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Brett Nelson, Contributor
I discuss investing, strategy and management (and poke some fun, too)
If you've heard one sports interview you've heard them all. Passing for thoughtful insight are canned responses like "We gotta play like we know we can play"; "We gotta take it one game at a time"; and of course, this revelatory gem from former NFL coach John Madden: "Great football is about great football."
A lot of what's written on management and leadership in business amounts to weak tea, too. One familiar chestnut concerns the importance of "attracting talent." A company, we're relentlessly told, is "only as good as the people who work there."
So it came as a pleasant surprise when, in a recent radio interview, I heard Hall-Of-Fame quarterback Steve Young offer an especially keen observation about the connection between talent and success—and you don't have to be a die-hard football fan to appreciate it.
Young, who won three Super Bowls with the San Francisco 49ers, was opining on the Chicago Bears' selection of Marc Trestman as the team's new head coach, which will be formally announced in a press conference this morning. (I'm a loyal Bears fan, so Young had my attention.) Trestman coached the Montreal Alouettes, of the Canadian Football League, to a 59-31 regular-season record and two championship titles.
Trestman is also known as a guy who can nurture quarterbacks, and the Bears arguably have one of the NFL's best—in terms of raw talent—in Jay Cutler. But since joining the team in 2009, Cutler has only taken the Bears to the playoffs once.
While few question his arm strength, Cutler takes flack in the media for being a prima donna. Young was asked if he thought Cutler would take direction from Trestman, a more offensive-minded fellow than his predecessor Lovie Smith. It's a predictable question, the kind that pundits and fans love to debate.
Young's response was less illuminating about the future of Cutler and the Bears than it was about what it takes to build great businesses.
Young said some teams are just "quarterback purgatory"—a place where QBs, even talented ones, put in their time and never realize their or their team's full potential.
What the best players want, he continued, was a "platform"—a well-oiled system with great coaching and audacious dreams. Put another way: The best players want a chance to find out how good they can be.
"They might find out they suck," Young said, but at least they put themselves to the test. And you can't test yourself in purgatory.
There it was: the essence of what it means to lure not just talented people, but those who want to realize their talent. It's not the difference between "B players" and "A players." It's the difference between doing well and truly competing.
Yes, your business is only as good as your people. But your people, ultimately, will only be as good as the platform you give them to reach their fullest potential. That includes a clear vision, great systems, unshakable commitment and genuine inspiration. Or, as Madden might say: "Great companies are about great companies."
Talented people will put up with a rickety platform if they're given enough control and financial incentive—but the best won't. They'll want a shot at greatness.
"Why wouldn't you want that opportunity?" asked Young in the interview.
You would, Steve, because you're a competitor. I hope Cutler, Trestman and millions of entrepreneurs want it, too.
See also: The 23 Most Important Questions In Business.
From one Bears fan to another – great post Brett!
Good stuff, Marc. Been a Bears fan since the days of Abe Gibron. I sent this to my boss…he'll probably think it's about football.
Hey Brett — A great post, which has truisms that work, as Ditka might say, "in life, as in football." Being a Bears die-hard, I was saddened to see Lovie Smith go, despite cursing him under my breath after last season and many times this season. Trestman could prove to be the missing link that has eluded the Bears since McMahon (hell, Luckman) — the phenomenal, championship-grade offense. Here's to Trestman, Cutler, and the Monsters of the Midway bringing the ruckus to the NFC next season.


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With Raf Simons having presented his spring-summer 2014 haute couture collection for Dior the day before yesterday, discover the press kit and the video of the show.
Today on DiorMag discover the accessories from the cruise 2015 collection shown Wednesday evening in Brooklyn.
This season, Raf Simons, Artistic Director of Christian Dior, celebrates the strength and power of the city silhouette together with the women who wear it.
Dior invites you to discover a designer selection.
