text:
Contribute to ReadWriteThink / RSS / FAQs / Site Demonstrations / Contact Us / About Us
ReadWriteThink couldn't publish all of this great content without literacy experts to write and review for us. If you've got lessons plans, videos, activities, or other ideas you'd like to contribute, we'd love to hear from you.
Find the latest in professional publications, learn new techniques and strategies, and find out how you can connect with other literacy professionals.
Teacher Resources by Grade
Kindergarten | ||
1st - 2nd | 3rd - 4th | |
5th - 6th | 7th - 8th | |
9th - 10th | 11th - 12th |
Your students can save their work with Student Interactives.
Home Classroom Resources Lesson Plans
Lesson Plan
A Daily DEAR Program: Drop Everything, and Read!
Grades | 3 – 5 |
Lesson Plan Type | Recurring Lesson |
Estimated Time | One 30-minute session daily |
Lesson Author |
Blacksburg, Virginia |
Publisher |
Grades K – 12 | Calendar Activity |  May 1
May is Get Caught Reading Month!
Students celebrate Get Caught Reading Month by doing a reading-related service project such as planning an intergenerational reading day or organizing a book drive.
Professional Library | Book
Standards in Practice, Grades 35
Recognizing that the literacy demands that our students now face require their active involvement in their own learning, the author and three other successful teachers have developed a wide variety of ways to encourage that involvement.
Grades 2 – 7 | Professional Library | Book
Creating Lifelong Readers Through Independent Reading
This book provides information on the benefits of independent reading, how to set up a classroom library, and ways to actively engage students in independent reading.


text:
Otolaryngology Clinic
James W. Aston Ambulatory Care Center
5303 Harry Hines Blvd.
7th Floor, Suite 106
Dallas, Texas 75390-8868
The pediatric ear, nose, and throat (ENT) specialists at UT Southwestern Medical Center have the knowledge and experience to provide children with advanced care, including the accurate diagnosis, effective treatment, and ongoing management of all types of ENT conditions.
Our caring and compassionate specialists use UT Southwestern's state-of-the-art diagnostic resources to accurately identify and treat the spectrum of pediatric ENT conditions.
Our physicians specialize in the following conditions and their related treatments.

subset: commoncrawl


text:
Member Joined Dec 5 2009
General Info
Site Memberships
Recent Activity
About Me
Just Me ... What You See Is what You Get Post a CommentOops!Oops, you forgot something. Oops!The words you entered did not match the given text. Please try again. 2 Comments
Hehe .. Yeah pretty cool... the guy that drew it got my likeness really spot on ;-) lol x


text:
Tag Results: john mcbain
July 17, 2012 GH's Steve Burton Chats On Jason's Complicated Life With Sam, Elizabeth, and Franco!
May 7, 2012 This Week on GH: Rivalries New and Old Ignite as Tea and Todd surface in Port Charles! – Watch the Promo!
April 10, 2012 THIS WEEK on General Hospital: Who Will Destroy Sonny Corinthos? John McBain, Anthony Z. or Kate/Connie?
March 21, 2012 GH's Head Writer, Ron Carlivati dishes on Heather Webber, Robin's death, Liason, Kate's DID & One Life Crossovers!
March 14, 2012 Kristen Alderson and Michael Easton Discuss Coming to General Hospital – Watch the Video!
March 5, 2012 Michael Easton Opens Up On His Move to GH, John's Past with Sonny & the Future of Jolie!
February 21, 2012 New Secrets, New Rivals, New Threats – The Dawn of a New Day on GH! – Watch the Promo!


text:
Nothing is more stylish than being environmentally friendly, and its easy when you make a choice like the Cushe Shucoon MJ Delux. Starting off with Gold Star Environmental premium leather, this womens Mary Jane is as comfortable as it is eco-friendly. This is only bettered by a breathable neoprene lining and an elastic strap accross the instep for a superior fit. Walk around all day on these casual shoes, a microfiber covered footbed is made with memory foam for an ultimate shock absorbing step. A recycled rubber outsole with pressed canvas proivdes sure footing on slippery surfaces. The Cushe Shucoon MJ Delux is another player in Cushe's C.L.I.M.A.T.E. project, which stands for "Contains Low Impact Materials And Thinking Enviornmentally".
Enter one or more email addresses, separated by a comma, or enter addresses from your email address book!
I would like to add a personalized message!


