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Last Movie You Watched? (Part 6) |
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10-12-2012, 02:45 | #101 |
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Transsiberian - 6/10
The acting was pretty good and the story was enjoyable but it was just so poorly edited. |
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10-12-2012, 06:51 | #102 |
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Devil - 5/10
It was just meh. It was neither "scary" nor very thought-provoking. Shutter Island - 6/10 It was fairly decent. The plot was alright but I was battling my way though it to stay awake. It doesn't help that I'm not a Leo DiCaprio fan. |
10-12-2012, 09:17 | #103 |
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Nativity 2 - kids and wife liked it but I found it tedious. 3/10
10-12-2012, 09:18 | #104 |
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Young Adult - it was dark, but watchable. 7/10
Elf - Love it, and makes me giggle - 8/10 It's a Wonderful Life - 10/10 Expendables (missed the end as i nodded off). I have seen it before though, and i love it - 9/10 |
10-12-2012, 17:30 | #105 |
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The Corpse Grinders (1971) 3/10 Cheap 70's horror (?) which sees a pet food manufacturer turn out an expensive new cat food 'Lotus'. Made from the corpses of the dead that are robbed from the cemetary or those of murdered bums. But the taste of human flesh send the moggies into a frenzy! If one word was to decribe this movie it would have to be Crap!........or Cat Crap!
10-12-2012, 17:48 | #106 |
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Watched Now is good last night... sad film Dakota as amazing init. I hate films with cancer cause you know it always ends badly, and this was no different literally had tears pouring out of eyes without me even realising till my mate told me.
Real emotional film i recommend it. |
10-12-2012, 17:53 | #107 |
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I've been meaning to see that for quite some time...
Wouldn't have thought it to be 10/10 material though. Anyway... Jingle All The Way Elf Home Alone (I may have had a Christmas party hangover today) It depends on your taste. I liked it. 8.5/10. But it has beautiful girls in skimpy outfits with guns. How could I not like it? Anyway... Predators (ch.4 Sat) 6/10. A decent attempt to emulate the original. A switch off your brain film. |
10-12-2012, 19:32 | #108 |
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Ted 7/10 - It's an adult movie about a young boy and a teddy bear and their promise to be best friends forever. Only it gets a bit messy when the boy becomes a grown up man. I found it fun and entertaining.
Predator 9/10 - Classic Arnie versus the Predator. It's just as good as I remembered it. |
10-12-2012, 19:33 | #109 |
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10-12-2012, 21:59 | #110 |
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The Expendables - 6.5/10 It was a bit of a mess to be honest and Stallone was on top slurring form for the most part. I gave up towards the end because MOTD2 had started. Not sure I can be bothered catching up with the last 15 mins or so.
10-12-2012, 22:32 | #111 |
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Seven Psychopaths (at the pictures) 7/10
The Men Who Stare At Goats (Netflix) 6/10 |
10-12-2012, 23:19 | #112 |
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Just seen Casino Royale I found the film to really be to long it went on for ever.
So would give it a 4.5 out of 10. |
11-12-2012, 01:23 | #113 |
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Die Hard 1/2 .great double ..10/10 ..welcome to the party pal !
The Lovely Bones 9/10 ..emotional, disturbing, moving !,...,Brilliant acting by Saoirse Ronan and Stanley Tucci ! The Devil Rides Out 1968 10/10...i dare them to make even a half decent attempt to remake this Hammer Horror classic ! |
11-12-2012, 03:02 | #114 |
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The Expendables 6/10. It was of course action-packed but I didn't find it as riveting as I'd expected.
Mr & Mrs Smith 7/10. I found it entertaining, easy viewing. |
11-12-2012, 08:04 | #115 |
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Cinema - Sightseers: Excellent, and being an intelligent, extremely dark British film, the theatre was empty too. Result!
TV - Hulk on ITV2: Not normally my cup of tea, but I have to say I thoroughly enjoyed it. A genuine surprise. |
11-12-2012, 22:08 | #116 |
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Liberal Arts - about a 35 year old man going back to his Alma Mater and becoming involved with a very mature 19-year-old, through whom he learns to finally grow up.
A gentle film, made me smile, enjoyed it very much. Really good performances, especially from Elizabeth Olsen (younger sister of the Olsen twins, who seems to be persuing a good solid acting career through... unbelievably ... talent ) 7/10 |
12-12-2012, 00:36 | #117 |
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The Hunter with Willem Dafoe stunning slow burner 8/10
U Turn on Lovefilm, great under seen Oliver Stone flick, soundtrack is awesome 9/10 Universal Soldier Day of Reckoning, surprisingly good DTV 7/10 based on v.low expectations. |
12-12-2012, 11:38 | #118 |
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Battle of the bulbs, on the Christmas24 Channel
Was ok for a made for tv lighthearted movie. |
12-12-2012, 12:07 | #119 |
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The Sting (Blu Ray)
Newman, Redford and and a flawless supporting cast. Pure perfection. 10/10 |
12-12-2012, 12:51 | #120 |
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Simple Men (1992) - Art house film. Some would see this as a little pretentious, but it's beautifully acted and pokes fun at the ideas and concepts it raises.
9/10 (probably deserves more) |
12-12-2012, 14:38 | #121 |
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The Perks of Being a Wallflower - 10/10
Riding in Cars with Boys - 7/10 |
12-12-2012, 17:11 | #122 |
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Amour 8/10 - Not bad.
12-12-2012, 19:28 | #123 |
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A Simple Plan (1998) - 7/10
12-12-2012, 21:46 | #124 |
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Fast Five
Big meathead muscle-bound men, fast cars, women in hardly any clothes, action SO OTT it makes the stunts in Die Hard 4.0 seem realistic, A.K.A this is your typical blokes movie. The plots are ridiculous; the stunts are over the top and in some cases impossible. Great for pure escapism and/or for a lads night but its not a cinematic masterpiece (non of these films are) and if youre looking for decent plot, characters and development, acting etc you wont find it here. What you will find is two hours of pure adrenaline fuelled (or petrol fuelled, or even [Vin] Diesel fuelled ..) mayhem that is mindless entertainment. 5/10 Marnie Easily one of my favourite Hitchcock pieces. Story is simple, but develops well. Its funny (perhaps sometimes when it shouldnt be), Tippi Hedren (isnt thats a brand of specialist shampoo .?!) steals the show with a fantastic performance and Diane Baker oozes sexiness as the sister-in-law! Sean Connery is just Sean Connery as usual but is decent enough when needed. There is some strong subject matter here and some great stand-out scenes and the way it is filmed and directed is some of the best Hitchcock work imo. The film also contains the most obvious cameo from Hitchcock in any of his films! The only let down was the reliance on fake backdrops again and some scenes you could tell were filmed on boxed sets. Still very good though! 9/10 Serpico I dont usually watch films on the recommendation or demands of others, but I watched this after someone suggested it to me because it sounded good. I get a Life On Mars series two story arc vibe from it with all the corruption and investigations and so on, but I mean that in a good way. The film does feel a tad overlong but its dark, dangerous and amusing (especially all the costume changes/disguises Al Pacino goes through ) and quite sad in a way (especially considering its based on a true story). Al Pacino nails the lead role in my opinion and is the best thing about the film acting wise certainly one of his best performances imo. I was just a bit disappointed by the ending and what led to the events depicted at the start. I thought there would be more to it. 7/10 The Girl With The Dragon Tattoo Danny Craig version. Once it all comes together the plot is very basic but its a decent watch, very well made and pretty well acted. The locations and settings are great; the tone of the story is dark and bitter and Craig is on top form as usual. The star of the show though is easily Rooney Mara whose performance is truly amazing throughout the film show stealing! Its an overlong film for what it is when you see the ending and the depth of the side-story (about the newspaper) Im sure could have been cut down, but overall very well put together, a decent story and acting turn from Craig and a knockout performance from Mara. 8/10 The Basketball Diaries Ok, I take back what I said about DiCaprio being a better actor as he has gotten older, yes he is a great actor now in my eyes, but his performance in this is utterly fantastic! The film is based around the events in the life of the once-promising basketball hopefully Jim Carroll and his fall from grace before he rose out of the ashes and turned his life around somewhat. The subject matter is very dark and at times quite scary but its a great insight to the dude behind the story and life in 1960s New York. Theyre some familiar faces in there too with Mark Wahlberg and Michael Imperioli popping up. The direction is just as dark and grim as the subject matter, so it works well and the theme and soundtrack are good stuff. I dont think this will be for everyone, but for what it is its very, very good. Great performance by DiCaprio. 9/10 |
12-12-2012, 21:48 | #125 |
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Holiday Inn (1942) - 7/10
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If you are 10-14 years old and would like to become a sports writer, here's your chance:
Predict how the Pistons will do this season. Are they headed to the NBA Finals?
Keep your answer to 100 words or fewer, and you might sit on press row and get free tickets to the Pistons' game Nov. 1 against Washington at the Palace.
One winner will get to be a sports writer for a day as part of the Pistons' "Kids' Opening Night" celebration. The winner will get a press credential, visit the locker room and write a game story that will be published in the Free Press and online.
The winner also will get four tickets and a parking pass to the Saturday night game, which will start at 7:30 p.m.
