text: HISTORY OF FLIGHTOn October 18, 2001, at 1543 Alaska daylight time, a Bell 206L helicopter, N400EH, impacted the waters of Cook Inlet about six-tenths of a mile west of the shoreline off the approach end of runway 06 at Ted Stevens Anchorage International Airport, Anchorage, Alaska. The pilot, who held a commercial pilot's certificate, expired as a result of the accident sequence. Two passengers were fatally injured and two other passengers received serious injuries. The aircraft, which was owned and operated by Era Aviation, Inc., was on a visual flight rules (VFR) 14 CFR Part 135 on-demand charter flight. The flight was on a company-VFR flight plan.On the morning of the accident, around 0915, the subject pilot flew five individuals from the south ramp of Anchorage International Airport to Fire Island in N400EH, and then returned without passengers to the Era Helicopters facility. Around 1300, he again flew N400EH to Fire Island, and landed in a cleared area adjacent to the Federal Aviation Administration (FAA) navigational radio facility near Big Lake. After shutting down the aircraft, he entered the facility building, and waited for the FAA technicians to complete their work. By about 1515, the technicians were finished with their tasks at the facility, and were ready to depart the island. FAA certified audiotapes that recorded radio communications audible at the Anchorage Air Traffic Control Tower (Local Control) show that at 1531, the pilot of N400EH requested a special VRF clearance back to Anchorage International Airport with a landing at the south airpark. The tower advised the pilot to hold on the ground for a couple of minutes because there was inbound traffic to runway six left. The pilot acknowledged this transmission, and then waited on the ground until 1540 when Anchorage Tower issued him a special VFR clearance to enter the Anchorage class C airspace. That clearance included instructions to maintain one thousand one hundred feet or lower, and to proceed to the south airpark. The pilot then read back the clearance and indicated that "...we're on our way, thank you much." About two minutes and thirty seconds after the pilot indicated he was en route, the tower asked him what altitude he was at. He responded with "four hundred is at fifty feet." About 15 seconds after this transmission, Anchorage Tower directed Dynasty 212 Heavy to maintain two thousand feet and to continue to fly its present heading. At the end of that transmission, after what sounds like the click associated with the tower controller releasing his transmit button, there is what appears to be a separate sound that lasts for about five tenths of a second. That sound, which appears to be the end of a transmitted spoken word, was followed immediately with a one second-long squealing static sound that is consistent with the termination of a radio transmission overlapping the tower's transmission to Dynasty 212. After waiting for about five seconds for a response from Dynasty 212 Heavy, the tower repeated the instruction for Dynasty 212 to maintain 2,000 feet, but changed the heading to a right turn to 200 degrees. The flight crew of Dynasty 212 responded with a confirmation of the clearance, and then asked, "Did you copy aircraft going into the water?" Tower asked Dynasty 212 to "say again," and at 1543:17 Dynasty 212 responded with "Did you copy, it sounded like Era said he was going into the water." There were no further transmissions or responses from N400EH, and approximately two minutes later both the Ted Stevens Anchorage International Airport Police, and the National Guard's 11th Rescue Coordination Center were notified that the helicopter had probably entered the water. The two survivors were rescued by an Air National Guard HH-60 helicopter, and were transported to Alaska Regional Hospital in Anchorage by approximately 1645. Due to weather conditions, the Fire Department rescue boats and the National Guard search helicopters were recalled at approximately 1730.During the investigation, the IIC conducted multiple interviews with the two surviving passengers. According to the passenger in the right rear seat (facing forward), the helicopter had been sitting on the landing area adjacent to the VOR facility for at least two hours before he and the other passengers boarded for the flight back to the south ramp of Anchorage International Airport. He said that the pilot had come into the facility to relax and watch TV until the FAA personnel were ready to go back to Anchorage. He said that once they were finished at the site, the pilot and all the passengers boarded the aircraft, and the pilot started the engine. After the aircraft's engine was started, it remained on the ground with the engine running for what seemed to him to be about five to ten minutes. He said that by the time the helicopter lifted off, there was a considerable amount of condensation on the inside of the side windows in the area where he was sitting. After it lifted off, the helicopter entered a hover over the landing area, and remained in that position for about one minute. At the end of that time, the pilot set it back down on the landing area, but kept the engine running. Soon after the helicopter sat back down on the landing area, this passenger saw the pilot look at the left front seat passenger and point toward the left side of the front windscreen. Immediately thereafter, the passenger in the front left seat started wiping the inside of the windscreen with his glove. The rear seat passenger believed that the pilot's pointing action had been an indication to the front seat passenger to assist in removing the condensation from the inside of the front windscreen. The rear seat passenger then heard the pilot say "Can you hear me now" over the intercom. The passenger responded that he could, but he did not hear the front seat passenger, who was the only other passenger with a headset on, respond to the pilot's question. Soon thereafter, he heard the front seat passenger ask the pilot if they were on "weather hold," to which the pilot responded, "Yes." About five seconds later, after being on the ground for what seemed to the passenger to be about two minutes, the helicopter took off a second time. After takeoff, the helicopter flew "low over the trees," on a route that was more to the north than what the passenger had expected ("toward Palmer"). Upon reaching the shoreline of Fire Island, the helicopter descended until it was "very low over the water." When the investigator-in-charge asked the passenger for an estimate of the aircraft's height above the water, he said that it was really hard to tell, but that he thought it was about 10 to 15 feet. It appeared to the passenger that as the pilot continued on, the helicopter descended lower and lower, and was eventually flying at what seemed to be about five feet above the water. At that time, he could see white chop and "a lot of spray" being created where the wind from the aircraft's main rotor was impacting the surface of the water. He said that he was "real uncomfortable" with the low altitude, and wanted to say something to the pilot, but did not because he was concerned that he would break the pilot's concentration. According to this passenger, who was looking through the right side window of the helicopter, the pilot continued on at this low altitude for a period of time, and then appeared to enter what seemed like a hover. It appeared to the passenger that the aircraft was in a hover for about a minute, and then it seemed to start moving forward again. As it appeared to start moving forward, the helicopter seemed to descend a few more feet, and then about three to five seconds after descending, the skids drug through the water. Immediately thereafter, the aircraft pulled rapidly up from the water and climbed quickly for a few seconds to an undetermined altitude. As it leveled off, the helicopter began to rock sideways, and seemed to move erratically in many different directions. It then descended for approximately five seconds and impacted the water "very hard." Soon after the bottom of the helicopter impacted the water, it began to roll to the right, and the main rotor blades started to hit the surface of the water on the right side of the aircraft. The helicopter then slowly began to sink.After exiting the cabin and coming to the surface of the water, the passenger tried to make a call for help on two cell-phones he had in his possession, but he was not successful. He then attempted to sit on a portion of the helicopter that was on the surface of the water, in order to get his personal flotation device repositioned and connected correctly before inflating it. But, since he found this exacerbated the pain from the back injury he sustained during the impact, he slid back into the water. Once he was back in the water, he made the adjustment of his flotation device and pulled the inflation lanyards. The vest then successfully inflated. Soon after inflating his vest, he realized that he could see a shoreline, which at the time he thought was Fire Island, and he started swimming in that direction. After swimming in that direction for awhile, he discovered that he was making little progress against the receding tide, so he stopped swimming and floated until being picked up by a National Guard helicopter. According to this passenger, soon after the accident helicopter departed the shoreline of Fire Island, he was no longer able to see any land or inlet shoreline. He said that the water was calm and flat, and that it was very hard to tell exactly how high above the surface they were. In addition, he said that it was snowing at the time, and that everything, including the reflection on the water, was kind of grayish white. He could not see any clearly defined horizon, and he felt there were no clear visual clues as to where they were going. Although he could not ascertain the condition of the front windscreen of the helicopter, because most of it was not in his line of sight, he reported that he had to repeatedly wipe off the side window in the passenger cabin with his glove in order to see out.According to this passenger, the helicopter did not make any sudden or unexpected rolling or pitching movements prior to the skids contacting the water. He said that although he was uncomfortable with the aircraft flying at what looked to him to be just above the surface of the water, there was otherwise nothing unusual about the movements or the flight path of the helicopter until the skids touched the water. This passenger did not see any lights come on or flash inside the helicopter, nor did he hear any horns or beepers prior to the initiation of the dragging of the skids. He said that he did not hear anything that sounded like a change in the engine or rotor rpm, and that there were no other unusual noises. According to the other surviving passenger, who was riding in the front left seat, the pilot went out to the helicopter a short time prior to the loading of the passengers, and waited there until everyone was ready to board. Soon after everyone was loaded, the pilot started the aircraft's engine, but did not lift off for what seemed to this passenger to be about 15 minutes. When the pilot did lift off, the