text:
About Ien Ang
Ien Ang is a published author. A published credit of Ien Ang is Cultural research and refugee studies: new knowledge, methodologies, and practical implications; a panel commentary.(Writing refugee lives: urban ethnographies ... : An article from: Social Analysis.
To edit or update the above biography on Ien Ang, please Log In or Register.Link to this page: http://www.jacketflap.com/ien-ang/194835
Published Works by Ien Ang
Click a book's title or cover for more details and to read reviewsTitle, Creators, Comments / Reviews | Ages | Date Published | |||
1. Cultural research and refugee studies: new knowledge, methodologies, and... Author: Khalid Koser, Ien Ang, Pnina Werbner Publisher: Berghahn Books |
? |
09/22/2004 Add | |||
Add Review | |||||
Bestselling order determined by Amazon.com SalesRank(tm) |


text:
Do we really need to draft ILB?
View Single Post
Site Contributor
Join Date: May 2004
Posts: 12,930
Rep Power:
Originally Posted by
the texans did address that last year...they've addressed our o-line every year of our existance...BUT...if you've had an oppurtunity to watch the games...or watch them numerous times on tape as have i...you know its still a weakness. something has to be changed. you mention poor fundementals and or poor coaching...wich has some validity ,but its still no excuse for the CONSISTENTLY poor performance of our d-line. they cannot hold the line of scrimmage. ive watched it over and over again. my suggestion was the addition of either a new nose tackle (depending on paynes ability to completly regain his pre-injury performance) or a 4th quality d-lineman to rotate with our current players.
your suggestion? a new coach (wich i wont arrgue with)
adding a 270-280 d-lineman to play in a 3-4 deffesnse? ummmmm....im not buying that.
as for our offensive line woes...the left side is young and they will get better. i have little doubt in that. mckinney is my issue. hes a good locker personality, a solid community person, and a likeable guy on radio. he's also a liability. the only reason he hasnt been more exposed is because typically when the defense only rushes 4 defenders he's the odd man out who doubles up on whoever needs the help. when hes one on one------hes domminated.
and as i said in my previous post i think we have a serious need for a "big" nickleback.
you presume too much, fabricate the facts & completly misconstrue the truth. The Texans are one year ahead of your idea thats fact, they also used a large chunk of cap room to accomidate this need so I don't see this happeneing two years in a row.
as far as the coaching make sure you limit that to the defensive line coaching, not the head coaching. And yes I've been to two games in person watched the last one @ home (I was not too happy about the late hit on Carr when his shoulders/head where driven into the ground with no flag). The defensive line lacks speed big time, sure the idea is to lock up the interior with big bodies & occupy space but with todays athelete like a Culpepper it is not effective, hence dunta was brought off the end to basicly get in Culpeppers face. The NFL is all about speed. I completley agree with the Texans decision to draft Dunta Robinson he has quickly become my favorite Texan, to suggest Wilfork would have been a better pick well then your an ignoramus.
The Texans have a fine young offensive line that will improve with time as they develop playing as a unit don't be so negative have some patience. Speed kills if we go with a DE/DT it should be the quickest, most intellegent & strongest prospect available, hence it should be David Pollack, if he is still available when the Texans select.
View Public Profile
Find More Posts by beerlover


text:
Click to display in larger size At the north end of Nanchizi Dajie - near the eastern gate of the Forbidden City - lies a small shop, with a red signboard hanging on its gate that reads 'Chinese Folk Handicraft'. It is run by Aunt Cheng, an old Beijinger. After retirement, she set up this shop in 2007. As I entered the shop, Aunt Cheng immediately greeted me warmly. After exchanging greetings, I looked through her characteristic goods. The figurines depicting young women dressed in the Qing Dynasty costume look very colorful. Their smiling expressions are vivid. And you can see many details, such as figures holding fans, or wearing hats of the Qing design. Each of them costs 100 to 300 yuan. Miniature Beijing opera facial masks are good as small gift. They feature many famous people in Chinese literature, such as the characters from "Journey to the West". The most attractive character is the Monkey King, character known to all as a brave, intelligent, and resourceful hero. Prices for these gift boxes range from 15 to 35 yuan. They still carry many other things for you to choose from, such as painted small gourds, tiger-head children shoes, paper-cuts, pottery decorations of old Beijing, and more. Aunt Cheng's shop assistant speaks English well, so you can communicate smoothly with them. What I appreciated Chinese traditional handicrafts, a wide variety What customers appreciate Handicrafts with Chinese characteristics, good for gift and souvenir
"Possess A Gripping Wall, Easy and Effective" -- Who else want to know how?
