text: HISTORY OF FLIGHTOn April 15, 2008, about 0923 Alaska daylight time, a Eurocopter AS-350-B2 helicopter, N213EH, sustained substantial damage during an emergency descent and impact with terrain, about 34 miles east of Chickaloon, Alaska. The helicopter was being operated as a visual flight rules (VFR) cross-country passenger flight under Title 14, CFR Part 135, when the accident occurred. The helicopter was owned and operated by ERA Helicopters, LLC., Anchorage, Alaska. The commercial pilot and three passengers were killed, and one passenger, the 15-year-old stepson of one of the deceased passengers, sustained serious injuries. Visual meteorological conditions were reported in the area at the time of the accident, and company flight following procedures were in effect. The flight originated at the operator's base in Anchorage about 0742, en route to various communication sites near Chickaloon.During a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on April 17, the operator's general manager reported that the purpose of the flight was to shuttle State of Alaska telecommunications technicians and equipment between three remote communication sites near Chickaloon. He noted the helicopter departed the Anchorage base with only the pilot aboard. The manager said that the pilot was instructed to land at the State of Alaska's telecommunication heliport in Anchorage to pick up three technicians and their equipment, and then fly to the communication sites near Chickaloon. During a telephone conversation with the NTSB IIC on April 17, a technician that was aboard the helicopter when it departed from the Anchorage telecommunications facility reported that after departure the crew planned to meet an additional technician at the first of three communication sites to drop off equipment. He said as they approached the first site they realized that the technician they planned to meet was not there, so they continued to the second site. The technician said the helicopter landed at the second site about 0900, and left him there. It was agreed that the helicopter would return by 1300 to pick him up. The technician reported that after the helicopter departed from the second site, and before continuing on to the third site to drop off the two remaining technicians and their equipment, the pilot was to fly to a rest area along the highway, and pick up one other technician that would be waiting with additional equipment to be transported to the third communication site. The technician said he was unaware that the other technician would have his stepson with him.When the flight failed to return by 1300, the technician contacted the State of Alaska's telecommunications shop, but was told that the other technicians had a lot of work to do, and to give them more time. When the flight still had not returned by 1400, the technician again contacted the State of Alaska's telecommunications shop. As a result, the State notified the operator, who attempted unsuccessfully to contact the helicopter via satellite telephone and aircraft radio. The operator reported the helicopter overdue to the Federal Aviation Administration (FAA) at 1540, and they contacted the Air Force Rescue Coordination Center.The Air Force Rescue Coordination Center (AFRCC) at Elmendorf Air Force Base, Anchorage, had received the first alert of a signal from a 121.5 MHZ emergency locator transmitter (ELT) signal at 1121 that day. They were unaware at the time that the accident helicopter had crashed, but were already in the process of organizing a search related to the unknown source of the ELT signal. Personnel of the Alaska State Troopers, Civil Air Patrol, Alaska Mountain Search and Rescue, and the Alaska Air National Guard, were dispatched to search for the helicopter, but blizzard weather conditions limited search personnel to a ground search until weather conditions improved the next day. The helicopter's wreckage was located on April 16, about 0750, in an area of hilly, tree-covered terrain, about three-quarters of a mile from the highway rest area where the technician and his stepson were picked up. Additional details of the search and rescue follow in the Search and Rescue section of this report.During an interview with the NTSB IIC on May 27, the sole survivor of the accident, a 15-year-old juvenile, reported that he was asked to accompany his stepfather, who was a telecommunications technician with the State of Alaska, to the third communication site. The boy said that after the helicopter landed in the parking area of the highway rest stop, the pilot shutdown the helicopter before additional equipment was loaded. He said that before departing from the parking lot, he was placed in the front left seat, and the other three passengers were seated in the aft seats. The juvenile noted that he took with him a small day-pack, which contained a bag lunch and two bottles of water. He did not recall where he placed the day-pack. Due to injuries sustained in the accident, the juvenile said he was unable to recall many details of the accident.According to management personnel with ERA Helicopters, and management personnel with the State of Alaska's Telecommunications Division, neither knew that the juvenile was on board the accident helicopter. On the morning of the accident, a motorist about one mile south, traveling northbound on the highway saw the helicopter lift off from the roadside, and fly in an east south-east direction. The motorist estimated the visibility to be about 2 miles in light snow. He said he saw the helicopter flying below the overcast, and it made a steep descending right turn toward the ground. He said initially he thought the helicopter was going to crash, but as he approached the area where the helicopter departed, he saw the ravine where the helicopter made the descent. The motorist was familiar with helicopter operations from his job working on the Alaska pipeline, and thought the helicopter was probably working in the ravine. He said it was not unusual to see helicopters working along the highway, but he thought the steep descent was unusual, and commented to a friend after arriving at his work site, about the helicopter and the scary ride the pilot must have given the passengers. He said he did not hear about the accident until several days later, and then contacted the IIC.INJURY TO PERSONSThe pilot and four passengers were aboard the helicopter at the time of the accident. The helicopter wreckage was reached by rescuers about 24 hours after the accident. The pilot in the right front seat and the two passengers in the right rear and center rear seats were found dead in the helicopter. The third passenger in the left rear seat had exited the helicopter, and was found dead outside the helicopter. The fourth passenger, the juvenile, had been seated in the left front seat, and was found incoherent, wandering in a ravine at the base of the slope where the helicopter impacted. He was transported to a hospital in an Alaska State Trooper helicopter, and according to the transporting helicopter's observer/EMT, he had a head injury, and was suffering from hypothermia. DAMAGE TO AIRCRAFTThe helicopter received substantial damage to the fuselage, tail boom, tail and main rotor systems, and the rotor drive train. PERSONNEL INFORMATIONThe pilot held a commercial helicopter certificate with a helicopter instrument rating. He also held a helicopter flight instructor certificate with an instrument helicopter rating. His most recent second-class medical certificate was issued on March 5, 2008, and contained no limitations.According to the Pilot/Operator Aircraft Accident Report, (NTSB Form 6120.1) submitted by ERA Helicopters, the pilot's total aeronautical experience was about 3,747 flight hours, of which about 1,889 flight hours were in the accident helicopter make and model. In the preceding 90 and 30 days prior to the accident, the pilot flew a total of 47.3 and 9.6 flight hours.The operator's pilot training records showed no deficiencies, and that the accident pilot had completed all required training, including a required CFR Part 135 proficiency check ride on June 11, 2007.AIRCRAFT INFORMATION The helicopter was a Eurocopter AS-350-B2, equipped with a Turbomeca Arriel 1D1 turboshaft engine.The helicopter was maintained under the operator's Approved Aircraft Inspection Program (AAIP), which requires inspections to be performed approximately every 100 flight hours. The helicopter had 4,983.7 flight hours in service at the time of the accident 11 flight hours had elapsed since the most recent phase inspection. An examination of the helicopter's maintenance logs showed no mechanical discrepancies. METEOROLOGICAL INFORMATIONThe technician who was dropped off at the second communications site said the weather had been good along the route from their departure in Anchorage to the site where he left the helicopter, but by 1400 he said he could see bad weather rapidly approaching from the southwest. He said he knew that if they did not depart soon the approaching weather would preclude the use of the helicopter. The helicopter did not return, and the technician spent the night at the communication site due to the snowstorm that arrived shortly after 1400.The closest weather reporting station was the automated weather station at Sheep Mountain Airport, 4.5 miles to the west of the accident site. The automated weather observation at 0850 ADT the morning of the accident recorded the wind from 250 degrees at 3 knots, visibility 2 statute miles, ceiling 400 feet overcast, altimeter 29.42 inches of mercury, temperature 27 degrees F, and dew point 23 degrees F. The accident site was about three-quarters of a mile to the east of the Glenn Highway (Alaska Highway 1). The highway follows a river valley bounded on both sides by rising terrain. There is an FAA weather camera co-located with the State of Alaska communication tower at Tahneta Pass, the helicopter's destination, about 1.5 miles southeast of the accident site. There is an FAA automated weather station and camera at Sheep Mountain, about 5 miles north-northwest of the accident site. Weather station and camera data from both locations showed VFR conditions at the lower part of the helicopter's route, and marginal VFR conditions in the area of the accident. Visibility varied from 1-2 miles in light snow, and ceilings varied from 300-500 feet above the terrain with patches of blue sky visible. A detailed meteorological evaluation prepared by an NTSB meteorologist is in this report's public docket.COMMUNICATIONSThere were no known communications with the helicopter after its departure from the State of Alaska's communication facility in Anchorage. The helicopter pilot had a satellite telephone available in the helicopter, and according to the operator, he routinely called in upon reaching his destination. The morning of the accident the pilot did not report arriving at the destination, but such routine reporting is not required by the operator's policy, and no action was taken.The helicopter was equipped with a commercial satellite tracking system provided by Sky Connect, Takoma Park, Maryland, which allowed monitoring of the helicopter's movements by the operator. The position of the helicopter was displayed on a map representation on computer terminals at the operator's Anchorage facility, and according to the operator, information was updated in about one minute intervals. The geographic display was a small scale, large area map presentation with very little detail. A list of the helicopter's Global Positioning System (GPS) coordinates, airspeed, altitude, heading, and time were viewable on additional computer pages available at the operator's Lake Charles, Louisiana, facility, but not available at the Anchorage facility. The track data provided by the operator shows each leg of the day's flights starting with "power on", then "departure" (signaled by collective movement and/or airspeed indication), followed by "scheduled" (data transmissions from the helicopter), then "arrival" (signaled by collective down), and finishes with a "flight summary." The last entry for the accident helicopter, in the history information data provided from the Lake Charles facility showed, 04/15/08, 09:30.41, "OVERDUE," meaning that the helicopter's equipment stopped transmitting data prior to the arrival sequence. The "OVERDUE" information was not available to the operator in Anchorage.According to the satellite data, the accident flight from departure at the roadside to the accident site lasted less than one minute. The operator's personnel at Lake Charles did not monitor Alaska flights, and no known "overdue" alarm was set. According to the operator in Anchorage, the position of the helicopter had been noted, but on the large area display the helicopter appeared to be near one of several destinations scheduled for that day. The operator made no attempt to contact the helicopter throughout the day, until the State reported to the operator that the helicopter had not returned to pickup the technician at the second communication site. WRECKAGE AND IMPACT INFORMATIONOn April 16, 2008, the NTSB IIC, along with an Alaska State Trooper, and an FAA airworthiness inspector from the Anchorage Flight Standards District Office (FSDO), traveled to the accident site via helicopter and examined the wreckage. The third communication site, the helicopter's destination (elevation 3,681 feet), was 2.2 miles and across a ravine from the pickup/departure point (elevation 3,259 feet), a rest area along Alaska State Highway 1. On a clear day the destination communication site is visible from the highway. The accident site is about three-quarters of a mile from the departure point in the general direction of the destination, but south of a direct line to the destination.All of the helicopter's major components were found at the main wreckage site.The helicopter impacted on the steep west side embankment of a dry ravine, which leads generally southeast to a river. The helicopter was about 30 feet from the top of the ravine, and about 80 feet from the bottom. The embankment incline was approximately 35-50 degrees, and was covered with willow brush, and about 3-5 feet of snow. Several inches of snow had fallen on the helicopter since the accident. The helicopter came to rest on the embankment facing approximately southeast, parallel to the embankment. The impact crater and crush lines were consistent with a steep vertical descent. The fuselage was in a level attitude, and the right side pilot's door was displaced aft about 4 feet. The transmission was leaning to the right (into the bank), and all three main rotor blades had impact damage. On the AS-350-B2 helicopter the main rotor blades and their associated components are color coded red, blue, and yellow. The red main rotor blade was pointed forward in relation to the fuselage, and had leading edge damage. Its trailing edge was split open in numerous areas, and about 18 inches of the lower skin was torn near the tip. The tip was touching the ground in front of the helicopter, and the red blade had standing willow bushes on both sides. The blade remained attached to the Starflex rotor assembly. The blue blade was pointed to the right of the fuselage and flexed upward into the ascending bank. The blade was punctured and torn vertically about mid-span, and came to rest in a willow bush, with unbroken branches on both sides of the blade. The blade remained attached to the Starflex rotor assembly, and the blue star arm was broken near the outboard frequency adapter. The yellow blade was pointed to the left, and suspended over the ravine. The blade had leading edge damage, and a sharp downward bend about 3 feet from the grip. From the bend outward the trailing edge of the blade was splayed open. The blade remained attached to the Starflex rotor assembly; however the yellow star arm was fractured about mid-span with an angular fracture surface. The majority of terrain intrusion from the impact into the fuselage was at the right-side aft cabin bulkhead. The pilot's door had been displaced aft about 4 feet, to the aft cabin bulkhead. The right passenger door was bent in half and pushed back to the aft cabin bulkhead. The tail boom was bent downward at the fuselage. Both tail rotor blades were broken near the hub. The left side of the helicopter had minor damage, and from the midline of the fuselage was suspended from the embankment into the air. The internal fuel tank was broken open, and there was a strong smell of turbine fuel. The floor mounted fuel flow control lever was found in the forward emergency position, and the adjacent emergency fuel shutoff lever was found in the aft (off) position. Upon completion of the on-site examination, the IIC was flown to the roadside where the helicopter had picked up the technician and his stepson. The roadside is a large parking area on the north side of the highway. There were no obstructions in the parking area tall enough to interfere with the main rotor. The departure path toward the accident site was clear of obstructions, and the terrain in the direction of the accident site descends about 400 feet in three-quarters of a mile.The helicopter was recovered to the operator's hangar in Anchorage on April 22.The wreckage examination reconvened on April 24. The engine and transmission were externally examined, and removed for shipment to their respective manufacturer's facilities in Grand Prairie, Texas. The tailrotor and main rotor blades were examined along with the fuselage. The hydraulic flight control system was removed for further examination. The twisted engine to transmission main driveshaft, and cockpit area were also examined, and the engine's control lever positions were documented.On May 20 and 21, the engine and transmission were examined at the Turbomeca and American Eurocopter facilities in Grand Prairie. The engine examination disclosed no preimpact mechanical anomalies other than free turbine blade shedding. According to the engine manufacturer, free turbine blade shedding occurs by design when the engine exceeds 150% NF (free turbine RPM), or 62,374 RPM. The turbine blade shedding is a safety measure designed to keep the turbine wheel from becoming unbalanced and coming apart during an engine over speed. According to the engine manufacturer, the two most common events that result in an in-flight engine over speed are failure of the fuel governor, or failure of the fuel control diaphragm. Both are fuel control unit malfunctions. The fuel control unit was removed from the engine, and bench tested. During the tests the fuel control unit performed normally, within specified parameters. Discussions with the helicopter and engine manufacturers' representatives during the examination disclosed a third event that could result in an engine overspeed: Decoupling of the engine from the transmission due to the over torque of the engine to main rotor gear box transmission shaft, resulting in the failure of the shaft or its couplings. According to the representatives, this type of over torque could result from a main rotor blade strike, malfunction of the freewheel assembly, or seizure of the main transmission. The examination revealed the engine to main rotor gear box drive shaft was twisted and shortened, liberating the splined (aft) end of the shaft (male) from the engine output spline (female). There was no obvious evidence of an in-flight, main rotor blade strike, and examinations of both the main transmission and freewheel assembly showed no pre-impact anomalies that would have precluded normal operation. On June 4, 2008, the IIC, accompanied by another NTSB investigator, and an FAA air safety inspector, returned via helicopter to the rest area where the accident helicopter departed on the final leg of the accident flight. After