text:
The Houston Cougars come into this basketball season with a new coach. It has new players, and supposedly a new culture. But some things never change, and just as with last season, the Cougars are going to lose a lot of games. Kelvin Sampson's the new guy in charge. The former assistant coach for ... More >>
If Judge Marvin Isgur approves the bankruptcy plan proposed for CSN Houston, Houston sports fans will be able to watch the Rockets this season. They'll no longer be able to watch the Dynamo, or any of the Houston-centric sportscasts aired by CSN Houston, but the return of the World Poker Tour should ... More >>
They claim Brian Staples is bad at the monkey business.
It was just a little over 30 days ago that Houston Astros owner Jim Crane said he wanted the CSN Houston matter settled within 30 days. That didn't happen. The parties still await a ruling from a Judge Lynn Hughes on the Astros appeal of Judge Marvin Isgur's ruling that put the network into bankrup ... More >>
If you're one of the few who has managed to catch the new Kevin Costner film Draft Day (featuring guest star Arian Foster!) at a sneak preview, and you take it as being authentic, then you remember the pain staking efforts that Sonny Weaver (Costner's Browns' GM character) went to in order to gather ... More >>
The University of Houston announced last night that Houston Rockets assistant coach Kelvin Sampson has been named as the ninth head coach in the history of the men's basketball team. Sampson's the former head coach at Washington State, Oklahoma, and Indiana. He got all of those schools into the NCAA ... More >>
Come this time of year, almost everyone is filling out brackets. Hardcore fans, casual fans, kids, adults, bosses, secretaries...we all love March Madness! However, this is also a time of year where degenerates get even more degenerate. Spreads, moneylines, prop bets, futures, exotics...everything ... More >>
Ben Braun resigned as Rice's head basketball coach on Thursday morning. Braun was a good man, a good coach, who had previously taken Cal to five NCAA tournaments and who won a NIT. He's got 615 career wins, 12th best among active coaches, 41st all-time among all coaches. But he had just one winning ... More >>
Let's call 2013 a transition year for sports in Houston. That's the polite way of saying it, for the most part, really, really sucked. There were very few "up" moments in 2013 even if you go all the way back to the playoffs for the Texans and Rockets -- remember when the Texans made the playoffs? I ... More >>
I know right about now, after he assembled a roster that includes the acquisition of arguably the two best players in the league at their respective positions within nine months of each other, that to say "Hey, not all of Daryl Morey's moves have been that great" sounds like blasphemy. But, it's wo ... More >>
So Ed Reed's gone. It seems like just yesterday that Bob McNair was flying Reed around the country on McNair's private jet. But now, unwanted by the Texans, Reed finds himself playing for the Jets. Don't cry for Reed though, because while he barely played for the Texans, he collected nearly six mill ... More >>
I've said it many times in this space -- we are all dorks. I don't mean we all have pocket protectors and pull our trousers up to an unreasonably high waist level (or even use the word "trousers" instead of the hipper, cooler "pants"), I mean that we all obsess over something, obsess to an extent t ... More >>
In the 80's hit movie Stand By Me, there's a scene where the four main characters, teenage boys (including a young Corey Feldman!), are sitting around a campfire and one of them (Gordie) tells a story about a fat kid named Lard Ass participating in a blueberry pie eating contest at the county fair. ... More >>
Well, it's official. The Houston Aeros is moving to...Iowa. I've been to Des Moines. It's a nice town. But, losing our only tie to professional hockey pretty much sucks. I'm depressed. But, I have to suck it up because there is lots more to do and I can't get bogged down in something like this. I me ... More >>
The above image is exactly what we imagine you say when you see the weekly headline announcing the best things to do in sports this weekend. You're all, "FUCK YEAH, MOTHER EFFER! IT'S TIME FOR SPORTS! WOO!" Then you read about the things we have to offer and you're all, "YEAH...wait, what?" That's ... More >>
Legendary Houston Cougar basketball coach Guy V. Lewis has been selected for the Basketball Hall of Fame. It is a very well-deserved honor for one of the finest basketball coaches ever involved with the game. It is also an honor that should have been bestowed long, long ago. Fans of the Cougars, fa ... More >>
Though the announcement won't come until Monday, it was been fairly widely leaked that legendary University of Houston men's basketball coach Guy V. Lewis has finally been elected to the Naismith Basketball Hall of Fame, 2013 class. Lewis had been removed from the ballot for four years for lack of s ... More >>
And then there were four! (I know, on the list of lame, cliched, bloggy catchphrases "And then there was (however many are left)" is right behind "Houston, we have a problem." but I'm still a little rattled from falling for the Dream Shake's April Fool's Day prank. I'm running simple plays here, n ... More >>
The play-in game appetizers are done, and Thursday morning the main course of 63 games involving 64 teams over the next two weeks begins. For the first time since I got into radio in 2007, I will be able to actually settle in and watch the games for the entire first two days with no radio responsibi ... More >>
March Madness begins on Tuesday and gets into full swing on Thursday. And for the first time in probably forever (technically 1977), not one single Texas college was invited to play in the NCAA Tournament. No UT. No A&M. No Baylor. No Rice, UH, Sam Houston State, or SFA. Not one. But not all hope ... More >>
There has been a lot of talk about various halls of fame this week with the retirement of Ray Lewis, the baseball Hall of Fame inductions to be announced on Wednesday and now word that, for the first time in five years, legendary University of Houston basketball coach Guy V. Lewis will return to the ... More >>
This is a year the Houston Cougars would probably prefer to forget. It started with a bang as the Cougars demolished Penn State on January 2 at the TicketCity Bowl in Dallas. But the football team wasn't quite the same after the departure of Case Keenum and his receiving corps. As the Cougars move i ... More >>
It's been a so-so year for Rice sports. The baseball team didn't make it past the NCAA Regionals. The men's basketball team self-destructed. And at one point the football team was 1-5. But then in mid-October the football team took off, and they won five of their six games to finish the season at 6- ... More >>
Since the largely money driven epiphany of the college presidents and power brokers of the Bowl Championship Series finally gave us the promise of a four team playoff beginning with the 2014 season, one of my many questions has been "Why do we have to wait until 2014?" I think I know the answer -- ... More >>
Sitting and watching Jim Calhoun's retirement press conference as I type this post, and I got to thinking....it's nice to build something. In 1986, Jim Calhoun inherited a UConn men's basketball program that was 12-16 the year before and to that point had won just four NCAA tournament games in its ... More >>
The greatest player in the history of the Houston Oilers is, without a doubt, Earl Campbell. And Ross Greenburg, the former head of HBO Sports, is producing a documentary on the life and career of Campbell that will air later this year on the NBC Sports Network. And last month the MLB Network did a ... More >>
If ever a major collegiate football program deserves the so-called NCAA death penalty, it's got to be Penn State. The myth of Joe Paterno and his ethical football program has been blown out of the water, and the least the NCAA can do is put this program out of the misery of college sports fans. For ... More >>
I know some people are not all that fond of mock drafts. Me, I like mock drafts. In the same vein of enjoying takeout because I hate to cook, I like reading mock drafts, I just don't like constructing them myself. But somehow, some way I need to share some of my thoughts with you on this Thursday's ... More >>
Throughout the course of this frustrating season, the Houston Rockets have been allowing fans to pick their choices for the starting team of the decade beginning with the 1970s and continuing with the '80s, '90s and 2000s. They had all but one of their starting five for the 2000s on had for their wi ... More >>
Last year, the Final Four made its way to Houston and in a turn of events entirely emblematic of the type of sports year Houston sustained in 2011, we wound up with arguably the most underwhelming collection of four teams ever assembled at college basketball's marquee event. The highest seeded team ... More >>
There might still be a month left in the season for several college basketball teams. But the alumni, students, and fans of Rice and the University of Houston are either going to have to ignore March Madness, or they're going to have to find some other teams for whom to cheer. That the Houston Coug ... More >>
Just admit it: You won't have a clue about how to talk about the 2012 NCAA tournament, much less how to fill out the bracket once the teams are selected on March 11. That's what we're here for. As March Madness heads toward its March 15 start date (no need to watch the games on March 13 and 14; s ... More >>
Something a little magical happened at Rice's Tudor Fieldhouse Wednesday night. Something that basketball fans don't see too often. Something Rice fans have never seen. It wasn't just that the Owls (16-12, 7-6 in conference) came back from a 15-point first half deficit to defeat the UCF Knights ... More >>
John RoyalRice's Anthony Rendon became a very rich baseball player this summerIt's that time of year. The time for end-of-year lists and bests of, etc. And I'm not immune to tossing off an easy post. So, without further ado, and in no particular order, here are the Top 25 Events in Rice Ow ... More >>
Welcome to the family, Aggies.Earthshaking news that you might have missed if you're not a sports fan: Texas A&M is leaving the Big 12 to go to the Southeastern Conference. If you're not a sports fan, perhaps your earth has remained unshaken, but it's a monster step for the Aggies. To help ... More >>
Photo by GroovehouseSad Rocket fanHello everyone! Welcome to my blog post for today, also known as "Day Four of the Jim Rome Smack-Off Recap Hostage Crisis." That's right, based on feedback on my Twitter feed and the monster hits that our rogue "Smack-Off On A Mobile" have been getting, I k ... More >>
John RoyalAnd so begins one of the worst championship games in NCAA Tournament history.Houston is the home city of two Conference USA basketball teams. That means that there's been some really bad basketball played in this city the last several years. So perhaps it was the lingering stench ... More >>
[Jeff Foxworthy voice:] If you're betting on which team hits the first three-pointer, you just might be a degenerate gambler.Of the four schools in this year's NCAA basketball Final Four, the two biggest fan bases at Reliant Stadium on Saturday night (in my purely unscientific opinion) appear ... More >>
John RoyalUConn's Jim Calhoun, the Don Corleone of the Final Four coachesUConn coach Jim Calhoun went the bizarre route on Friday afternoon, comparing him and this group of Final Four coaches to the old 1960s sitcom My Three Sons, with Calhoun of course, assuming the role of Fred MacMurray, t ... More >>
Hopefully more shining and less Hudson this yearSome of you mistook my piece on Monday as my not being excited for the Final Four this weekend in Houston. That couldn't be further from the truth. I am incredibly excited to have the event here in our town, for a couple reasons: 1. I'm a Con ... More >>
Dear Ashley, welcome to Houston. I'll be in the press section, come find me.Dear Ms. Ashley Judd: I want to take this opportunity to welcome you to my hometown of Houston, Texas. Now I know you've visited our fine place before, especially several years ago when you were here with your race ... More >>
It's Cinderella overload in Houston"See, BCS! This is how it's done! College basketball, baby!!" -- Any number of random tweeters after Virginia Commonwealth and Butler punched their tickets to the Final Four this weekend Yes, in a world plagued by war, unemployment, and earthquakes, the m ... More >>
Metro clearly wants to avoid this during the Final Four weekend.Beginning next Thursday, college basketball fans will begin descending on Houston for the NCAA Men's Basketball Tournament, held at Reliant Stadium. In addition to the games, there is a fan festival at George R. Brown Convention ... More >>
What the hell happened to Leslie Visser?It's generally accepted that the first two full days of the NCAA Men's Basketball Tournament provide the greatest two-day watching/gambling/drinking/eating experience annually, for obvious reasons: 1. Whether by illness, approved vacation, or planned s ... More >>
March madness underway.Well, I'm guessing that this past weekend of basketball is not how the money people behind the Final Four's coming to Houston drew it up on the chalkboard. In a tournament that already had last year's regional darling Baylor on the outside looking in, the only two Te ... More >>
Need some downtime for the NCAA tourney? Try a vasectomy.Yes, you read that headline correctly -- yesterday was "Day One" of the NCAA Tournament. Not Tuesday! Despite what the NCAA propaganda machine will tell you, the greatest single two-week period of sports during the calendar year is not ... More >>
Seth Greenberg wants to know why no one likes him"It makes you wonder if someone in that room has their own agenda, and it does not include Virginia Tech, unfortunately," Coach Seth Greenberg said Sunday night. "You'd hate to think there's politics involved, but it makes you wonder." I've ... More >>
Barkley sucked ass instead of kissing it"This is a win on any number of levels, not the least of which is that I would watch Charles Barkley analyzing or opining on any topic. No, seriously, I would watch Charles Barkley convey his thoughts about ANYTHING -- basketball, politics, the economy, ... More >>
Don't mess with the BarkleyThe unveiling of the brackets for March Madness, which is a scant 48 hours away, takes on a little different meaning this year, for three intertwined reasons: 1. The field has expanded to 68, so now Tuesday and Wednesday will include four play-in games to get us to ... More >>