A Beijing specialty shop near the Forbidden City Handicrafts of Old Beijing Kappa, fashionable sportswear |


text:
Camera Reviews
Camera Reviews
Best Cameras
(Dave's Picks)
Compact Cameras
DSLR Cameras
Mirrorless Cameras
Compare Images
Compare Cameras
Popular Manufacturers
Canon Cameras
Fuji Cameras
Nikon Cameras
Olympus Cameras
Panasonic Cameras
Pentax Cameras
Samsung Cameras
Sony Cameras
All Camera Manufacturers
Popular Cameras
Pentax K-3
Sony RX100 II
Panasonic GM1
Canon 60D
Canon 70D
Panasonic GX7
Canon T3i
Canon 5D Mark III
Nikon D610
Lens Reviews
Lens Reviews on SLR Gear
Canon Lenses
Nikon Lenses
Olympus Lenses
Panasonic Lenses
Sigma Lenses
Sony Lenses
Tamron Lenses
All lens reviews
Camera News
IR Photo News
New on the site
News Archives
Printer Reviews
Reviews by IR
Camera Accessories
Reviews by SLR Gear Readers
Flash Reviews
Tripod Reviews
Camera Bag Reviews
About IR
About IR
The Team
No Cameras Found
See all results
Go to:
Previous Item
Current News
Next Item
Canon notifies dealers of EOS D60 pricing!
Mike Tomkins
(Tuesday, March 12, 2002 - 08:11 EST)
Say goodbye to the $2000 price barrier to true digital SLRs...
Canon USA has now notified dealers of official US pricing for its EOS D60 SLR digital camera, we hear. The dealer letter sets two prices for each of the EOS D60 bundles - the SLP (Suggested List Price) and the MAP (Minimum Advertised Price). The first is something you'll doubtless have heard of, but the second number is something a little more arcane - the lowest price that an authorised dealer is allowed to mention in print advertising. You might find retailers selling the camera below the MAP price (although this is unlikely early on whilst the camera is in high demand), but if so then they're not allowed to publically advertise their price.
The D60 "Kit", which includes BP511 battery pack, power adapter, DC coupler, power cable, interface cable, neck strap, software disk, Photoshop LE, eyecup, body cover, and video cable has a "suggested list price" of $2699, and MAP of $2199.
The "Body only", which includes interface cable, neck strap, software disk, Photoshop LE, eyecup, and body cover (in other words, no battery pack or power stuff) has a suggested list of $2499, and a MAP of $1999. Dealer net of course is less than both of these prices, so once supply catches up with demand, there is the potential that we could see unadvertised prices available that are below MAP. We don't expect prices a *whole* lot lower than MAP though, as there probably isn't a lot of margin between MAP and the Dealer's net price.
Go to:
Previous Item
Current News
Next Item
Powered by


text: "Bowie and I had our differences [Bowie visited Guns N' Roses during the shoot of the "It's So Easy" video; Bowie paid too much attention to Axl's girlfriend Erin Everly, and Axl punched him and threw him off the set]. And then we talked and went out to dinner and then went down the China club and stuff. And when we left, I was like, "I wanna thank you for being the first person that�s ever come up to me in person and said how sorry they were about the situation and stuff." It was cool, you know? And then I open up Rolling Stone the next day and there�s a story in there saying I�ve got no respect for the Godfather of Glam even though I wear make-up and all this bullshit... It�s laughable. I was out doing a soundcheck one day when we were opening for the Rolling Stones and Mick Jagger and Eric Clapton cornered me. I�m sittin� on this amp and all of a sudden they�re both right there in front of me. And Jagger doesn�t really talk a lot, right? He�s just real serious about everything, and all of a sudden he�s like (adopts exaggerated Dick Van Dyke-style Cockney): "So you got in a fight with Bowie, didja?" So I told him the story real quick and him and Clapton are going off about Bowie in their own little world, talking about things from years ago. They were saying things like when Bowie gets drunk he turns into the Devil from Bromley....I mean, I�m not even in this conversation. I�m just sittin� there. Listening to �em bitch like crazy about Bowie. It was funny."Axl Rose, Kerrang, 21 April 1990


text:
Loss of airplane control in flight is a leading cause of fatalities in the commercial aviation industry. A variety of reasons exist for airplane upsets, but none is statistically significant. Reducing the number of reasons for upsets is a continual training process, and eliminating one reason will not necessarily reduce the number of loss-of-control accidents and fatalities. Additionally, many reasons for upsets are associated with the environment, in which case avoidance is the best solution, but is not always possible. Therefore, pilots must have the necessary knowledge and skills to recover an upset airplane.