aircraft remained in a hover directly over the landing area for approximately one minute. It appeared to the passenger that during the period of time the aircraft was hovering, the pilot was looking around the area and observing the conditions. During the time the helicopter was hovering, this passenger specifically noted that the visibility had deteriorated to the point where he could not see across the channel to Anchorage. After hovering, the pilot sat the helicopter back down on the landing area, but kept the engine running. According to the passenger, at the time the pilot put the aircraft back down, about 75% of the humidity that was on the windscreen when the passengers boarded had evaporated. He also said that most of the humidity that remained at that time was wiped of by himself and the pilot using their gloves, and that thereafter seeing out the front was not a problem. About the same time as the front window was being wiped off, the passenger asked the pilot if they were on a "weather hold," and the pilot responded with "yes." About five minutes after setting the helicopter back down, the pilot took off again, and began heading toward the northeast end of Fire Island. As it headed north, the helicopter flew low over the trees until reaching the shoreline of the island. Then, according to this passenger, after passing the shoreline, the pilot slowly descended to a point where the helicopter was "…real close to the water." When asked by the investigator-in-charge (IIC) how high above the water they were, the passenger said that it appeared that they ultimately got down to about 10 feet from the surface, but he could not tell precisely. He further stated that although he could not tell exactly how high above the water they were, it was a lot lower than he thought they should be. As the aircraft continued toward Anchorage, it got low enough that the passenger could see a white spray off the top of the water where the force of the wind from the main rotor whipped up the surface. At one point, the passenger thought the skids were going to touch the water, but they did not. Soon thereafter, the skids either entered the water or skipped a couple of times across its surface. Almost immediately after the skids contacted the water, the helicopter's nose came up, its tail appeared to hit the water, and the aircraft quickly pulled away from the surface. Then, according to this witness, the nose dipped forward, and the pilot seemed to be rapidly moving the controls "…all over the place." The helicopter then began to rotate as it descended back toward the water. During the descent, the pilot quickly transmitted over his VHF radio that they were "…going in the water." Just after the pilot made his transmission, the helicopter hit the water "very hard." About the same time as the helicopter hit, the passenger remembers seeing the main rotor blades hitting the surface of the water either in front of the aircraft or off to the right side. The next thing the passenger remembers after the impact was coming to the surface of the water. As soon as he popped up, he yanked the activation lanyards on his flotation device, which immediately inflated. Soon thereafter he noticed that one other passenger was on the surface and that they could both see the shore. He and the other passenger soon started swimming toward shore. While he was swimming, he noticed a helicopter near his position, so he stopped trying to make it to shore and waited to be pulled from the water.According to this passenger, once they left the island, there was no visible horizon, and everything was "…just all gray." He said that they passed a sand bar en route, but once past that, he could not see any land, shoreline, or any other clear visual reference. He reported that it was snowing and the water was flat, and that it was hard to tell where the water ended and the sky began. He said that he had not seen any steady or flashing lights come on inside the helicopter while they were over the water. He also did not hear any horns or beepers, nor anything that sounded like a change in rpm or any unusual rotor or engine noises.According to this passenger, the aircraft did not make any sudden or unusual rolling or pitch movements prior to the skids touching the water. He said that although he thought they were too low, he felt they were "doing fine" until the skids touched the water. He said that the aircraft might have rapidly descended a few feet just before the skids touched the water, but he did not have a clear recollection and couldn't really be sure. It appeared to him that "…the pilot just flew it into the water." PERSONNEL INFORMATIONThe pilot of the subject aircraft held a commercial pilot certificate, and was rated to operate helicopters and single engine airplanes. His commercial license was first issued in October of 1969, and according to the Era Pilot Experience Record that he completed in early July 2001, he had accumulated over 10,000 pilot hours in helicopters, 8,000 of which were accrued in the Bell 206. Of his total pilot time, 50 was logged as offshore operations. The pilot did not hold an instrument rating, nor had he been issued an instructor rating in either airplanes or helicopters. His most recent second class FAA medical was completed on April 19, 2001. His only medical limitation was the requirement to wear corrective lenses while exercising the privileges of his airman's certificate. He held no medical waivers. A search of the Federal Aviation Administration's Accident/Incident Data System and the Enforcement Information System revealed no accident/incident or enforcement records.According to Era Helicopters' records, this individual had been employed as a pilot for the Alaska State Troopers from March of 1980 until January of 2001. During this period, his primary duties included flight support for general patrolling, surveillance, transportation of equipment and personnel, and search and rescue missions. He was hired by Era Aviation, Inc. on June 25, 2001, and completed his pre-assignment training on July 9, 2001. He successfully passed his VFR-only FAR Part 135 approval check on the same date. During that evaluation, in addition to the general and VFR portions of the check, he was evaluated on, and satisfactorily performed, three items from the Instrument Procedures section. Those items were unusual attitude recoveries, basic instrument airwork, and communications procedures. A review of the remarks section of the Part 135 Check Ride Form revealed the annotation, "Inadvertent IMC training completed-Base Month July." On July 9, 2001, he was given a duty assignment with Era Helicopters as a VFR-only helicopter pilot operating the Bell model 206 only. On July 29 he removed himself from flying status for the purpose of having arthroscopy surgery performed on one of his knees. After recovering from that procedure, a medical doctor examined him and gave him a medical release to return to flying status on October 10, 2001. As of the day of the accident, he had accumulated 9.5 hours flying time as a pilot for Era Helicopters. Of that total, .9 was revenue producing. His round robin flights to Fire Island on the day of the accident where his first passenger-carrying revenue operations for Era Helicopters. METEOROLOGICAL INFORMATIONAt the time the pilot of N400EH called Anchorage Tower to request a Special VFR clearance, Airport Terminal Information Service (ATIS) Juliet was in effect. According to this transmission, which became effective at 1406, the wind was variable at five knots, the visibility was one statute mile with light snow and mist. There was a broken ceiling at 400 feet above the airport, a broken layer at 1,700 feet, and a 3,400 foot overcast. The temperature and dew point were 0 degrees and -1 degrees Celsius respectively. The altimeter was 29.47 inches of mercury. The report also stated the continuous snow removal was in effect.The 1553 airport surface weather observation (METAR), which was taken approximately 10 minutes after the accident, indicated calm winds, 3/4 mile visibility, light snow and mist, a vertical visibility (indefinite ceiling) of 800 feet, a temperature of 0 degrees and a dew point of -1 degree, a barometric pressure of 29.47, with a remark that there was one mile visibility from the tower.During the investigation, the Investigator-In-Charge (IIC) talked with an individual who had been at a location less than one mile from the accident site at the time the aircraft impacted the water. According to this individual, who was sledding with his daughter in Kincaid Park at the time of the accident, when he departed his home in the southern part of Anchorage around 1500 in order to go to the park, the snow was light but steady. He said that as he neared the park, the snow, which was still steady, became medium in intensity. Then around 1530 or 1540, the snow started falling very heavily, and the visibility became very bad. He said that the flakes were big and that it became very much of a whiteout. He estimated that during the heavy snowfall the maximum distance he could see a dark colored object was about 500 feet. He said that during the heavy snow, the wind was either calm or very light. According to this individual, around 1600 the rate of snowfall decreased significantly, and as the snowfall decreased the visibility improved to the point where he could see out into Cook Inlet.The IIC also interviewed an individual who was working at another location on Fire Island at the time the helicopter departed for Anchorage. According to this individual, when she was flown to the island that morning around 0900, the visibility was "pretty good." But in the afternoon, the snow started to get heavier and the visibility decreased to the point where she could see only part way across the channel between the island and the mainland. She said that at the time the helicopter was reported to have departed, there was a lot of blowing snow, and the visibility had become "very bad." This same individual said that although she did not see or hear the subject helicopter depart Fire Island, about fifteen minutes after the accident was known to have occurred, the visibility had improved to the point where she could easily see what turned out to be rescue helicopters searching for survivors.WRECKAGE AND IMPACT INFORMATIONAccording to recorded radar tracking data, the aircraft impacted the water about six-tenth of a mile west of the mainland shoreline off the approach end of runway 06 right at Anchorage International Airport. Although the helicopter was not spotted during the original rescue mission, the survivors were located approximately at 61 degrees, 10.11 minutes north latitude, 150 degrees, 5.26 minutes west longitude. The helicopter, which is believed to have been moved from the accident site by the actions of the weather and tidal flows, was later recovered at approximate position 61 degrees, 10.35 minutes north latitude, 150 degrees, 7.45 minutes west longitude. At the time of its retrieval, one non-surviving passenger was found still buckled into the starboard middle aft-facing seat, and another was found buckled into the port aft front-facing seat. After the wreckage was removed from the water, it was taken to the Era Helicopters