examining the rest area the helicopter departed on the apparent route of the accident helicopter to the accident site. The IIC's group examined the route and area for signs of a main rotor blade strike, but found none. According to the helicopter manufacturer, there are no engine control inputs by the pilot that could produce an over torque which could decouple the engine. Examinations revealed that the helicopter's drive train had three complete breaks or separations. The main engine to transmission drive shaft had twisted and shortened, liberating the splined (aft) end of the shaft from the engine output. The engine to short tail rotor drive shaft coupling was torsionally separated. The flex coupling discs were splayed, scoring the inside of the driveshaft tunnel, and the tailrotor driveshaft key had sheared inside the tailrotor hub. All three breaks or separations were consistent with sudden stoppage of the main and tailrotor blades during impact. An examination of the freewheel unit was done on December 2, at Formsprag, the manufacturer's facility in Warren, Michigan, under the supervision of the NTSB. No preimpact anomalies were noted. The hydraulic flight control system components were examined on April 21, 2009, at the Eurocopter facility, Fort Erie, Canada, under the supervision of the Canadian Transportation Safety Board, at the request of the NTSB IIC. All of the components operated within their specified limits.The fuel flow lever, emergency fuel shutoff lever, and the rotor brake lever are floor mounted between the two front seats of the helicopter. During the on-site and subsequent cockpit examinations, the positions of the fuel flow control lever and the fuel shutoff lever were documented and photographed. The fuel flow control lever was found in the forward (emergency) position, and the external indicator located on the engine fuel control indicated the same. The emergency fuel shutoff lever has a copper safety wire securing it in the forward (on) position. The safety wire was broken, and the fuel shutoff lever was found in the full aft detent (off) position. During a third examination of the helicopter, the IIC confirmed that the levers were in the positions initially photographed at the accident site, and upon closer examination found that the linkages and cables that operate the fuel flow control lever, emergency fuel shutoff lever, and rotor brake lever were trapped in the wreckage at impact, and could not be moved from their previously recorded/photographed positions. MEDICAL AND PATHOLOGICAL INFORMATION A postmortem examination of the pilot was conducted under the authority of the Alaska State Medical Examiner, 4500 South Boniface Parkway, Anchorage, Alaska, on April 21, 2008. The examination revealed the cause of death for the pilot was attributed to multiple traumatic injuries resulting from a helicopter accident. The FAA's Civil Aeromedical Institute (CAMI) conducted a toxicological examination on April 24, 2008, which was negative for any alcohol or drugs.SEARCH AND RESCUE INFORMATIONThe helicopter was equipped with a commercial satellite tracking system capable of being monitored by the operator. As previously noted, the operator's satellite system had received an OVERDUE notice at 0930 ADT/1230 CDT, at the operator's main facility in Lake Charles, Louisiana. However, no one was monitoring Alaska flights, and the operator's facility in Alaska was not equipped to receive an OVERDUE alert. Therefore, the search and rescue authorities were not notified at that time. The operator was notified about the helicopter not returning to pickup the technician about 1530, and according to the operator their computer map showed the helicopter near one of the destinations. After attempts to contact the helicopter failed, the operator contacted the FAA and reported the helicopter missing. The FAA issued an Alert Notice (ALNOT) at 1545 and the AFRCC was notified. In addition to the commercial satellite tracking system the accident helicopter was equipped with a 121.5 MHZ Emergency Locator Transmitter (ELT) required by Federal Aviation Regulation. About 1121 the AFRCC received a first alert that a search and rescue satellite had received a transmission from a 121.5 MHZ ELT in the general vicinity of Chickaloon. They were unaware of any missing aircraft, and followed their standard protocols by initiating a preliminary telephone search at 1147. Local and federal agencies and airports were contacted for information pertaining to overdue and missing aircraft, and for possible false activations at area airports. The FAA was contacted for flight plans in the area. No pertinent information was received. At 1300 the AFRCC initiated actions to send aircraft to search for the ELT. At 1532 search aircraft arrived over the area, and were receiving ELT transmissions, but were turned back due to low ceilings, reduced visibility and snow showers. At 1652 search aircraft were again turned back by weather in the search area. At 1807 Alaska State troopers arrived in the area on the highway, but were unable to locate the helicopter. Air and ground searchers continued throughout the night in an attempt to reach the helicopter.The following morning an Alaska State Trooper helicopter was able to reach the accident site about 0750. The State Trooper helicopter landed on an open ledge above the accident site. The helicopter's observer/EMT climbed down to the accident helicopter, and determined that all aboard were deceased. On the approach to the accident site, the Trooper pilot and observer saw a person moving in the bottom of the ravine below the accident site. The pilot and observer flew to the bottom of the ravine where they recovered the technician's stepson. The stepson was flown to the hospital in Palmer, Alaska. The IIC met the helicopter at the hospital, and returned to the accident site with the helicopter to examine the accident helicopter and site.TESTS AND RESEARCHFuel Flow Control LeverThe fuel flow control lever has three positions along the lever's track. In the aft portion of the lever track there is an elongated detent which serves as the stop (off) and start position. About one inch from the full forward position there is a second detent which serves as the flight position. The emergency position is forward of the flight position detent. Both detents are on the left (passenger) side of the lever track. The lever can be removed from the flight position detent, and pushed forward the remaining inch of travel into the emergency fuel control area. According to the helicopter Aircraft Flight Manual (AFM), in the event of a fuel governor failure associated with a low rpm condition, placing the lever in the forward emergency range bypasses the fuel governor, and allows the pilot to manually add fuel as necessary. The throw of the lever from the flight position to full forward is three-eighths of an inch to the right, and one inch forward. The lever is attached to a piece of spring steel, which allows it to move left-to-right, and is easily operated with fingertip control. According to Eurocopter USA's test pilot, the inadvertent placing of the fuel flow control lever in the full forward (emergency) position in cruise flight unbeknown to the pilot would cause an engine over speed within seconds, and potentially result in shedding of the free turbine blades.Two large helicopter operators, including ERA, and the helicopter's manufacturer, were queried about incidents of passengers interfering with the helicopter's floor-mounted engine controls, specifically the fuel flow control lever. Both operators said they had anecdotal information about passengers placing items, i.e. purses, camera bags, etc on the fuel flow control lever, as well as snagging bag straps on the fuel and other control levers. There was also anecdotal information about a front seat passenger stepping on the fuel control lever while turning to look at passengers in the rear seats. According to these operators, these events happened on the ground, were taken care of before any damage was done, and therefore were not reportable events. The manufacturer said they were not aware of any incidents relating to passengers inadvertently moving the engine controls. A review of the manufacturer's technical data for the AS-350-B2 for 2004, 2005, and 2006 show that a guard for the floor mounted control quadrant was "being studied" and according to the manufacturer's technical data for the AS-350-B2 in 2007 a guard for the floor mounted control quadrant was available "On request." The majority of tour operators using the Eurocopter AS-350-B2 helicopter use an FAA Supplemental Type Certificated (STC) (SR00430NY), two-person seat on the front left side of the helicopter. The approved installation requires the installation of a guard on the left side of the floor mounted engine controls, to prevent the inadvertent manipulation of the engine controls by passengers.In 1994 (ref. Transportation Safety Board report A94W0037) a Canadian registered Eurocopter AS-350-B helicopter crashed after a passenger inadvertently moved the floor mounted fuel flow control lever to the closed position while trying to adjust a knapsack placed under his right knee.In its findings the TSB of Canada sited that:1. The fuel flow control lever was accidentally moved out of the "flight "position.2. The fuel flow lever is not guarded or protected against inadvertent movement.3. The fuel flow lever can be moved out of the "flight" position easily.4. The combination of low altitude, low rotor rpm, high ground speed at impact, and uneven terrain resulted in an autorotation with substantial damage to the helicopter.5. The pilot was certified, trained, and qualified for the flight in accordance with existing regulations.6. The aircraft was certified, equipped, and maintained in accordance with existing regulations and approved procedures. The TSB found the cause of the accident was the floor mounted fuel flow control lever was inadvertently moved to the closed position, resulting in fuel starvation to the engine, a total loss of engine power, and low rotor rpm.On September 22, 1994 the TSB forwarded an Aviation Safety Information letter to Transport Canada (TC) regarding the possibility of inadvertent manipulation of the fuel flow lever on the AS-350-B helicopter. According to the TSB report, Transport Canada and the industry are investigating the feasibility of installing a control quadrant guard to reduce the likelihood of inadvertent fuel control lever movement.In response to an inquiry by the IIC, the helicopter's manufacturer reported that in the 1994 accident in Canada, and in an additional accident in 1998 in France, the left front seat had been removed. In 1994 the seat had been replaced with a patient litter, and in the 1998 accident the passengers (photographers) were seated on and fastened directly to the floor. In both accidents the fuel flow control lever was moved to the aft position (off) by the passengers, resulting in the fuel starvation of the engine, as opposed to being moved forward into the emergency position. The manufacturer studied and proposed a guard to be installed with the Emergency Medical Service (EMS) litter installation, but said that due to lack of interest by the operators, the guard was withdrawn as an option in 2007.In November 2006 an AS-350-BA helicopter received substantial damage (see NTSB report MIA07TA017) when the pilot inadvertently advanced the fuel flow control lever into the emergency range while preparing to takeoff. According to the report the engine rpm increased so rapidly that each time the pilot released the collective control to retard the fuel flow control lever the helicopter exceeded maximum torque and lifted off, and the pilot had to force the helicopter back to the ground. The pilot was eventually able to retard the fuel flow, but not before a series of bounces resulted in structural damage to the helicopter.The AS-350-B2 helicopter has clear acrylic windows in the lower portion of the nose. These windows located on both the left and right side of the helicopter just ahead of the pilot and front seat passenger's feet, help the pilot see the ground during landing. These windows are commonly referred to as the left and right chin bubbles. The chin bubbles are 20 inches wide, about 16 inches high, and curved to conform to the nose of the helicopter. The bubbles are held in place by rubber grommets.During the initial on site examination of the accident helicopter, a shoulder pack, identified as belonging to the left front seat passenger (stepson of one of the technicians), measuring about one foot square and three inches deep, with a single shoulder strap, was found about two feet in front of the helicopter, along with the left chin bubble which had popped loose from its mounting in front of the front seat passenger. The pack was between the chin bubble and the opening in the nose of the helicopter where the chin bubble had been. No other bags were found in the cabin of the helicopter. Numerous personal bags and equipment were found secured in the aft storage compartments of the helicopter. ADDITIONAL INFORMATIONAs noted, the juvenile passenger was sitting in the left front seat. He received serious head trauma, and does not recall many specific details of the accident. During a telephone interview with the IIC, while her son was in the hospital, the survivor's mother questioned the IIC as to whether the pilot might have been letting her son fly the helicopter during the accident flight. She said her son kept telling her he was responsible for the accident. The dual flight controls on the left side of the helicopter had been removed, negating the possibility of the pilot letting the passenger manipulate the flight controls; however, the helicopter's floor-mounted engine fuel flow control lever was located between the front seats near his feet.During an interview with the juvenile, he told the IIC that he remembered waiting for the helicopter, and when his stepfather heard the helicopter coming he told him to stay back until the helicopter landed. He said after loading equipment into the rear of the helicopter, the pilot placed him in the left front seat, and explained a little about the helicopter. He said after the helicopter picked up to a hover he remembered thinking how cool it was, and then the pilot performed flat left and right turns before departing in a shallow banked right turn. The passenger said the next thing he remembered was feeling like he was falling, and that the pilot told everyone to "hold on because they were going to crash." He did not specifically remember where he had placed the pack. He also did not relate why he told his mother he felt responsible for the accident. The passenger said after the crash he remembered being told to get out of the helicopter because "they" thought there might be a fire.Flight SimulationsDuring the investigation the IIC attempted to run flight simulations based on data received from the accident helicopter's satellite tracking, witness interviews, and known helicopter operation and performance. In order to simulate the accident flight, a flight training device (FTD) would have to be capable of accurately replicating the helicopter's fuel flow control lever input and the associated engine response. The operator (ERA) offered an AS-350-B2 FTD, designed and built by Frasca International, Urbana, Illinois, which had been recently installed at ERA's training facility at Lake Charles, Louisiana. The FTD was certified to level 6 under FAR Part 60. The offer to use the FTD was withdrawn prior to doing the simulations. Subsequently the IIC was told by the ERA party representative, that Frasca was unable to program the FTD to respond correctly to fuel flow control lever inputs in the emergency mode. The IIC contacted Flight Safety International in Tucson, Arizona, about conducting the simulations. On August 21, 2009, Flight Safety had announced the installation and certification to level 7, under CFR Part 60, of their new Frasca International designed, AS-350-B2 FTD. The IIC asked that Flight Safety check the engine response to the fuel flow control lever movement on their FTD. After the check the IIC was told that there was a problem, and the FTD was undergoing repairs. Subsequent discussions with Flight Safety determined that the FTD would shutdown prior to reaching the turbine blade shedding speed, and the FTD is not presently programmed to accurately replicate the full range of engine rpm associated with the fuel flow lever in the emergency mode. Neither the AS-350-B2 Flight Manual nor the Eurocopter Pilot Flight Training Manual contain information regarding an engine over speed resulting from the fuel flow lever being inadvertently placed in the forward emergency position. The only reference to the fuel flow lever being placed in the forward emergency position is in the emergency section of the flight manual under Governor Failure. The reference is in relation to an engine governor failure resulting in a loss of engine rpm. In this procedure the manual states in part: "Establish autorotation indicated airspeed 65 knots, then advance the fuel flow control into the emergency sector. The NG should rise." In the event of a governor failure resulting in an excessive fuel flow (similar to what the pilot would see if the fuel flow lever were inadvertently placed in the emergency sector), the NG would increase. In this event the Governor Failure section says in part: "Do not reduce collective. Reduce the fuel flow until the rotor speed corresponds to a position of the pointer in the center of the green area."According to an ERA's Vice President of Operations in Anchorage, due to the AS-350-B2 engine fuel control unit design, the governor cannot be taken out of the system to simulate an engine over speed condition. For that reason, engine over speed training is limited to a discussion of symptoms and actions to be taken by the pilot referenced in the helicopter's flight manual.Helicopter Height Velocity Curve The Height-Velocity diagram or H/V curve is a graph charting the safe/unsafe flight profiles relevant to a specific helicopter. In the H/V diagram the shaded areas should be avoided, as the pilot may be unable to complete an autorotation landing without damage. The H/V curve will usually contain a take-off profile, where the diagram can be traversed from 0 height and 0 speed to cruise, without entering the shaded areas or with minimum exposure to shaded areas.A copy of the H/V curve for the accident helicopter taken from the helicopter's Flight Manual is contained in the docket for this report.The satellite tracking data indicated that the accident helicopter picked up on a heading of 067 degrees, and departed on a heading of 142 degrees, but the altitude data showed that the helicopter climbed only about 10 feet. Data from earlier flights that day showed the helicopter climbed significantly after departure. The terrain descended about 424 feet in the three-quarters of a mile from the departure point to the accident location. The terrain was rough and uneven with trees and high brush covered with snow. The helicopter's Height Velocity Curve (HV) depicted in the flight manual notes the avoidance zone as 500 feet agl with 0 knots airspeed, with the avoidance zone decreasing in altitude, and increasing in airspeed, until the helicopter reaches 100 feet agl and 50 knots airspeed. According to the manufacturer, the helicopter should be able to safely autorotate and land, if a suitable landing area is available, when operated outside the avoidance zone. As it is unknown what the helicopter's actual airspeed and altitude above the ground were prior to the accident event, it was not possible to calculate if the helicopter was being operated within or out of the H/V avoidance zone.