text:
OpenSUSE 1-Click Link Collection
A selection of categorized 1-click installers is now being displayed on the openSUSE community website.
The 1-click installer from openSUSE is a really cool invention. It enables openSUSE users to download dependency-heavy software without having to integrate new package sources. A single click on the link button with a ymp ending and YaST will collect the necessary repositories and initiate the software installation.
The only problem is the 1-click installers are spread over various websites. Now, the openSUSE community has placed a number of important installers on one page and arranged in different categories. So far, the collection contains installers for graphic cards (ATI and Nividia), multimedia codecs (VLC, codecs for Gnome and KDE) and for desktop-effects (Compiz Gnome and Compiz KDE).
The collection however, is by no means complete. Installers for mono applications like Gnome Do and Banshee are absent, as are the in openSUSE Build Service software portal integrated ymp files. If the collection is a one-off affair or if it is to be extended, remains to be seen, though the idea certainly makes a lot of sense.
Issue 170/2015
Buy this issue as a PDF
TOR Network Isn't So Anonymous
A new study says it is possible to unmask 81% of TOR users.
.NET Goes Open Source
Redmond joins the revolution by turning the .NET Core Runtime into a GitHub project.
Drupal Advisory Unleashes a Torrent of Attacks
Users only had 7 hours to update before the intrusions started.
HTML5 Gets Promoted to a Standard
It's official: The new web arrives
Linus Addresses Criticism for Harsh Language
Kernel king admits his tone has alienated volunteers, but says the demands of the process require directness.
New SSL Attack Lets a Malicious Listener Steal Session Cookies
New flaw in an old encryption scheme leaves the experts scrambling to disable SSL 3
Leading Open Source Coder Rants about Rants
Lennart Poettering wants to change the way Linux developers talk to each other.
HP Splits into Two Companies
Enterprise giant frees itself from ink and home PCs (and visa versa).
Mozilla Labs Shuts Down
Mozilla's product think tank sinks silently into history.
Internet Giants Launch Collaboration to Improve Open Source
TODO group will focus on open source tools in large-scale environments.

subset: commoncrawl


text:
An Introduction to Islam for Jews
"Reuven Firestone's eminently readable book contains a comprehensive, authoritative, and sympathetic introduction to Islam, written for Jews, but speaking to all men and women of good will. Throughout, the author offers a sober and nuanced analysis of relations between Islam and other religions, particularly Judaism, without succumbing to the temptation to say who took what from whom. The book represents a major contribution to better understanding of the "real" Islam, which differs from the extremist and militant variety that dominates the news."
--Marc Cohen, professor of Near Eastern Studies, Princeton University
"...Firestone's book shines as a beacon of scholarship and humanity. While Muslims might challenge some of Firestone's interpretations of Islam, they will never find him mean-spirited or ill-informed... Firestone has demonstrated that it is possible for Jews and Muslims to engage in an honest evaluation of their shared history and still find enough common ground to work for a better shared future."
-- Ingrid Mattson, President, Islamic Society of North America
"Reuven Firestone has made a valuable contribution toward making Islam understood and appreciated by the Jewish people.... The work is balanced and careful. It will help dispel many misconceptions about Islam and hopefully promote more dialogue and better relations between our two communities of faith."
--Muzammil H. Siddiqi, Chairman, Fiqh Council of North America
Helping Jews understand Islam--a reasoned and candid view
This book provides the Jewish reader with a valuable tool: a readable, comprehensive, and reliable introduction to Islam with special attention to issues relevant to Jews regarding past and present events and attitudes This authoritative and readable book is of value for students and general readers alike. AJL Newsletter
An Introduction to Islam for Jews is perfect for any Jewish reader seeking an understanding of Islam a scholarly yet accessible title. Midwest Book Review
Firestone provides a balanced introduction to Islam that will be helpful for all beginners, but particularly for the Jewish readers for whom it is intended. Publishers Weekly
Muslim-Jewish relations in the United States, Israel, and Europe are tenuous. Jews and Muslims struggle to understand one another and know little about each other's traditions and beliefs.
Firestone explains the remarkable similarities and profound differences between Judaism and Islam, the complex history of Jihad, the legal and religious positions of Jews in the world of Islam, how various expressions of Islam (Sunni, Shi`a, Sufi, Salafi, etc.) regard Jews, the range of Muslim views about Israel, and much more. He addresses these issues and others with candor and integrity, and he writes with language, symbols, and ideas that make sense to Jews.
Exploring these subjects in today's vexed political climate is a delicate undertaking. Firestone draws on the research and writings of generations of Muslim, Jewish, and other scholars, as well as his own considerable expertise in this field. The book's tone is neither disparaging, apologetic, nor triumphal. Firestone provides many original sources in translation, as well as an appendix of additional key sources in context. Most importantly, this book is readable and reasoned, presenting to readers for the first time the complexity of Islam and its relationship toward Jews and Judaism.
See a lecture with Professor Firestone at Sixth and Historic Synagogue in Washington DC:


text:
Myprotein US
Our entire product range is split into several key categories to make the buying process easier for you. Find out more about our product categories and discover which products are most suited to your training goals.
BCAA Plus
Black Friday! 40% Off with code: BLACKFRI
Impact Diet Whey
Under Armour® Men's Evo Coldge...
Find out more about the company and how we work. Discover the Myprotein philosophy, our quality processes and company history.
Welcome to Myprotein, a fresh approach to buying sports supplements and nutrition. At Myprotein, we know from first-hand experience that nutrition isn't a case of one size fits all. Each of us is unique and just like personal training, our nutrition should be tailored to fit our very own personal circumstances. From innovative supplement flavouring to making massive savings when buying in bulk,we give you the best options so you never have to compromise on your nutrition.
We buy in bulk, manufacture in-house and sell direct online. Simply put, we cut out the middle men so you can buy the finest nutrition at the lowest possible prices.
We pride ourselves on the taste of all our flavored supplements. Each product goes through rigorous trials and is personally taste tested by us until it's just right.
We constantly search for the latest natural ingredients and insist on the highest quality across all our products. Myprotein is certified to ISO9001 by SGS, a UKAS accredited company, as well as being an online supplier for PeptoPro® andCreapure®.
We pride ourselves on being at the cutting-edge of sports nutrition. On average, we launch a new product every single week of the year! With hundreds of products online, you can choose the nutrition mix that personally works best for you.
We design products in as many formats as possible to allow you to choose the one thatsuits you best. After all, everyone is different. The choice is yours!
We're not one of those big, faceless sports supplements manufacturers trying to rip you off with over-hyped, over-priced rubbish.
As users/athletes ourselves we want products that work, which aren't full of rubbish and don't cost a fortune. Therefore we insist on using only 100% of the finest ingredients in all our bulk supplies and sports nutrition products, with independently conducted tests and verified Certificates of Analysis available for you to see on the majority of our products; we are totally committed to bringing you the very best supplements available from around the world today.
At Myprotein® we are able to respond quickly to the changing needs of ourcustomers, giving you the ability to tailor your supplements to your specific requirements, rather than tailoring your requirements to a given product.
Myprotein® is a registered trademark and also the trading name for Cend limited which is a registered company in the UK.
Established in the UK in 2004, Myprotein® has quickly grown to become Europe's leading online sports nutrition brand. In 2014, Myprotein® launched in the USA to support our goal of offering the best quality products, value for money and customer service on the market.
In our short history, the company has won several prestigious awards. Most recently, in November 2009, Myprotein® was included in the prestigious 2009 TIMES Fast-Track 100 list of fastest growing companies in the UK. Ranked 21st, the company has firmly established itself as one of the leading businesses across all industries.
Myprotein.com® is a multi-award winning online manufacturer and supplier of sports nutrition. To support our growth in the USA, we're always looking for talented individuals who can help us drive our business forward. Whether you're a marketing expert, an experienced sales rep or an athlete looking for sponsorship, we want to hear from you! Please e-mail email@example.com for any enquiries.
Your shopping cart is Empty
Order before 8pm for same day dispatch. Order before 2pm on Sunday.