E-mail entries by Wednesday, Oct. 29 to email@example.com or fax to 313-222-5983. Include your name, address, age and home phone number.

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16 sales so far, I'll be releasing a new item next week so I'm pretty optimistic it will be a good month
Very good start! But I think adding horizontal scrollbars for new items, featured items is not a really good idea. It's way better to just collapse all items vertically.
Look at your HTML output when you have them manually in the head, and when you're using wp_enqueue_scripts. What's the difference? Do the path in your script point to the correct location? Keep in mind that get_template_directory_uri() returns a URL path to the theme root directory, not the site root.
When you're already using wp_register_script with all the arguments, you only need to call wp_enqueue_script with the script handle. so after wp_register_scripts as on your code above, you only need to call wp_enqueue_script( 'supersized' );
Was shopping at Amazon yesterday and the exchange rate was ridiculous. PayPal's is way better.
gohero saidThis new plugin by my all time favorite developer will suit all photographers needs :)\ http://photoswipe.com
subsolar saidNo, fullscreen slideshows don't work with photography. They work if you're promoting a hotel. Photography would need a monochrome background (in slideshow mode, for instance) and to display the maximum size possible without cropping the picture.
Thank you for all that information! You have in mind – backgrounds that are not images? Because there is always some cropping when viewed on different screen sizes.
I'm developing a photography theme right now, and seems like I'll be adding PixProof support after the initial release. (which I just know about after reading this thread).
After 10 days of February, sales have been very good, and I haven't released anything for two months. Actually sales are dropping because of the multipurpose themes raises the quality standards you need to have decent sales. The same looking themes and templates, with the only difference in the headers and animations won't sell anymore. That's what I saw since last year.
I thought it was the sound of a game, but it was the sound of the extension! Very cool
It seems your customer uploads the zip file including the docs etc. directly into his site, just tell him to first extract the zip file and take the theme out of the zip package before installing.
I've already stopped supporting IE8 since last year, and not even one customer has complained


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Posted by mdbergmann at Aug 10, 2011 4:12:14 AM |
Name complaints Hi. Some people complained about the name "Eloquent". I'll be willing to rename it once more. What do you think about it? We could collect some suggestions in this thread which we then could vote over. "MacSword" unfortunately is a name which Apple doesn't accept in the AppStore where I've planed to put the application eventually. Manfred |
Current timezone is GMT Mar 3, 2015 9:41:21 AM |


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New single from N.O.R.E. featuring Busta Rhymes, Game and Waka Flocka. New mixtape Crack On Steroids coming soon.
Monthly Archives: January 2012
Bow Wow ft. Lil Wayne – Sweat [Video]
Previously: Lil Wayne ft. Bruno Mars – Mirror [Video]
Torch ft. Meek Mill x Wale x Stalley x Gunplay x Young Breed – Slowdown
U.F.O. 2 drops February 24th.
Download "Slowdown" | Mediafire
Young Gliss ft. Prodigy x Jon Connor x Lo Keys x Killer Mike x Just Shawn – No One Can Stop Us Now
Young Gliss Recruits Hip Hop Legends Prodigy and Killer Mike,and Buzzing Upcomers Jon Connor and Lo Keys, and R&B Sensation Just Shawn For a Monster Collaborative Track Produced By Big Rooth. The Glimmer Ep coming soon.
Download "No One Can Stop Us Now" Here
Don Trip – Allen Iverson (Prod. By Cool & Dre)
Don Trip goes off on this one. This is the first drop from Trip's upcoming DJ Drama assisted GUERRILLA.
Sidebar: AI mannn the kid was a problem!
Download "Allen Iverson" | Mediafire
Common – Cosmic Kev Freestyle
Common spits 2 freestyles on Cosmic Kev's show over 'Streets Is Watching' and 'Shot Caller'.
Download "Streets Is Watching Freestyle" | Mediafire
Download "Shot Caller Freestyle" | Mediafire
Studio Sessions: Slim Dunkin x Skool Boy – Koo Koo [Video]
Slim Dunkin & Skool Boy hit the studio to record "Koo Koo."
R.I.P. Slim Dunkin!
[Video] @Top_Dollar_NYC Presents @M_CLASS Dominican Connect Pt.2
Joell Ortiz ft. Iffy the Badman – I Want It All
Download "I Want It All" | Mediafire
Wale ft. Rick Ross x Fabolous – Albert Pujols
This was originally supposed to appear on Ambition but didn't make the final cut.


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recipe reviews for:
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Arrest warrant sought for S. Korea ferry captain
- Published: 18 Apr 2014 at 18.49 | Viewed: 715 | Comments: 0
- Online news: World
- Writer: AFP
South Korean prosecutors sought arrest warrants Friday for the captain and two crew members of the ferry that capsized two days before with hundreds of children on board, a coastguard official said.
South Korean coastguard members search for passengers near a ferry that capsized on its way to Jeju island from Incheon, some 20 kilometres off the island of Byungpoong, on April 17, 2014
"The joint investigation team of police and prosecutors asked for warrants to arrest three crew, including the captain," the official in the southern coastguard headquarters in Mokpo told AFP.
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This chapter provides (1) a discussion of the Aging Aircraft Technologies Team (AATT), which was formed in response to the 1997 NRC study on U.S. aging aircraft and (2) discussion of technical areas and interagency technical issues.
The AATT was formed in response to a recommendation of the Committee on Aging of U.S. Air Force Aircraft that the Air Force "appoint a single knowledgeable and experienced technical leader responsible for the oversight of the aging aircraft activities" (NRC, 1997, p. 48). The AATT provides the framework for management, programming, and technology development and transition. The team has established three program groups: science and technology (S&T), technology transition, and structural assessments. AATT is responsible for identifying R &D needs and opportunities to support the continued operation of aging aircraft and to implement that research to ensure flight safety and reduce maintenance and repair costs. To carry out its responsibilities, AATT coordinates with the major commands, depots, field operations, and airplane single managers. The structural assessment group does not manage program funds but does provide engineering expertise in structural analyses and systems engineering. The systems engineers work with the other two groups under a single technical leader from the Aeronautical Systems Center (ASC) to develop all S&T and acquisition programs for aging aircraft.
The 1997 NRC report recommended that the Air Force adopt a three-pronged plan of action: (1) near-term action (3 to 5 years) to improve the maintenance and management of aging aircraft; (2) near-term R&D to support the near-term actions; and (3) long-term R&D. The highest-priority research issues were technologies that would lead to reduced maintenance costs, improved force readiness (by prevention and/or control of corrosion and stress corrosion), and
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SMALL BUSINESS INNOVATION RESEARCH TO SUPPORT AGING AIRCRAFT: Priority Technical Areas and Process Improvements
Air Force Aging Aircraft Program
This chapter provides (1) a discussion of the Aging Aircraft Technologies Team (AATT), which was formed in response to the 1997 NRC study on U.S. aging aircraft and (2) discussion of technical areas and interagency technical issues.
The AATT was formed in response to a recommendation of the Committee on Aging of U.S. Air Force Aircraft that the Air Force "appoint a single knowledgeable and experienced technical leader responsible for the oversight of the aging aircraft activities" (NRC, 1997, p. 48). The AATT provides the framework for management, programming, and technology development and transition. The team has established three program groups: science and technology (S&T), technology transition, and structural assessments. AATT is responsible for identifying R &D needs and opportunities to support the continued operation of aging aircraft and to implement that research to ensure flight safety and reduce maintenance and repair costs. To carry out its responsibilities, AATT coordinates with the major commands, depots, field operations, and airplane single managers. The structural assessment group does not manage program funds but does provide engineering expertise in structural analyses and systems engineering. The systems engineers work with the other two groups under a single technical leader from the Aeronautical Systems Center (ASC) to develop all S&T and acquisition programs for aging aircraft.
Program Scope And Objectives
The 1997 NRC report recommended that the Air Force adopt a three-pronged plan of action: (1) near-term action (3 to 5 years) to improve the maintenance and management of aging aircraft; (2) near-term R&D to support the near-term actions; and (3) long-term R&D. The highest-priority research issues were technologies that would lead to reduced maintenance costs, improved force readiness (by prevention and/or control of corrosion and stress corrosion), and
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SMALL BUSINESS INNOVATION RESEARCH TO SUPPORT AGING AIRCRAFT: Priority Technical Areas and Process Improvements
automated NDE/NDI methods. A properly focused SBIR program could address some of these critical needs.
Aging affects every element of the aircraft system: airframe, engines, avionics, and subsystems. AATT originally limited its scope to airframes, but it is considering expanding its scope to include subsystems. Based on input and participation from the aging aircraft community, AATT identifies problems that have an R&D solution, matches these problems with a technology, and then supports development and transfer of the technology to the user. Companion programs in ASC and AFRL with substantial resources are addressing other component areas, such as propulsion systems and avionics.
AATT has adopted the following guiding principles: (1) meeting the needs of Air Force aircraft; (2) improving flight safety, reducing maintenance costs, and enhancing availability of aircraft; (3) remaining output-oriented and cost-focused; (4) developing technologies that can be transferred; and (5) augmenting the capability in industry and government.
AATT's specific objectives are (1) to develop and field technologies to extend the life and/or reduce the cost of aging systems; (2) to ensure flight safety and avoid catastrophic failures; (3) to reduce maintenance and repair requirements and their associated costs; and (4) to increase force readiness.