text:
Gets probation in Social Security benefits scam
A Gary resident has been sentenced to 16 months of probation after she
pleaded guilty in federal court to theft of government property, in
connection with a Social Security benefits scam, the U.S. Attorney's Office
for the Northern District of Indiana said.
Lakita Lee, 36, must serve 16 months of probation--10 of them on home
detention--make restitution of $32,608, and pay a $1,000 fine, the U.S.
"According to documents filed in this case, Lee was a Social Security
representative payee for Marva Davis," the U.S. Attorney's Office said. "Lee
did not report to Social Security that Davis had died and continued to
complete paperwork, signed under oath, stating that she was using the
disability benefit funds for the benefit of Davis, instead Lee was using the
funds for her own benefit."
This case was investigated by the Social Security Administration-Office of
the Inspector General.
Posted 12/9/2013
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SHU Launches Life and Sport Analysis Clinic
May 1, 2013
FAIRFIELD, Conn. – Sacred Heart University officially launched its Life and Sport Analysis Clinic (LSAC) earlier this semester. Based at the Oakview building in Trumbull, the clinic was founded in 2009 in a condensed form, but now it is running at capacity with a dedicated, full-time staff. "The idea was born a few years ago when a couple of the faculty on campus noticed that there was a missing link within the health care system," says Brendan Rickert, clinical exercise scientist at LSAC.
SHU's Leo Katsetos Featured on Health and Wellness Website
April 9, 2013
FAIRFIELD, Conn. – Leo Katsetos, senior associate athletic director for Athletic Training/head athletic trainer at Sacred Heart University, was recently featured on the popular health and wellness website, www.everydayhealth.com. The website has a section labeled "People Living with MS." Katsetos, who was diagnosed with multiple sclerosis in 2003, has been involved with spreading awareness about the disease that affects more than two million people in the United States. "I wear it on my chest," said Katsetos.