Aerodynamic principles of large, swept-wing commercial jet airplanes are similar among all manufacturers. In the interest of safety, and the desire to acknowledge the commonality in recovery techniques, this article was written jointly by Airbus, Boeing Commercial Airplane Group, and Douglas Products Division. The article focuses on Airbus and Boeing airplanes that do not have electronic flight controls, commonly known as fly-by-wire. However, when a fly-by-wire airplane is in a degraded control law (mode), the recovery techniques are appropriate. Additionally, certain conditions can upset any airplane and the basic principles of recognition and recovery still apply regardless of the flight control architecture.
Pilots can be exposed to an infinite number of slightly different situations. For this reason, it is not possible to develop specific recovery procedures for each. Operators should address procedural application of techniques within their fleet structures. Pilots who are knowledgeable about aerodynamics and who possess the skills to apply basic recovery techniques can return an upset airplane to normal flight parameters. Airbus and Boeing are dedicating many resources and actively working with an industry team to develop an airplane upset recovery training aid. When it is completed we will make it available to our customers at no charge.
Airline flight crews constantly strive to provide passengers with a smooth ride while ensuring an extremely high degree of safety. Pilots in line operation seldom experience the excessive pitch or bank angles associated with an airplane upset. However, with a greater understanding of the fundamental principles of aerodynamics, pilots will be better equipped to successfully maneuver the airplane back to straight-and-level flight in the unlikely event they experience an airplane upset.
Aerodynamic principles applied to large, swept-wing commercial jet airplanes are similar among all manufacturers, and the recommended techniques for recovering from an upset in an airplane subject to these principles are also compatible. Pilots who understand the conditions of an upset, though such an event is unlikely, will be better prepared to recover from it. The four conditions that generally describe an airplane upset (figure 1) are unintentional:
However, when an airplane is taken to the edges of the flight envelope, different situations result. It is possible, for example, to encounter flight conditions where an increase in thrust is needed to maintain a slower airspeed, and where an increase in pitch will decrease altitude. While airline pilots may have received training on how to use flight controls to recover from airplane upsets, they rarely, if ever, experience these conditions in line operations.
In the context of aerodynamics, the following three basic concepts should be understood:
The airplane is continuously expending energy in flight because of drag. Drag is usually offset by using some of the stored chemical energy -- that is, by burning fuel in the engines. (At landing, the reverse is the case when wheel brakes [friction] and thrust reversers dissipate energy.)
During maneuvering, the three types of energy can be traded, or exchanged, usually at the cost of additional drag. This process of consciously manipulating the energy state of the airplane is referred to as energy management.
Airspeed (kinetic energy) can be traded for altitude (potential energy). Altitude therefore can be traded for airspeed,
as in a dive. This trading of energy, however, must be balanced with the final desired energy state in mind. For example, when a pilot trades altitude for airspeed by descending the airplane, the descent angle must be selected carefully in order to capture the final desired energy state with the introduction of the necessary chemical energy.
This becomes especially important when the pilot wants to generate aerodynamic forces and moments to maneuver the airplane. Kinetic energy can be traded for potential energy (climb). Potential energy can be converted to kinetic energy. Chemical energy can be converted by engines to either potential or kinetic energy, but only at specified rates. These relationships are shown in figure 2.
The objective of maneuvering the airplane is to manage energy so that kinetic energy stays between limits (stall and placards), potential energy stays within limits (terrain-to-buffet altitude), and chemical energy stays above certain thresholds (fuel in tanks). These concepts are especially important to understanding recovery from an airplane upset.
In managing these energy states and trading between the sources of energy, the pilot does not directly control the energy. The pilot controls the direction and magnitude of the forces acting on the airplane. These forces result in accelerations applied to the airplane. The result of these accelerations is a change in the orientation of the airplane and a change in the direction, magnitude, or both, of the flight path vector. Ultimately, velocity and altitude define the energy state.
This process of controlling forces to change accelerations and produce a new energy state takes time. The amount of time required is a function of the mass of the airplane and the magnitude of the applied forces, and is governed by Newton's laws. Airplanes of larger mass generally take longer to change orientation than do smaller ones. This longer time requires the pilot to plan ahead in a large-mass airplane to ensure that the actions taken will result in the final desired energy state.