text:
A new law governing the buying and selling of real estate in Cuba certainly could change the lives of many of the island's citizens and permanent residents. Whether or not the new rule, announced late last week and scheduled to take effect Thursday, is a major or minor step in the island nation's transition from socialism to capitalism remains to be seen.
The new regulation, given Cuba's recent history, is far-reaching. For the first time since the early days following the successful Fidel Castro-led revolution, Cubans will be able to buy and sell real estate on the open market. That means Cubans are ostensibly free to move when and where they want, assuming they can pay the price. That price will be determined by buyers and sellers, rather than the state. That's a major change that promotes mobility in a nation where freedom of movement was strictly controlled by a thicket of government rules and regulations.
In addition, the law allows the transfer of property to relatives, legalizes ownership of two homes (a primary residence as well as a vacation home) and ends the onerous requirement that those leaving the country forfeit their property. All that suggests major reform in the real estate market, always a key component of an open economy.
There are some sections of the new law, though, that indicate that while the Cuban government is willing to make significant changes to real estate law, it is not willing -- yet -- to totally surrender to the forces of a free market economy. Thus, the law contains a residency requirement that effectively bars anyone outside the country -- including the large exile community in the United States, -- from owning property. There's also a requirement that all real estate financing be handled by the state-run central bank. There is at least one significant omission in the law as well.
It says nothing at all about the properties with an estimated value in the tens of billions of dollars that were confiscated by the state over the year's of Fidel Castro's rule. Many of the owners of the seized property fled to the United States and they, or their descendants, have long-standing claims for restitution in various legal jurisdictions.
It's unlikely the property will be returned to the claimants, but there is always hope of monetary compensation. That's usually been the verdict in similar cases of seized property around the world. At the moment, though, there's small chance of that happening. Cuba has always refused to address restitution claims. Even if it were willing to do so now, it probably does not have the funds to pay the claims.
The relaxation of the real estate laws is another chapter in the slow loosening of economic controls in Cuba. Previously, Raul Castro has allowed some citizens to operate businesses and provide services on the free market rather than through the government. He also eased other rules regarding sales and rentals of rooms and cars. That might not seem like much in a Western-style economy, but they are notable steps in Cuba.
Even with the reforms announced by Raul Castro, socialism remains ever-present in Cuba. Most Cubans still work for the state for a minimal wage in return for mostly free housing, transportation, health care, education and food. Still, the new real estate law is small step towards capitalism, long a goal of U.S. diplomacy. As such, it should be acknowledged as a positive act from a government that only rarely has made such gestures in the past.
"It says nothing at all about the properties with an estimated value in the tens of billions of dollars that were confiscated by the state over the year's of Fidel Castro's rule. Many of the owners of the seized property fled to the United States and they, or their descendants, have long-standing claims for restitution in various legal jurisdictions."
What about the thousands Che's goons shot for refusing to surrender their property to the state? What do they get, other than their mass murderer being promoted to "Legendary Hero"?


text:
Credit Union Supporters Make Case for Supporting MBL expansion (Misc News: September 10, 2012)
Lawmakers will join CUNA and think tank experts to explain how raising cap will benefit small businesses
MBL Press Event
What: CUNA event to support congressional vote on MBL:
When: 1:30 p.m. on Wednesday
Where: Dirksen Senate Office Building, Room 50
Watch: Go to thehill.com and follow instructions
Credit unions will make a major push this week to bring member business lending to the forefront with an event featuring the sponsors of legislation in Congress that would raise the MBL cap.
The press event – which will focus on credit unions help small businesses create new jobs – will start at 1:30 p.m.
"This event has the potential to show our lawmakers the critical role this legislation stands to play in our nation's economic turnaround, and I urge all credit union supporters to participate via the live-stream coverage," MCUL & Affiliates CEO David Adams said.
In an email to the leagues, CUNA President and CEO Bill Cheney said that the event, featuring key MBL sponsors Sen. Mark Udall, D-Colo., and Rep. Ed Royce, R-Calif., MBL coalition partners, coincides with members of Congress returning to Washington this week. Washington political newspaper The Hill is presenting the MBL event as part of its "Issue Forum" series. Representatives of the newspaper will moderate presentations about the MBL legislation and what it could mean to small businesses in need of capital. Key cosponsors of the legislation, Sen. Susan Collins, R-Maine, and Rep. Carolyn McCarthy, D-N.Y., will also speak at the event.
As part of the program, two respected leaders of Washington think tanks will make a presentation. Rhett Buttle, of The Small Business Majority, and Eli Lehrer, of the R Street Institute will present a joint research report focusing on job growth, the role small business plays in the economy and the support that credit unions can offer to small business in the economy's recovery with expanded business lending authority. Credit union and small business representatives will also speak.
The event will be in room 50 of the Dirksen Senate Office Building. Leagues officials who are in Washington on Wednesday are invited to attend in person.
The event will be streamed live online, and will be available to the credit union community, members of Congress and their staff. To watch the event on Wednesday, go to thehill.com and follow the instructions.
"We believe this event will reinforce to Congress the urgency of enacting MBL legislation at a time when job creation continues to be a huge policy concern," said Cheney, pointing to last Friday's jobs report showing unemployment still above 8%.
"I urge credit unions to take advantage of the opportunity to view the event themselves via the live webcast," Cheney added. "The issues forum will drive home the point that credit unions have a long and successful track record of small business lending, but some of the credit unions that have been most successful are being forced to curb or stop lending because they are bumping up against the MBL cap. This type of forum is one way that CUNA, credit unions and our supporters in Washington can help draw attention to the boost an MBL cap increase could give the economy," he said.
Bills that would increase the MBL cap to 27.5% of assets, from 12.25%, have been introduced in the House and Senate. Members of both parties support the MBL cap increase bills, and H.R. 1418 has 140 cosponsors, including nine of 14 members of the Michigan delegation. S. 2231 has 21 cosponsors, including both Sens. Carl Levin and Debbie Stabenow, and Senate leadership remains committed to a floor vote on the MBL legislation.
CUNA has estimated that an MBL cap increase would create 140,000 jobs and inject $13 billion in new funds into the economy during the first year after enactment, at no cost to taxpayers.


text:
Main Content
In Fall of 2007, I completed a sabbatical focused on technical retooling, On Course methods for learner-centered instruction, and Web Accessibility. Following are links related to the sabbatical project.
Main Documents
- Work from Digital Photography class
- This site applies CSS techniques learned during sabbatical
- Accessibility
- On Course
Resource Links


text:
The Beacon
Blog Tags: Jeffrey Short
Day 14: Preparing for the Plume
While Oceana's senior campaign communications manager Dustin Cranor gets a much-deserved break on land, Pacific administrative assistant Will Race will be sending us updates from the boat for the next few weeks. Here's Will's first post:
Wednesday brought heat, humidity and eight new Oceana staff members, who will take part in a two-week oil plume experiment. Alongside Vice President of Oceana Europe, Xavier Pastor, the experiment will be led by Pacific Director, Susan Murray and Pacific Science Director, Dr. Jeff Short. The team will head out Friday to begin the study.
The Oceana Latitude also had to say goodbye to ROV operator Matthias Gorny and Oceana Pacific office staff Cayleigh Allen. The two embarked on a three day journey to Monterey, California, where they will participate in the Oceana Pacific California Current expedition and use the ROV to document important ecological areas of Monterey Bay.
Continue reading...
Dr. Jeff Short on Acidification
As leaders in Copenhagen fumble toward an agreement in the final days of the conference, a leaked U.N. report concluded today that global emissions could exceed a terrifying 550 p.p.m. and temperatures could rise a dangerous 3 degrees Celsius, or more than 5 degrees Fahrenheit. But hey, no pressure, guys...
Hubculture interviewed our Pacific science director, Jeffrey Short, a few days ago. The answers he gives in the interview below are also pretty sobering. Let's hope our persistent messaging on ocean acidification has made an impact as the final hours of the summit approach.
Continue reading...
Most Viewed
- Sea Turtles Can Get the Bends after Capture in Fishing Gear, Says New Study Posted Tue, November 25, 2014
- Ocean Roundup: North Atlantic Right Whales Calving in Southeast, New Shark Repellent Tested in South Africa, and More Posted Thu, November 20, 2014
- Ocean Roundup: Dolphins Use Whistles as Names, Conservationists Call for Removal of Queensland Shark Nets, and More Posted Mon, November 24, 2014
- Creature Feature: Ocean Sunfish Posted Thu, November 20, 2014
- Oceana in Chile Submits Recommendations for Lowering Common Hake Catch Quotas Posted Mon, November 24, 2014