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Trail:Tokul East
From Evergreen Trail Guide
|Line 123:
|Line 123:
== Photos ==
== Photos ==
Revision as of 21:55, 24 February 2012
|Tokul East
|Tech Rating
|Grunt Rating
|Fire road
|Total trail
|10 mi.
|Alt. change
|Nearest medical:
|Not set yet
|Page adopted by:
|No one yet
|Get Directions
Access Fees and Closures
Alert: Hancock Timber will be instating a permit for use of these trails starting January 2012. More info from Hancock here: http://www.hancockrecreationnw.com/
Alert: Weyerhauser Corporation property closure in effect immmediately for areas being logged and marked "No Trespassing".
Note: We will try to provide up-to-date information here but please be patient as there may be items we prefer not to go public with as we work to resolve them.
Note: Remember that this entire area is private property. Respect closures and if you communicate with the property owner/manager please recognize that, unlike public lands, they are not required to consider public access.
Update 2/15/12
We're happy to be able to bring some good news! All of our hard work on the Tokul mountain biking access and use issues may be paying off. We met yesterday with the fine folks at Hancock Forest Management, and once again they've been very open and flexible in working with us.
We all know that things could have been structured and communicated a little more clearly in the beginning but we believe that Hancock can be a solid long-term partner for mountain biking opportunities on their 96,000 acre Snoqualmie Forest.
Here's where things stand currently:
* Trail Maintenance: They have approved ongoing trail maintenance on existing trails. That includes bucking out fallen trees or dangerous snags but do NOT cut live trees. Chainsaws are allowed, but during the summer be sure to check for the fire level before bringing them onto the forest. More guidance around this will be provided in the future.
* New Trail Construction: Currently there is a moratorium on new trail construction. Hancock is open to the idea of new trails, but wants proposed trails to be presented in a plan form that they can approve.
If you are currently building a trail, or planning on it, please contact us first. Unauthorized building of new trails could harm our efforts and destroy the positive relationship we're developing with Hancock.
* Night Riding: Night riding should be approved soon! Since our previous meeting with Hancock they've been working with the Department of Fish and Wildlife on our behalf to ensure night riders are not misidentified as poachers. We'll let you know when you're good to go. Until then, head over to Tolt for night riding instead.
* Use Permits: We know there are many questions around permits including cost, and the availability of day use permits. We're pleased with Hancock's efforts to be flexible and work with us to find a solution that will seem more acceptable for most people. We're hopeful that we'll have a resolution in the next few weeks.
Stay tuned for more updates coming soon…
Update 12/4/11
Hancock obviously is going to prioritize their business needs first but they also have stated that they want their property, including the Snoqualmie Forest, to be an asset to the recreational community. Some high-level takeaways from our last meeting:
- They say they are open to working with Evergreen for a comprehensive trail system; legitimizing trails already in place and adding new ones according to a plan the community develops. Please respect their request not to build any trail until that time.
- They want to allow trail maintenance to occur including official posted work parties.
- They will be logging the parcel which includes Flowtron sometime between March and June of 2012 (exact dates depend on snow level in other logging areas). They have said that although it will be clearcut logging they recognize the importance of this trail, and the work that has gone into it, and they are going to mostly avoid logging the trail section.
- They are reevaluating the night time closure - it didn't even occur to them that we would ride at night. This will require them to coordinate with Dept of Fish and Wildlife but they are optimistic that something can be worked out.
- They clarified that sign-in forms do not apply to walk/ride on users of the property so the requirement to drop them at Gate 10 on the North Bend doesn't effect us.
- They believe that people will and should expect Hancock to provide added value to the users if users are having to pay for access.
- They understand that charging a fee invalidates the recreational immunity provided under the recreational immunity statute. They had concerns about other elements of liability on the property already and the cost of the access permit includes the incremental cost of insurance.
- The Weyerhauser land closure impacts access to the Hancock property but Weyerhauser has agreed to provide access via the road once their logging operations are complete.