Thrust, weight, lift, and drag are the forces that act upon an airplane (figure 3). Maneuvering is accomplished by variations of these forces and is controlled by the throttles and flight controls.
The lift force in pounds or kilograms generated by a surface is a result of the angle of attack, the dynamic pressure of the air moving around it (which is a function of the airspeed and density), and the size and shape of the surface. Lift varies with angle of attack for constant speed and air density. As angle of attack is increased, the lift increases proportionally, and this increase in lift is normally linear. At a specific angle of attack, however, the resulting lift due to angle of attack behaves differently. Instead of increasing, it decreases. At this critical angle of attack, the air moving over the upper wing surface can no longer remain attached to the surface, the flow breaks down, and the surface is considered stalled. The breakdown of the flow and consequent loss of lift is dependent only upon the angle of attack of the surface. This is true regardless of airplane speed or attitude. An airplane stall is characterized by any one (or a combination) of the following conditions:
Flight controls give the pilot the ability to manage the forces acting on the airplane in order to maneuver; that is, to change the flight path of the airplane (figure 4).
An important concept for pilots to understand is that if the airplane is at a balanced, "in-trim" angle of attack in flight, it will generally seek to return to the trimmed angle of attack if upset by external forces or momentary pilot input. This is due to the longitudinal stability designed into that airplane.
Changes in airplane configuration also affect pitch control. For example, flap extension usually creates a nose-down pitching moment; flap retraction usually creates a nose-up pitch. When extended, wing-mounted speed brakes usually produce a nose-up pitching moment.
Pitch attitude can also change with thrust (figure 5). With underwing engines, reducing thrust creates a nose-down pitching moment; increasing thrust creates a nose-up pitching moment.
The combination of elevator and stabilizer positions also affects pitch. In normal maneuvering, the pilot displaces the elevator by applying an elevator control force. The pilot then trims the stabilizer by driving it to a new position to remove the elevator control force. This new stabilizer position is faired with the elevator. If they are not faired (one is down and the other is up), one cancels out the other. This condition limits the airplane's ability to overcome other pitching moments from configuration changes or thrust.
Motion about the longitudinal axis is called roll (figure 5). Control inputs cause the ailerons and spoilers to control the airplane's roll rate. The aileron and spoiler movement changes the local angle of attack of the wing, changing the amount of lift and causing rotation about the longitudinal axis.
During an airplane upset, unusually large amounts of aileron or spoiler input may be required to recover the airplane. After input of full roll control, it may be necessary to use rudder in the direction of the desired roll. The amount of rudder required to coordinate the maneuver will depend on the airplane type and associated systems. An uncoordinated rudder movement results in a nose movement (yaw) in the direction of the rudder input. The yaw creates sideslip, which causes a roll in the same direction as the rudder input. The roll due to sideslip is referred to as dihedral effect.
When encountering an angle of attack associated with the onset of stick shaker, ailerons and spoilers are still effective at controlling roll. However, as the angle of attack continues to increase beyond the angle associated with stick shaker onset, the airflow over the wing separates and airplane buffet generally begins. Without decreasing the angle of attack, the combination of ailerons and spoilers in this separated airflow may not always generate a significant force; therefore, little rotation about the longitudinal axis occurs on some models. Since
the vertical stabilizer/rudder is rarely aerodynamically stalled, it is still possible to generate a force and a nose rotation with associated roll rate.
However, at a high angle of attack, pilots must be extremely careful when using the rudder for assisting lateral control. Excessive rudder can cause excessive sideslip which could lead to departure from controlled flight.
Asymmetric thrust creates a yawing and a rolling moment. An engine failure creates an undesired yaw and roll.
Conversely, an intentional engine throttle up or down could create a desired yawing moment followed by a desired rolling moment. Using asymmetric thrust to control roll is not precise because of the lag time associated with engine spool-up or spool-down and should be avoided unless no other means of roll control are available. Generally, the pilot should attempt to restore symmetric thrust conditions during an upset recovery.