facility at Merrill Field where it underwent a detailed examination by the investigative team. The fuselage was essentially intact, but displayed overall structural deformation consistent with significant vertical (downward) deceleration. The majority of the belly structure under the occupant cabin displayed upward hydrodynamic deformation, and the belly structure beneath the baggage compartment had been severely buckled/compressed inward into the baggage cavity. The cabin roof was flexed downward where it attaches to the front windshield center post, and the aft portion of the roof had fractured at its junction with the rear passenger door post (station 120.0), and was displaced downward to a point near the top of the aft passenger seats. Overload fractures were present on the lower fuselage skin at station 119.0, and compression buckling was evident at the base of the cockpit center console. Both sides of the upper fuselage skin directly below the engine showed significant buckling, and at the same location on the right side of the fuselage there was a tear in the skin across the top one-third of the fuselage. The structure from this location aft, to include the entire tail boom assembly, was canted downward about ten degrees from the longitudinal axis of the cabin. The skid-attached emergency floats had come out of their containment bags, but were not inflated. The float inflation gas bottle had been partially dislodged from its belly mount, but the gas delivery line was still attached and the bottle was fully charged. Both engine inlet snow baffles (deflectors) were still attached to the airframe and showed no signs of damage.The cabin was essentially intact, with the flight controls and the instrument panel without major damage. The collective was in the full up position and the throttle twist-grip was in the IDLE position. Witness marks (scars) on the pilots anti-torque pedal linkage indicated that the left pedal was near the full-forward stop at the time of impact. The left collective, cyclic, and pedal assembly had been removed. The pilot's seat had flexed downward 3.5 inches and the left front passenger seat had flexed downward 3.75 inches. Both outboard aft seats and the starboard middle aft-facing seat showed a small downward deformation of their seat pan structure, but they had essentially maintained their structural rigidity.The aft portion of the tail boom displayed fractures just forward of the 90-degree gearbox, and the 90-degree gearbox was still attached to its mount and appeared to operate normally. The tail rotor system was still attached to the 90-degree gearbox, and the flapping, feathering, and pitch-change mechanisms operated normally. Both tail rotor blades were intact, with one blade showing lateral crushing damage near its tip. There was an angular indentation and paint transfer area on the left topside of the tail rotor drive shaft cover, just aft of the tail rotor danger arrow, that was consistent with an impact of the main rotor. The drive shaft itself was flattened and sheared at the point that it passed under this impact area. The vertical fin was still attached to the aft section of the tail boom, and did not appear to be significantly damaged. The horizontal stabilizer was still attached to the tail boom, but the right stabilizer end plate was fractured at its base and deformed outward (away from the tail boom). The top inside surface of the endplate showed paint transfers and multiple parallel scar lines consistent with an impact from the leading edge of the rotating main rotor blade. Except for a dent on the underside of one main rotor blade, just forward of the trim tab, the main rotor and rotor drive system appeared to be undamaged, intact, and functioning correctly. There was no evidence of control linkage or servo malfunction or anomaly. The main rotor freewheeling clutch unit was checked for proper free rotation and reengagement, and there was no evidence of malfunction. The transmission chip detector was examined and revealed no evidence of debris or contamination. The tail rotor drive shaft just aft of the transmission exhibited a torsional overload failure in a direction consistent with the main rotor driving and the tail rotor resisting.The on-site inspection of the engine revealed N1 and N2 shaft continuity throughout the engine drive train. It was further determined that all oil, fuel, and pneumatic tubes/hoses were intact, and their fittings were tight and undamaged. The airframe fuel filter was intact and contained what visually appeared to be uncontaminated fuel. The Fuel Control Unit, Power Turbine Governor, and the fuel pump were intact, with linkages correctly attached. The engine was sent to the Rolls-Royce facility in Indianapolis, Indiana for a further detailed FAA-monitored/controlled teardown inspection. That inspection revealed no evidence of mechanical failures or anomalies, and the turbine rotor blade witness marks observed during the teardown were consistent with an engine running at a low or idle power setting. The Fuel Control Unit (FCU) and the Power Turbine Governor (PTG) were sent to the Honeywell facility in South Bend, Indiana, for a further FAA-monitored teardown inspection. That inspection revealed no mechanical irregularities or anomalies. The Fuel Pump was sent to the Argo-Tech facility in Cleveland, Ohio for a further FAA-monitored teardown inspection. Although that inspection did not reveal any damage (except for salt water corrosion) or mechanical malfunctions, during testing the pump's high speed flows were slightly below the manufacturer's in-service specifications for this model pump (P/N 386500-5). Further investigation and a written statement by Rolls-Royce confirmed that although the pump's high speed flow was slightly lower than the pump manufacture's specification, it met or exceeded all Rolls-Royce performance requirements for the subject engine at both 100% N1 and engine light-off (the critical design point for the pump system). According to Rolls-Royce, "This pump is satisfactory for running an engine throughout its full operating envelope."In addition to the aforementioned tests/inspections, the light bulbs from the engine-out and low-rotor rpm warning systems were removed from their sockets and inspected to determine if there had been any filament stretch at the moment of impact (indicating the light may have been illuminated). All four bulbs were inspected at the NTSB's Anchorage Office, and two of the four were sent to the NTSB Materials Laboratory for further microscopic examination. None of the bulbs showed any clear indication of filament stretch or filament contact with the inside of the glass bulb surface.ADDITIONAL DATA AND INFORMAITONAs part of the investigation, the Era Aviation, Inc. Helicopter Operations Manual was reviewed to determine what ceiling, visibility, and relevant weather-dictated operating limitations were in effect at the time of the accident, for single pilot, single engine, VFR-only, day operations. According to that manual, offshore operations required a ceiling of 400 feet and a visibility of 2 miles. These minimums could be reduced to a 300 foot ceiling and a visibility of 1 mile if the aircraft contained both an operating weather radar and radar altimeter, and if the pilot had reason to believe that the conditions of reduced ceiling and visibility were "temporary." Onshore operations required a ceiling of 300 feet and a visibility of 1 mile, but the visibility requirement could be reduced to one-half mile "if the pilot is familiar with the area in which the flight will take place." The manual also required that the pilot maintain a visual surface reference "sufficient to control the helicopter." The terms "onshore" and "offshore" were not defined in the manual. In addition, section 508 of the manual (Whiteout Conditions) states; "The first and most important point is the decision to take off in marginal weather conditions where a whiteout is possible. If there is any doubt in your mind, DO NOT GO, wait for better conditions. It is not worth risking your life or your passengers." Section 508 also directs pilots to avoid flying over large flat areas "…when it is snowing or low visibility." The examples of such areas given in the manual are "…lakes, wide rivers, or flat tundra areas." It further states that during such conditions, the pilot should "…stay along a tree line, small streams, roads, power lines or railroads." Section 508 further instructs pilots to reduce their speed and get closer to their reference (tree line river bed, etc.) as the visibility lowers. In such conditions, it advises pilots to, "Increase your outside reference time and only come inside the cockpit when you feel it is absolutely necessary. The manual also states that, "This is also an important time to know exactly where you are so that whiteout areas can be avoided." It further states, "Unless you are familiar with the area, it may be best to wait on the ground for better weather."During the investigation, Air Traffic Control (ATC) audiotapes and recorded radar tracking data were reviewed in order to determine the relative proximity to the accident site of any "heavy aircraft" operating in the area at the time of the impact. According to that data, the nearest heavy aircraft passed approximately one-half mile east of the accident site just over seven minutes prior to the accident. At that time, the subject aircraft (5781 Heavy) was descending through 1,300 feet MSL on the localizer to runway 06 right. The FAA's Toxicology and Accident Research Laboratory performed a forensic toxicological examination on specimens taken from the pilot. The examination revealed no evidence of carbon monoxide or cyanide in the pilot's blood, nor any ethanol or drugs in his urine.The Office of the State of Alaska Medical Examiner performed an autopsy on the pilot, and the manner and cause of death were determined to be accidental by drowning.When the pilot's body was recovered from a location separate from where the helicopter was found, it was evident that his Personal Flotation Device (PFD) was not inflated. As part of the investigation, the PFD was inspected and activated by pulling the inflations lanyards. The inspection revealed no indication of a malfunction of the PFD, and when activated, it inflated and remained so during the test period. According to the individual who had been at Kincaid Park at the time of the accident, during the time when the snow was falling hard, he heard a "swooshing noise" coming from behind the trees at the bottom of the sledding hill. He said that to him it sounded like a helicopter, but since it seemed to be coming from a ground-level area behind the trees, he thought it had to be some other kind of machine making the noise. He reported that he heard the sound for about 30 seconds, and then it became silent. He didn't think anything of it, but later, after hearing about the accident, determined that it was probably the subject helicopter that he heard. A review of his location at the park revealed that the direction from which he heard the noise coming was in the direction of the impact point. He further said that he did not hear any loud or unusual noises prior to the termination of the rotor sound.