- Obviously there are other issues to work out but at least there is the potential for common ground.
Trail Overview
Hancock Timber will be instating a permit for use of these trails starting January 2012 More info here: http://www.hancockrecreationnw.com/
Tokul East is an area that consists of logging road climbs and loose, ripping descents on old horse trails and a few newer trails designer by local bikers. The descents tend to be fairly technical because the gravelly soils and plenty of horse use keeps things interesting.
How to find it
From Seattle take I-90 East to the Preston Exit, turn left at the stopsign and cross the freeway and then take an immediate right on High Point Way. High Point turns into Preston-Fall City Rd, and continue on this for about 4 miles. At Fall City you will hit a stop sign and turn right here onto Hwy 202 (also called SE Fall City-Snoqualmie Rd). Contine on 202 for about 1 mile and turn left 356th Dr SE. Go up the hill for 1/3 mile and park in the trailhead lot on your left.
To find the trail system head East on the Snoqualmie Valley Trail (SVT) for about .7 miles and take the doubletrack on your left. Once you find the power lines you will find all kinds of trails to make different loops.
Alternately, many people park near Snoqualmie Falls Lodge which has singletrack that connects into the Tokul East system. Please don't park in their private parking lot.
As of March 2010, access through the main road gate off of Tokul Road seems to be prohibited by a new owner of that edge parcel. This should not affect most of the trails.
Typical Conditions
These are some of the best draining trails in our area, and this is an excellent winter riding area. Some of the lower trails near the power lines can get soggy, but they're easy to avoid.
Current Conditions
The upper trails are MONAYY right now (but weather is changing soon folks! However, there is a lot of logging going on that is blocking the lower trails (or has destroyed them). Also, the accessor trail is now a big, wide, sandy road. Timber harvesting is active. R1de 19:21, 10 November 2011 (PST)
A little bit puddly on Safety First. Gun Range overtaken by brush. Everything else great! R1de 09:14, 7 October 2011 (PDT)
Turn-By-Turn Guide
Local Points of Interest
There are some great apres-ride taverns in Fall City. Also, the Snoqualmie Brewery in downtown Snoqualmie has good food and is kid friendly.
Misc. Information
Local Trail Names: Crazy Ivan, Big Rock, Little Rock Connector, FlowTron 3000, Last Frontier, Safety First, Tetherball, Bandwagon, Treeline, Dodgeball, Gun(re-ar)range, OGDH
Advocacy Information
Alert: Hancock Timber will be instating a permit for use of these trails starting January 2012 More info here: http://www.hancockrecreationnw.com/
As soon as more information becomes available, it will be posted here. If you are from Hancock Timber, we would love to work with you and find a way for it to be in your interest to allow biking on the trails at Tokul. Please contact Evergreen at 206-524-2900 or email advocacyteam (at) evergreenmtb.org.
Tokul East is a part of Hancock's Snoqualmie Forest, a 100,000 acre tree farm. King County has purchased most of the development rights for this forest, but Weyerhauser kept much of Tokul East out of that deal and it is zoned residential, with future homes possible for this area.
Unofficial map of Tokul Creek zoning and Development Rights sale


text:
Gluten Relief Enzymes is specially formulated with a balanced blend of the enzymes needed for complete digestion of difficult to digest foods, especially cereal grains and milk products, which contain carbohydrates, protein, gluten and casein.*
Directions for Use: 1-2 capsules per day with meals or along with 12 fl. oz. of water or as directed by a health professional.
Other Directions: Not intended for those with severe gluten intolerance
* Daily value not establishedThese statements have not been evaluated by the FDA. These products are not intended to diagnose, treat, cure, or prevent any disease.
Other IngredientsRice Powder, vegetarian capsule (modified cellulose, purified water, silica), magnesium stearate (vegetable grade). Contains milk, soy and wheat (trace amounts).