text:
Almost every issue of our local newspapers contain letters to the editor concerning our school district, its operating budget, our teachers' contract and matters relating to class size, curriculum, etc. These are very important matters to all of us since they affect the lives and development of our children and the quality of our school district. I sense, however, that many of the suggestions and thoughts that are expressed in these letters, including some of the letters submitted by teachers, are based on emotional responses or on unsupported ideas about what is best for our children and our school district. I wish, therefore, to highly recommend the following two books to everyone; particularly parents, teachers, school board members and all school administrators:
Education Myths (What special interest groups want you to believe about our schools and why it isn't so), by Jay P. Greene, published in 2005 by Rowman & Littlefield (cost $24.95).
The Conspiracy of Ignorance (The failure of American Public Schools), by Martin L. Gross published in 1999 by Harper Collins (cost $25).
Each book is an easy read and runs to approximately 250 pages. Neither of these authors can be labeled a "right wing kook" who hates children or teachers. Mr. Greene holds a Ph.D from Harvard and is now a senior fellow at the Manhattan Institute.
Mr.Gross, a New York Times best-selling author, has written a number of books about government waste and inefficiencies. He is a faculty member at the New School for Social Research and at NYU.
These books examine many widely held beliefs about American public school education, including those about class size and teacher pay, and find that they just aren't true. Everyone should want to know why American high school seniors were recently ranked 19th in math and science, out of seniors from the 21 industrialized nations of the world.
Joel Katz
An Official Newspaper of the
LongIsland.Com Internet Community
antonnews.com home | Email the
Port Washington News|
Copyright ©2005 Anton Community Newspapers, Inc.All Rights Reserved.
LinkExchange Member


text:
While I was away in Argentina a couple of weeks ago, the San Francisco Chronicle came out with their annual list of top 100 restaurants in the Bay Area. This list is always contentious (as are most lists of this type) but in particular I always find a lot to argue about with the Chronicle's picks, and this year is no different. One reason this year IS different, however, is that it is the last year in which the Chronicle will have THE authoritative voice on Bay Area restaurants. Discounting Zagat, the Chronicle has never had much competition when it comes to pronouncing what's best in the area. No longer. In October of this year, San Francisco will have its very own version of the Michelin Guide. Michael Bauer is about to get the same referendum as Frank Bruni, and I don't expect the results to be much different.
This year's annual list from the Chronicle has a few changes when compared to last year's, when it comes to the best restaurants (those with 3.5 stars or greater). There are three notable differences:
1. The addition of the newly opened Cyrus and Redd to the list
2. The mysterious disappearance of Campton Place (dropped after the departure of beloved Daniel Humm) and Aqua (now off the top 100 list completely -- did it lose a chef too while I wasn't looking??)
3. The addition of the Dining Room at the Ritz Carlton
Here's my running commentary on the top tables:
Chez Panisse -- Great but not phenomenal in the same way that others are. Definitely belongs in the top group, but I think it should be in the three and a half category.
Fleur de Lys -- Always a mystery to me why this restaurant stays in the top, but admittedly I haven't been in years, so it's time for a return trip.
French Laundry -- Duh.
La Folie -- I wholeheartedly agree.
Manresa -- Ditto.
Dining Room at The Ritz Carlton -- Haven't been but clearly need to go and see what the fuss is about.
Acquarello -- Haven't been in ages but think it probably deserves to be here.
Cyrus -- Grudgingly, but only just. Really only their appetizers warrant 3.5 stars.
Dry Creek Kitchen -- Never been, but that won't keep me from making the snarky comment that I think this is one of those restaurants that is on the list for more nostalgic reasons.
Farallon -- Ditto the above.
Farmhouse Inn and Restaurant -- What !?!? I have no idea what this restaurant is doing here. It is nowhere the caliber of these other restaurants. Quaint, yes. Good food, yes. Anywhere close to fantastic? No way.
Gary Danko -- Perennial favorite and deserving.
Jardiniere -- Very strong restaurant, still deserving.
Michael Mina -- Clearly belongs here.
Redd -- Haven't been. Heard good things.
Terra -- Ditto.
Zuni Cafe -- Good food, but not so much better than a lot of three stars that it belongs here.
Check out the full list here.
Now, as for the betting pool on the Michelin stars? Here are my predictions:
French Laundry
Gary Danko
La Folie
And maybe the Ritz based on what I've heard.
Chez Panisse
Fleur de Lys
Michael Mina
Le Papillon
and a few more wildcards that will raise eyebrows and/or result in outrage.
If the New York guide is any indication, the one stars will be all over the map.
Get yourself to the Dining Room! It's really an awesome experience. The service was a little over the top for my tastes but the food was incredible.
I agree completely that Zuni and Fleur de Lys should fall out. I like Farallon but wouldn't put it in the same class as Gary Danko or Michael Mina.
I recently had my first Gary Danko experience. It was ok, but if that is indicitive of Michelin three star dining exeprience then I think I am going to give up on fine dining before I have really even started. it certainly didn't wow me in any way, shape or form.
I know what you mean. For me Gary Danko isn't in the same league as French Laundry or Manresa, but I think it will get three stars anyway.
If Gary Danko gets three star I'll dance naked around the Ferry Building on a Saturday morning. Heh.
You are so far off my dear friend. Gary Danko is a one star at best, in quality of ingredients, execution, *and* style.
If the Bay Area gets more than one three-star restaurant I'd be super surprised. Gobsmacked, actually. There might be two, at most. I'm willing to put a bet on one but the others....nyah.
The rest of the Chron's **** would probably be no higher than two Michelin stars. That I'm willing to bet.
The one star level is a wild-card. No guessing on that one at all. I mean, the Spotted Pig! Need I say more?
Interesting that San Francisco is now graduating to Michelin guide status. I may be biased towards the French and Italian elite restaurants on their home ground (never discount nostalgia), but I do not see ANY restaurant in the Bay area as three stars worthy.Certainly not the French Laudry, ne vous en deplaise, where the waitstaff is so impressed by themselves and the hype, in that order (Michelin could probably not get a single inspector in there anyhow, let alone several). And forget about La Folie. Redd, Gary Danko, Mina may get one star. And a few others, perhaps including Cyrus (yes! Michelin does not rate just the food, but the service, the decor and what have you). But no more. We shall see what happens, come October.
Pim dear,
Now that is an amusing thought.
You are certainly more of an authority than I, so I don't challenge your assertions.
And Jean Louis, I bow to your more formidable experience as well.
I have to wonder though, if the guide could get away with awarding one or even no restaurant in a metro area like San Francisco three stars? I guess if NY only got 4 three star restaurants and we've got only about 60% as many restaurants as them then it seems reasonable to expect that we might only get one or two. But none? That seems pretty unlikely to me.
We were at a wine dinner at the Farmhouse Inn a week or so ago and were very impressed with the food - we have to go back soon for a real dinner soon!
While we were there someone mentioned that the Michelin reviewer had already been in - I guess they aren't anonymous. I would think that would change the value of the review? Guess we'll have to wait and see. We had a nice meal at Redd recently and it's certainly aiming for the 1-2 star category.
I would say the French Laundry is the closest thing to a 3 star we have.
Quick note about Redd - not particularly wine friendly. From the $25 corkage to the strictly enforced two bottle limit, we didn't have a great experience last time we went. Wait staff wasn't particularly friendly, food was good, but not inspiring. There are several other places in Napa & Yountville that do better - if your aim is to try a new restaurant up here, try n.v.
Well, Alder. I guess we will just have to experience a few 3-star Michelin restaurants to gain some credibility :-)
I am not sure that any restaurant in the city will get three stars.
French Laundry and Manresa may well steal the show.
I wonder how well the Slanted Door will do. 2 starts 1 or none.
How French will things need to be for the judges.
I am offering a prize on my blog for the best guesses.
I agree with you completely on farmhouse. Do try the dining room at the ritz, its to die for!
A wine book like no other. Photographs, essays, and wine recommendations. Learn more.
Twitter Facebook Pinterest Instagram Delectable Flipboard
Putting a Cork in Your Thanksgiving Wine Anxiety Plumbing the Depths of Portugal: A Tasting Journey Vinography Images: Rain at Last The Mysterious Art of Selling Direct Critical Consolidation in Wine What Has California Got Against Wineries? Dirty Money for a Legendary Brand Vinography Images: Tendrils Highlights from Tasting Champagne with the Masters Off to Portugal for a Drink
Masuizumi Junmai Daiginjo, Toyama Prefecture Wine.Com Gives Retailers (and Consumers) the Finger 1961 Hospices de Beaune Emile Chandesais, Burgundy Wine Over Time The Better Half of My Palate 1999 Királyudvar "Lapis" Tokaji Furmint, Hungary What's Allowed in Your Wine and Winemaking Why Community Tasting Notes Sites Will Fail Appreciating Wine in Context The Soul vs. The Market 1989 Fiorano Botte 48 Semillion,Italy


text: On May 7, 2009, at 8:41 AM, S CLEMENGER wrote: > I assumed the latter....all the lovely juices and grease from the > goose > breast would do lovely things to veggies it's being roasted over, > and I > figure that if the OP had meant the breast was *served* over the > sauerkraut, > it would have been written that way... > --Maire The classic French/Alsatian version of the recipe does call for some pork or goose fat, or butter, so using a pan of sauerkraut as a drip pan, if one were roasting in front of a fireplace, might not be a bad deal. Not sure if I like the idea of roasting sauerkraut in the oven for any period of time. I mean, you can, but you sort of want to set it up for baking at an appropriate temperature, etc. And, of course, there's always roasting "til yt be half enow", and then placing it in with the kraut to finish cooking. I did mine in one of those cast-iron Dutch ovens with the "self- basting" lid, in the oven. Adamantius "Most men worry about their own bellies, and other people's souls, when we all ought to worry about our own souls, and other people's bellies." -- Rabbi Israel Salanter