text: Leather Balm SKU: JUSTIN-MF392-Balm $3.45 Size: 4 oz Quantity: Ships in 5 to 7 days. Ships in 15 to 21 days. Ships within 24 hours! Ships in 5 to 7 days. Out of stock. Add to Cart Continue Shopping Checkout » Customers who bought this item also bought Quicklook $3.45 Justin Justin Boot Cream Quicklook $39.95 Justin 20X Mesa Straw Cowboy Hat Quicklook $27.95 Justin Buckaroo Straw Cowboy Hat Quicklook $37.95 Justin 10X La Grange Straw Cowboy Hat FREE SHIPPING. EASY RETURNS. Need help? Let's chat Secure shopping VIEW MORE DETAILS >


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I can't figure out how to seach the forum for routes, old threads, etc.
Not yet searchable!
The forum is not yet searchable. I've got this feature on a backlog of development items and I'm going to try to incorporate this feature on the forum itself OR enable the search feature we already have to include Forum Keywords. The search feature in the upper right [ red box w/ magnifying glass ] will search most all content on the site and it works well but does not yet include the forum.
Please let me know if you have any more questions I can help with!
Tim O'Connor
Tech Manager
Cascade Bicycle Club


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Just started the review process for the second paperback edition of ASHES. It has been out of print for several months due to a couple typos that have been fixed, as well as general updates to the copyright matter. I also tried to make the entire package look a little more professional just in case I can manage to get it onto a shelf at a local book store or something.
Here are some really low quality pics that show the basic idea:
I should be receiving a physical proof copy within the next week, and after I approve that ASHES will once again be available in paperback from Amazon and Createspace.


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Note: This message is displayed if (1) your browser is not standards-compliant or (2) you have you disabled CSS. Read our Policies for more information.
Below you will find frequently asked questions about applying for grants, tips for use and navigation of the IAC's Online Grant System, an overview of the panel appeal process, definitions (e.g. in-kind, etc.) to assist in application completion, and more!
Please contact the IAC at 317-232-1268 for further assistance.
Is the IAC's Online Grant System secure?
The latest TLS/SSL encryption standards are utilized for account/application access within the IAC's Online Grant System. This standard ensures that no confidential information can be easily intercepted during a user's session with Culture Grants Online™. The software provider's servers identify themselves using public keys. These public key certificates are issued by VeriSign, a leader provider of Internet security infrastructure.
How do I access the IAC's Online Grant System?
What will I need to register for the IAC's Online Grants System?
When do I use the IAC's Online Grants System?
When NOT to use the IAC's Online Grants System
What software/hardware do I need to use the IAC's Online Grants System?
What if I don't have a computer?
If you do not have a computer, there are several options that you can use to access the system. Many local libraries offer free internet access or you can schedule a time to visit the IAC office to complete the application. If you need IAC assistance to complete an application, you must schedule a time to visit our office that falls at least two weeks before the deadline date.
I have an Apple computer. Can I use the IAC's Online Grants System?
Yes. The IAC's Online Grants System is operating system independent. If you are using a MAC and experience issues, try deleting your cookies and restarting your machine.
My contact information has changed, how do I update it?
Once you have created a profile in the IAC's Online Grants System, you will be able to log in to update your information at any time. If you are awarded a grant, you are responsible for keeping the IAC informed of any change in your contact information.
Where can I find program information, application instructions, etc.?
Do I need a DUNS number?
Yes. All organizations must have a DUNS number to apply for a grant. D&B numbers are the basis by which Americans for the Arts tracks nonprofits and for-profits for its important research reports on Creative Industries: Business & Employment in the Arts. The federal government (which includes the National Endowment for the Arts) requires organizations to provide a DUNS number as part of its grant applications. Go to http://www.dnb.com/get-a-duns-number.html to apply for a DUNS number.
I'm an artist with a disability. Is there someone who can assist me?
Yes. The IAC staff is always available to help individuals with more specific needs. Please contact Becca Hopson at 317-232-1283 or email@example.com for assistance.
What if I miss the deadline?
The IAC's Online Grants System will accept applications until 4:30 p.m. on the deadline date. After that time, applications will be considered late and ineligible for submission. We strongly suggest you complete your application before the deadline date to avoid any problems that may occur as we cannot make exceptions to this rule.
Can I print out a copy of my application?
Yes. We encourage you to print and keep a copy of your submitted application for your reference. We also suggest printing a copy of your application to review before you submit. Click on the application PDF preview to print a copy of your application.
Can I work on my application at any time?
Yes. The IAC's Online Grants System is available 24 hours a day. The IAC will put out press releases and e-newsletter announcements to notify applicants when applications open. If for any reason the system is not accessible to you, please contact the IAC for assistance.
Can I save my work and come back to the application?
Yes. If you want to stop working on your application click on the "Save" button at the bottom of the page and logout. The next time you login to the system, you will select your "in-progress" application and continue working. The online system will allow you to access any page of your application for editing until you hit the "Final Submit" button.
Can I cut and paste text for my application from Microsoft Word or another text editor?
Cutting and pasting directly from MS Word does not format correctly and can cause issues with character count. For instance, an apostrophe will end up coming out as a code (%u2019), same for bullets, dashes/hyphens, and open/close quotes. The best way to transfer your text is to "clean" it. Highlight your text, and then go to 'Edit' > 'Clear' > 'Formats'. This should remove most of the Microsoft Word code/formatting. You should then be able to paste your text into the online grants system. To verify your application is free of code and all text appears correctly, click "Preview application" to view a PDF of your application. Go back into the online grants system and edit out any unwanted code or to adjust text.
The best way to avoid this problem is to type directly into the application. You can then copy and paste text from the online grants system into Microsoft Word to spell check.
What happens if I exceed the character count?
If you exceed the character account for a question, the IAC's online grant system will not let you submit the application/final report until the character count is within the set amount. If you have copied and pasted your text and the character count is giving you an error even though the number is slightly below the allowable amount, you will need to adjust your text until the error goes away or delete your text to remove the extra spaces created by pasting and key in the text.
Do the budget income and expenses totals need to match on my application?
Yes. Make sure your income and expense totals match. If there are separate categories for in-kind and cash, those areas added together make up the total income/expenses.
Why are there blank boxes in the budget table under the other categories?
The blank boxes provided are for each applicant to enter their own categories. If these boxes are not provided, applicants should put any amounts outside of the provided categories into the "Other" category.
What file formats can I upload into CGO?
Unless the application you are completing includes a page requesting artistic documentation (see guidelines for more information), CGO will only allow you to upload PDF, DOC (Microsoft Word 97-2003), or .XLS (Microsoft Excel 97-2003) files. Please read the question instructions for requested/recommended file types.
Do I need to submit a hard copy of my application?
Clicking the submit button electronically sends the IAC/RAP a copy of your final application. You do not need to send a hard physical copy.
How will I know if my application has been received?
You will get an e-mail from the IAC's Online Grants System during each step of the grant application process. E-mails will be generated when applications are started and put "In Progress" and when they are submitted. If you do not receive notices when submitting an application, please notify the IAC/RAP immediately so we can ensure your application has been submitted.
Once I submit my application, can I continue to edit it?
No. Once your application is submitted to the system it can no longer be edited. If you notify the program manager before the deadline date, the application can be reopened for you to edit. If there is something missing from your application after submission and the program manager asks you to amend it, the application will be released back to you through the system so you can edit. You will be allowed to edit only certain portions of the application at this time.
How do I know if my application requires artistic documentation?
Review your guidelines carefully to identify what kinds of documentation are required and how they need to be submitted. Some programs will not require documentation, some will require it to be mailed, etc. so please read the guidelines carefully and contact the program manager if you have questions.
How do I know how to format my artistic documentation?
Applicants are required to submit artistic documentation in the format noted in the program guidelines. The IAC is available to assist you with PDF and image formatting if needed. Please keep in mind that we assist applicants on a first come, first serve basis, so if you wait until the deadline day, we may not be able to get back to you in time.
In-kind: An in-kind donation is a gift of goods and services. In-kind goods and services are typically goods and services that your organization would have to otherwise buy if they hadn't been donated. The value of the donated supplies or services may be recorded as the amount that your organization would have to pay for similar items.
In-kind gifts should be a mirrored in your budget. You should have a line item for "in-kind" in both the income and expense sections of your budget (in-kind income = in-kind expense). For example, if you have in-kind printing worth $1,000. Then you would list "in-kind printing- $1,000" in the income section. And you would list "in-kind printing- $1,000" in the expense section.
When you receive an in-kind gift, the donor will often send you a note or letter placing a value on the gift. For example, when an artist donates an original art piece for your silent auction, they will often tell you that the value is X dollars. Many, many organizations will then send them a thank you/acknowledgement letter saying, Thank you for your generous gift of your original art valued at X dollars." THIS IS WRONG. Never place a value on an in-kind gift. Even if the value is told to you by the donor, and they ask you to send a letter with that value, you still can't. By law, non-profit organizations cannot provide a value of an in-kind gift to a donor.
The following CANNOT be claimed as in-kind services:
Applicants must keep a written record of each contribution of in-kind donations of materials and services; this record must be maintained so that it can be audited. The written record should include: organization name, donor name and signature, date, description of the donated item or service, the value of the donated item or service (as assigned by the donor) and the signature of the person receiving the donation on behalf of the organization.
Underserved: People lacking access to arts programs, services, or resources due to isolated geographic location, low income, age, race/ethnicity, cultural differences, disability or other circumstances.
Trouble Uploading a File:
Applicants are welcome and encouraged to attend panels. Applicants who cannot attend a panel can request written feedback or listen to panel audio at http://www.in.gov/arts/2675.htm.
What is the appeal process?
Applicants must send a formal letter to the IAC Executive Director stating the reason for reconsideration, based on one or more of the three points above, and evidence of the grounds for the appeal. The letter must be received in the IAC office within 30 days of notification of the IAC grant award in question. If deemed viable, an appeals committee, appointed by the IAC Chair, will review all requests for appeal and make recommendations to the full Commission at its next business meeting. All decisions of the Commission are final and may not be appealed further.
What kind of paperwork do I have to complete to receive money from the State of Indiana?
Each grantee will receive a list of paperwork they are responsible for completing with their grant agreement. A Vendor Form must be completed and submitted with the grant contract for the IAC to process your contract for approval. Click here for more details on paperwork requirements.
Do I have to provide my Tax ID/FEIN?
Yes. All grantees must submit their tax identification information. We request this information in our Online Grants System. If you are selected as a grantee, you will also provide your Tax ID on the Vendor Form for registration as a vendor of the State. The Vendor Form is required by the State so payment can be made via direct deposit. The State of Indiana no longer issues payment by paper checks.
Am I responsible for paying taxes on the money I receive?
Yes. All grantees must claim the money as income on their taxes. Grantees will receive tax form 1099-M (MISC) from the State of Indiana at the end of each calendar year for monies received within that calendar year. Because the Indiana Arts Commission's fiscal year runs from July 1 - June 30, the first and final grant payments are generally made in 2 different calendar years, which means the full grant amount may not be claimed all at once.
Foreign (outside of Indiana) Corporations
If a business is already incorporated in another state and is "doing business" in Indiana as defined by the Indiana Code, then it must obtain a Certificate of Authority from the Secretary of State to do business in Indiana as a foreign corporation. Form: Application for Certificate of Authority of A Foreign Corporation available from the Secretary of State, Fax-on-Demand System, or State Information Center. The form is available at http://www.in.gov/sos/business/2426.htm. More information can be found on the Indiana Secretary of the State website.
What if my grant project changes?