Pharmaca Integrative Pharmacy is your source for natural health products. Browse our online selection of products from all of the best natural brands, or visit one of our pharmacy locations and talk with one of our licensed practitioners. From natural beauty products and cosmetics to vitamins, herbs and supplements, we offer high-quality natural wellness products for the whole family! Start exploring—shop by brand or by condition to find the perfect natural health products for your body, skin, home and more.
The products and claims made about specific products on this site have not been evaluated by Pharmaca.com or the United States Food and Drug Administration and are not approved to diagnose, treat, cure or prevent disease. The information on this site is for educational purposes only and is not intended as a substitute for advice from your physician or other health care professional or any information contained on or in any product label or packaging. You should not use the information on this site for diagnosis or treatment of any health problem or for prescription of any medication or other treatment. You should consult with a healthcare professional before starting any diet, exercise or supplementation program, before taking any medication, or if you have or suspect you might have a health problem. Pharmaca Integrative Pharmacy will not assume liability for any cross-contamination of ingredients, misprints, or adverse reactions to any ingredients in the products we carry. The products sold here may contain lead and other substances that are known to the state of California to cause cancer and birth defects and other reproductive harm. Prices and promotions are subject to change without notice. All content on this web site is copyrighted by Pharmaca Integrative Pharmacy unless otherwise stated. All online offers and prices are valid for online purchases only, and may be different from those in our retail stores. Free shipping offer may not apply to all orders and all states; see shipping policy for full details. Copyright © 2009 – 2014 by Pharmaca Integrative Pharmacy. All rights reserved.


text: Aaron David Miller became a Public Policy Fellow at the Woodrow Wilson International Center for Scholars in January 2006. He is the author of The Much Too Promised Land: America's Elusive Search for Arab-Israeli Peace and a forthcoming book, Can America Have Another Great President? (Random House, 2012) For the prior two decades, he served at the Department of State as an advisor to Republican and Democratic secretaries of state, where he helped formulate U.S. policy on the Middle East and the Arab-Israel peace process, most recently as the Senior Advisor for Arab-Israeli Negotiations. He also served as the Deputy Special Middle East Coordinator for Arab-Israeli Negotiations, Senior Member of the State Department's Policy Planning Staff, in the Bureau of Intelligence and Research, and in the Office of the Historian.


text:
Michael Kanost
University distinguished professor of biochemistry and molecular biophysics
Michael Kanost, a fellow of the American Association for the Advancement of Science, leads what has been called one of the world's premier laboratories dealing with research on insect immunity. Kanost is a university distinguished professor of biochemistry and an ancillary professor of entomology at K-State.
Kanost's research includes investigating proteins from insect blood to understand how the proteins function in the insect's immune responses and studies on the biochemistry of the insect exoskeleton. He is also helping to lead the sequencing and annotation of the genome of Manduca sexta, an important model species for insect research.
His research on caterpillars, mosquitoes and beetles has been supported with more than $15 million in grants from agencies such as the National Institutes of Health, National Science Foundation, U.S. Department of Agriculture and others. He received a merit award from the National Institute of General Medical Sciences in 2011 in recognition of his work.
He is the author of more than 150 journal articles and book chapters. He has mentored numerous undergraduates, graduate students and postdoctorates who have gone on to successful careers in universities, government laboratories, medicine and industry. He has been invited to present his research findings at many national and international meetings and serves on the editorial boards of five journals in the areas of insect biology and comparative immunology. He has provided service on several grants panels, and teaches an array of undergraduate and graduate courses in biochemistry.
Kanost earned his bachelor's degree from Colorado State University and his doctorate from Purdue University. He was a postdoctoral fellow in the department of biology at Queen's University, Kingston, Ontario, Canada, from 1983-1986. He also was a research associate in the University of Arizona's department of biochemistry from 1986-1991. He joined the K-State faculty in 1991 and was promoted to professor of biochemistry in 1999. He became interim head of the department of biochemistry in October 2002, then promoted to department head in fall 2003 and served until 2012. He earned K-State's highest academic rank of university distinguished professor in 2005.