text:
If you've broken your New Year's resolutions already (come on people, we're only five days in) maybe hearing that even the shoe legend that is Christian Louboutin has made some vows for 2009 will get you back on track. 'To brush my teeth three times a day, to not accept for one year to be a godfather - except for Barbie - and to not buy any real estate,' he spilled. The designer spent New Year's in New Zealand (in flip-flops incidentally) with his partner Louis, who's trying to give up smoking in 2009. As for some other resolutions from the shoe gurus? Pierre Hardy wants 'to be the coolest guy in the world.' And Alejandro Ingelmo's vowing 'to eat less ice cream.' Sweet! [WWD]
Christian Louboutin's New Year's Resolutions
05 January 2009
All posts must obey the house rules, if you object to any comments please let us know and we'll take the appropriate action.
Related Stories
5 years ago
2009 Celebrity Fashion ResolutionsMore
Trending in Fashion
Socialise with us
Follow @grazia_live
- Latest Tweet
Are you a 20-something and old before your time? You're not alone. http://t.co/KRo905nZOB http://t.co/YAlQjfYtm9
- Latest Tweet
Sign up to our newsletter
Sign up for our latest Who What Wear direct to your inbox!
Please enter this information so that Bauer Media Group (the publisher of Grazia) can keep you up-to-date by email with fantastic offers and promotions. We promise that you can unsubscribe at any time if you don't find them interesting and you'll only get messages about things that we've chosen especially for you from ourselves and our network of great partners whose products and services we think you'll enjoy.
For our Privacy Policy visit www.bauerdatapromise.co.uk
Bauer Media Group consists of Bauer Consumer Media Ltd, Bauer Radio Ltd and H. Bauer Publishing Ltd.
Find fashion shows


text:
Inductees for the 2013 class of the Omaha Sports Hall of Fame were announced on Thursday.
The induction ceremony and banquet for the class of 2013 will take place on Thursday, April 25th at the Scott Conference Center on the campus of the University of Nebraska Omaha. "It is an outstanding group of inductees, certainly worthy of this recognition" said Don Leahy, co-chair of the Omaha Sports Hall of Fame committee.
The 2013 inductees are:
Sandy Buda
One of the most successful football coaches in UNO history, Buda compiled an 84-49 record from 1978-89, which ranks second all-time in wins at UNO. His teams captured North Central Conference titles in 1983 and 1984 and advanced to the NCAA Division II playoffs in 1978 and 1984 when the Mavericks lost in the national semifinal game. The Omaha native is also a member of the UNO and Creighton Prep Halls of Fame.
Dr. Jack Lewis
For more than 50 years, Dr. Lewis has been an influential force on the Omaha sports scene. An avid supporter of many activities and organizations, he is also a member of the Nebraska High School Athletic Hall of Fame, having been inducted in 2004.
Jerry Murtaugh
A three-sport standout at Omaha North High School in football, wrestling and baseball, Murtaugh went on to play for the University of Nebraska where he was co-captain of the national championship team in 1970. An All-American and all-conference linebacker, Murtaugh set a University of Nebraska record for most career tackles, a record that stood until 2004. After graduation, Murtaugh was signed by the New England Patriots where he played for two years until knee injuries ended his playing career.
Wally Provost
A legendary sports writer and editor, Provost was considered the dean of sports reporters in the region. He was on staff of the Omaha World-Herald for 34 years. Don Leahy said of him, "He was the sports authority for decades. He set an extremely high standard for all of his successors. He obviously loved his job and it showed through in everything he did." Provost passed away in 1996.
Rose Shires
The veteran leader has amassed a 429-267 (.616) coaching record over her stellar career, making her the winningest coach in UNO history. The Mavericks' 1997 Elite Eight appearance followed a 1996 campaign, which saw her lead UNO to its first-ever national volleyball championship with a 35-2 record as well as its first North Central Conference championship since 1987. Over the past two decades, Shires has coached nine players to 27 All-America awards, including five from the AVCA First Teams. Thirty-five of her players have combined for 61 all-conference honors in NCC and MIAA play and 18 have gone on to claim 34 all-region honors.
Connie Yori
A standout basketball player at Creighton, Yori scored 2,010 points, which ranks third all-time in Bluejays' women's basketball history and she is also near (or at) the top of numerous other school records as well. She is a member of the Creighton Athletic Hall of Fame and currently is the head coach of Nebraska women's basketball team. Following the 2009-10 season, Yori was named the Naismith College Coach of the Year and the Women's Basketball Coaches Association Coach of the Year after guiding Nebraska to a 32–2 record and the school's first-ever trip to the NCAA Women's Division I Basketball Championship Sweet 16.
The 1963 Omaha Tech High School Basketball Team
In a golden age of prep hoops, All-Nebraska players Fred Hare and Joe Williams led coach Neal Mosser's Trojans to the state title by winning their three tournament games by an average of 21 points. Tech's 91-73 finals win came over an Omaha Creighton Prep team regarded as that school's best. Tech's losses were 72-56 to Prep in the finals of the city's holiday tournament and 62-61 to Central (14-9) to close the regular season.
In addition to recognizing the inductees, John Hildenbiddle, Mutual of Omaha senior vice-president, will be recognized as the Dr. Jack Lewis Award winner for Distinguished Service to the Omaha Sports Community.


text:
ELLICOTT CITY, Md. -- A jury has convicted an Elkridge man of second-degree murder in the death of his wife in 1991, whose body was found last year buried in the family's back yard.
Robert Jarrett Jr. was convicted Tuesday evening in the death of 34-year-old Christine Jarrett. He had reported her missing in 1991, saying she had walked away from her home after an argument.
Christine Jarrett's body was found buried under the floorboards of a backyard shed in April 2012.
Prosecutors said Robert Jarrett fatally choked his wife.
He faces up to 30 years in prison at sentencing Aug. 8.
Copyright 2013 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.


text:
{Movie News}: The First #Insurgent Teaser Trailer & Poster Are Here
You've been patient, or maybe not so patient, and the wait is finally over. Today you get your first peak at The Divergent Series: Insurgent! Are you ready to watch it, Initiates? Let's not...Read More
{Movie News} Lionsgate Announces #Insurgent Will Release in 3-D
We showed you the first 3-D posters of Caleb (Ansel Elgort) and Tori (Maggie Q) HERE, but there's even more news today, Initiates. Wondering why we are getting 8 brand new psoters in 3-D today?...Read More
{Movie News}: 8 New 3-D #Insurgent Posters Releasing Today
You've been asking and waiting for a peek at Insurgent and the...Read More
#Divergent Collector's Edition Release Day Celebration
It's here, Initiates! We've been waiting to get our hands...Read More
{Interview} #Divergent's @VeronicaRoth & @TaherehMafi Q&A with @HCCFrenzy! #RothMafiCanada
Today @HCCFrenzy (part of the HarperCollinsCA team that loves talking...Read More
{#Divergent News} TNT Lands The Television Rights To @Divergent
Variety revealed this week that, in a tremendously huge deal, TNT has...Read More
{PHOTO}: First Look at Naomi Watts as Evelyn Eaton
Have you been wondering what Naomi Watts will look like as Evelyn...Read More
New #Divergent Collector's Edition Releasing October 21, 2014
Initiates, have you been wishing that you could get your hands...Read More
#ShaileneWoodley, #AnselElgort, #Divergent, & #TFiOS Walk Away Big Winners at the 2014 Teen Choice Awards!
The 2014 Teen Choice Awards were a huge night for Divergent, Shailene...Read More
{Watch}: @AnselElgort Discusses #Insurgent & Tris/Caleb Relationship With @HollywoodLife
Ansel Elgort attended the Young Hollywood Awardson July 27 in Los...Read More
{PHOTOS}: Neil Burger, Douglas Wick, & Lucy Fisher Talk New Divergent Concept Images
Divergent Day started yesterday and we're keeping the celebration going...Read More
#Divergent Out TODAY On DVD & Blu-ray! {Our Thoughts + a Giveaway}
Today is the day, Initiates! You can now hold a Divergent DVD or Blu-ray in...Read More
Zoe Kravitz Talks #Insurgent, #ShaileneWoodley, & Mad Max Reboot With @Refinery29
Refinery29 sat down with Zoe Kravitz and talked Insurgent, filming in...Read More
{DivLex Exclusive}: Meet #Divergent's #PocketFour and #PocketTris From @NECA_TOYS
Did you get your hands on a Four or Tris Barbie a few months ago? Or...Read More
{#Divergent Movie News}: The @Divergent Butter Knife Scene Is Here! (@YahooMovie)
Initiates, you've been asking and they've been listening....Read More
{Interiew}: @HuffPostLive Talks To @VeronicaRoth
Huffington Post Live did a live interview featuring Veronica Roth this week!...Read More
{@Divergent Movie News}: #DIVERGENT iPad App – Exclusive Bonus Material
Not only is Divergent out on Digital HD today, but Lionsgate has also...Read More
{@Divergent Movie News}: Buy #Divergent On Digital HD Today!
It's here, Initiates! Today is the day you can buy Divergent on...Read More
{#SDCC Official Announcement}: #TheoJames and #ShaileneWoodley Set To Attend Comic-Con
Many of you have been asking if any of the cast members would be in San...Read More
{ Watch}: NEW clip from the #Divergent DVD extras, documentary "Bringing Divergent to Life"
Great new, Initiates! Vulture has revealed an exclusive first look at...Read More