text:
Marian University is committed to the academic success of our students by ensuring proper course placement of each incoming student. Students accepted to Marian University could be required to complete the Accuplacer placement exam in the subject areas of elementary algebra and/or sentence skills. Depending on individual results, some students may also need to complete the Accuplacer assessment in the areas of arithmetic or college-level math and/or reading and/or writing. The assessment determines what level students begin their college career - all college-level, credit-bearing courses or take some non-credit bearing courses. Test results assist the University staff and faculty as well as the student, in providing the best academic support to each individual for a successful college career.
Marian has created three different testing options giving students more flexibility when scheduling their exams. By providing different options for testing, students are better able to focus solely on the exam. The results are important in determining course placement of both incoming freshman and transfer students.
Students can choose from the following testing options:
Remote Testing allows students to take the Marian University assessment off-site (closer to home) with an approved proctor (remote testing guidelines can be found in the column to the right on this page).
Individual Testing allows students to take the Marian University assessment on-site (Monday-Friday between the hours of 8:00 a.m. and 4:00 p.m.).
Group Testing allows students to take the Marian University assessment on-site in a group setting.
Students must complete the Accuplacer assessments prior to their scheduled SOAR date. This will allow Marian's learning specialists and academic advisors the time necessary to carefully consider each student's entire academic history (high school grades, high school course selection, ACT scores, and placement exam scores) before recommending course placements.
Accuplacer testing options are selected when completing Step Two of the New Student Enrollment Form.
What exams will I take? Students who will be required to complete an Accuplacer assessment may do so in the subject areas of elementary algebra and/or sentence skills. Depending on individual results, some students may also need to complete the Accuplacer assessment in the following areas of arithmetic or college-level math and/or reading and/or writing.
How long does the test take?The total length of time varies from one to three hours depending on the individual student.
What should I bring with me? Scratch paper will be provided by the test proctor, and a computer-based calculator will be available for select questions. Students are not allowed to use personal calculators or any other resources. Students will need to provide photo proof of identification on the day of their scheduled exam.
How can I prepare for the exams? To help prepare for the exams, students can choose to review basic concepts in reading, mathematics and English. Students may find GED, ACT or SAT review books (available at bookstores and public libraries) helpful in reviewing basic skills. Students can also prepare for the ACCUPLACER assessments by visiting the following Web sites:
Accuplacer Online Student Guide
Please click here for the study guide.
If students feel that they did not test to the best of their ability, they can request to retake the entire exam or portions of the exam. Retakes are granted on an individual basis by contacting the Coordinator of Academic Testing at (920) 923-8625. Click here for Accuplacer Retest Policy
Marian University students are able to get a YMCA membership for only $19.95 a month.
Marian University - Main Campus 45 S. National Ave. Fond du Lac, WI 54935-4699
CALL: 1-800-2-MARIAN (1-800-262-7426)EMAIL: email@example.com
© Copyright 2013 Marian University • Founded 1936 • Sponsored by the Congregation of Sisters of St. Agnes • Accreditation • Contact Us • Privacy Policy • Tobacco-Free Campus