Kanost can be contacted at 785-532-6964 or firstname.lastname@example.com.


text:
If you cruise by your in for a wicked good surprise. One of Redondo's hidden treasures and your bellies bountiful buster. By way of the biggest fresh made burgers you can find off the PCH. The spot is small and tucked away inside a mini-mart but the burgers are bigger than your eyes for sure.
Try the Napoleon Burger for a feast to treat you need for fresh meat. A half pound of fresh made hamburger with spare ribs, fried egg, shredded Gouda cheese, homemade fries, fresh greens, red lettuce and caramelized onions… ZOMG this burger is a beast, but oh so good!
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Slater's 50/50 has been serving superb burgers to the residents of Huntington Beach since 2011, ...
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Five Guys Burgers and Fries
I like five guys burgers and fries and this is my second trip but the first one to this particular ...
Baur is Editor at Long Beach Louie, a Long Beach Restaurant Review
as well as Skateboard Park. Find him on Twitter, Facebook, and Pinterest.
1 Review
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text:
English Collection Development Guidelines
English-The Department at KSU:
The English Department Homepage contains extensive information about the faculty, research focus, instructional programs, as well as interdisciplinary and special projects.
General Department Information
Department Goals:
"At the most global level, the goal of the English department is to construct new understandings of the social functions of texts in a variety of contexts both within and outside the academy and to promote the implementation of these understandings in academic and non-academic settings. This goal manifests itself in all of our programs, including the undergraduate program, which directly reflects the several specific niches we are developing at the graduate level...The English Department's graduate and undergraduate programs and research agendas foster knowledge of the interconnectedness of language and literature and a profound sense of the way in which texts of all kinds construct and reflect the cultural and social worlds in which we live. An understanding of the social function of texts, we would emphasize, is integral to a more sophisticated understanding of our world and ourselves."-Departmental niche document, Jan. 2000
Four distinct concentrations have been designed to meet the educational and professional goals of a variety of students.
Rhetoric and Composition: LRSP: The Literacy, Rhetoric, and Social Practice (LRSP) doctoral major focuses on the social production, distribution, and function of texts, taking as a primary focus the study of literacy and rhetoric as they are embedded in workplace and civic practices of college graduates.
TESL/ESL: Theoretically and practically, the M.A. in Teaching English as a Second Language (TESL) and the English as a Second Language (ESL) program approach the production and use of texts from the perspective of functional linguistics, which examines grammatical structures and whole texts in relation to the work they do in social contexts.
Creative Writing: The department's undergraduate and graduate courses in creative writing provide students with unique opportunities to engage with the social functions of texts through the study, creation, and performance of original works of fiction and poetry.
Literature: The niche of the department's literature component is characterized by the new Ph.D. focus in Modern and Postmodern Literature, Cultural Theory, and Social Practice; by the revised M.A. degree in English Studies; and by certain dimensions of the recently revamped undergraduate program. The program stands out from others in the state by providing a sustained focus upon the social functions of all categories of texts (both literary and non-literary). Such social functions include the conditions of production, distribution, and consequent use of various texts.
Departmental Areas of Concentration:
Literacy, Rhetoric and Social Practice
Workplace Literacy
Literature, Culture Theory and Social Practice
Emphasis on Modern and Postmodern Literature
Literature and Psychanalysis
Degrees Offered:
- BA in English
M.A. in English w/a specialization in:
English Literature or
Rhetoric and Composition
- M.A. in English for Secondary School Teachers
- M.A. in Comparative Literature
- M.A. in TESL
- Ph.D. in Literacy, Rhetoric and Social Practice
- Ph.D. in Literature
Special Programs within the School:
- Center for Literature and Psychoanalysis
- Center for Research in Workplace Literacy
- Institute for Bibliography and Editing
- Medieval Colloquium
- Wick Poetry Program
- ESL Center
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Scope of Coverage
The following subject areas are collected at the research level:Materials applied to the study of the department's primary niches; Literacy, Rhetoric and Social Practice, Literature, cultural theory and social practice and Modern and Postmodern Literature.