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Search pictures and profiles of Senior Singles near you right now. Discover how online dating sites make finding singles in the United States, Canada, and all over the world simple, safe and fun! Once you browse profiles and pictures start flirting, messaging and connecting with other members of the SeniorPeopleMeet.com community. Search today and find other sexy, intelligent singles for casual dating or a serious relationship in your area.Search Single Senior Men | Search Single Senior Women
A little about me...
I love to be active; hiking, soccer, walking, yard work... I also enjoy quiet time reading, doing artwork, watching movies.
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Someone who is honest, sincere, caring, with a good sense of humor.
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My religion is important to me, and influences choices I make in life. I am mostly vegetarian.
Meet Senior Singles
in your State


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Weather Links
Humidity 59%
Winds 5.8mph
Sponsored by: Arceneaux Ford
Humidity 59%
Winds 5.8mph
Jan 9, 2013 9:01 AM by KATC
Sandbags are available in Ville Platte at the city barn at 809 West Hickory Street. Bags are prepared and ready to be picked up. Mayor Jennifer Vidrine says there is no flooding in Ville Platte, but she is making sandbags available ahead of projected heavy rain.
In St. Martin Parish, sandbags will be available at two locations today from 10:30 a.m.-3:30 p.m. Please bring your own shovels to fill the sandbags. According to Major Ginny Higgins, there are no areas currently flooded. Sandbags are being made available as a precaution.
St. Martin locations:
Ruth Barn-Ruth Bridge Hwy
South Barn-Capritto Forty Arpent Rd.
Broussard has sandbags available behind City Hall on Madison street.
Carencro will have sand bags at the community center located at 5115 N. University. Residents must bring their own shovels.
Duson has sandbags available at the Sewer Plant on Betty Ann Street.
Erath City Hall will have sandbags available AT 8:00 AM.
Lafayette has sandbags available at the North Barn at 130 Shantel Road, the old Dugas Road landfill, and the South Barn at 1017 Fortune Road.
New Iberia has sandbags available for city residents at 907 Fulton Street until 3:00 P. M. today.
Vermilion Parish is offering sandbags to residents in need at the following locations:
Public Works, 2211 Leonie Street, Abbeville, LA
Area 1 Barn 13115 Mack Switch Road, Erath, LA
Area 2 Barn, 12002 Calvin LeBouef Road, Abbeville, LA
Area 3 Barn, 29429 Veterans Memorial Drive, Gueydan, LA
Area 4 Barn, 13531 Gladu Road, Kaplan, LA
There will be sand and bags outside of the facility fence. You will need to bring a shovel to fill your own bags.
St. Mary Parish has sandbags on standby for residents who need them. Residents who would like sandbags may call the parish barn at Hanson Canal at 828-4100, ext. 113.
The Village of Maurice is making sand and bags available next to City Hall. Residents will need to bring their own shovels and will have to bag their own sand.
Scott is offering sandbags for residents of the city. The bags are already filled and can be picked up at the maintenance building at 116 Lions Club Road. There is a limit of two bags per door, and officials will check IDs for proof of residency.
1 hour ago


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Wednesday, November 26, 2014
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One day after Banana Joe won Best in Show at the 137th Annual Westminster Kennel Club Dog Show, the 5-year-old affenpinscher had a day on the town enough to be the envy of anyone on two or four legs.
First up was the traditional steak lunch at Sardi's, served on a silver platter.
Joe then visited the Empire State Building and rang the opening bell at the New York Stock Exchange.
"I'm really, really beside myself, because this is just an incredible adventure," said Ernesto Lara, Banana Joe's handler. "That he finished with the, you know, really, in a high, winning the best dog show in the world. I mean, it's the dog show of the world. And so, what else could you ask of anything? It's something that, you know, everybody that's involved with dogs dreams to at least come close to it, and by winning it, this just fulfills everything we expected."
Banana Joe was one of more than 2,700 dogs competing for the prize.
He is the first affenpinscher to win.
The runner-up was an Old English Sheepdog.
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The experimental amateur-built airplane experienced a loss of engine power during cruise flight when fuel pressure decreased to a level below the normal operating range. The fuel pressure continued to be below normal after the airplane's secondary fuel pump automatically actuated. The pilot then executed a forced landing on a field where the airplane impacted a ditch and nosed over. Inspection of the airplane revealed that the airplane was fueled with automotive fuel. The pilot reported an ambient temperature of 80 degrees Fahrenheit. A post accident engine run did not duplicate a loss of engine power.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
Index for Jun2004 | Index of months


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Kick Monday morning off with a breakfast freebie from Einstein Bros. Bagels.
Get a free egg sandwich when you purchase one with a coupon. The offer applies to all 12 egg sandwiches wraps and paninis on the menu at participating bagel shops.
A healthy option is the Asparagus, Mushroom & Swiss Eggwhite Bagel Thin Sandwich, which comes in at 270 calories.


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2012 was a momentous year in our community's decades long struggle with HIV. If 2011 changed the landscape of the fight forever, then 2012 provided our first real roadmap to the End of AIDS and provided a glimpse at the tools and technologies that will help take us there. Collected below are some of the most exciting political, cultural, and scientific developments of the last twelve months; stories that would have been unimaginable just a few short years ago, and that's impact that will not be fully understood until 2013 or beyond.
Read the full post in PositiveFrontiers.com.
Simply confirm your registered email address below and click "Reset Password." We will immediately email you a link back to the site where you can enter a new password for this account.
Copyright ©2014 All rights reserved.