AATT has established several key processes to implement its programs and to develop the partnerships necessary for effective technology transition (see Figure 2-1). These key processes are:
annual durability assessment surveys led by ASC
establishment of the Aging Aircraft Working Group, led by ASC
initiation of the aging aircraft Integrated Technology Thrust Program (ITTP), led by AFRL
The annual surveys cover all aging aircraft systems. An ASC/AFRL team, led by the technical leader, visits all Air Force air logistics centers (ALCs) during the summer to review the status of structures and subsystems of all aircraft, whether they are maintained by the Air Force or by contractor logistics support. The results of these surveys are compiled and summarized in an issues and requirements document (ASC/AFRL, 1999).
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SMALL BUSINESS INNOVATION RESEARCH TO SUPPORT AGING AIRCRAFT: Priority Technical Areas and Process Improvements
FIGURE 2-1 Solving aging aircraft problems with cost-focused methods —the AATT process. Figure courtesy of Air Force Aeronautical Systems Center.
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SMALL BUSINESS INNOVATION RESEARCH TO SUPPORT AGING AIRCRAFT: Priority Technical Areas and Process Improvements
At the beginning of each calendar year, ASC launches a dialogue with the ALCs, the system program offices (SPOs), the Major Commands (MAJCOMs), AFRL, and industry to obtain specific PE 6.5 program recommendations for the next fiscal year. This dialogue also includes the small business community and others (such as academia) who may have innovative ideas but may not be aware of aging aircraft issues. The results are brought to the Aging Aircraft Working Group in the spring, where a prioritized list of acquisition programs is developed and approved by ASC leadership.
By designating aging aircraft as an ITTP within the sustainment integrated technology thrust, AFRL has enabled the coordination of management and programming among the AFRL directorates, principally the AFRL/Materials and Manufacturing Directorate (ML) and the AFRL/Air Vehicles Directorate (VA). The ITTP and directorate staffs participate in the processes described above to develop the S&T program each year along the same time line used by the ASC to develop the PE 6.5 acquisition program.
All of these processes are timed so customer requirements can be updated by the beginning of the calendar year. According to the schedule, requirements-driven program recommendations are developed during the spring, leadership approval processes are completed, and budgets are finished by early summer in time to begin implementation at the beginning of the fiscal year in October.
Program Strategy and Road Maps
The Air Force technology strategy for managing the aging aircraft fleet is shown in Figure 2-2. The warfighters that manage the aircraft have a formal plan for keeping the structure healthy, the Force Structural Maintenance Plan (FSMP), which specifies what must be done to the aircraft structure during maintenance and how it must be maintained when returned to service.
Road maps for resource allocation are developed for each technical topic area. The road maps, along with a high-level strategy, summarize the funding of AFRL and ASC programs, the program interrelationships, key program milestones, and scheduled product deliveries to the warfighter and sustainer customers. The principal interface between the supplier and customers occurs through the FSMP, which is used to guide aircraft maintenance and the development of structural-assessment tool sets by the technology community. The structural-assessment tool sets include structural integrity analysis techniques and supporting technologies for the prevention, identification, repair, and maintenance of structural degradation caused by cracking and corrosion. Cost-effectiveness analyses are being incorporated into the tool sets.
The Air Force envisions that the implementation of new technologies will lead to a cultural change in the sustainment philosophy for aging aircraft. Instead
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SMALL BUSINESS INNOVATION RESEARCH TO SUPPORT AGING AIRCRAFT: Priority Technical Areas and Process Improvements
FIGURE 2-2 Strategy for managing the aging aircraft fleet. Figure courtesy of Air Force Aeronautical Systems Center.
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SMALL BUSINESS INNOVATION RESEARCH TO SUPPORT AGING AIRCRAFT: Priority Technical Areas and Process Improvements
of the old find-and-fix culture, which is conservative, reactive, and often costly, the new culture will incorporate a proactive philosophy of anticipating and managing problems. This new culture is much like the prevention-and-control strategy that has been very effectively implemented by the commercial aircraft industry. The new culture will enable the Air Force to anticipate and correct problems and manage its workload more effectively.
The major needs identified by AAAT are as follows:
developing economic-service-life and cost-of-ownership models
determining the onset of widespread fatigue damage
preventing, assessing, and controlling corrosion
reducing the inspection burden and improving inspection capability
standardizing bonded repair
improving maintenance business practices
The ASC Aging Aircraft Product Support Group has programs in all of these areas. Since 1996, these programs have been the principal source of new resources. ASC programs funded for FY01 are shown in Table 2-1 in order of priority. Note that some PE 6.5 programming is being initiated in high-priority subsystems areas such as electrical wiring and landing gear.
Future programs may focus on NDE/NDI, repair, corrosion control, and structural integrity (see Table 2-2). As Table 2-1 and Table 2-2 show, corrosion (prediction, detection, and control), repair, and NDE/NDI are, and will continue to be, major areas of emphasis for aging aircraft. Table 2-1 and Table 2-2 also indicate many opportunities for SBIR projects.
SBIR programs are currently not emphasized on road maps for future research (or in the programming strategy these road maps represent). One reason for this is that engineers cannot count on being awarded a Phase I topic when it is needed. Even if they are awarded one, there is no certainty that a Phase II award will be made following a successful Phase I. Many engineers attribute the problem to the large number of topics that are submitted initially to higher levels for approval, the very low percentage actually approved, and the lack of full-SBIR-cycle resource commitments.
Finding. The current planning process does not encourage the identification of the SBIR program on the road map; thus, many Air Force engineers do not see the SBIR program as an opportunity to address issues in a timely fashion.
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SMALL BUSINESS INNOVATION RESEARCH TO SUPPORT AGING AIRCRAFT: Priority Technical Areas and Process Improvements
TABLE 2-1 FY01 ASC Aging Aircraft Acquisition Programs
Corrosion quantification for structural integrity analysis
Detection and quantification of hidden corrosion using ultra-image system
Corrosion prediction management
AGILE for new landing-gear technologies
MAUS ultrasound eddy current wing-skin corrosion detect transition
Improvement of wire system integrity for legacy aircraft
Quality control of composite/bonded repair surface preparation
Material substitution for aging systems
2nd layer inspection of F-15 lower wing-spar areas
AGILE for brake system and overhaul process improvement
Aging aircraft software library
Exfoliation effects on buckling strength
Wiring maintenance data analyses
Table courtesy of Air Force Aeronautical Systems Center.
TABLE 2-2 Future Technology Programs
Nondestructive investigation (NDI)
Corrosion-focused tools
Multilayer inspection
Hidden damage
Health monitoring
NDI through paint
Smart patch repair
Advanced mechanical repairs
Composite patch total transition
Corrosion control/suppression technologies
Surface preparation for field/depot
Materials substitution
Cadmium/chromium replacement
Corrosion prediction/structural integrity modeling
Paint-for-life corrosion system
Selective stripping
Piece part counting/repair technologies
Structural integrity
Add corrosion prediction to the structural integrity code
Affordability framework
Table courtesy of Air Force Aeronautical Systems Center.
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Recommendation. Under the current funding process for SBIR, at least one contract can be funded for each topic. These agency-approved and laboratory-approved SBIR topics should be shown on road maps systemwide and should be built into the overall road map programming strategy.
If the focus topics approach (described in Chapter 5) is implemented, SBIR funding used to support the development of innovations needed can be accorded attention when a new research or development focus is being planned or is just beginning.
The AFRL baseline funding for R&D on aging aircraft includes funding for projects focused on structural integrity, repair, NDE/NDI, and corrosion. Table 2-3 shows the funding profiles for those four areas from FY99 through FY05. ASC funding for the new PE 6.5 acquisition program in aging aircraft managed by SMA is shown in Table 2-4.
TABLE 2-3 AFRL Funding Profiles for Aging Aircraft Programs (million $)
Structural integrity
Table courtesy of Air Force Aeronautical Systems Center.
TABLE 2-4 ASC Funding for Aging Aircraft (million $)
Approximate PE 6.5 funding
Source: Defense Technology Information Center, <www.dtic.mil/rdds/>.
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Other acquisition programs managed by ASC/SMA also have aging aircraft programs (see Table 2-1). These include the Commercial Operations and Support Savings Initiative, a DOD initiative for the insertion of cost-saving commercial technologies into fielded military systems; overall funding for this initiative is projected to be approximately $20 million per year through FY05. ASC's Productivity/Reliability/Availability/Maintainability Program also includes work on structures to facilitate the transition of off-the-shelf and emerging technologies; funding is projected to increase from $9.4 million in FY00 to $31.2 million in FY05. These significant funds are an important potential source of Phase III funding for SBIR innovations.
An AFRL-directed analysis of the technology recommendations in the 1997 NRC report indicated that additional S&T investments would be appropriate, particularly in the areas of NDE/NDI and corrosion. The results of this analysis are shown in Table 2-2. AFRL did not increase its overall investments significantly; however, investments were focused in the areas recommended by the NRC (NRC, 1997) and the AATT.
The 1997 NRC report described many technical challenges involved in maintaining a large fleet of aging aircraft; in this section, those technical challenges are summarized and areas that can be addressed by the SBIR program are identified. This section also provides (1) background on other technical issues facing the Air Force and (2) a description of some R&D undertaken in response to recommendations in the 1997 NRC report.