text: HISTORY OF FLIGHT On January 8, 1996, at 1907 Pacific standard time, N117AC, a Cessna 401, operated by Pacific States Charter Services, Inc., as Aeromed Lifeguard 117AC, collided with a pole and a building during an instrument approach to runway 3 at the Spokane International Airport, Spokane, Washington. The airplane was destroyed and there was a ground fire. The commercial pilot and two passengers were fatally injured. A third passenger received serious injuries. Instrument meteorological conditions prevailed and an instrument flight rules (IFR) flight plan had been filed. The air medical transport flight departed from Pasco, Washington, at 1829 and was destined for Spokane. The flight was conducted under 14 CFR 135. In an interview (record attached) with the Safety Board, the sole survivor of the accident stated that he was at home near Kennewick, Washington, and "on call" as Aeromed's flight paramedic on the day of the accident. He stated he received a telephone call from the accident pilot who told him that a patient needed to be flown from Pasco to Spokane for urgent medical treatment. The paramedic later arrived at Our Lady of Lourdes Hospital in Pasco to review the patient's charts. He was met by the pilot and a flight nurse. The paramedic stated that the patient's condition was "critical" and that he "didn't think she would make it" to Spokane. Nevertheless, the three Aeromed employees "wasted no time" to get to the Tri-Cities Airport in Pasco in order to fly the patient to the Spokane International Airport for emergency surgery at the Deaconess Hospital in Spokane. After arriving at the Tri-Cities Airport via ground ambulance, the paramedic helped load the patient into the accident airplane. He stated that the pilot "prepped the plane" and helped transfer medical equipment into the aircraft. The paramedic also stated that it was a "clear night" at the airport, and that the pilot appeared "typical" and "serious." According to the paramedic, the pilot did not indicate that he was having any problems with himself or the airplane, and the pilot wanted to take off as soon as possible. The paramedic said the pilot made statements such as "hurry up...let's go." The paramedic also stated that about 15 minutes passed from the time they had arrived at the Tri-Cities Airport to the time the aircraft was airborne. He stated that he did not perceive any problems with the airplane during start-up, taxi, or takeoff. He and the flight nurse were seated at the rear of the aircraft, at the feet of the patient's gurney, and were not wearing headsets. The paramedic stated that he was seated on the left side of the aircraft in "front of the back seat." According to transcripts and records (attached) provided by the Federal Aviation Administration (FAA), a person identifying himself as the pilot of N117AC telephoned the Seattle Automated Flight Service Station (AFSS) at 1719 to receive an abbreviated weather briefing. The pilot requested the current weather conditions at the Spokane International Airport, and was told by the AFSS briefer: "measured ceiling three hundred overcast, visibility one zero...." The pilot also asked: "has the visibility dropped below two miles, is there a fog bank coming in?" The briefer stated: "nah it just the temperature dew point is close together there and they're forecast until [2000 hours] is ceiling of four hundred overcast, visibility three in fog." The pilot responded with "okay, as long as we stay above that three we're in good shape. Thank you sir." Thirty-seven minutes later, at 1757, the pilot again telephoned the AFSS to file an IFR flight plan from Pasco to Spokane. The pilot told the briefer that he did not "have my flight plan right in front of me. It's kind of expeditious filing here ...." The pilot did not file for an alternate destination, as required by 14 CFR 135.223. The briefer accepted the flight plan and the call was completed at 1758. Thirty-one minutes after the pilot filed the flight plan, at 1829, the flight departed from Pasco and the pilot initiated communications with air traffic control (ATC). The paramedic stated that during the flight, he was busy caring for the critical patient. He stated that it was a "hectic flight" as he was out of his seat the majority of the flight and "constantly pushing drugs" into the patient. He stated that he did not perceive any problems with the airplane during the cruise portion of the flight. He recalled that the flight nurse initiated two calls from a cellular telephone on board the aircraft. One of the calls was made just prior to the accident, and he stated that the flight nurse may have been using the cellular telephone at the time of the accident. The Safety Board interviewed (record attached) a nurse employed by the Deaconess Hospital in Spokane who was the recipient of two telephone calls from the flight nurse. The Spokane nurse stated that she was working at the hospital on the evening of the accident. At 1845, as verified by a log entry, she received a telephone call from the flight nurse aboard the accident flight. The Spokane nurse took down a report regarding the patient's status. She stated that the flight nurse provided a "thorough" report of the patient, and that the flight would be on the ground about 1915. The Spokane nurse also stated that the reception of the telephone transmission was "clear...but some breaking up," and that it was "hard to hear." The Spokane nurse recalled that the flight nurse said the on-board patient was "alert but confused," "on breathing oxygen" and was experiencing "significant pain." Later, sometime between 1905 and 1912, the flight nurse again called the Spokane nurse. She recalled that the flight nurse said: "This is Aeromed. We are ...." The Spokane nurse stated that this is all that was said, and then the connection ended. The Spokane nurse also recalled hearing a "man's voice in the background" and "no alarms or beeping" during the short transmission. The Spokane nurse stated that the call ended with abrupt "silence.... as if the line was cut off, as if you were to hang up." The Safety Board obtained telephone records from a representative of Aeromed. A review of the records (attached) revealed that a telephone call was placed from the airplane to the Deaconess Hospital at 1843 for a duration of 2 minutes, and another call was made at 1906 for a duration of one minute. According to ATC recorded voice communications and radar data (attached), the pilot was cleared for the instrument landing system (ILS) approach to runway 3 at 1902:17 by Spokane Approach Control. The pilot acknowledged the clearance and the airplane was established on the localizer course to the runway. At 1904:07, the pilot was instructed to contact the Spokane Tower, which he performed. At 1904:50, the pilot was cleared to land on runway 3 by the tower controller, and he was given wind and runway visual range information. The pilot acknowledged the clearance; this was his last recorded transmission. No distress calls from the airplane were recorded, and all previous communications had been routine and professional. According to a Recorded Radar Study (report attached) performed by the Safety Board's Office of Research and Engineering, the airplane was established on the center of the ILS runway 3 localizer course while descending through 4,400 feet msl at the time the pilot was given clearance to land. The airplane was also about 500 feet above the center of the ILS runway 3 glide slope course, and was traveling at 153 knots true air speed. During the subsequent 90 seconds of flight, as the airplane continued its approach, its true airspeed decreased from 153 knots to 100 knots, while its vertical speed increased from a 711-feet-per- minute descent to about a 1,250-feet-per-minute descent. The airplane continued to track within the localizer course width during this time, but it remained high on the glide slope course without ever descending to the center of it. At 1906:13, while the airplane was about 1 mile from the runway 3 threshold and about 500 feet above the ground, the airplane initiated an abrupt turn to the left with about 15 degrees angle of bank; it changed course from 038 degrees magnetic to 303 degrees magnetic. During this 95-degree course change, the airplane's true airspeed increased from 100 knots to 129 knots, its rate of descent gradually decreased to zero, and it flew less than 200 feet above the ground as it exited out of and away from the localizer course. After the abrupt course change, the airplane continued to fly away from the localizer in a northerly direction for about 40 seconds, with no radio communications from the pilot. An emergency locator transmitter (ELT) beacon was received by ATC at 1907:03; the closest radar data point to this time indicates that the airplane was in the vicinity of a power pole. The final radar data point was recorded 10 seconds after the beginning of the ELT signal (1907:13), and the point corresponds to the coordinates of the crash site. A Cessna 172 pilot (statement attached) who was following the accident airplane on the approach stated that he remembered that the accident airplane descended into the fog when it was about 4 miles outside of the outer marker OLAKE, and he stated that the airplane may have been "still on an intercept" for the localizer at the time he last saw it. He stated that he saw the accident airplane disappear into the fog when it was "pretty much wings level," and he stated that he was about 1 mile behind the accident airplane at that time. The paramedic stated that he recalled a "thump" that shook the airplane. The "thump" felt "...like a jarring motion... like a low speed impact." He remembered that he looked out the window and "saw sparks shooting out of the left engine," but no fire. He said that he yelled at the flight nurse to "assume the crash position." He further stated that he looked up at the pilot and the pilot looked back at him "for a brief second" with an expression of "fear" on the pilot's face. The paramedic stated that the pilot did not say anything to the paramedic during this interaction. The paramedic then perceived a sharp left turn after the "thump" and "had enough time to curl up in a ball," just prior to the impact. A ground eyewitness reported (report attached) that the airplane was flying "low and fast and loud," just before it impacted a building located 1.4 nautical miles northwest of the center of the airport. The accident occurred during dark night conditions at the following coordinates: North 47 degrees, 37.81 minutes; West 117 degrees, 33.91 minutes.OTHER DAMAGE The airplane impacted a commercial building used for manufacturing large tanks and equipment. The roof structure and south wall were partially destroyed by impact forces and post-crash fire. Equipment stored inside the building, including a motor vehicle, trailer, tool and dye fixtures, and newly-completed tanks, were also damaged. The total amount of the structural and equipment damage was estimated to be about $428,000.AIRCRAFT INFORMATION The accident airplane, a Cessna model 401A, was manufactured in 1969. It was powered by two 300-horsepower Continental turbocharged, propeller-driven engines, had a maximum gross landing weight of 6,200 pounds, and was configured as a flying medical ambulance. The airplane was registered to RMA Inc., doing business as Spokane Airways, leased back to the Pacific States Charter Service, Inc., and operated as Aeromed, Inc. It was the only aircraft in Aeromed's livery; and the operator was decertified by the FAA shortly after the accident. The aircraft maintenance records were not recovered and were presumed to have been destroyed in the accident. The Safety Board collected and examined copies of maintenance work orders for the aircraft that were obtained from Spokane Airways. The examination revealed that the airplane had received a 50-hour inspection and oil change on December 15, 1995, with no unresolved discrepancies noted. The airplane had logged a total of 5,845 hours at the time of the inspection. The records also indicated that the airplane received a 100-hour/annual inspection on October 6, 1995, with no unresolved discrepancies noted. One work order, dated September 19, 1995, indicated that the "autopilot requires more work." This record was attached to another work order, dated October 5, 1995, which indicated that an "avionics repair" had been performed, with no other details of the repair provided. Another work order indicated that both propellers were removed on June 22, 1995, for