The following subject areas are collected at the advanced instructional level: Literary traditions (old or middle English, British literature 16th -20th century, American literature 17th- 20th century), genre studies (minority literature, feminist theory, women's literature, post colonial literature), critical theory, literary theory, literary history, linguistics, ethnography, teaching, writing and rhetoric.
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Apply the Following Parameters to the Above Scope of Coverage Areas
Language: Only materials originally written in English are collected.
Date of Publication: Emphasis is on current materials.
Geographical guidelines: Selecting primarily materials published in: United States, United Kingdom, Canada, Australia, and US editions of UK or Canadian titles.
Society or Publisher Emphasis: Emphasis is on University and scholarly presses, but also includes trade and professional publishers. The following presses are emphasized:
- Ablex
- Cambridge University Press
- University of Chicago Press
- Harvard University Press
- Johns Hopkins Press
- Lawrence Erlbaum
- University of North Carolina Press
- Princeton University Press
- Routledge
- Sage
- Stanford University Press
- University of Toronto Press
- Yale University Press
Multiple copies: Multiple copies are purchased under special circumstances only.
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Material Types
Recent Acquisitions!
Books: Research level collection of works in the selected subject areas.
Audio Visual Material: Selectively acquired on request.
Theses and dissertations: Selectively acquired on request.
Microform reproductions: Selectively acquired on request.
List of current serial subscriptions
Government Documents:
Methods of acquisition: The Government Documents department has established a selection/approval plan with the federal government depository system. Materials arrive automatically based upon the established plan.
Federal government publications and information: There are three major government agencies that are related to the humanities disciplines. They are:
- National Foundation on the Arts and Humanities
- National Endowment for the Humanities
- Humanities and Social Sciences Division
The Kent State University main library's government documents approval plan selects ALL materials that fall under these three agencies. Many of these materials are now also available via the Internet.
Online Services and Electronic Resources:
The KSU Libraries and/or the OhioLINK consortium currently subscribe to (or own portions of) the following online resources, which pertain to the needs of English Studies:
- MLA International Bibliography
- Annual Bibliography of English Language and Literature (to 1997)
- Essay and General Literature Index
- Arts and Humanities Citation Index
- Humanities Abstracts
- Bibliography of American Literature
- Book Review Digest
- Dictionary of Literary Biography
- Digital Dissertations
- Gale Literary Index
- Academic Search Premier
- RLIN Bibliographic Database
- WorldCat
- African American Poetry Database
- American Poetry Database
- Contemporary Authors
- Bible in English
- Editions and Adaptations of Shakespeare
- Eighteenth Century Fiction
- English Poetry Database
- English Prose Database
- English Short Title Catalogue
- English Verse Drama
Oxford English Dictionary (2nd Edition)
Interdisciplinary Relations:
There is a strong interdisciplinary connection between the departments of English and History. There is also much interaction with American Studies. A new minor has been established in Medieval Studies, which involves many departments on campus including History, Philosophy, Sociology, and Modern and Classical Language Studies.
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text:
Derek Walker
I graduated from Northern Illinois University with my bachelor's in journalism in May 2009 and have since contributed to a number of publications, including RedEye and Indie Rock Reviews. In my free time I enjoy blogging, photography, going to concerts around the city and watching TV. I am a huge fan of sports, "Dexter" and the USA Network.
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text:
MILLEDGEVILLE — The Kitchens Road Old Time Family Festival returns Nov. 9 and 10 from 9 a.m. to 5 p.m. to show people a setting "where everything old is new again."