Key technical issues are listed below (NRC, 1997; Lincoln, 2000):
adequacy of damage-tolerance derived NDI programs
determination of the time of onset of widespread fatigue damage (WFD)
prevention and tracking of corrosion and incorporation of the effects of corrosion into structural integrity analyses
high-reliability repairs
adequacy, completeness, and retention of flight data and field and depot maintenance information
flight beyond design life
ability to make repair, replacement, and retirement decisions: support of cost-of-ownership and economic-service-life determinations
These issues, and the issue of structural dynamics and aeroelasticity, are discussed below.
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Fatigue and Corrosion Fatigue
Air Force Structural Integrity Program
ASIP has developed a successful cradle-to-grave approach to ensuring the durability and safety (damage tolerance) of aircraft structures. In this damage-tolerance approach, a severe defect, flaw, or crack is placed at several critical locations in the structure where, if failure were to occur, loss of the aircraft might result. Crack-growth calculations, combined with known NDE/NDI high-probability-of-detection (POD) limits, are used to determine inspection intervals and the safety limits of the structure. Durability of an aircraft is established by assuming typical flight and structural conditions. The prediction of fatigue life is based on the identification of critical locations; definitions of structural loads, stresses, and stress spectra; the quality of the structure's manufacture; and the determination of crack growth as a function of the number of loading cycles for various mission profiles (see Figure 2-3). This information is then used in the development of the FSMP.
The procedure for handling the structural integrity of aircraft structures is described in the 1997 NRC report, which also references the detailed military standards that are followed. Damage-tolerance assessments are the basis for maintaining flight safety. The basic principle of ASIP is that the damage-tolerance approach, in conjunction with a robust inspection and maintenance program, ensures flight safety. The current process, as institutionalized through ASIP, is working well.
The 1997 NRC report also provides research recommendations for low-cycle and high-cycle fatigue. Two technical issues are related to low-cycle fatigue:
the rapid increase in the number of fatigue-critical areas in safe-crack-growth-designed structures (structures designed to allow cracks that do not compromise safety) and the potential for missing new areas as they develop
the onset of WFD in fail-safe-designed structures
The committee that produced the 1997 NRC report concluded that it could not develop a research initiative that would improve on the current approach for identifying new fatigue-critical areas. Therefore, the Air Force has no current or ongoing research in this area. R &D in low-cycle fatigue is focused on WFD. R&D on high-cycle fatigue falls under the category of structural dynamics and aeroelasticity, described below.
Much of the WFD in aging aircraft occurs in joints, where it is caused mostly by friction and wear associated with joint contact loads. These stresses are
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FIGURE 2-3 Damage-tolerance approach to the prediction of fatigue life. Figure courtesy of Air Force Aeronautical Systems Center.
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Coatings are an obvious operational requirement for implementing a cost-effective strategy to prevent and control corrosion damage to airframe structures. The integrity and durability of protective finish systems on aging aircraft is an important factor in corrosion prevention. Aircraft coatings must meet demanding design criteria, including ambient curing; adhesion to a wide variety of substrates; long-term corrosion protection against humidity, chemicals (e.g., hydraulic fluids, fuels, and solvents), and cleaning solutions; and mechanical durability under operating stresses and in fretting environments. Restoring coating integrity after maintenance and repair is extremely important.
CPCs that can be applied to external surfaces to penetrate and protect unsealed joints and around fastener heads would be very beneficial. These compounds, which are a critical part of maintenance programs to prevent and control corrosion, are being increasingly used in new aircraft, especially in lower fuselage areas. As an aircraft ages and protective finishes and coatings break down, the danger of part failures caused by SCC increases, particularly in structures not designed to be fail-safe. The epoxy and polyurethane systems that have been the mainstay of aircraft coatings have been modified and will continue to change in response to environmental regulations that limit the release of volatile organic compounds (VOCs) and materials containing heavy metals such as chromium or cadmium, used to inhibit corrosion. Specific technical issues have been identified for CPC development: (1) the need for a topcoat with good optical properties (e.g. high pigmentation) and superior durability; (2) the need for a primer that is both a good inhibitor and a chromate-free barrier to corrosion; and (3) the need for a surface treatment that can densify the surface oxide, thus providing corrosion protection without adding chromates.
A variety of coating technology programs are ongoing at the AFRL focused on near-term, medium-term, and long-term corrosion-prevention goals. The near-term programs are addressing the integration and transition of new coating materials and processes. Medium-term projects are focused on the development of high-durability, environmentally compliant (chromate-free and reduced VOCs) topcoats and selective stripping to the permanent chromated primer. Based on the promising results of current programs, the focus of long-term R&D has shifted toward discovering fundamental corrosion and degradation mechanisms. Many projects, such as the development of a permanent (30- to 40-year) primer or foundation layer, an 8-year mission-tailored topcoat that is easily removable, and effective NDE/NDI through coatings, have been established with the goal of minimizing maintenance over the system lifetime.
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Nondestructive Evaluation Methods
For a fleet that is growing older and older and requires not only aircraft safety but also mission readiness, improved nondestructive inspection (NDI) methods are critical. As reported recently in the Nondestructive Testing Information Analysis Center Newsletter, "the reality of trying to maintain aircraft airworthiness over an unprecedented 50- to 80-year life span presents a whole new set of technical problems/issues the original design did not have to meet " (Bartel, 2000).
In concurrence with the 1997 NRC report, the AATT identified the detection of subsurface cracks and hidden corrosion as the two greatest concerns for deployed aircraft. The costs of repair for corrosion-related problems as estimated by the Air Force corrosion office survey (conducted periodically) exceeded $800 million in 1997 (Cooke et al., 1998). Not surprisingly, the critical nature of these two problem areas was overwhelmingly reinforced by operations and sustainment data from the Navy, as reported to the Joint Aeronautical Commanders Group. Accordingly, the DOD NDE/NDI community has focused its efforts on developing and implementing technologies to address these specific issues. Both the Air Force and the Navy have increased their use of SBIR funds to supplement their in-house efforts; however, those efforts have not yet made an impact at the field depot level.
The FAA, which is primarily a regulatory agency, has focused more on validating and enforcing the implementation of existing inspection protocols and improving the training of airworthiness inspectors and maintenance technicians for commercial aircraft. Although method development is not a specific aspect of the FAA's mission, the agency is supporting the development of maturing NDE/NDI technologies for corrosion and crack detection through its SBIR program. It is also encouraging commercial airlines and aircraft manufacturers to find alternative, less costly ways to perform required inspections. However, the FAA's major focus at the moment is on the detection of aging and faulty wiring.
Historically, the most common NDI method for detecting corrosion and cracking in aircraft structures has been visual inspection. Several drawbacks to this approach have been noted, the most significant being the amount of time it takes to inspect an entire airframe and all of its critical components visually and the inability to see beneath paint and inaccessible areas. By the time hidden corrosion is detectable visually—usually because the buildup of corrosion products between layers results in a bulging external surface (pillowing) —the degree of damage is so great (10 percent or greater material loss) that repair or replacement are the only viable options. For critical substructures, inspection often requires the costly removal of overlying components, which has the potential for causing damage. Also, some forms of corrosion damage, such as SCC, are not readily detectable visually, even at an advanced stage.
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Implementing proactive measures for aircraft sustainment (e.g., life-cycle management decisions to repair, replace, or fly-as-is and the establishment of inspection intervals) will require quantitative assessments of damage as opposed to simple damage or defect detection. Other traditional nondestructive methods and facilities (e.g., radiography, ultrasonics, eddy current) could be used to characterize hidden cracks and corrosion. The issue has most often not been the feasibility of the method but the practicality and the specifics of its implementation. Multilayer structures in particular can present immense difficulties to NDE/NDI methods, such as ultrasonics and thermal imaging. The form of the flaw, such as cracks under rivet heads, SCC, and pitting, can severely impact the efficacy of NDE/NDI methods. In addition, field depots responsible for aircraft inspection, maintenance, and repair are traditionally not as well outfitted or up to date as their production counterparts or research partners. Manual inspections and many portable units are tedious and potentially ineffective owing to human factors, such as fatigue, that arise simply because such a large area must be covered to do the job correctly. The difficulty of correcting this situation has been compounded by growing demands (i.e., increasing costs of corrosion repairs) on decreasing sustainment funds.
These deficiencies have long been recognized by the Air Force, which sponsored an NED/NDI program in 1992 to evaluate commercially available NDE/NDI alternatives (Alcott et al., 1993). To the surprise of many researchers at the time, the enhanced visual method was the most effective of the portable, field-level methods surveyed for the detection of hidden corrosion. However, not all variations were represented in the study, and none of the techniques were performed at the levels desired by the Air Force. Most of the more advanced commercial equipment that had been successfully demonstrated in university or research laboratories was simply not field ready. In controlled experiments, these techniques were shown to be better in terms of sensitivity, but nonautomated field implementations were found to have the same drawbacks as existing techniques.