subset: commoncrawl


text:
Humidity 17%
Winds 25.3mph
Humidity 17%
Winds 25.3mph
Humidity 27%
Winds 8.1mph
Aug 16, 2012 8:45 PM by Joe Bevans
Workers entered the Business of Fine Arts Center in Manitou Springs to find the building flooded this morning. Someone, assumed having a key, plugged all of the sinks and drains with plastic and turned on water last night.The damage is extensive and has damaged or destroyed many pieces of art. Police are looking for suspects.
7 hours ago


text:
Florida Yacht Party can host the holiday celebration of a lifetime for families as well as business. Imagine spending your holiday on one of our beautiful luxury yachts with your friends, business associates or loved ones. A luxury yacht charter is a perfect place for large families on Christmas or to host your over-the-top extravagant new years eve celebration with the best of friends. Nothing compares to cruising through the intracoastal waterway on a spacious and stylish luxury yacht while celebrating with good company. If your looking for an outstanding venue, look no further.
At Florida Yacht Partys', we have everything you need to celebrate in style, no matter what the occasion is. Breathtaking views included.
"They that go down to the sea in ships, that do business in great waters, these see the works of the Lord and his wonders in the deep. "
Psalms 107:23-24
The Holy Bible


text:
168 samplers found for State: 'TN'. ( Showing 11 - 20. )
1840 Emaline (Emma) Tennessee L. Motheral
Grassland, Williamson Co.
16"V x 141⁄2"H © TSS 012
fibers: silk
ground: 30 V/24 H ct. linen
1836 Frances Louisa Nolen
Cartouche and Vase Group
Clovercroft, Williamson Co.
fibers: silk
ground: linen
c.1820-1840 Fain Family Member
Region: TN, USA
East Tennessee Historical Society
101⁄4"V x 7"H © TSS 014
fibers: silk
ground: 32 ct. linen
1831 Sarah Harriet Stephenson
Little Dog Group
Spring Hill, Maury Co. and Williamson Co.
161⁄4"V x 18"H © TSS 015
fibers: silk
ground: 23 V/26 H ct. linen
1859 Mary Jane Stevens
Isabella S. Wallis Slate, Teacher
Union Academy
Trinity, Williamson Co.
171⁄4"V x 181⁄4"H © TSS 016
fibers: wool
ground: 28 ct. linen
1848 Mary S. Sutton
Sutton Family Governess?
Rigg's Cross Roads, Williamson Co.
193⁄4"V x 161⁄2"H © TSS 017
fibers: silk and wool
ground: 25 ct. linen
1851 Isabella S. Wallis Slate
Union Academy
Douglass, Williamson Co.
71⁄4"V x 93⁄4"H © TSS 018
fibers: silk
ground: 24 ct. perforated paper
1852 Mary Virginia Overby
Mt. View Academy
fibers: silk and wool?
ground: perforated paper
1818 Sarah Childress
Salem Female Academy, NC
Murfreesboro, Rutherford Co.
The James K. Polk Home, Columbia
121⁄4"V x 141⁄2"H © TSS 022
fibers: silk, silk chenille, watercolor, and ink
ground: silk
1844 Polk
Region: Middle Tennessee?
153⁄4"V x 161⁄8"H © TSS 024
fibers: silk
ground: 24 ct. linen