Applying Aerodynamic Fundamentals to Airplane Upsets
In this situation the pilot should trade the potential energy of altitude for airspeed, and would have to maneuver the airplane's flight path back toward the horizon. This is accomplished by the input of up to full nose-down elevator and the use of some nose-down stabilizer trim. These actions should provide sufficient elevator control power to produce a nose-down pitch rate. It may be difficult to know how much stabilizer trim to use, and care must be taken to avoid using too much trim. Pilots should not fly the airplane using stabilizer trim, and should stop trimming nose down when they feel the g force on the airplane lessen or the required elevator force lessen. This use of stabilizer trim may correct an out-of-trim airplane
and solve a less-critical problem before the pilot must apply further recovery measures. Because a large nose-down pitch rate will result in a condition of less than 1 g, at this point the pitch rate should be controlled by modifying control inputs to maintain between 0 to 1 g. If altitude permits, flight tests have determined that an effective way to achieve a nose-down pitch rate is to reduce some thrust on airplanes with underwing-mounted engines. The use of this technique is not intuitive and must be considered by each operator for their specific fleet types.
If normal pitch control inputs do not stop an increasing pitch rate, rolling the airplane to a bank angle that starts the nose down should work. Bank angles of about 45 degrees, up to a maximum of 60 degrees, could be needed. Unloading the wing by maintaining continuous nose-down elevator pressure will keep the wing angle of attack as low as possible, making the normal roll controls as effective as possible. With airspeed as low as stick shaker onset, normal roll controls -- up to full deflection of ailerons and spoilers -- may be used. The rolling maneuver changes the pitch rate into a turning maneuver, allowing the pitch to decrease. Finally, if normal pitch control then roll control is ineffective, careful rudder input in the direction of the desired roll may be required to induce a rolling maneuver for recovery.
Only a small amount of rudder is needed. Too much rudder applied too quickly or held too long may result in loss of lateral and directional control. Because of the low energy condition, pilots should exercise caution when applying rudder.
The reduced pitch attitude will allow airspeed to increase, thereby improving elevator and aileron control effectiveness. After the pitch attitude and airspeed return to a desired range the pilot can reduce angle of bank with normal lateral flight controls and return the airplane to normal flight.
Again, it is necessary to maneuver the airplane's flight path back toward the horizon. At moderate pitch attitudes, applying nose-up elevator -- and reducing thrust and extending speed brakes, if necessary -- will change the pitch attitude to a desired range. At extremely low pitch attitudes and high airspeeds (well above VMO/MMO), nose-up elevator and nose-up trim may be required to establish a nose-up pitch rate.
Any time the airplane is not in "zero-angle-of-bank" flight, lift created by the wings is not being fully applied against gravity, and more than 1 g will be required for level flight (figure 6). At bank angles greater than 67 degrees, level flight cannot be maintained within flight manual limits for a 2.5 g load factor (figure 7). In high bank angle increasing airspeed situations, the primary objective is to maneuver the lift of the airplane to directly oppose the force of gravity by rolling to wings level. Applying nose-up elevator at bank angles above 60 degrees causes no appreciable change in pitch attitude and may exceed normal structure load limits as well as the wing angle of attack for stall. The closer the lift vector is to vertical (wings level), the more effective the applied g is in recovering the airplane.
A smooth application of up to full
lateral control should provide enough roll control power to establish a very positive recovery roll rate. If full roll control application is not satisfactory, it may even be necessary to apply some rudder in the direction of the desired roll.
Only a small amount of rudder is needed. Too much rudder applied too quickly or held too long may result in loss of lateral and directional control or structural failure.
Recovery Techniques
1. A management overview that identifies the safety concern and encourages operators to establish an upset recovery training program.
2. A pilot guide that briefly reviews the causes of airplane upsets, fundamental aerodynamics of flight for large, swept-wing airplanes, and the application of techniques for recovering an airplane that has been upset. The guide is a highly readable, concise treatment for pilot issues written by pilots for pilots. It is intended for self-study or classroom use.
3. The example airplane upset training program, a stand-alone resource designed to serve the needs of a training department. An example academic and simulator training program are both included. The academic program provides the pilots with the requisite knowledge, and the simulator training scenarios are designed to help pilots improve their skills in recovering from an upset.
4. References for additional reading on subjects associated with airplane upsets and recovery.
Airbus and Boeing encourage all operators to endorse the training recommendations and include airplane upset recovery training in their overall pilot training programs.
In order to avoid an upset, or to recover from one, pilots must understand the following:
Aerodynamic Fundamentals Applied to Large Airplanes
Airline pilots are thoroughly familiar with airplane handling qualities under normal flight conditions. In general, if pitch is increased (the result of pulling back on the controls), altitude increases; in level flight, if thrust is increased, airspeed increases.
Three sources of energy are available to generate aerodynamic forces and thus maneuver the airplane: kinetic, which increases with increasing airspeed; potential, which is proportional to altitude; and chemical, which is from the fuel in the airplane's tanks. The term "energy state" describes how much of each kind of energy the airplane has available at any given time. The critical element to realize is that pilots who understand the airplane energy state will be in a position to know what options are available to maneuver the airplane.