In addition to corrosion-detection solutions for large accessible areas, such as fuselage and wing skins, corrosion in lugs, fittings, and landing-gear components (some of the most dangerous corrosion), especially those made of high-strength steel where cracks can propagate from a single corrosion pit, must also be addressed. In a recent survey on Boeing's 7XX series airplane models, fittings accounted for 45 percent of safety-critical Airworthiness Directive inspection procedures. Current technology-ready programs using the Mobile Automated Ultrasound System (MAUS) scanner can already scan fuselage and wing skins and detect thinning to within 5 percent. But for corrosion in fittings, other solutions, such as ultrasonic modeling techniques, methods that can detect cracks beneath bushings, embedded sensors, and small rotating scanners for areas with poor access, will be necessary. Emphasis should be on low-tech, inexpensive methods
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of inspecting small areas rather than on the development of expensive, complex systems built for a single purpose.
In spite of a growing number of candidate techniques and adaptations, the number of new techniques implemented has not met growing needs. Although additional improvements or adaptations of existing systems are being made, no catchall solution is waiting in the wings. Air Force-funded systems, such as the MAUS, have helped overcome many of the implementation difficulties (AFRL, 1998). With continued improvements in hardware and software design, MAUS has become more useful at the depot level, and, with the incorporation of eddy-current sensors, a complementary inspection method particularly sensitive to near-surface cracks, MAUS can take advantage of the automated scanning platform. Current R&D on pulsed or low-frequency eddy-current methods is focusing on making them more effective for detecting cracks in multilayer structures (Buynak, 2000; Smith, 2000). For some applications, neural networks have been shown to increase the POD thresholds for traditional ultrasonics (Mullis et al., 2000). Many other adaptations of inspection methods (e.g., thermal imaging and real-time radiography) with varying degrees of promise and maturity are being investigated. All of these projects are moving in the right direction, but not at a pace that would meet the needs of the aging aircraft sustainment community. A strong SBIR program in this arena could have significant early payoffs.
The 1997 NRC report recommended evaluation, validation, and implementation "of currently available NDE equipment and methods for use at Air Force maintenance facilities" as a near-term top priority (p. 64). The report also listed as a top priority the long-term need for the automation of successful inspection methods and the development of wide-area inspections. In addition, the report recommended a long-term top priority for an "integrated quantitative NDE capability," indicating that the detection sensitivity requirements (i.e., percent corrosion, crack length) should be derived from structural analyses, including corrosion and crack geometry and local airframe structures, and that the NDE methods must have consistent, reliable POD and flaw sizing.
The NDE/NDI development and insertion path the AFRL followed up to the time of the 1997 NRC report has since been validated by the report 's findings. Although the Air Force technical community obviously agrees with the recommendations in the report, AFRL admits that it has insufficient funds and staff to address them. Although AFRL has not redirected funds to cover this gap, plans are being made to strengthen collaborations with the Navy and the Coast Guard and with federal agencies such as the Defense Logistics Agency, NASA, and FAA to take better advantage of SBIR funding. More proactively, the ASC aging aircraft program (PE 6.5), under the guidance of AATT, is stepping up to cover some of the NDE/NDI needs.
Nevertheless, the critical factor of time to technology insertion is not being met for several reasons. First, delays in getting SBIR-developed NDE/NDI
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technologies to field level are partly attributable to a lack of bridging funds after Phase II. Second, communication with the aging aircraft end users (e.g. ALCs) is not being done early enough or with enough follow-on commitment. Therefore, end users are not aware of how long it takes (and how much it costs) for new devices to mature. Although SBIR funds represent a significant investment by the government, those funds alone are insufficient to bring a new technology through prototype development to near-term implementation.
Magneto-optic imaging of subsurface cracks, a new technology that resulted from SBIR funding, is a case in point (PRI R&D Corp, 1990). The current configuration of the imaging instrumentation is the result of two Phase I and Phase II R&D. In addition, the inventor required substantial venture capital, equivalent to about four more Phase I and Phase II funding cycles, to develop the instrument to its current state. It has been more than 10 years since the initial Phase I R &D, and no return on the investment has yet been realized. This time to commercialization is typical of most emerging technologies. Members of the committee have listened to several similar "success" stories in which the maturation of a new technology or concept took several cycles of SBIR Phase I and II funding to reach the technology insertion stage. Because small businesses must go back to the beginning of the SBIR process if Phase III funds or commercial partners cannot be found, they must contend not only with the delays associated with the Phase I and II selection and award processes but also with the possibility of not being selected in sequential cycles.
Although innovation is traditionally interpreted as a new device or method, the term also applies to a novel adaptation, implementation, or integration of an existing technique. Adaptations of existing technologies can be performed relatively quickly and thus are better suited to addressing immediate operational sustainment needs. Integration with an existing platform (such as eddy-current probes with the MAUS scanning system) can significantly reduce development time. But success requires the collaboration and commitment of the "owners" (manufacturer or user) of the existing technology. This often requires discussions and negotiations of intellectual property or licensing agreements, or both, with the government or a DOD subcontractor, an effort that many small businesses are not prepared to handle. More often than not, a small business chooses to pursue an independent path that requires more effort and time to reach the implementation stage. Therefore, encouraging integration and collaboration in Phase I and II SBIR programs could make a significant impact. Commitment by the Air Force to provide continued support for SBIR NDE/NDI developments is critical to successful bilateral partnerships.
Without a doubt, the development and validation of NDE/NDI methods for aging aircraft could benefit from SBIR programs, particularly those focused on implementation at the field depot level. Many new technologies and methods are
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being developed that have the potential to solve many aging aircraft problems but that lack funding and support for their timely implementation.
Health Monitoring and Maintenance and Repair Issues
The area of health monitoring and maintenance and repair is also undergoing a change in philosophy from the reactive find-and-fix approach to a more proactive predict-and-manage approach. Regardless of the overarching philosophy, damaged airplanes will still have to be repaired. Repair of damage resulting from in-service degradation mechanisms, such as fatigue, SCC, corrosion (when thinning requires structural repair), and discrete source damage (e.g., foreign object impact, handling damage, lightning attachment), is a critical maintenance activity. Repair of aging aircraft can add in bolted or bonded reinforcement doublers over damaged areas or can replace damaged components, preferably with materials that are not as susceptible to deterioration, especially corrosion and SCC.
Health Monitoring
For the last 30 years, the ASIP has been dealing with fatigue cracking of aircraft structures. ASIP's key management activities have been the development of the FSMP and the Individual Aircraft-Tracking (IAT) program. However, as certain aircraft systems age—such as the KC-135, which is more than 40 years old—corrosion is becoming a major maintenance item, and significant sums of money are being spent on the detection and repair of corrosion damage. Consequently, future health monitoring should include the tracking of corrosion damage as well as fatigue damage. Developments in multifunctional chemical and physical sensors, microelectromechanical systems (MEMS), and smart diagnostics offer some hope that long-term research in onboard health monitors will be productive. In addition, alternatives to existing tape recorder systems should provide an acceptable return on investment, a significant improvement in data capture, improved turnaround time in reporting, the potential of integration with corrosion monitoring, faster identification of usage changes, and acceptance by the users.
IAT is intended to provide a limited amount of information on the flight loads experienced by all aircraft in the field. An Air Force goal is to tail-number-track every aircraft. The IAT is not yet universal for several reasons, both fiscal and technical. First, not enough funds are available for gathering and analyzing all the data. Second, the Air Force needs better, more automated, crash-survivable flight data recorders and reliable sensors for key parameters such as corrosive
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environments. The LESS (loads and environmental severity survey) database gives more detailed and complete information on a few of the fielded aircraft (e.g., temperature and some corrosion indexes).
A recommendation in the 1997 NRC report addressed the issue of evaluating and implementing the following methods to provide earlier detection of corrosion: (1) investigation of environmental sensors to allow aircraft maintenance organizations to anticipate when conditions are likely to lead to corrosion; (2) evaluation of the applicability of the Navy's condition-based maintenance program to Air Force needs; and (3) development of techniques to locate, monitor, and characterize defects and chemical and physical heterogeneity within coatings. The goal of the program would be to develop corrosion-tracking methods that can scan an aircraft rapidly, detect thinning to within 5 percent, and provide a permanent record of corrosion found and corrective actions taken. Another recommendation supports the development of signal and image processing techniques based on technologies such as expert systems, neural networks, and database methods that could be used by aircraft maintenance facilities to interpret and track damage development and maintenance needs. If these recommendations are implemented, the health of fleets of aircraft could be ascertained annually and plans could be made to address aging aircraft problems.