text:
02:47pm, 11/27/14
Sports Guy Hutch
Butch James
Big Jon
Saturday Night Cool Classics
60 Seconds to a Healthier You with Kathryn Davis
Rise Up Country
zMaX Racing Country
Bob Kingsley's Country Top 40
The Latest in Sports with Hutch
NASCAR Noise with Barry Richmond
Live on Location
Local Happenings
Submit Your Event
Address and Phone Numbers
Advertise with Us
Contest Rules
Online Winners
EEO Report
Job Openings
Privacy Policy
Tell Us What You Think
24/7 with Blake
He's always doing something; he never sits still. Find out when's his next venture to the "Possum's" house, what he plans to do on a Saturday night and the usual "Blake things."
In New York One Last Day!
by Blake Dalton
posted May 9 2011 1:01PM
I must say it has been a joy to be able to come and be here in New York with mom and the family for the last week. I've had a blast! Went to Mohegan Sun yesterday which is over in CT.
I fly home tomorrow and should be ready to be back at work in the next week or so. The check up from the doctor said great health and recovery was wayyyy ahead of schedule and amazing. Which I thank the good Lord for.
All is well and life couldn't be better! Thank you for the prayers never stopping and the love that has never left! I was told today that cards are still coming into the station and I will get those this week so thank you from the bottom of my heart!
As usual you know I love my videos! Classic country is king to me so I hope you like these! :D
Love as always and I'll update when I get home tomorrow.
Tags :
Topics :
Human Interest
Social :
Human Interest
Locations :
New York
Back To Blog
Recent Posts
Merle Haggard Show!!
Had A Blast At The Martinsville Speedway!
Martinsville Is Almost Here!!
Spring is FINALLY Here!!
George & Nancy Jones Celebrate!
Nov 2014
Oct 2014
Sep 2014
Aug 2014
Country has tons of summer songs, but what country song gets you ready for the cold?
Zac Brown Band - Colder Weather
Tim McGraw - Telluride
Charlie Pride - Snowflake
Kenny Chesney - All I Want For Christmas Is A Real Good Tan
View Results


text:
Family Nature Day rescheduled
The Gifford Farm in Bellevue said its annual nature day has been rescheduled due to inclement weather.
The Family Nature Day originally scheduled for Saturday, May 4, will now be held on May 18.
-- Check out other activities to explore this weekend
The region experienced a record-breaking storm that brought several inches of snow and cold temperatures this week.
A warm up is expected by the beginning of next week.
Copyright 2013 by KETV.com All rights reserved. This material may not be published, broadcast, rewritten or redistributed.


text:
Meyer, Martin H. F. and Hartmann, Markus and Krause, Hans-Joachim and Blankenstein, Gert and Mueller-Chorus, Birgit and Oster, Juergen and Miethe, Peter and Keusgen, Michael (2007) CRP determination based on a novel magnetic biosensor. BIOSENSORS & BIOELECTRONICS, 22 (6). pp. 973-979.
Full text is not hosted in this archive but may be available via the Official URL, or by requesting a copy from the corresponding author.
Official URL: http://www.sciencedirect.com/science?_ob=ArticleUR...
The c-reactive protein (CRP) is a very significant human blood marker for inflammatory processes and is routinely determined for many clinical purposes. The widespread and well established detection method for this similar to 115 kDa hepatic protein is the high-sensitivity ELISA assay (hsCRP-ELISA) in blood serum. New approaches in medical CRP diagnosis (e.g. for CVD, inflammatory bowel disease) require rapid quantification in native matrices. A novel CRP determination method based on magnetic detection is described and tested for human blood serum, saliva and urine. The detection principle is based on two different anti-CRP antibodies (monoclonal, IgG) for CRP trapment and labelling. The linear detection range of this immunosensor ranged from 25 ng/ml to 2.5 mu g/ml and is therefore much more sensitive than typical hsCRP-ELISA-assays. (c) 2006 Elsevier B.V. All rights reserved.
|Item Type:
|Uncontrolled Keywords:
|c-reactive protein (CRP); magnetic detection; immumosensor; inflammation; CVD; IBD
|Biomedical Science > Nanobiotechnology
Biomedical Science > Nanotechnology for human health
Biomedical Science > Nanomedicine
|ID Code:
|Deposited By:
|Farnush Anwar
|Deposited On:
|12 Dec 2008 11:30
|Last Modified:
|12 Dec 2008 11:30
Repository Staff Only: item control page


text:
NTSB Identification:
Accident occurred Thursday, May 18, 2000 in COBAN, Guatemala
Aircraft: Cessna 182P, registration:
Injuries: 4 Fatal.
This is preliminary information, subject to change, and may contain errors. The foreign authority was the source of this information.
On May 18, 2000, approximately 1035 central standard time, a Cessna 182P airplane, Guatemalan registration TG-JOR, was destroyed upon impact with terrain while in cruise flight near Coban, Guatemala. The non-instrument rated private pilot and the 3 passengers were fatally injured. The airplane was owned and operated by a private individual. Visual meteorological conditions prevailed for the cross country flight for which a flight plan was not filed. The planned 12-minute flight originated from an airstrip near Chama at approximately 1030, with the Coban Airport as its intended destination.
According to authorities, the airplane impacted on the side of a 5,100 foot hill, at the 4,500 foot level, in the cruise flight configuration in a wings level attitude. The point of impact was approximately 8 miles short of the Coban Airport. The 24-year old private pilot was reported to have accumulated a total of 200 flight hours.
The accident investigation is under the jurisdiction and control of the Government of the Republic of Guatemala. Any further information may be obtained from:
Republica de Guatemala Direccion General de Aviacion Civil Aeropuerto Internacional "La Aurora" Zona 13 Ciudad de Guatemala, Guatemala Centro America
This report is for informational purposes only and contains only information released by, and obtained from the DGAC of the Republic of Guatemala.
Index for May2000
Index of months


text:
Apparently, our friends overseas also love the idea of having a smart home. A company named Egardia has just launched its home monitoring security products and services in Germany, France, Austria and Belgium.
Perhaps that company name translates better overseas. However, what Egardia offers is enticing in any language. Designed for both homes and small businesses, Egardia allows customers to remotely monitor and secure properties from the web and/or a web-enabled smartphone.
Besides the monitoring, this DIY solution can also deliver text messages, email and phone calls, in case of burglary, flooding or fire. Once something goes down, a customer can access live camera images right through that web interface.
A basic alarm package is priced at EUR249 (about $353 U.S.), and can be upgraded with extra sensors, smoke detectors, wireless night vision IP cameras, and even panic buttons. There's also an additional service fee of about EUR9.95 ($14).
According to a recent Egardia survey, the company's services have decreased customer burglary rates by 81 percent. It sounds like a good system, but we have to wonder about the other 19 percent!Follow Electronic House on Facebook and Twitter.
Check out our recommendations for the season's best new TVs for home theater, living room or anywhere.
Home automation system helps wounded war veteran live more comfortably.
Check out our recommendations for the season's best new TVs for home theater, living room or anywhere.