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Weather Links
Humidity 93%
Winds 3.5mph
Sponsored by: Arceneaux Ford
Humidity 93%
Winds 3.5mph
Aug 30, 2010 9:53 PM by Alison Haynes
ABBEVILLE, La. (AP) - A man wanted in California on a home
invasion charge has been arrested in Louisiana.
On Sunday, the U.S. Marshals Fugitive Task Force from Lafayette
and Lake Charles, arrested 38-year-old Kent Jamel Wright during a
traffic stop in Abbeville.
Wright was wanted on charges filed by the Los Angeles Police
Department in July 2007. Deputy U.S. Marshal Corey Britt says
Wright is being held at the Iberia Parish jail, awaiting
extradition to California to face the pending charges.
Last week, Britt says the task force received information that
Wright was in the Abbeville area. On Sunday, surveillance teams
were set up in the area where Wright was believed to be. He was
then identified driving a Jeep Cherokee and shortly thereafter
stopped and arrested without incident.
6 hours ago


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Thoughts on Package Management
- By devnet
- 12 December, 2007
- 2 Comments
The Change in Distro-Land Distros have changed. In the past, they were made up of a small, tightly knit group collaborators working toward a common goal. With distributions today we now have an informal, large group of collaborators…some of which may not even be aware of the main goal of the distro. That informal collaborator may just want package foo version 2.2 included in his/her distribution so that he/she can use it on their desktop. How does that informal collaborator … Continue Reading →
ClarkConnect – Enterprise Linux for Your Home
- By devnet
- 25 July, 2006
- 28 Comments
Ever wonder how you could get a solid Security Enhanced Enterprise Grade Linux Router/Server with ftp, apache, traffic shaping, pop-up blocker, content filter, intrusion detection/prevention, and other nice handy tools that every robust server should have…and here's the kicker…installed and running in about 30 minutes in your home? I know quite a few friends of mine that went out and bought routers from brand names like Linksys, Dlink, and Netgear and then bragged about how cool their new router was … Continue Reading →
Bringing Linux to Work – Portal Part 3
- By devnet
- 17 May, 2006
- 2 Comments
Ubuntu just doesn't want to be chosen for me. I've had nothing but problems with it since I started going on it. I decided that it would be easier to use Ubuntu (1 disk install, apt-get abilities) to house the in house Intranet portal page here where I work. However, I didn't count on Ubuntu having so many problems. The first of many problems was mod_ntlm. This Apache module WILL NOT compile on my server. I emailed someone who actually … Continue Reading →
Brining Linux to Work – Portal Part 1
- By devnet
- 8 May, 2006
- Comments Off
Beginning this month, I'll be attempting to infuse my place of work with Linux. I am an new Applications Analyst and resident AIX/Linux expert for a government agency that lives and breaths Microsoft. I feel that Open Source software, mainly, Linux…can be a great addition to this agency. I'll be documenting my attempts here while I go along. If you have tips, tricks, solutions, advice or supportive comments…please respond in kind. You've Got to Start Somewhere… Recently, I've been investigating … Continue Reading →
Distributed Bugs-R-Us
- By devnet
- 10 April, 2006
- 10 Comments
I have a decent idea for an open source application. This could be one of the most important pieces of software to assist open source in a long time. I don't have ideas often for software apps but when I do, normally they're good ones.However, I don't have the expertise to program this either. The only thing I have is an idea for bugtracker software…and it operates on the distributed journalism model of digg. The idea was inspired by the … Continue Reading →
Fan the Linux Flames
- By devnet
- 6 April, 2006
- Comments Off
Anyone who knows me knows that I HATE inefficiency. If I find a new way of doing things that eliminates the resources I spend doing that thing, I pounce on it. So when I ran across a nifty little program that makes life managing my two linux boxes easier, I pounced. The tool I'm speaking about is called "Fanterm" and it makes managing a limited amount of Linux boxes a snap. I had forgotten that I had installed this and … Continue Reading →


text:
Select () or exclude () categories to narrow your recipe search.
As you select categories, the number of matching recipes will update.
Find exactly what you're looking for with the web's most powerful recipe filtering tool.
Prep Time:
Cook Time:
30 mins
30 mins
Always loved the taste of Greek Yogurt sauce that accompanies Chicken Souvlaki and Gyros. Created this recipe so that I could enjoy it at home.
Units: US | Metric
Serving Size: 1 (540 g)
Servings Per Recipe: 4
The following items or measurements are not included:
chicken cutlets
Good Seasons salad dressing mix
Every recipe, menu, tip and how-to is right here, at your service.


text:
Print Options
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Feta Shrimp Tacos >
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Include these items:
Nutritional Facts
Select reviews >
Feta Shrimp Tacos
A unique combination of taco seasoning and feta cheese works remarkably well in these refreshing tacos. It's a goodthing you get two per serving, because you won't want to stop at one! —Athena Russell, Florence, South Carolina
4 Servings
Prep/Total Time: 30 min.
2 cups shredded red cabbage
1/4 cup finely chopped sweet onion
1 banana pepper, finely chopped
1/4 cup Miracle Whip Light
1 tablespoon cider vinegar
1 tablespoon stone-ground mustard
1/4 teaspoon pepper
1 pound uncooked medium shrimp, peeled and deveined
1 tablespoon reduced-sodium taco seasoning
1 tablespoon olive oil
8 whole wheat tortillas (8 inches)
3/4 cup crumbled feta cheese
Sliced avocado, optional
In a small bowl, combine the cabbage, onion and banana pepper. In
another small bowl, whisk the Miracle Whip, vinegar, mustard and
pepper. Pour over cabbage mixture and toss to coat. Chill until
Sprinkle shrimp with taco seasoning. In a large nonstick skillet,
saute shrimp in oil for 3-4 minutes or until shrimp turn pink. Place
shrimp on tortillas; top with cheese, coleslaw and avocado if
desired. Yield: 4 servings.
© Taste of Home 2014
2 of 2
Feta Shrimp Tacos
Nutritional Facts:
2 tacos (calculated without avocado) equals 527 calories, 18 g fat (4 g saturated fat), 153 mg cholesterol, 1,021 mg sodium, 55 g carbohydrate, 6 g fiber, 31 g protein.
Light-Bodied White Wine: Enjoy this recipe with a light-bodied white wine such as
Sauvignon Blanc
Pinot Grigio
© Taste of Home 2014


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In support of the October 25th release of their new live DualDisc album, "Rockin' the Joint," Rock legends Aerosmith will embark on a tour this fall. The North American tour will be begun October 30-November 1 in Uncasville, Conn. Retro-rocker Lenny Kravitz has been tapped as the opening slot.
Here are Aerosmith/Lenny Kravitz tour dates: 10/30: Uncasville, CT, Mohegan Sun; 11/1: Uncasville, CT, Mohegan Sun; 11/3: Washington, DC, MCI Arena; 11/8: Uniondale, NY, Nassau Coliseum; 11/10: East Rutherford, NJ, Continental Airlines Arena; 11/12: Boston, TD Banknorth Garden; 11/16: Ottawa, Corel Centre; 11/18: Toronto, Air Canada Centre; 11/23: Philadelphia, Wachovia Center; 12/2: Atlantic City, NJ, Borgata; and 12/8: Winnipeg, MTS Center.
© AceShowbiz.com


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In this stunning biography of John Cage, Larson investigates how Buddhist concepts shaped Cage's approach to art, and the influence it had on other artists of his era (ie. Merce Cunningham, Robert Rauschenberg, etc.). If you're a fan of Cage, you will no doubt appreciate him even more after reading this wonderful book. His creative journey truly comes alive. —Recommended by Anah, City Lights Books
A "heroic" biography of John Cage and his "awakening through Zen Buddhism"—"a kind of love story" about a brilliant American pioneer of the creative arts who transformed himself and his culture (The New York Times)
Composer John Cage sought the silence of a mind at peace with itself—and found it in Zen Buddhism, a spiritual path that changed both his music and his view of the universe. "Remarkably researched, exquisitely written," Where the Heart Beats weaves together "a great many threads of cultural history" (Maria Popova, Brain Pickings) to illuminate Cage's struggle to accept himself and his relationship with choreographer Merce Cunningham. Freed to be his own man, Cage originated exciting experiments that set him at the epicenter of a new avant-garde forming in the 1950s. Robert Rauschenberg, Jasper Johns, Andy Warhol, Yoko Ono, Allan Kaprow, Morton Feldman, and Leo Castelli were among those influenced by his 'teaching' and 'preaching.' Where the Heart Beats shows the blossoming of Zen in the very heart of American culture.
261 Columbus Avenue at Broadway, San Francisco, CA 94133
phone: (415) 362-8193 • fax: (415) 362-
4921 • Open daily 10 am to midnight