Maintenance and Repair
The Air Force recognizes that bolted metal repairs are a mature technology. Thus, the primary emphasis in R&D has been on bonded repairs for both metal structures and composite structures. The most pressing problem for aging aircraft is bonded repair of metal structures. The current Air Force R&D program includes design and analysis techniques for composite patch repairs, repair procedures, design guidelines, and surface preparation for bonding. The 1997 NRC report recommended that the emphasis of the repair R&D programs be increased in the following areas (p. 69):
technologies for the removal, surface preparation, and reapplication of corrosion-resistant finishes
evaluation guidelines for the lives of bolted repairs, which are often called upon to remain effective for longer than a single depot-maintenance cycle
guidelines for taking advantage of advances in materials and processing technologies in component replacement (including a review of certification requirements to see if they can be waived or simplified without compromising safety); an example would be the reduction of susceptibility to stress-corrosion cracking through the use of improved aluminum alloys, tempers, and processes to reduce residual stresses
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repair and analysis methods for maintaining structures susceptible to high-cycle fatigue
maintenance and repair methods and guidelines for advanced composite structures
Several programs for repair technologies are either ongoing or planned. Those programs include the Composite Repair of Aircraft Structures (the development of bonded-repair design/analysis and validation tools); the Corrosion Repair of Metallic Structures (the development of bonded-repair design/installation guidelines); Sol-Gel Technologies for Metallic Surface Preparation; Durability Patch (damping/repair acoustic fatigue damage); RAPID (a software code developed by the FAA for metallic repair design and analysis); Development/Validation of Patch Inspection Methods; Commercial Aircraft Composite Repair (the development of repair techniques for conventional composite structures); Environmentally Friendly Adhesive Primer and Sealants; and High-Temperature Composite Structure Repair.
Many technology gaps must be filled in the overall arena of structural repair. Programs to address those gaps for composite doublers and conventional repairs could focus on repair design and analysis methods for sonic fatigue, standard repairs for corrosion damage, self-monitoring/smart patches, cold working as a repair option for short-edge margin holes, and repair of honeycomb and laminate structures.
A number of other issues must also be addressed, including issues associated with the conventional repair of composite structure, such as material degradation, design, and analysis; material supply management; improved processing for field-level repair; and damage tolerance versus NDI sensitivity. Other unresolved issues are associated with metallic structures, such as surface preparation; repair design and analysis; bondline durability prediction and accelerated testing; damage tolerance versus NDI sensitivity; documentation (procedures/guidelines) and certification of bonded repairs; repair material management; and smart patch technology. Future repair technologies should include standard repairs for corrosion damage; self-monitoring bonded repair patches; repair of aging composite structures; and incremental improvements in existing capabilities.
In summary, the Air Force's repair technologies program includes R&D on mechanically fastened and adhesive-bonded repair technology, with an emphasis on bonded repair. The program is addressing the 1997 NRC recommendations, and current programs could deliver basic mechanically fastened and bonded repair capabilities to ALC customers by FY03. Future needs include simple repairs for corrosion and self-monitoring, bonded-repair patches for safety of flight-critical structures. Many of these needs could be met through SBIR projects.
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Operational Issues
Problems identified by the AATT that were not addressed above include lack of ownership cost models to facilitate repair, replacement, and retirement decisions and obsolete usage-monitoring methods. Ownership cost models that predict structural maintenance costs in out years would serve two purposes. First, the models would determine return on investment to support R&D. Second, they would provide data necessary for the modification, retirement, and replacement decisions. The development of these models will require detailed descriptions and a significant change in current business practices. Ownership cost models are also important to the commercial sector and thus present an opportunity for SBIR Phase III projects.
Usage monitoring is currently done by tape recording systems. The alternatives must provide an acceptable return on investment, significant improvements in data capture, and improved turnaround time in reporting. A new usage monitoring system should be integrated with corrosion monitoring and identify usage changes more rapidly than current systems. The new systems will also have to be acceptable to the ALCs, which will have to address problems identified by these systems. As funding allows, existing tape recorder systems could be replaced with microprocessor systems that can record information on aging aircraft.
The 1997 NRC report presented a list of recommendations for near-term and long-term research in the following categories: fatigue; corrosion prevention and control; SCC; NDE/NDI; and maintenance and repair (NRC, 1997). Since 1997, the AATT has put into effect a plan to address those recommendations. Nevertheless two important areas, corrosion and NDE/NDI, are not being adequately addressed.
Prompted by the results of the 1997 NRC report, the AFRL aging aircraft ITTP, in partnership with the ASC, undertook a joint planning activity with NASA and the FAA that confirmed the problems that had been identified and highlighted a number of areas of mutual interest (AFRL, 1997). Building on this beginning, the Joint Aeronautical Commanders Group (JACG) formed an action team on aging aircraft that included all of the services, many agencies, and industry. The principal goals of this team were to identify common areas of
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interest and develop implementation plans to leverage resources. Workshops were held in 1998 and 2000, and the results were reported to JACG leadership.
Corrosion was identified as a critical problem by NASA, the Air Force, the Navy, the Coast Guard, and commercial aviation. It was not identified as critical by the FAA. The Air Force and the Navy identified numerous common corrosion-related issues. Not surprisingly, however, some of the technical issues important to the Air Force differed from those important to the Navy. The Air Force manages the majority of DOD's large transport aircraft, and although these aircraft are used by all of the services, their aging is an issue mainly for the Air Force. The Navy's fighter aircraft have more robust structural designs for carrier landings, must operate in a more corrosion-aggressive marine environment, and require significant maintenance aboard ship. Overviews presented at the 2000 Aging Aircraft Conference provided excellent summaries of areas of mutual interest and some new topics (UTC, 2000). For example, corrosion is becoming a major technical issue for space shuttles, which will remain in service for some time.
Many of the tools and products being developed overlap with other technical areas, especially NDE/NDI and structural integrity. A program identified by the JACG action team for near-term cooperation was the substitution of new materials for existing aluminum alloys and tempers. Programs addressing CPCs are of near-term interest to the Air Force and the Navy. One of the important issues that received the unanimous support of the services and industry was the need for fundamental research to provide a basic understanding of corrosion mechanisms and rates. Chromate-based coating replacement, smart coatings, and paint stripping were identified as important long-term issues by the Air Force and the Navy. In addition, the Air Force, the Navy, NASA, and industrial participants (Boeing, Lockheed Martin, and Northrop Grumman) all agreed that corrosion sensors, including fiber optics, for corrosion monitoring were of common interest. Appliqué technology is currently being investigated jointly by the Air Force and the Navy.
Common structural integrity issues were widespread fatigue damage, corrosion, unitized structures, and dynamics (e.g., sonic fatigue, buffet, and vibration). The focus areas for structural integrity technology included determination of the onset of WFD using deterministic and probabilistic methodologies; the development of structural analysis methodologies to assess the impact of corrosion and corrosion repair on life and residual strength; improvements in structural-analysis and life-prediction codes for unitized structures (e.g., castings). The interagency focus areas for repair technologies included repair of metallic structures (conventional mechanically fastened repairs and bonded composite doublers); repair of composite structures (conventional epoxy and high temperature); and life-enhancement methods, including advanced laser, shot peening, and cold working applications.
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Several areas related to NDI were of common interest to agencies and industry. Crack detection was of interest to the Air Force, FAA, NASA, and industry. An information exchange has been initiated between an Air Force program that uses NDI to find cracks in fastener holes in thick structures (e.g., the B-l) and a NASA program on a low-frequency, self-nulling probe. The FAA's Airworthiness Assurance NDI Validation Center is coordinated with the Air Force study on POD protocol. A joint program between the FAA and the Air Force Commercial Aircraft Composite Repair Committee is addressing composite reference standards. The Air Force and NASA have a coordinated program on enhanced laser-generated ultrasound. In addition, the Air Force has an SBIR program on the development of a MEMS sensor for adhesion-bond degradation that will end in FY01. NASA will initiate a program on the same subject in FY01. In the area of NDI training, the Air Force, FAA, and NASA plan to initiate 1-year programs in FY01 on computer-based training radiography.


text:
As Purim approaches, thousands of Israeli children and families grapple with poverty
(L-R) Standing: Janice Shorenstein; Nachum Segal; Richard Rabinowitz; Comptroller Thompson; Lynda B. Kaplan; and Rabbi Dr. Eli Abadie. Seated: Barbara Ribakove Gordon; Michael Halpern; Fyvush Finkel; and William Rapfogel.
Rabbi Abadie delivered the program's benediction.
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One of the earliest special Purims we have on record was celebrated by the Jews of Granada and Shmuel HaNagid, the eleventh-century rav, poet, soldier and statesman, and one of the most influential Jews in Muslim Spain.
Jews, wake up! Stop educating the world and start educating yourselves.
The lessons conform to the sensitivities and needs of the Orthodox community…
The program took on special significance as it marked not only the first anniversary of Rebbetzin Kudan's levayah but also the 27th yahrzeit of Rebbetzin Chaya Mushka Schneerson, a"h.
It was only in the reign of George III (1760-1820) that Jews became socially acceptable in Britain, and Nathan became music master to Princess Charlotte and musical librarian to King George IV.
To commemorate the shloshim of Touro College founder and president, Dr. Bernard Lander, z"l, some of his friends and colleagues shared their memories of him with The Jewish Press. Here are their thoughts:
The void in the "Mrs. Miriam Lubling Hospitality-Bikur Cholim Room" at the NYU Langone Medical Center in Manhattan has been filled.
Police Commissioner Raymond W. Kelly held his annual pre-Passover meeting with rabbis and community leaders Tuesday to discuss preparations for the upcoming holiday.
New York City Comptroller William C. Thompson, Jr., in conjunction with the Jewish Community Relations Council (JCRC) of NY and the Metropolitan Council on Jewish Poverty, recently convened his annual celebration of Jewish Heritage at New York's City Hall.
Last year thousands of people publicly protested the kidnapping of three Israeli soldiers – Cpl. Gilad Shalit, Master Sergeant Ehud Goldwasser and First Sergeant Eldad Regev – by Hamas and Hizbullah terrorists.