text:
0cart: $0.00
Previous Page
[x] Close Window
Send your friend(s) a link to this product along with a personal message!
Your Name:
Your E-mail:
To: (your friend's email)
Your Message:
Cc me
Please enter the text below:
Overall Rating:
Read all reviews |
Write a review
Become the intern behind the hero in this The Amazing Spider-Man Movie - Gwen Deluxe Adult Plus Costume. This costume includes a black patterned dress, matching headband, intern badge (not pictured), and white lab coat. 3-piece set. Polyester. Hand Wash. Imported.
Does not include shoes or glasses. This is an officially licensed Marvel product.
1 Reviews - Overall Customer Rating:
Show all reviews |
Write a review |
Show reviews with photo(s) |
Show reviews with video(s)
Sizing: True to size
Reviewed by: Twix
(Read all my reviews)
Title: So cute and I never got to wear them
Date: May 21, 2013
Because the zipper broke while I was trying them on. Luckily, I got them during the $10 sale. Sadly, it makes no sense to ship them back and again pay for shipping to get the new pair to me that will also break. Zippers made of weak plastic. Who would have thought?
Couldn't even zip them for the picture. Boo.
Report this review as Inappropriate
Was this review helpful to you? Yes | No
Show all reviews
© CelebrateExpress.com. All Rights Reserved.CEWEB01


text:
Games of broken telephone often come to a grinding halt when neglected hair strands shout out messages to get some attention. Get your tendrils tamed with today's Groupon: a cut, blowdry, Keratin Treatment and Micro Mist for R355 at Carlton Hair International.
Professors in the subject that is hair, the skilled stylists at Carlton Hair International give heads a reason to make it through the winter and come out shining at the beginning of the festive season. Nothing short of hair-whisperers, Carlton's team of engineers are experts when it comes to hair care and make use of only top quality products and their nimble fingers. With an elite team that births wearable trends, the salon functions as a hub of style with each location boasting an eclectic personality. Each super-sleek salon's services are tailored to match the unique talent and atmosphere that the location provides. Groupon grippers will be entitled to the use of the talented stylists' fingertips and an indulgent and hair-healthy treatment.
Like bad actors, hair was made to be cut, which is why your Groupon entitles you to a style update with a trained professional. Choose to trim, snip or chop off whole chunks with a style specifically suited to your brief. Next, get your tendrils tamed and treated with the Keratin Treatment. The Keratin Miracle treatment provides a heads in need of TLC with a suitable solution. The treatment is a strong, professional reconstruction serum suitable for seriously damaged hair; and with the cutting-edge technology of the Micro Mist machine, the modern-day marvel treatment is locked deep into your hair. Best absorbed and providing optimum results with this technique, you're left with a stunning mop of tresses more than happy to obediently pass along secrets in your impromptu games of broken telephone.Hair Fact: It was finally decided that "The Magic Yoyo", found behind an Egyptian pyramid, was best used on hair. The gadget straightens hair in record speeds and if manoeuvred in the correct way can release hydrating treatments on tresses.
Further deals in this category
Further deals in this city
Further deals in South Africa
Further deals in other categories
In a Nutshell
- Save 50% on a cut, blowdry, Keratin Treatment and Micro Mist
- Internationally affiliated hair salon
- In touch with the latest trends and styles
- Update your style
- Professional and skilled hairstylists
- Perfect for reviving dreary heads
- Range of locations to choose from
- Ideal as a Christmas gift
The Fine Print
- Groupon redeemable for 6 months
- Booking essential and subject to availability. Choose from the following branches: Gateway – 031 566 3061; Hillcrest Express – 031 765 5054; La Lucia – 031 572 6113
- One Groupon per person, additional as gifts
- Redeemable Monday to Friday only
- Groupon only issued and valid once deal closes
- Redemption only on presentation of individual printed Groupon
- The picture displayed is just a representation
- Groupon not redeemable with in-store promotions
- Cancellation policy applies
- Groupon excludes master stylists


text:
Everybody's got a story.
Powerful design tells a story. I love hearing stories and telling them too. And as a visual person, I love the challenge and opportunity to tell stories in a visual way. I am obsessed with color, typography and pattern and use them to infuse energy and life into every project I work on.
I am currently pursuing freelance design and art direction, specializing in logo and brand development among print, interactive and web design. With eight years working in two of Baltimore's prominent ad agencies, I have worked with an array of clients to develop marketing, branding, identity and campaign communication. My client list has included: University of Maryland University College, Nobel Schools, Towson University, Ocean City Tourism, Smyth Jewelers, Old Bay, Natty Boh, Cold Stone Creamery, SunTrust Bank and New Pathways (a non-profit).
Working for two of Baltimore's largest advertising agencies, MGH and Planit, as well as pursuing freelance opportunities, I have worked with an array of clients to develop identity and branding and campaign communication across print and digital platforms. These are a few of the clients I've worked with over the years.
Clients include:
Communications Arts
Insight on design/design community, forums, design articles and new work.
The haps in advertising and commentary on brands and campaigns.
Typography education and exposure as well as best practices.
Font Feed
Type solutions and conversations about type. Also to find and purchase fonts.
Brand New
Branding, identity and packaging inspiration.
Design blog with great inspiration and exposure to new trends in design.
Creative Pro
Design trends and design know-how.
A great resource in magazine layout and wayfinding with solid design.