This festival is a step back in time with mules and antique tractors plowing, antique gasoline engines skipping and popping, blacksmiths forging their metals, artists and crafters displaying their creations and a group of old time cooks competing for the Collard Green crown.
The festival also features live country music, church choirs, local bands, a car, truck and tractor show and children activities to name just a sample of the many weekend events.
The festival organizers encourage a fun, clean environment for families to enjoy how country life used to be.
Kids 12 years old and under get in free. Adults pay $5.
That weekend, all roads lead to 370 A Kitchens Rd., the last road in Baldwin County on Highway 49 just past County Line Baptist Church in Haddock, Ga.
Go to www.kitchensroadoldtimefamilyfestival.com for more information. Host Bobby Kitchens can be reached at 478-251-4993.
Portions from ticket sales will go to the Lions Club International of Milledgeville


text:
Sabres captain Craig Rivet, who hasn't played since Jan. 11, requested a trade this week, but General Manager Darcy Regier was unable to move the defenseman. In order to give Rivet a chance to catch on with another team, Regier waved the 36-year-old today.
Teams have until noon Thursday to claim Rivet, who is in the final year of a contract that pays him $3.5 million. Regier said he will further discuss options for Rivet on Thursday if no one claims the captain.
Regier insisted the move was done because of Monday's approaching trade deadline and was not part of new owner Terry Pegula's pledge of no financial restraints. For the full audio of Regier's chat, click below.
---John Vogl


text:
The City of Temecula is planning to celebrate Dec. 11, and the public is invited to join and enjoy free hot dogs and holiday cookies.
Mayor Chuck Washington told the audience gathered at Tuesday night's regularly scheduled city council meeting that he is looking forward to celebrating several key milestones at the Dec. 11 city council meeting.
First, Washington said council is expected during the Dec. 11 meeting to consider a proclamation honoring the Pechanga Band of Luiseño Mission Indians for its purchase of 365 acres of land owned by Watsonville, Calif.-based Granite Construction. The land was the former site of the much-contested Liberty Quarry project.
While the exact details of the proclamation have not been shared, Washington suggested the city consider formally marking Nov. 15 as a day to honor the Pechanga tribe for its $20 million investment in Temecula. Nov. 15 represents the day in which Pechanga Band of Luiseño Indians tribal chairman Marc Macarro officially announced the agreement with Granite.
Washington said he is open to other ideas from the community on ways to honor the tribe.
City Councilwoman Maryann Edwards echoed Washington's sentiments and said Pechanga has "taken away the biggest threat … to our city. It was a heroic effort. We thank you from the bottom of our hearts."
To prevent an issue like Liberty Quarry from surfacing again, Mayor Pro Tem Mike Naggar said he would like to see the city scrutinize property outside the Temecula city limits.
"We have to be a little bit proactive," Naggar said, suggesting the city should compile a list of parcels that might be considered for annexation or purchase by the city.
Although the fight over Liberty Quarry is over, the city is still wrangling with two lawsuits it filed over the issue. City Attorney Peter Thorson announced Tuesday that council approved moving forward on litigation in the fast-track case and pursuing compensation for attorney's fees in the environmental impact report case against the county.
In addition to the Liberty Quarry issue, the city may also be celebrating the Nov. 24 crowning of Great Oak High School's girl's cross-country team as state champions. Washington said the city would like to honor the team and a formal invite to the Dec. 11 meeting will be sent to the girls.
Lastly, the city will administer to Washington and Naggar the oath of office during the Dec. 11 meeting, which is the last city council meeting of the 2012 calendar year.
Both councilmen were re-elected to office by Temecula residents during the Nov. 6 election.
The Dec. 11 meeting is currently scheduled for 7 p.m. at the Temecula Civic Center.
Editor's Note: Temecula City Council members Jeff Comerchero and Ron Roberts were absent during Tuesday's meeting.