This past Chol Hamoed, there were many venues for family outings, many sponsored by worthwhile charities.
As I parked my car in the lot and prepared to cross the tracks and board the 7:49 at the Inwood station, I thought back seven-and-a-half years.
Printed from: http://www.jewishpress.com/sections/community/thompson-celebrates-jewish-heritage/2008/01/16/
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Early Volleyball Celebration Fail Make sure you get the point before you start to celebrate! 5/19/2014 12:01:14 PM 10,863 26
The Volleyball Spike Double Knockout After a nice headshot the ball takes out another person. 3/11/2014 9:39:05 AM 11,181 25
Couple Being Naughty During Volleyball Game Busted on national television...lol 7/31/2013 9:58:53 AM 76,818 75
Dog Plays Volleyball With Owner You don't need another human player to play a game of volleyball you just... 8/15/2011 12:00:00 AM 17,876 71
Kung Fu Volleyball If Bruce Lee was still around he would be the king of kung fu volleyball. 7/19/2011 12:00:00 AM 51,937 95
Volleyball Spike to the Face Theres not much you can do to stop a decent spike like that. 3/31/2010 12:00:00 AM 36,995 29
Ragdoll Volleyball Ragdolls are back and they are here to play some volleyball. 10/17/2008 12:00:00 AM 67,442 101
Bush Throwing his Mac Bush is obviously flirting with the womens beach volleyball gold medalists.... 8/22/2008 12:00:00 AM 52,019 16


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AMD Rolls Out Latest Quad-Core Opteron
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Posted 2009-07-02
As AMD's six-core "Istanbul" Opteron server processor gets the bulk of the publicity, AMD is rolling out additions to its line of quad-core chips. The latest is "Suzuka," which addresses the issues of power consumption and cost more than scalability. Suzuka is targeted at such environments as cloud computing, Web servers, small business servers and workstations. The new Opteron comes as AMD ramps up its Istanbul push, and as rival Intel rolls out its new Xeon "Nehalem" architecture.
Advanced Micro Devices officials are keeping the spotlight on the issues of performance per watt and compatibility with their latest quad-core Opteron chip. The latest Opteron 1000 Series chip-code-named "Suzuka"-is designed for use in cloud computing environments, Web servers, small business servers and workstations, where the concern is more about power consumption and cost rather than scalability, according to John Fruehe, director of business development for server and workstation products at AMD.
Fruehe introduced Suzuka in a blog June 30.
"The flexibility of four cores and a low-cost infrastructure gives customers an edge when designing for a cost-effective or power-efficient platform," Fruehe wrote in the blog. On the compatibility front, Suzuka-which offers speeds of 2.5GHz, 2.7GHz and 2.9GHz-is based on the same core as "Shanghai." Fruehe said he swapped out a 2.3GHz quad-core "Budapest" Opteron with a 2MB cache for a 2.9GHz Suzuka with a 6MB cache in his home server.
"I saw an increase in performance, but amazingly, because Suzuka is on AMD's 45 [nanometer manufacturing] process, I actually saw a decrease in total server power draw of about 10 watts," he said in the blog. "A performance increase, a big drop in power consumption-that makes the performance-per-watt story even better." Fruehe also touted the ease of making the switch; it took about 5 minutes, he said. The Suzuka chip dropped into the AM2 socket, with the only need being a BIOS flash. AMD and rival Intel have been pushing new server chips over the past few months. Intel in March released its Xeon 5500 Series "Nehalem EP" chips for two-socket servers, and is readying for release later this year
"Nehalem EX"
for servers with four sockets. AMD in June rolled out its six-core
"Istanbul" Opteron chip
, which can run on servers with two or more sockets. Both AMD and Intel boasted of improved performance and energy efficiency in their new processors, as well as enhanced virtualization capabilities. AMD appears to be
making some gains
. Intel still holds a huge majority of the global microprocessor market, but AMD in the first quarter of this year gained a bit of ground, according to research firm iSuppli. In that quarter, Intel's market share dropped 2.5 points, to 79.1 percent. AMD's market share rose 2.3 points, to 12.8 percent. Analysts at iSuppli attributed AMD's gain to strong performances in all of its products, particularly notebook chips.
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Matt Hubley wasn't a factor in Catholic Memorial's offensive attack last season.
In fact, he didn't get a single carry.
He didn't waste much time changing that this season.
Hubley took CMH's first offensive play of the season 40 yards to the end zone, giving the Crusaders the early lead that they wouldn't relinquish, as CMH cruised to a 43-14 victory over Milwaukee Riverside.
It was an impressive opening week performance for CMH against a Tigers club that played in the state semifinals last season.
While this Riverside team is young and looks very different compared to the team that made a deep playoff run last season, Hall of Fame coach Bill Young was still pleased with how his team performed.
"We have a lot of work to do yet, but we are headed in the right direction," Young said. "This is a game we should have won, and we did."
The opening play touchdown wasn't the only highlight of Hubley's day. The senior later added touchdown runs of 57 and 39 yards, finishing the day with 176 yards on only eight carries.
"That's the thing that hurt us last year; Matt wasn't involved in our offense at all," Young said. "He's going to be a key player for us."
Riverside was unable to do much on either side of the ball against CMH's first unit.
A safety on a punt snapped out of the end zone, touchdown runs from junior Alec Kocour and Hubley, as well as a 33-yard field goal from senior Mitch Meindel, gave CMH a commanding 26-0 lead at the half.
The lead stretched to 33-0 when Hubley took the very first play of the second half 39 yards for the score. Senior Sam Tiahnybik added a touchdown run in the third quarter to make it 40-0.
"I was really happy with how our offensive line did on perimeter blocking," Hubley said. "They opened up pretty big holes for us. It feels really good."
The Tigers were able to get on the scoreboard against the Crusaders' second-string defense.
Junior quarterback Jeremy Gray connected with sophomore wide receiver Demetrius Hermon for a 28 yard touchdown strike early in the fourth quarter, while senior running back Jaree Collins later added an 80-yard touchdown run. Collins finished with 145 yards on the ground for Riverside.
While the second string yielded some yards and points, CMH's first unit shined in all three phases of the game. The offense put up points, the defense didn't allow much, and Meindel drilled two field goals.
Of Riverside's 311 yards of total offense, 254 of it came against the Crusdaders' second team defense.
"It's just the ability to run it, throw it and have a real good kicking game," Young said. (If you can do that) you have a chance to be in every game."
The layout of the next week will challenge the Crusaders. Not only does conference play start a week earlier this season, but CMH plays Waukesha South on Thursday, making the week a day shorter.
It causes Young to change the normal practice routine, with prep for South beginning right away Saturday morning.
"They will run their munch offense and do all of that spread stuff," Young said of South. "We will have our game plan ready to go by tomorrow morning."
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text: Leonard D. DuBoff and Christy O. King, attorneys at law, provide practical and easy-to-understand advice in their book, The Law (In Plain English) for Photographers. Published by Allworth Press, this guide has made it to its third edition for good reason. Especially poignant after 9/11, and the slurry of new laws regarding photography, this book navigates photographers, or anyone with a camera for that matter, on just what they can and cannot photograph. It also covers topics such as trademarks, copyright, taxes, insurance and much more.


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Not many facts here. WHYSubmitted by Guest327 (not verified) on Thu, 05/24/2012 - 12:11pm.
Not many facts here. WHY did the dog bite the child? Was the dog aggressive or defending himself? How old was the child? Was the child tormenting the dog? Were the parent(s) present? Inquiring minds want to know! »
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You can now filter search results with text. Example: "person: john" will search only person pages for "john".
Penguin ascendant. Hush in command. The Bat-Family on the ropes. This isn't just another Tuesday in Gotham.
Two tales of Cassie Hack and Edward Warren crossing paths before either of them had made it big.
What's worse: a world full of zombies or a world full of evil Deadpools? The correct answer is a world full of BOTH of those things!
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From Cup to Coupe: A History of Our Favorite Champagne Glass
The history of Champagne coupes -- our favorite retro-chic glassware -- is sexier than you'd think.