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"Cars" gets bypassed at Oscars February 26, 2007Posted by Ron Warnick in Movies, Music.
8 comments
The hit Disney-Pixar movie "Cars" was bypassed for any Academy Awards victories on Sunday night, falling short in both the Best Animated Feature and Best Song categories.
And you can blame it on global warming. But more on that later.
"Cars" was favored to win Best Animated Feature, but "Happy Feet" scored a mild upset. After "Cars" scored a Golden Globe in that category, I initially figured it would be a lock for the Oscar.
But in recent weeks, I noticed momentum seemed to be swinging in "Happy Feet's" direction. I suspected something was up when Entertainment Weekly picked "Happy Feet" for the Oscar in an online contest.
For Best Song, the winner wasn't James Taylor's performance of "Our Town" from "Cars." Nor was it one of the three nominees from "Dreamgirls." The one who walked away with the statuette was Melissa Etheridge for her performance of "I Need to Wake Up" in the Oscar-winning documentary, "An Inconvenient Truth."
So what's global warming have to do with this? Everything.
In recent months, the issue has been near the forefront of the media and watercooler discussions. And that issue no doubt was on the minds of Academy voters.
That's why "Happy Feet," which had a strong environmental message in its ending, edged "Cars" for Animated Feature. That's why Etheridge's tune, which was tied to the global-warming documentary, beat "Our Town" and songs from a Tony-winning musical.
Perhaps Academy voters thought it was someone else's turn besides Pixar to win Oscars for animation. Perhaps Etheridge gained sympathy votes after her recent bout with cancer. And I'm sure a few people (including myself) thought "I Need to Wake Up" was one of the best songs of her long career.
But, in the end, the global warming issue was stacked against the fossil-fuel-burning characters of "Cars." They didn't call Sunday night "the Green Oscars" for nothing.
I felt only mild disappointment that "Cars" went home empty-handed. I would have been crushed if the movie had been a flop when it was released back in June. With $400 million in grosses and millions more in toy and product licensing, "Cars" is anything but a failure. An Academy Award or two would have been gravy.
I don't begrudge the global warming issue, either. For years, I've taken steps to reduce my energy consumption with compact fluorescent light bulbs, Energy Star appliances and fuel-efficient vehicles.
With Route 66, you can have the best of both worlds. You can cruise the Mother Road in a hybrid vehicle. With the historic highway's lower speed limits, you conserve even more fuel. And buying from mom-and-pop businesses along the road keeps more money within the community instead of sending it to distant, often-wasteful big boxes.
Route 66ers are known as preservationists. And I count the Earth as a worthwhile preservation project, too.
Sepia-toned scenes February 25, 2007Posted by Ron Warnick in Music.
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Here's a different YouTube video with a Route 66 theme. These are sepia-toned images of decaying vehicles and spots along the Mother Road, set to Lyle Lovett's "The Truck Song."
Blue Whale blues February 25, 2007Posted by Ron Warnick in Music, Road trips.
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Canadian singer-songwriter Melissa McClelland has posted Part 4 of her video diary from last summer's trip down Route 66.
In it, she wears a pretty white dress and belts out a bluesy tune, "Go Down Matthew," at the grounds of the Blue Whale of Catoosa, Okla. The song comes from her "Thumbelina's One Night Stand" album.
She says she appreciated the voodoo of the location — the sultry summer heat, chirping birds and insects and the nearby pond added to the song's vibe.
You can view Part 4 of the documentary at this site. (A high speed connection and Internet Explorer 6 browser are required.)
New "Cars" video game being produced February 24, 2007Posted by Ron Warnick in Books, Highways, History, Movies, People, Video games.
1 comment so far
Author and Route 66 expert Michael Wallis, who portrayed the Sheriff of Radiator Springs in the hit Disney-Pixar movie "Cars," provided some interesting news to me this week via e-mail:
This week I spent several hours in studio recording a brand new CARS video game featuring the Sheriff, Mater, Lightning and many of the other film characters. I cannot say too much about it, but we were able to do the work from a Tulsa studio, hooked up to Burbank and Emeryville (Calif.). From the gist of the script I worked from, I can tell you the action takes place after Lightning is comfortably settled in Radiator Springs and there is more Ghost Light material, etc.
All of us on the hookup had a great visit about this Sunday night and our joint hopes for an Academy Award victory! Not too cocky, but I for one am feeling pretty good about our chances.
We'll report more details on this video game as soon as we get them.
Wallis has quite a few other irons in the fire.
An Oklahoma Centennial edition of his book, "Way Down Yonder in the Indian Nation," has just been updated and reprinted by the University of Oklahoma Press.
Wallis' newest book, "Billy the Kid: The Endless Ride," is shipping to bookstores now and will be on sale March 19. A second printing has already been ordered. And for you roadies, Wallis says much of the action takes place "in Route 66 country."
Six major book clubs have purchased the book, foreign and audio rights have sold, Diane Rehm of NPR fame and severlal other major national radio/TV shows have booked me, big pieces coming in American Heritage, True West, NY and LA Times.
A 20-city book tour for the Billy the Kid book will begin next month and continue through April. Wallis says stops will include Tulsa, Oklahoma City, Albuquerque and Santa Fe.
His next book, "The Lincoln Highway: Coast to Coast from Times Square to the Golden Gate," with photographer Michael Williamson, will be out in July. There will be a book tour for that volume as well.
(Photograph of Wallis by Redforkhippie.)
Dining at Al's February 24, 2007Posted by Ron Warnick in Restaurants.
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Scott Cherry, food writer for the Tulsa World, stopped by Al's Route 66 Diner in Sapulpa, Okla.
Al's is gaining notice for its Big Daddy — a 66-ounce burger, three pounds of french fries and a 32-ounce milkshake. If you have a big enough appetite for it, call a day ahead and it will cost you $35.
But if you eat it all in 66 minutes, it's free. Only four people have taken the Big Daddy challenge so far, and all have failed.
Rally 'round Red Fork February 23, 2007Posted by Ron Warnick in History, Television, Towns.
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Today, I was sent this link to a video produced by Webster High School students in Tulsa and broadcast on a local TV station. The film is about the Red Fork Main Street revitalization program, and Route 66 plays a prominent part in those plans for Tulsa's west side.
The fledgling program is giving Red Fork a shot of optimism and a chance for a rebirth after years of decline.
Yes, the Grand Canyon Skywalk is real February 23, 2007Posted by Ron Warnick in Attractions.
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It's been reported for a while that Hualapai Indian tribe is constructing a Plexiglass-rimmed Skywalk that juts out 70 feet into the Grand Canyon, over the Colorado River. The fantastical project sounds like a scenery-lover's dream (or a nightmare if you have problems with vertigo).
Anyway, the Skywalk seems so improbable that Snopes.com, a site that debunks urban legends and e-mail rumors, has devoted a chapter to it. And, yes, Snopes reports that the reports about Skywalk are definitely true, and has construction photos from the project to buttress the evidence.
In addition, Grand Canyon Skywalk has its own Web site. According to the site, the official opening date of Skywalk will be March 28.
This thing is going to be a monster tourist attraction.


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Save to My Recipes
Whisky Collins
Published: July 2013 Servings: 8
- 1/3 cup sugar
- 2 cups Japanese whisky (such as Nikka or Suntory)
- 1 cup fresh lemon juice (from about 5 lemons)
- 1 12-ounce can club soda
- Lemon twists (optional; for serving)
PREPARATIONView Step-by-Step Directions
Combine sugar and 1/3 cup water in a jar. Cover; shake until sugar dissolves. Combine syrup, whisky, lemon juice, and club soda in a large pitcher. Add 8 cups ice; stir until ice begins to melt, about 1 minute. Serve over ice, garnished with lemon twists, if desired.
DO AHEAD: Syrup can be made 3 months ahead; cover and chill.
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Advice from the Bon Appétit Test Kitchen
The Bagel Whisperer
Chef Alex Bois is churning out some of the country's best bread and bagels. We get a look inside his process
Take the Adventure Path
Camping and picnic food don't need to consist of dried-out potatoes and store-bought macaroni salad. Make dining al fresco fresh again
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All Hail the Hot 10!
From a food truck to a "pastry luncheonette," these are the Best New Restaurants in America


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Tere dil me mere saanso ko panha mil jaaye
____________________ fill in the blank ?????
Tags: relationships, entertainment, tere dil
Asked by inquisitive, 21 Dec '12 10:01 pm
Earn 10 points for answering
Answers (7)
Tere ishq me meri jaan fanaa ho jayeAnswered by Avantika, 21 Dec '12 10:08 pm
Tere ishq me meri jaan fanaa ho jaayeAnswered by Lime Cordial, 22 Dec '12 11:46 am
Tere ishq me meri jaan fanaa ho jayeAnswered by manvika, 21 Dec '12 10:19 pm
U already know d answer...Answered by priya, 21 Dec '12 10:15 pm
Aamir khan or kajol hain is movie me.. Ha na.. Sachi me me ne bi itna he suna hai,, aage ka sontta us see pehale bijali chali gai thi,, aje to me bi jaan lun ga,, kia bol the aage ke..Answered by naveen soni, 21 Dec '12 10:08 pm
Kyunki kiraye per aur koi ghar nahi mila haiAnswered by rekha agarwal, 21 Dec '12 10:04 pm
Agar aap sa sathi hmari zindgi mein aa jaye....Answered by sameer, 21 Dec '12 10:02 pm


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Cinnamon Nut Twists >
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Nutritional Facts
Cinnamon Nut Twists
These tender treats shared by Mary Van Domelen of Appleton, Wisconsin are good with coffee. The golden twists have a pleasant cinnamon and nut filling and just a hint of sweetness.
16 Servings
Prep/Total Time: 30 min.
2 tubes (8 ounces
) refrigerated reduced-fat crescent rolls
2 tablespoons reduced-fat stick margarine
1/4 cup packed brown sugar
1 tablespoon ground cinnamon
1/3 cup finely chopped walnuts
Unroll both tubes of dough; press perforations and seams together to
form two rectangles. Spread with margarine. Combine brown sugar and
cinnamon; sprinkle over dough. Sprinkle with walnuts. Fold each
rectangle in half, starting from a short side. Cut each into eight
strips. Twist each strip and tie into knot. Place on ungreased
baking sheets. Bake at 375° for 10-12 minutes or until golden
brown. Serve warm. Yield: 16 servings.
Nutritional Facts:
One piece equals 139 calories, 7 g fat (1 g saturated fat), 0 cholesterol, 251 mg sodium, 16 g carbohydrate, trace fiber, 2 g protein.
Diabetic Exchanges:
1 starch, 1 fat.
© Taste of Home 2014


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The U.S. Treasury cash grants for new renewable power projects expired at the end of 2011. These incentives, which were implemented under Section 1603 of the American Recovery and Reinvestment...
News Digest
- to what it called "a significant market problem, namely the near total absence of price-responsive demand, which the ISO cannot address, in the short term, by less intrusive means."
- New England. As of the end of June, the proposal by NSTAR (parent company of Boston Edison) to ask the FERC to impose a $1,000 per megawatt-hour price cap for energy in ISO New England had drawn stiff protests from across the nation. Companies such as Aquila Energy Marketing, AES Energy Marketing, Tractebel Energy Marketing, Hydro Quebec Energy Services, and Duke Energy North America attacked the move. Other opponents included the Electric Power Supply Association and the Maine PUC. In particular, ISO New England decried allegations that it is forced to accept bids in peak periods. "This is not the case," it said. The ISO acknowledged that it must accept all reserve bids, but said that rule did not apply to energy. "Indeed," the ISO added, "there has never been an instance, since the markets began on May 1, 1999, where all energy bids were accepted-some energy bids are always rejected."
Ten-Minute Power Reserves. The FERC approved a request by the New York ISO to impose bidding restrictions on 10-minute, non-spinning operating reserves on an interim basis, after agreeing with the ISO that markets showed a lack of "workable competition," but many expressed dismay about aspects of the order and sought rehearing, including the ISO itself.
- Overbilling. Several parties, including the ISO itself, the state consumer protection board, and the state's association of municipal electric utilities, attacked the FERC's decision to bar the ISO from correcting the charges and rebilling customers who may have overpaid for reserve requirements.
- Self-Insurance. Other parties, including Niagara Mohawk Power Corp. and Rochester Gas & Electric, wondered why the ISO allegedly had forced them to acquire power reserves from east of the state's primary transmission constraint, rather than from the west, even when the largest single outage contingency in the east was small relative to the size of the purchase of reserve power. Said RG&E, "despite numerous attempts in bidding into the ISO to provide operating reserves, [we] have been essentially unable to sell supply reserves from west of the constraint."
- Market Power Analysis. The Long Island Power Authority challenged the price cap of $2.52 imposed for 10-minute, nonsynchronous (non-spinning) reserves, saying the cap had no basis, either as a competitive price or a cost-based rate. (The ISO had chosen the $2.52 cap, citing it as the highest price prevailing before the moment when the market became uncompetitive.) But LIPA argued against using antitrust market analysis to gauge competition, claiming that spinning and nonspinning reserves were essentially the same product, as spinning reserves could always substitute for nonspinning reserves. It urged using a performance-based measure of market power, which would test the percentage of hours that a given market participant wields influence.
In its final order, the FERC had noted that if the ISO could not fix its problems, the commission might find it necessary to intervene further.
Electric Reliability
Utility T&D Systems. The Michigan PSC