These conditions are usually accompanied by a continuous stall warning. A stall must not be confused with the stall warning that alerts the pilot to an approaching stall. Recovery from an approach to stall is not the same as a recovery from an actual stall. An approach to stall is a controlled flight maneuver; a stall is an out-of-control, but recoverable, condition.
Movement around the lateral axis of an airplane is called pitch (figure 5), and is usually controlled by the elevator. Given any specific combination of airplane configuration, weight, center of gravity, and speed, all forces will be balanced at one elevator position. In flight, the two elements most easily changed are speed and elevator position; as speed changes, the elevator position must be adjusted to balance the aerodynamic forces. Control forces required for this new position can be neutralized by adjusting the pitch trim mechanism. Typically, the pitch trim mechanism adjusts the position of the horizontal stabilizer.
Similar to how feathers on the back of an arrow make it fly straight, airplanes have a vertical stabilizer to keep the nose into the wind. The rudder is attached to the vertical stabilizer, and movement of the rudder into the airflow creates a force and a resulting rotation about the vertical axis. This motion is called yaw (figure 5). The vertical stabilizer and the rudder are sized to meet two objectives: to control asymmetric thrust from an engine failure at the most demanding flight condition (greater than V1), and to generate sufficient sideslip for crosswind landings. To achieve these objectives, the vertical stabilizer and rudder must be capable of generating powerful yawing moments and large sideslip angles.
Though airline pilots in line operation will rarely, if ever, encounter an upset situation, understanding how to apply aerodynamic fundamentals in such a situation will help them control the airplane. Several techniques are available for recovering from an upset. In most situations, if a technique is effective, it is not recommended that pilots use additional techniques. Several of these techniques are discussed in the example scenarios below:
In all upset situations, it is necessary to recover from a stall before applying any other recovery actions. To recover from the stall, angle of attack must be reduced below the stalling angle. Nose-down pitch control must be applied and maintained until the wings are unstalled. Under certain conditions, on airplanes with underwing-mounted engines, it may be necessary to reduce some thrust in order to prevent the angle of attack from continuing to increase. Once unstalled, upset recovery actions may be taken and thrust reapplied as needed.
In a situation where the airplane pitch attitude is unintentionally more than 25 degrees nose high and increasing, the kinetic energy (airspeed) is decreasing rapidly. According to the energy management discussed earlier, the energy is actually being stored as potential energy. As airspeed decreases, the pilot's ability to maneuver the airplane also decreases. If the stabilizer trim setting is nose up, as for slow-speed flight, it partially reduces the nose-down authority of the elevator. Further complicating this situation, as the airspeed decreases, the pilot could intuitively make a large thrust increase. This will cause an additional pitch up for underwing-mounted engines. At full thrust settings and very low airspeeds, the elevator -- working in opposition to the stabilizer -- will have limited control to reduce the pitch attitude.
In a situation where the airplane pitch attitude is unintentionally more than 10 degrees nose low and going lower, the kinetic energy (airspeed) is increasing rapidly. A pilot would likely reduce thrust and extend the speed brakes. The thrust reduction will cause an additional nose-down pitching moment. The speed brake extension will cause a nose-up pitching moment, an increase in drag, and a decrease in lift for the same angle of attack. At airspeeds well above VMO/MMO, the ability to command a nose-up pitch rate with elevator may be reduced because of the extreme aero-dynamic loads on the elevator.
A high bank angle is one beyond that necessary for normal flight. Though the bank angle for an upset has been defined as unintentionally more than 45 degrees, it is possible to experience bank angles greater than 90 degrees.
A nose-high, high-angle-of-bank upset requires deliberate flight control inputs. A large bank angle is helpful in reducing excessively high pitch attitudes. The pilot must apply nose-down elevator and adjust the bank angle to achieve the desired rate of pitch reduction while considering energy management. Once the pitch attitude has been reduced to the desired level, it is necessary only to reduce the bank angle, ensure that sufficient airspeed has been achieved, and return the airplane to level flight.