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Vitali Klitschko
Former heavyweight champ Klitschko elected mayor of Kiev
Former heavyweight champ Vitali Klitschko has been elected mayor of Kiev , the pinnacle in a decade of politcal activism ..... homeland of Ukraine. "All change will begin in Kiev ," Klitschko declared after winning 57 percent of the vote
Wilder wins piece of heavyweight title over Stiverne
last May when he stopped Chris Arreola in the sixth round. The WBC title had become vacant by the retirement of Vitali Klitschko , whose brother, Wladimir, is considered the true heavyweight champion. Even in uncharted territory past the fourth
Former heavyweight Chuvalo says boxing lacks excitement of yesteryear
and Joe Frazier, points to the Klitschko brothers, who dominate the heavyweight ..... that's their biggest asset." Vitali Klitschko has retired to be in politics in his native Ukraine, while Wladmir Klitschko retains his heavyweight title
UFC has grown on one-time enemy McCain
2000s. Politically, he was MMA's biggest adversary. On Tuesday, he joked with Jones about him possibly boxing Vitali Klitschko . "That was just a rumor," Jones told the Arizona senator with a laugh. "I'm not ready yet." McCain


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NCAAB Basketball - Preview
Bowling Green Falcons vs. Ball State Cardinals | |
The Bowling Green Falcons and the Ball State Cardinals will both be gunning for a victory on Saturday when they meet at Worthen Arena. Bowling Green lost its last outing, a 62-61 result against Kent State on February 12. They covered in that game as a 5.5-point underdog. Ball State was a 73-62 loser in their most recent outing at home against Eastern Michigan. They failed to cover the 6-point spread as underdogs. Bowling Green: Team record: 10-14 SU, 13-10 ATS Current streak: lost 3 straight games. is 4-10 SU in its last 14 games when playing on the road against Ball State When playing on Saturday are 4-6 Team record: 4-18 SU, 8-12 ATS Current streak: lost 6 straight games. The total has gone OVER in 5 of last 6 games at home When playing on Saturday are 7-3 Bowling Green home to Toledo, Thursday, February 20 Ball State at Central Michigan, Wednesday, February 19 |


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Things I liked:Simple
Variable power
Average quietness
Is now scope-able using crosman's intermounts. Things I would have changed:Linkage is not as robust as my fathers 392. Can be replaced by exact replica of the original sold by mac 1 airguns. The rear sight gap is a little wide. Front sight is black as well as rear; dark targets are harder to aquire. Fiber optic front sight would be cool. I don't like the fact that putting a scope near the breech is so impractical due to needing that area for a hand hold during pumping. What others should know:The 392 is a reliable target/small game destroyer. After a couple of fixes. Now days the barrel is painted without being plugged at the muzzle, so small specks of paint make their way into the barrel end. Easy fix though, a couple of q-tips with paint stripper will alleviate its accuracy problems. If you are mechanically inclined, the aftermarket parts and even the tunings you can do yourself are astounding. For example, bore out the transfer ports going to the barrel from the valve and your FPS will rise and be able to dump more air through the valve. Grind down the exhaust valve and smooth the head of the valve and it will allow more air to be transferred through the port due to increased airflow efficiency so more air is actually forced down the barrel while the pellet is still in the barrel. That's just the beginning. If you are worried about the report, they make a brake for it that gets rid of the loud crack. No more annoying the neighbors or scaring off the other squirrels. Things I liked:everything!the first 5 shot group I shot left only 3 holes, which, of course means 3 rounds went in the same hole,you gotta love that for accuracy. Things I would have changed:not a thing. What others should know:I tried the intermounts, weaver rail, and scope on this rifle,but with the scope mounted right over the loading port I found it too much of a pain loading pellets with the scope mount in the way so I just use the open sights, I don"t use this rifle for long distance anyway, so that"s just fine with me as I am a big fan of open sights anyway. Things I liked:This is a classic air rifle and continues to set the standard for multi-pump pneumatic air guns. The rifle is solid and well built. The finish on the wood stock, barrel and other metal parts is very good. I like the option of target shooting and plinking at lower velocity levels, but also like having the ability to pump it up to a level capable of taking out small and large pests. The gun is also backyard friendly in that it produces little noise. These are the main reasons I like this model. If you're looking at getting in to air gunning, I would recommend this particular model. Things I would have changed:Nothing What others should know:I bought a 397 from PA and decided I wanted a 392 as well (see my 397 review), so my wife gave me the 392 as a Christmas gift. I've been air gunning since 1975 and have several Crosman multi-pump pneumatics, a Benjamin 397, a Beeman and Browning spring piston and a Gamo gas piston air gun. They're all fun to shoot but, this one is now my favorite. Out of the box the accuracy and power of this gun is apparent. Using the sight that came with the gun I was able to shoot holes through soda cans consistently at 15 feet. Although the sight that comes on this gun is more than adequate I replaced it with the Williams peep sight which I prefer. I took the gun to the range with the intentions of doing ballistic analysis on several types and brands of pellets, but my chronograph battery had died. But, I was able to get some data on the H&N Field Target Trophy (14.66 gr) and the H&N Crow Magnum (18.21 gr) pellets. All targets were placed at 20 yards. Here is summary of my results: H&N Field Target Trophy – penetrated both a 0.5" hardwood board and a steel aerosol can. It also penetrated through one side of a steel can and completely through a bottle of water inside the can and left a hole on the other side of the can but did not exit the can (armored bunny test). These pellets produced a 1.5" CTC group using a 5 shot string with 2 shots placed inside the 1.5" bulls eye. H&N Crow Magnum – penetrated the steel aerosol can but not the 0.5" hardwood board. But, because it is a hollow point it mushroomed nicely inside the board. The results of the "armored bunny test" were the same as the H&N Field Target Trophy pellets. These pellets produced a 0.75" CTC group using a 5 shot string with 4 of the shots forming a clover leaf below the 1.5" bulls eye. I'm looking forward to going back to the range and shooting these pellets through my chronograph. I'll publish those results when I get them. Show Other ReviewsCreate an online review and share your thoughts with other customers
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Brian's Song (2001)
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Movie Info
A remake of the classic 1971 TV movie of the same name, Brian's Song, like its predecessor, was based upon I Am Third, the 1970 autobiography of NFL hall of famer Gale Sayers (here played by Mekhi Phifer). While playing for the Chicago Bears, the African American Sayers forms an unexpected friendship with his principal team rival Brian Piccolo (Sean Maher), a white man. It ultimately falls to Sayers to break the news to his teammates that the 25-year-old Piccolo has fallen victim to cancer. … More
- Rating:
- Genre:
- Drama , Television
- Directed By:
- John Gray
- Written By:
- John Gray , Allen Clare
- In Theaters:
- Dec 2, 2001 Wide
- On DVD:
- Jan 22, 2002
- Runtime:
as Brian Piccolo
as Gale Sayers
as Joy Piccolo
as Linda Sayers
as George Halas
as Bill Filbert
as Lori Piccolo
as Abe Gibron
as Ralph Kurek
as Jack Concannon
as Dick Butkus
as Brian at 10 Years-Ol...
as Ed McCaskey
as Dr. Beattie
as Dr. Fox
as Dr. O'Conner
as Nurse
as Traci Piccolo
as Gale (age 10)
as Master of Ceremonies
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A heart-warming story of camaraderie, courage and manipulated tears.
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Franklin Cleaning Technology Accolade Floor Sealer, 4/Carton
Versatile, urethane-fortified sealer/finish for use on high-visibility, nonresilient flooring. Applies easily with finish mop and dries to a durable gloss. Burnish able. Provides protection of a quality sealer and gloss of a floor finish. Will not yellow. Contains 20% solids. Meets ASTM D-2047-82 standard for slip resistance.
Franklin Cleaning Technology Accolade Floor Sealer, 4/Carton
Additional Documents
Weights & Dimensions
Purpose: Floor | Style: Liquids |
Scents: Unscented | Chemical Size: > 40 ounces |
Pack Size: 4 Pack | Product Type: Floor Care |
Country of Manufacture: United States |
About the Manufacturer
Founded in 1932, Franklin has its headquarters and manufacturing facility in Great Bend, Kansas. Franklin is a manufacturer of products developed in collaboration with industry leading raw material manufacturers. This provides Franklin enhanced capabilities to guide the development of unique and proprietary formulations for exclusive use in performance driven facility maintenance products. Combined with their floor pads and Fuller Brush mops, Franklin can supply Total Facility Maintenance Systems anywhere, anytime.Franklin Cleaning Technology Accolade Floor Sealer, 4/Carton
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Accolade Floor Sealer, 4/Carton is also sometimes listed under the following manufacturer numbers: FKLF139022CT


text: origami Comments 6 The Ancient Art of Origami Awesomeness By Vadim Newquist Feb 6, 2013 Back 5 of 15 Next More More Slideshows Read Facebook On a Spaceship in the Year 2042 in this Week's Geeky Twitter! Breakout Stars of 2015! The Definitive Ranking of Pop Culture Apes! Back Next more > Back Next more > This trio of eagles pics gives a three dimensional view of theexceptional detail he brings to his work. Look closely, this eagleeven has eyes! Tags: slideshows, art, origami, life, paper, artwork, folded paper The Top 5 Best Song Mashups Ever The Top 5 Best Song Mashups Ever How to Get A Geeky Guy to Be Your Valentine How to Get A Geeky Guy to Be Your Valentine Related Posts fan art Take A Look Inside Rosie's Gallery of Amazing Things slideshows The Fantasy Dreamscapes of JeeYoung Lee olympics 13 Olympic Events That Struck Out fan art The Bright Art World Of Regina Legaspi Write your own comment! Hold up there partner! Before you comment on a post there's one more step. You'll have to choose a nickname to be displayed on your comment. Give 'er a shot below! Write your own comment! OR Remember me OR Please log in first Email Password Remember me Log in Create an account | Lost password ...or log in using


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There are a couple of very good posts written by fellow bloggers that I would like to share.
"The Caregiver Role" by Maureen at http://www.beingillisapill.blogspot.com/ and "The Bedridden And Stranded" by Laurel at http://www.dreamsatstake.blogspot.com/ Both of these posts give us perspective from opposite ends in the world of chronic illness ~ the caregiver and the bedridden person who needs caring for. Hope you take the time to check them out. Thank you ladies for sharing, caring, and helping us along on our journey. |
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