text:
Dr. Heinz Fischer, Federal President of Austria
There is no doubt about it: the Life Ball in Vienna rightly attracts a high degree of media attention – both within Austria and far beyond its borders. Characterized by its full dedication to support HIV-positive people and those who are ill with AIDS, its organizers do deserve full recognition for their enormous commitment throughout the year. Moreover, the ball in its unique feature sets a distinctive and successful example for tolerance and openness, year after year, since 1993. The Life Ball thus has contributed a lot to the social acceptance of »being different«, clearly rejecting social exclusion and vilification.
Sharon Stone, Actress
We can't end AIDS if we don't stand up for our humanity. It's going to matter if we make a difference for human rights.
President Bill Clinton, William J. Clinton Foundation
Since 2002, the Clinton Health Access Initiative has worked to bring organization and investment to fight the global HIV/AIDS pandemic. To date, more than 4 million have benefited from our negotiations that have lowered the prices on lifesaving medicines that had previously been inaccessible in the developing world. Though we've made great progress in the last decade – in good part because of Gery Keszler's enduring vision and the attention and resources Life Ball has raised in support of this fight – we all must do more to prevent new infections and build stronger healthy systems. With every Life Ball I attend, I grow more optimistic that we have the determination, the innovation, and the obligation to build a world that is more equitable, prosperous, and AIDS-free for our children and grandchildren.
Michel Sidibé, Executive Director UNAIDS
UNAIDS is a proud partner and supporter of AIDS LIFE and the Life Ball. Our collaboration underscores the importance of building innovative partnerships in the AIDS response as a way to reach more people with messages on HIV prevention and the importance of addressing stigma and discrimination. The upcoming AIDS Solidarity Gala and Life Ball will provide us with an additional international platform to raise awareness on the progress made as well as the challenges remaining in the AIDS response. I look forward to participating in this year's events in Vienna, alongside my friend Gery Keszler and the many other advocates who work tirelessly to make Life Ball happen.
Janet Jackson, amfAR – The Foundation for AIDS Research
HIV/AIDS is a pandemic which requires our immediate and continued attention. So much progress has been made, thanks to leading organizations such as amfAR, in the fight. Combination therapy has made HIV a maintainable disease, but sadly, there is still no cure and it continues to spread at alarming rates. HIV/AIDS is a continuing hazard, both in the Unites States and abroad. This is why I am honored to join with amfAR to bring awareness and help raise the much needed funding for their work.


text: On June 24, 1998, about 1610 Eastern Daylight Time, an Extra Flugzeugbau EA-260, N148GC, was destroyed during a forced landing near Georgia, Vermont. The certificated commercial pilot received minor injuries. Visual meteorological conditions prevailed at the time of the accident. No flight plan was filed for the personal flight conducted under 14 CFR Part 91.According to the pilot, the airplane was in flight approximately 40 minutes when the engine started to produce "very limited" power. The main fuel tank gauge indicated empty and the auxiliary fuel tank gauge showed 1/4 to 1/3 full. The pilot had a low fuel flow indication, and the boost pump had no effect. The pilot elected to land in a large field to resolve the problem. During touchdown, "the left gear encountered a small hole and collapsed," and the left wing impacted the ground. According to a Federal Aviation Administration (FAA) Inspector, the airplane had three fuel tanks: two wing tanks that gravity feed into a main tank. The fuel indication system consisted of two gages in the cockpit; one gauge indicated fuel in the main tank, and the other indicated fuel in the left wing. The engine received fuel from the main tank through a filter screen. During FAA inspection, the left and main tanks were found empty, and it was determined that the right tank had contained about 7 gallons of fuel. The fuel bowl had fuel in it, and the screen was clean. The left wing cap was found to be slightly loose and had a flattened o-ring where the cap screwed into the tank. The fuel vent line was disconnected, and no obstructions were found. "The propeller blades were sheared at the hub, indicating that the engine was under power upon landing."The pilot, who held FAA maintenance inspection authorization (IA), disassembled the airplane for transport. When the gravity fuel line from the right tank was disconnected from the main tank, no fuel flowed out of it. However, once the right tank vent line was removed, fuel flowed freely. Another person on-scene placed his thumb over the hole where the fuel vent line had been, and the flow of fuel stopped. The pilot suspected that insects in the fuel vent system prevented normal fuel flow from the right tank to the main tank. Coincidentally, on initial takeoff there was also no airspeed indication. Then on downwind, the indicator began to work normally. According to the pilot, there was an inordinate amount of mud daubers in the region due to heavy spring rains.When asked why he hadn't landed before the main fuel gauge indicated zero, the pilot stated that he had not been looking at the fuel gauges because they were normally unreliable. He used timing to determine fuel consumption.


text:
Get well soon brother.
I've been at home sick, I think I have strep, trying to take it easy. Talking a lot does not do my voice well. Hopefully I will be able to record this week's episode tomorrow and have it up ASAP after that. Kazey, idk if you want to make this a note on the home page or not. Just thought I'd let everyone know why it's delayed.
"If the world is something you accept rather than interpret, then you're susceptible to the influence of charismatic idiots." -Neil deGrasee Tyson
Twitter @Aggathon || @Tankspot || Twitch.Tv/Aggathon
Get well soon brother.
READ THIS: Posting & Chat Rules


text:
Each year Central City, Colorado takes a trip down nostalgia lane and connects back with its roots. In honor of the sometimes forgotten gold mining days of the city, they put on what is called the Madam Lou Bunch Day named after one of the cities most notable character. Madam Lou Bunch was a reside ... More >>
If you like Colorado history, gravestone architecture and walking above thousands of dead bodies at night, then Riverside Cemetery has a deal for you! Starting tomorrow and continuing through October 27, the cemetery will be offering its annual Moonlight History and Mystery Tour. Then on Monday, O ... More >>
Head for the hills if you want to own a real piece of history -- or just see history in the taking. At 1 p.m. today, a 6.8 acre piece of property in Central City will be auctioned off, complete with five historic brick and stone buildings.
The controversy that broke last fall over Rick Perry's "Niggerhead" sign at a family hunting camp got Roger Baker, manager of Gilpin County, thinking that it was time -- long past time, actually -- to change the name of "Negro Hill." Yes, in 2011 that was still the official name of a spot near the c ... More >>
Gabriel's Daughter unfolds into a pleasant Western pageant.
Essie Garrett pulls ahead for Emily's sake
Clara Brown�s epic story gets a multimedia treatment.
From the week of February 8, 2001


text:
|Red Beans and Rice cooked in coconut milk for a taste of the islands. (Photo from A Year of Slow Cooking.)
This island-style red beans and rice starts with soaked and parboiled red beans, rice, onion, garlic, red pepper, and coconut milk, and what you end up with is a tropical version of red beans and rice that sounds delicious. The recipe for Slow Cooker Coconut Red Beans and Rice from A Year of Slow Cooking will explain why dried red beans need to be par-boiled before they're cooked in a CrockPot if you don't know about that.
I hope you enjoy trying this from-scratch slow cooker recipe! Use this link to get the recipe for Slow Cooker Coconut Red Beans and Rice from A Year of Slow Cooking.
Submit Your Recipes: --If you're a food blogger with a good from-scratch slow cooker recipe you'd like to have featured on this site, here's how to submit it.
Rate the Recipes: --If you come back and leave a reaction (after you've tried a recipe), that feedback helps other readers to know which recipes they might like to try. Thanks!