overhaul. Also, the airplane passed an "IFR certification" during an inspection that was documented on a work order dated March 27, 1995. The Safety Board could not conclusively determine what avionics had been installed and were operating on the airplane immediately prior to the accident, due to the destruction of the avionics and maintenance records in the accident. According to a review of the work orders obtained by Spokane Airways, the following avionics equipment had been installed in the airplane prior to the accident: Two Bendix/King KX-155 navigation/communication digital transceivers Bendix/King KI-208 navigational head(s) Bendix/King KMA-24 Audio Panel Cessna 400A Navamatic Autopilot Cessna/EDO Air Horizontal Situational Indicator Bendix/King KN-64 Distance Measuring Equipment Bendix/King KT-76A Transponder Collins ADF-650 Automatic Direction Finder Bendix/King Radar ARNAV 20 LORAN According to receipts obtained from Bergstrom Aircraft, Inc., a fixed based operator at the Tri-Cities Airport in Pasco, the accident airplane received 23.4 gallons of 100 low lead aviation fuel on the day of the accident.PERSONNEL INFORMATION The pilot, age 36, held an FAA commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, rotorcraft-helicopter, and instrument airplane/helicopter. The pilot's personal flight log books were not recovered. According to an insurance application (attached) that was completed by the pilot two months prior to the accident, that pilot had logged a total of 369.7 hours of civilian pilot-in-command (PIC) flight time in fixed-wing airplanes, including 149.8 hours in multiengine airplanes and 62.2 hours in the Cessna 401A. The pilot also reported that he had logged 22.3 hours of PIC time under either simulated or actual instrument conditions during the previous six months from the date of the application. The pilot further reported in the application that he had been previously employed as a helicopter pilot while serving as an officer of the United States Marine Corps. He graduated from the U.S. Navy Flight School in 1982 where he received his initial flight training in fixed-wing airplanes. He was then trained as a helicopter pilot and logged 2,543 hours in the Sikorsky CH-53E military helicopter. He was discharged from the military in early 1995; he became the chief executive officer and sole pilot of Aeromed on May 1, 1995. According to FAA records, the pilot was issued an FAA Second Class Medical Certificate on June 6, 1995, with no limitations. The pilot indicated that he had logged a total of 3,500 flight hours at the time of the medical application. According to records (excerpts attached) obtained from FlightSafety International of Long Beach, California, the pilot successfully completed a 5-day course entitled "Cessna 402B Tip Tank Pilot Initial Course" on July 5, 1995. According to the records, the pilot logged 7.5 hours in a Cessna 402B procedures ground trainer and 7.5 hours in a Cessna 402B flight simulator. The records also indicated that the pilot experienced some difficulty during training sessions involving ILS approaches, instrument navigation, use of the horizontal situation indicator, and aircraft control. The Safety Board also reviewed the FAA Part 135 Airmen Competency/Proficiency Checks (FAA Forms 8410-3 are attached) that were performed on the pilot for certification as Aeromed's pilot. The pilot failed his first check on August 9, 1996; the reason cited for the failure was "Oral [examination] unsatisfactory, specifically related to IFR operations." The form indicated that the oral examination was 1.5 hours. The pilot's second attempt, on August 22, 1995, also ended in failure; the reason cited was "unsatisfactory" performance during holding procedures and an instrument approach. The form indicated that the flight check was 1.5 hours. The pilot successfully passed his third FAA check on August 29, 1996, after a 1.5-hour flight. All three check flights were performed in the accident airplane. According to a representative of Aeromed, the pilot's flight previous to the accident flight occurred on December 28, 1995. Flight planning documents (attached) indicate that the pilot flew the accident airplane from Pasco to Spokane to transport a patient. The flight was designated as mission number 95-031, and was scheduled to occur during daylight hours and in marginal VFR conditions. The paramedic who survived the accident stated that he had flown with the pilot on about 20 missions during the weeks and months prior to the accident, and he highly regarded him as a pilot. He stated that the pilot "never" liked to fly with the autopilot because the pilot "couldn't trust it." The paramedic further stated that during all of the previous flights with the pilot, they "never flew in the fog" but "sometimes in between cloud layers and in turbulence." The paramedic also recalled a flight to LaGrande, Oregon, in which the pilot turned back due to adverse weather.METEOROLOGICAL INFORMATION The Safety Board reviewed the recorded National Weather Service observations (print-out attached) of the Automated Surface Observation System (ASOS) installed at the Spokane International Airport for the times surrounding the time of the accident. A review of the recorded ASOS observations taken before, during, and after the accident (from 1758 through 1944) revealed that the cloud ceiling deteriorated from 300 feet measured overcast to an indefinite, obscured ceiling of 100 feet. The visibility also decreased from greater than 10 miles to less than 1/4-mile in fog during this same time period. The Spokane ASOS is designated as an "augmented" site; it is automated and also operates with human on-station oversight and possible intervention which produce observations of weather elements and remarks that the automated systems cannot detect or generate. According to the ASOS report, the following conditions prevailed at the time of the accident: measured cloud ceiling 100 feet overcast above ground level, visibility 1/4-mile in fog, temperature 34 degrees F, dew point 34 degrees F, winds from 050 degrees magnetic at 4 knots, control tower visibility 1/4-mile, and no reported precipitation. Dark night conditions prevailed at the time of the accident. The Safety Board also reviewed the recorded voice communications with ATC in an effort to obtain additional meteorological information. About 6 seconds prior to the sound of the ELT on the tower recording, the tower controller was in radio communication with a single-engine Cessna that was following the accident airplane on the ILS runway 3 approach. The controller cleared the single-engine Cessna to land and relayed the runway visual ranges (RVR) for the touchdown, midfield, and rollout portions of runway 3 as 3,000 feet, 2,400 feet, and 2,200 feet respectively. After the ELT signal was heard, the tower controller attempted to contact the accident airplane, and then told the single-engine Cessna pilot to abandon his approach. Further review of the controller's RVR reports revealed the following varying and worsening visibility conditions: Time 1854:19 Time 1904:51 Time 1906:40Touchdown RVR 3,000 feet 3,500 feet 3,000 feet Midfield RVR 4,000 feet 2,600 feet 2,400 feet Rollout RVR 3,500 feet 2,200 feet 2,200 feet The recorded voice communications also revealed that the accident pilot reported that the in-flight weather conditions were "clear [with] probably about 26 miles visibility" about 9 minutes prior to the accident as the airplane was flying at 5,000 feet msl (about 2,600 feet above the ground). The pilot acknowledged that he had received the Spokane Automated Terminal Information Service (ATIS) recording, designated as "Information Mike," at 1854, when he checked in with Spokane Approach Control. Information Mike continued to be broadcast until it was updated after the accident. Information Mike was recorded at 1832, or 22 minutes prior to the pilot's initial contact with Spokane Approach Control, and it reported the following conditions: measured ceiling 300 feet overcast, visibility 1/2-mile in fog, temperature 34 degrees F, dew point 34 degrees F, wind 050 degrees magnetic at 4 knots. A review of the ASOS observations during the 22-minute time-frame indicated that the ceiling had decreased from 300 feet to 100 feet, while the visibility remained at 1/2-mile. When the accident airplane was cleared to land at 1904:51, the tower controller told the pilot that the runway visual ranges for the threshold, mid-field, and roll-out portions of runway 3 were 3,500 feet, 2,600 feet, and 2,200 feet respectively. The pilot acknowledged and continued the approach. The Cessna pilot who was following the accident airplane stated that "good VFR" conditions existed above the fog layer at the time of the accident, and that there was a "solid layer of fog in the vicinity of the airport and south." He remembered that the top of the fog layer was "1,000 feet [above the ground] at the most," and that the accident site would have also been covered by the solid layer of fog.AERODROME AND GROUND FACILITIES The Spokane International Airport is served by two paved runways and ATC services. The field elevation is 2,372 feet msl. Runway 03-21 (the accident approach runway) is 9,000 feet long and 150 feet wide. At the time of the accident, there was a full ILS Category 1 approach to runway 3 in service. According to the terminal approach procedure diagram (attached), the touchdown zone elevation of runway 3 is 2,368 feet msl and the approach course is 025 degrees magnetic. The complete straight-in approach procedure, utilizing an operable localizer (course guidance) and glide slope (descent guidance), calls for a visibility minima of 1,800 feet RVR or 1/2-mile at the decision height. The decision height is published as 2,568 feet msl, or 200 feet above the ground. If the runway environment is not visible at the decision height, the published procedure calls for the execution a missed approach procedure involving an immediate, straight-out climb to 5,000 feet msl on a heading of 025 degrees. The ILS runway 3 approach is served by an outer marker beacon designated as "OLAKE," and a middle marker. The outer marker is located about 4.5 nautical miles from the approach end of runway 3. According to the published terminal approach procedure, the center of the glide slope course occurs at 3,858 feet msl. The approach is also served by a middle marker beacon, located 0.5 nautical miles from the approach end of runway 3. The center of the glide slope course intersects the middle marker at 2,576 feet msl (208 feet above the ground). The Cessna pilot who was following the accident airplane stated that he remembered the indications of the cockpit instruments "appeared normal" as he began the ILS runway 3 approach. He remembered that ATC then told him to "go around" during his approach because of the accident, and he subsequently landed at a nearby airport. The FAA conducted a flight inspection of the ILS runway 3 approach about 21 hours after the accident. The flight included an inspection of the localizer, glide slope, distance measuring equipment, lighting system, marker beacons, and obstacle clearance. According to the report of inspection (attached): "[the] facility operation [was] found satisfactory." The Safety Board also reviewed the FAA flight routing periodic inspection reports (attached) that were performed on November 16, 1995, and March 14, 1995. Satisfactory results were reported during the inspections. The Safety Board visited the FAA Airways Facilities sector office in Spokane on January 11, 1996, and again on April 25, 1996, to review facility performance records associated with the ILS runway 3 equipment. According to the review, the localizer received routine maintenance five days prior to the accident, and no unresolved discrepancies were noted. The localizer is self-monitoring, and an alarm sounds in the control tower cab if any anomalies are detected. According to FAA personnel, no alarms or anomalies with the localizer or any of the ILS equipment were reported. The Safety Board also attempted to determine if any airplanes or vehicles were present at the time of the accident that would have interfered with the transmission of the ILS equipment. A review of the ATC transcripts did not reveal any evidence of other aircraft or vehicles near the ILS critical areas at the time of the accident airplane's final approach. On February 12, 1996, despite the lack of any evidence of an anomaly, the FAA raised the decision height of the ILS runway 3 approach from 200 feet above