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Book your room at Days Inn St George
Room, 2 Queen Beds, Non SmokingMax Occupancy: 4 guests (up to 3 children)
Room, 1 King Bed, Non SmokingMax Occupancy: 2 guests (up to 1 child)
Room, 2 Queen Beds, SmokingMax Occupancy: 4 guests (up to 3 children)
Room, 1 King Bed, SmokingMax Occupancy: 2 guests (up to 1 child)
Suite, 1 King Bed, Non SmokingMax Occupancy: 2 guests (up to 1 child)
St. George motel with a seasonal outdoor pool
Situated in St. George, this motel is close to Outlets at Zion, Dixie State College of Utah, and St. George Musical Theater. Also nearby are Hansen Stadium and Vernon Worthen Park.
Property Features
Recreational amenities at Days Inn St George include a spa tub and a seasonal outdoor pool. Other amenities include complimentary wireless Internet access and dry cleaning/laundry services.
Room Amenities
Televisions come with cable channels. Guestrooms also feature complimentary wireless Internet access, refrigerators, and microwaves.Information missing or incorrect? Tell us!
Days Inn St George
Family Friendly Amenities
- Free Wi-Fi
- Laundry facilities
- Refrigerator
- Microwave
- Cribs/infant beds (complimentary)
Hotel Amenities
Days Inn St George features a spa tub and a seasonal outdoor pool. A computer station is located on site and high-speed wireless Internet access is complimentary. A complimentary breakfast is offered each morning. This St. George motel also offers complimentary newspapers in the lobby, laundry facilities, and dry cleaning/laundry services. Onsite self parking is complimentary.
- Free RV, bus, truck parking
- Computer station
- Free Wi-Fi
- Outdoor seasonal pool
- Total number of rooms - 87
- Number of floors - 3
- Number of buildings/towers - 2
- 24-hour front desk
- Complimentary newspapers in lobby
- Free breakfast
- Dry cleaning/laundry service
- Elevator/lift
- Laundry facilities
- Free self parking
- Spa tub
Available in all rooms: Free Wi-Fi
Available in some public areas: Free Wi-Fi
Room Amenities
- Cribs/infant beds (complimentary)
- Connecting/adjoining rooms available
- Cable TV service
- Free local calls
- Refrigerator
- Microwave
- Hair dryer
- Free Wi-Fi
Where to Eat
Guests are offered a complimentary continental breakfast each morning.
Nearby Things to Do
A seasonal outdoor pool and a spa tub are on site.
The recreational activities listed below are available either on site or nearby; fees may apply.
- Golfing nearby
Hotel Policies
Check-in time ends at 1 AM
Minimum check-in age is 21
Check-in time starts at 2 PM
Check-out time is 11 AM
Payment types
Pets allowed, Maximum number of pets per room 1, Pet maximum weight in lb is 25
You need to know
Extra-person charges may apply and vary depending on hotel policy.
Government-issued photo identification and a credit card or cash deposit are required at check-in for incidental charges.
Special requests are subject to availability upon check-in and may incur additional charges. Special requests cannot be guaranteed.
Service animals exempt from fees/restrictions
- Pet fee: USD 20 per pet, per night plus USD 100 one-time cleaning fee
We should mention
Children 12 years old and younger stay free when occupying the parent or guardian's room, using existing bedding. The property has connecting/adjoining rooms, which are subject to availability and can be requested by contacting the property using the number on the booking confirmation. The property allows pets in specific rooms only and has other pet restrictions (surcharges apply and can be found in the Fees section). Guests can arrange to bring pets by contacting the property directly, using the contact information on the booking confirmation.


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Contact: Laura Ost
National Institute of Standards and Technology (NIST)
Caption: NIST's prototype solid-state refrigerator uses quantum physics in the square chip mounted on the green circuit board to cool the much larger copper platform (in the middle of the photo) below standard cryogenic temperatures. Other objects can also be attached to the platform for cooling.
Credit: Schmidt/NIST
Usage Restrictions: None
Related news release: NIST quantum refrigerator offers extreme cooling and convenience


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TVC2400 Rackmount Video Wall Controller
- Long-Life uATX MB Options
- One or Two Video Cards
- Flexible Configuration Options
- Up to 4 Front-Access HDDs
- Overview
- Tech Specs
- Downloads
- Options
The TVC2400 Rackmount Video Wall Controller
Trenton's TVC2400 rackmount video wall controller features the long-life JXM7031 MicroATX motherboard, multiple front access storage drives, provides flexible system power options within a lightweight aluminum chassis, and supports a wide range of video controller board types.
Key features of the TVC2400 rackmount video wall controller include:
- Compact system features the latest video controller boards
- 2U video wall controller supports multiple front access HDDs
- Robust PCI Express 2.0 MicroATX embedded motherboard option
- Features a variety of flexible power supply options
- Configured to meet your video display wall requirements
- x16 PCI Express 2.0 support for up to two video controller cards
- Compact chassis weighs 23.8 lbs with motherboard and power supply installed
- Multiple front access drive carriers support a high-capacity SATA HDDs
- Video wall controller with front panel USB ports and LED status indicators
- Compact chassis weighs 23.8 lbs with motherboard and power supply installed
The Trenton JXM7031 and JXMS7031 MicroATX motherboards supported in the TVC2400 rackmount video wall controller feature a 7+ year product availability timeline and include Trenton Systems' exclusive 5-year factory warranty.
In addition, this rackmount video wall controller is backed by Trenton's unsurpassed US-based technical support and is a ideal choice for command and control centers and process control room video display wall applications.
Tech SpecsMODEL NUMBERCPU
Single-Processor MicroATX Embedded Motherboard (JXMS7031)
Features one, Intel® Xeon® C5500 Series long-life, quad-core or dual-core processor
The following CPUs are available for use with JXMS7031:
Intel® Xeon® EC5549 Processor – Quad core, 2.53GHz with Hyper-Threading, 8MB cache
Intel® Xeon® EC5539 Processor – Dual core, 2.27GHz without Hyper-Threading, 4MB cache
Intel® Xeon® EC5509 Processor – Quad core, 2.0GHz without Hyper-Threading, 8MB cache
Intel® Xeon® LC5528 Processor – Quad core, 2.13GHz with Hyper-Threading, 8MB cache
Consult Trenton for additional processor options.
Other industry standard MicroATX (uATX) motherboards are supported in the TVC2400 video controller.BOARD TYPE
Trenton's TVC2400 is a 2U video wall controller ideal for compact display wall controller applications. This video controller features Trenton's long-life MicroATX (uATX) motherboard (JXMS7031), multiple front access storage drives and flexible system power options in a lightweight aluminum chassis. The controller supports two of the latest video controller boards.DEPTH
18.0″/457mmVIDEO CARDS
2 – PCIe video cards (max)OPTION CARD SLOT DETAILS
There are two mechanical card slots available for use with the TVC2400 video controller. The TVC2400 motherboard supports x16 and x8 PCI Express 2.0 or 1.1 cards as well as a 32-bit/33MHz option card. The actual number and type of cards supported via the controller's option card slots is determined by the motherboard and riser card combination used in the specific TVC2400 configuration. The most common PCI Express riser card used with the JXMS7031 motherboard enables support for two high-end video controller boards.CHASSIS STANDARD
Lightweight Rugged Aluminum EnclosureCOLOR
19″ Rackmount Video Controller, 2U enclosure height, JXM7031 MicroATX embedded motherboard in a shallow-depth enclosure with front access HDD drive carriers, a slim-line optical drive, front panel USB ports with rear panel I/O ports and two PCI Express 2.0 option card slots with a fixed or removable power supply option.DRIVE BAYS
2 – PCIe video cards (max)
2 – Front access 3.5″ drive carriers for a SATA HDDs
4 – Front access 2.5″ drive carriers for a SATA HDDs
1 – Slim-line optical drive bayPOWER SUPPLY
1U rear-mounted/removable ATX/EPS or 2U fixed rear-mounted ATX/EPS
1U rear-mounted and removable 400W ATX/EPS power supply
2U fixed rear-mounted 650W ATX/EPS power supply
Other supply options available upon request.COOLING
3 – 80mm fans (front-mounted), 67CFM each, other system fan options availableINDICATORS
Front LEDs for HDD activity and power status and rear LED for LAN activityFRONT CONNECTOR PORTS
1 – Power On/Off
1 – System ResetAIR FILTER
Front access system filter for cleaning and maintenanceMETRIC DIMENSIONS
48.3cm (W) x 8.9cm (H) x 45.7cm (D)ENGLISH DIMENSIONS
19.0″ (W) x 3.5″ (H) x 18.0″ (D)CHASSIS NET WEIGHT
23.8 lbs. (10.81 Kg.) includes chassis, SHB, backplane and power supply only
Note: Final system weight is a function of a your specific TVC2400 video controller configuration