text:
A Joint Base Lewis-McChord soldier was brought home from Afghanistan this month after admitting to possessing and distributing child pornography, according to court records.
Robert Bruce Campbell, 37, pleaded not guilty Thursday to second-degree possession of depictions of a minor engaged in sexually explicit conduct. He was released on his own recognizance and ordered to remain on base.
This is the second time the man has been arrested for possessing child porn although charges were never filed in the first case. In 2006, the mans wife called authorities after finding inappropriate pictures of children in his gym bag, records show.
Puyallup Tribal police were notified by the National Center for Missing & Exploited Children in March that the man exchanged emails that included child porn images. The investigation was turned over to the Pierce County Sheriffs Department in May because of where the man lives.
In July, detectives found out the man had been deployed to Afghanistan and asked military officials to seize his electronics and return them for forensic processing, charging papers state.
During an interview with the military Aug. 12, the man allegedly admitted to using his iPhone to download, view and distribute child porn. He was brought back to JBLM Wednesday.
Prosecutors said they may add charges after his cell phone, X-box and a CD are examined.


text:
The following stories first appeared on Patch sites throughout the South Metro region during the past week. To read the full stories, click on the headline links.
Dakota County
Eagan, Apple Valley, Burnsville Men Named in Boy Scouts' 'Perversion Files'
Recently released records show three Dakota County men, one each from Apple Valley, Eagan and Burnsville, were listed in the Boy Scouts' confidential "perversion files," which barred them from volunteering with the Scouts.
Apple Valley-Rosemount
Rosemount Man Charged with Statutory Rape of 14-Year-Old
Police say Joshua Robert Hare knew the victim's age when he had sex with her last spring.
Burnsville Man Charged with Assaulting Brother After Garbage Argument
Police say Ahmed Mohamud Aden hit his brother in the head with a plate, inflicting an injury that required more than 20 stitches to close.
Police: Burnsville Woman Swindled Store with Phony Discounts, Coupons
Ivory Ardell King allegedly gave fraudulent discounts, coupons and price reductions to one customer and swindled the store out of more than $3,000.
Prior Lake High Defaced by Vandals—Circumstances Suggest Burnsville Culprit
Authorities are offering a $200 reward to anyone with information about the identity of the graffiti artists who struck Prior Lake High on Tuesday night or Wednesday morning.
Eagan Police Arrest Man Accused of Bludgeoning Dog with Baseball Bat
Police found "Tippy", a black lab mix, in a remote area straddling the border of Eagan and Burnsville.
Charges: Man Leads Eagan Police on Car Chase Through Eagan Neighborhoods
Police say Patrick John Boran fled from police through residential neighborhoods at speeds that reached 50 mph.
Inver Grove Heights
Former Student Teacher Pleads Not Guilty to Sending Naked Pics to Simley Student
Jenna Anne Schultz, 26, is scheduled to appear at a settlement conference on Nov. 28 and, if necessary, a jury trial Dec. 17.
Thomas Tonda Given 180 Days in Jail, Community Service for Attack on IGH Hockey Coach
"We are pleased to have brought Thomas Tonda to justice for his criminal conduct," Dakota County Attorney Jim Backstrom said after sentencing.
Three-Day Drinking Binge Leads to Hospital, Arrest
Subject had an active felony warrant out of Oak Park Heights for a release violation.
Mendota Heights
Suicidal Man at Center of Bridge Standoff on Probation for Sex Offense
Eagan police say 37-year-old Oudone Xiong, of St. Paul, was on probation for a first-degree criminal sexual conduct conviction.
Northfield Man Charged with Home Burglary, Heroin Possession
Police say Taylor Collin Heckers acted as the lookout during a home burglary that netted jewelry—including a diamond ring worth several thousands of dollars.
Northfield Man Charged with Leading Police on High-Speed Chase
Police say Patrick John Boran fled police through residential neighborhoods at speeds that reached 50 mph.