the ground to 500 feet. These amendments (excerpts attached) remained in effect until a new Category 3 ILS approach was installed and activated in late 1996. The new ILS equipment had been scheduled to be installed prior to the accident. Runway 3 is also served by a Medium Intensity Approach Lighting System (MALSR) with Runway Alignment Indicator Lights. The lighting system includes sequenced white flashing lights that lead into rows of white lights and a line of green lights that mark the runway's approach end. The runway itself includes touchdown zone lighting, centerline lighting, and edge lights. According to the Aircraft Accident Equipment Status sheet (attached) submitted by the Spokane ATC personnel immediately following the accident, the MALSR, sequenced flashers, touchdown zone lights, centerline lights, and edge for runway 3 were activated at the time of the accident. The airport is also served by runway 07-25. According to the Aircraft Accident Equipment Status sheet, all lights associated with this runway were off at the time of the accident, except for the Visual Approach Slope Indicator (VASI) lights, which is on at all times. According to the FAA, the runway end identifier lights for runway 7 are activated at any time the runway 7 edge lights are activated; there are no separate switches. WRECKAGE AND IMPACT INFORMATION The airplane wreckage was examined at the accident site by the Safety Board on January 9, 1996, the morning after the accident, and again on January 10, 1996. The airplane came to rest inside a commercial building located 1.4 nautical miles west northwest of the center of the Spokane International Airport. Impact damage was noted at the juncture between the 24-foot-high roof and the southern wall of the building. Evidence of a ground fire was found throughout the entire impact area. The outboard portion of the left wing, including the tip tank, was found on the roof of the building. The remainder of the airplane wreckage was found inside the building and resting on top of a truck, trailer, oil tank, and tank production equipment. The cockpit and cabin area had been completely destroyed in the ground fire. Evidence of a sheared electrical power pole was found 0.34 nautical miles southeast of the main wreckage. The pole had been sheared about 30 feet above the ground and was oriented along a magnetic bearing of 304 degrees to the main wreckage site. A piece of aircraft skin was found at the base of the power pole. Investigators determined that the piece had originated from the bottom of the left engine nacelle. No evidence of an in-flight fire, in-flight explosion, or in-flight structural failure was found. All primary and secondary flight control surfaces were accounted for at the main accident site. No evidence was found to indicate a flight control deficiency. Continuity of the flight control, electrical, fuel, and vacuum systems could not be verified due to fire and impact damage. The flap attached to the left wing was in an extended position; the electrically-driven flap device was not located. The rudder trim actuator was found in the 2.5 degree tab right position. The elevator trim tab actuator was found in the neutral position. The landing gear was found in the extended position. All cockpit controls, instruments, radios, and switches were destroyed due to fire and impact damage. An altimeter setting was indicating 30.13; no other instruments or cockpit readings could be obtained. Both engines were externally examined prior to their movement to a teardown facility for a detailed inspection. The right engine was found resting to the right of the cabin area as viewed looking forward from the tail of the airplane. The wing structure had been burned away from the engine. The right engine exhibited evidence of ground fire damage. The oil sump, rocker box covers, ignition leads, throttle body, and turbocharger were all burned. No holes were found in the crankcase. Six spark plugs were removed and examined with no remarkable findings noted. The right propeller remained attached to the engine and would not rotate under manual force. Two of the three blades had about 12 inches of melted blade root remaining; the third blade had been completely melted down to the hub. All three blades were secure in the hub. The left engine was found resting to the left of the cabin area as viewed looking forward from the tail of the airplane. It remained cowled and was attached to its firewall. The forward portion of the left engine nacelle had separated from the left wing, and all engine control cables were found to be stretched and separated. No evidence of thermal damage was noted on the engine, and no holes were found in the crankcase. Spark plugs from each cylinder were removed and examined with no remarkable findings noted. The left propeller remained attached to the engine and would rotate under manual force. Two of the three propeller blades were loose in the hub. Propeller blade "A" was missing about 6 inches of its tip. This blade exhibited leading edge damage and chordwise gouging. Blade "B" was bent aft about 45 degrees; this blade exhibited leading and trailing edge gouging and chordwise scratching. Blade "C" exhibited evidence of deeper and more severe leading edge gouging than the other two blades; this blade was bent aft about 30 degrees, and its rubber boot exhibited evidence of chordwise gouging. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot by Dr. Dexter Amend, M.D., on January 10, 1996, at the Holy Family Hospital Forensic Institute in Spokane. According to the report of autopsy: "Typical control injuries, as one might expect in the hand/wrist and foot/ankle regions, were not evident.... No physical abnormality which would be expected to significantly impair his ability to pilot an aircraft was detected at autopsy. The manner of death is accidental (air traffic)." Specimens taken from the pilot were analyzed by the FAA Civil Aeromedical Institute, Oklahoma City, Oklahoma. According to their report (attached), negative results for alcohol, carboxyhemoglobin, cyanide, and all screened drugs were reported.TESTS AND RESEARCHEngine Disassembly and Inspection. Both engines were removed from the accident site and shipped under Safety Board supervision to facilities operated by Teledyne Continental Motors in Mobile, Alabama. The engines and their associated accessories were disassembled and inspected by the Safety Board and its investigative participants on April 1 - 2, 1996. The inspection (excerpts of engine and turbocharger reports from manufacturers attached) did not reveal any evidence of preimpact mechanical malfunction.Cellular Telephone Transmission Interference Tests. On March 1, 1997, at Boeing Field, Seattle, the Safety Board conducted a ground test (test plan attached) to determine the possible effects of cellular telephone transmissions on aircraft navigational receivers. A Cessna 402 with similar localizer receivers (specifications attached) as the accident airplane was used in the test. Also, the same make and model of cellular telephone (specifications attached) was used, and the test was conducted by transmitting a signal tuned to the same frequency as the Spokane ILS runway 3 localizer while the cellular telephone was activated by calling the same telephone number called during the accident. The tests revealed that no effects were noted with either navigational indicator, in either the localizer or glide slope mode, in any cellular telephone position inside the cockpit (including the cellular telephone antenna touching the airplane transceivers), and at varying signal generator signal strengths, antenna positions, and needle offsets.Flight Path Simulation and Airport Lighting Observations. On the evening of March 10, 1997, the Safety Board conducted an actual flight (report attached) in an airplane to simulate the flight path of the accident flight for the purpose of surveying the lighting effects of the Spokane International Airport and surrounding area. Observations during the flight did not reveal any distinct lighting features that resembled approach lighting or runway lighting outside of the runway 3 lighting area, and/or in the vicinity of the accident site. A cluster of five bright orange sodium lamp lights were observed about 1/4-mile to the west of the accident site. These lights were surrounded by a larger area of darkness, except the accident site area itself, which contained one bright orange light and several smaller white lights in a random collection. The cluster of orange lights could be easily seen at about the 9:30 position while aligned with the runway 3 centerline at 500 feet above the ground and 1 mile from the runway. After the airplane was turned to the left to recreate the flight path of the accident flight, the cluster of orange lights appeared at about the 11:00 position, while the dimmer accident site lights were about the 12:00 position. Subsequent orbiting of the cluster revealed that the lights provided ground lighting for a large industrial building. The Cessna pilot who was following the accident airplane during the approach also stated that he did not notice any unusual lighting effects during his approach on the evening of the accident that could have been confused with an airport or runway.Previous Accidents Involving ILS Runway 3. On December 14, 1993, at 2101, a Piper PA-32R-300 was destroyed when it collided with terrain during an ILS approach to runway 3 at Spokane. The commercial pilot, who was the sole occupant of the aircraft, was fatally injured. The flight was carrying canceled checks and was conducted under 14 CFR 135. According to NTSB Case No. SEA94FA040 (excerpts attached), the pilot had missed one ILS approach and was on his second ILS approach to runway 3 at the time of the accident. Radar data showed the aircraft tracking the localizer course until gradually turning to the left about 2 miles from the approach end of the runway. The aircraft crashed about 1/4-mile northwest of the localizer centerline, approximately abeam the middle marker. The impact scar was oriented about 310 degrees magnetic. The Safety Board determined that the probable cause of the accident was: "...the pilot's failure to maintain proper alignment with the ILS approach course..." and a contributing factor was "...the pilot's failure to perform a missed approach...."Previous Incidents Involving ILS Runway 3. The Safety Board received three reports of anomalies with the Spokane ILS runway 3 approach from air carrier pilots following the accident. The Safety Board interviewed the pilots and collected data on the reports (attached). The first reported incident was from an Alaska Airlines McDonnell Douglas MD-80 on January 6, 1996. The crew performed a missed approach while on an actual instrument approach to the runway because the airplane was "S-turning" while in autopilot mode. Their second approach was uneventful. The second incident was a Southwest Airlines Boeing 737 on January 11, 1996. The crew performed a missed approach while on an actual instrument approach to the runway because the airplane's ground proximity warning system activated. Their second approach was uneventful. The third incident involved a Horizon Airlines Dornier DO-328 on February 4, 1996. The crew performed two missed approaches due to oscillating localizer indications. The airplane landed uneventfully after the third approach. Horizon Airlines stated that "large amounts of ice build up" were removed from the localizer antennas after the flight, and the localizer receivers "tests good."AFSS Terminal Forecast. The Safety Board obtained and reviewed the information provided to the AFSS briefer at the time the accident pilot obtained his weather briefing. The review revealed that the briefer provided the pilot with the most up-to-date and complete terminal forecast available for the Spokane International Airport. This forecast called for a 400-foot cloud ceiling and 3 miles visibility until 2000 hours. The next updated terminal forecast, which called for a ceiling of 100 feet and a visibility of 1/2-mile, was issued by the NWS at 1839, or 28 minutes prior to the accident, after the pilot had already departed on the accident flight. ADDITIONAL INFORMATION The aircraft wreckage, except for both engines, was released to Mr. Richard Homel, AIG Aviation Insurance Services, Los Angeles, California, on January 23, 1996. Mr. Homel was representing the registered owner of the airplane at the time of the release. The engines were later released to Mr. Homel on April 5, 1996.