The nose-low, high-angle-of-bank upset requires prompt action by the pilot as potential energy (altitude) is rapidly being exchanged for kinetic energy
(airspeed). Even if the airplane is at a high enough altitude that ground impact is not an immediate concern, airspeed can rapidly increase beyond airplane design limits. Simultaneous application of roll and adjustment of thrust may be necessary. It may be necessary to apply nose-down elevator to limit the amount of lift, which will be acting toward the ground if the bank angle exceeds 90 degrees. This will also reduce wing angle of attack to improve roll capability. Full aileron and spoiler input should be used if necessary to smoothly establish a recovery roll rate toward the nearest horizon. It is important to not increase g force or use nose-up elevator or stabilizer until approaching wings level. The pilot should also extend the speed brakes as necessary.
It is possible to consolidate and incorporate recovery techniques into two basic scenarios -- nose-high and nose-low -- and to acknowledge the potential for high bank angles in each scenario described above. Other crew actions such as recognizing the upset, reducing automation, and completing the recovery are included in these techniques. Boeing and Airbus believe the recommended techniques provide a logical progression for recovering an airplane. The techniques assume that the airplane is not stalled. If it is, recovery from the stall must be accomplished first.
ĐWhen approaching the horizon,
roll to wings level.
ĐCheck airspeed and adjust thrust.
ĐEstablish pitch attitude.
Đ Apply nose-up elevator.
Đ Apply stabilizer trim, if necessary.
Đ Adjust thrust and drag as necessary.
Airplanes are subject to the laws of aerodynamics and physics. With a clear understanding of how airplanes react when obeying these laws, pilots will be better equipped to safely deal with an airplane upset in the rare event that one occurs. Each upset event may result from different causes, but the concepts for recovery are similar.
These recovery concepts are central to any upset training. To help pilots develop a greater understanding of upset recovery procedures, the commercial aviation industry is developing an upset recovery training program. A training aid representing an industry consensus on a core training program was scheduled to be completed in second-quarter 1998 and delivered to operators of Airbus and Boeing airplanes beginning in third-quarter 1998. It is anticipated that this training aid will be an important factor in enhancing aviation safety by reducing loss-of-control events and the accidents that may result from them.
Airplane Upset Recovery Training Aid
In recent years the commercial aviation industry has responded to flight crew training issues by developing several training aids. Examples of these aids, which were created by industry teams of representatives from airplane manufacturers, airlines, pilot groups, government and regulatory agencies, and others, include the following:
The industry has now identified the potential benefits of such a training aid to help pilots recover an airplane that has been upset. The goal of this airplane upset recovery training aid is to increase the pilot's ability to recognize and avoid situations that can lead to airplane upsets, and to improve the pilot's ability to recover control of an airplane to normal flight parameters if it has been upset. To support this goal the industry:
The new training aid package consists of a document and a two-part video. Both the document and video will also be available in CD-ROM format. The document contains four sections:
Dave Carbaugh
Chief Pilot
Flight Operations
Boeing Commercial Airplane Group
John Cashman
Chief Test Pilot
and Director
Flight Crew
Boeing Commercial Airplane Group
Mike Carriker
Senior Engineering Project Pilot -- 737
Flight Crew
Boeing Commercial Airplane Group
Doug Forsythe
Flight Operations Safety
Boeing Commercial Airplane Group
Tom Melody
Chief Test Pilot
and Senior Manager
Flight Operations
Douglas Products Division
Larry Rockliff
Chief Pilot
and Director
Flight Training
Airbus Industrie
William Wainwright
Chief Test Pilot
Flight Division
Airbus Industrie
return to top | AERO text-only contents | Boeing Home | Commercial
Copyright © The Boeing Company. All rights reserved.


text:
Franchising is a system of marketing that enables firms to increase their turnover without increasing their assets. Almost every type of business has been franchised at some time or other, from Big Apple Bagels to DreamMaker Baths & Kitchens. One of the best known franchises is the McDonald's chain of hamburger restaurants. Approximately 80% of McDonald's restaurant businesses around the world are owned and operated by franchisees.
Franchising involves two parties, the franchiser and the franchisee. The franchiser owns a trademark or brand, which he (or she) agrees to allow the franchisee to use for a fee (often an original purchase price plus a percentage of sales). The franchiser provides the franchisee with assistance (financial, choice of site, and so on) in setting up their operation, and then maintains continuing control over various aspects of the franchisee's business; for example, via the supply of products, discussion of their marketing plans and/or centralised staff training.
The franchisee buys into a proven business plan and considerable expertise. Other advantages to the franchisee include cost savings from the bulk buying capacity of a large operation, and the marketing benefits of central advertising and promotion of the business.
Many franchisees sign a franchise agreement believing it to be less risky than setting up a business on their own. But things can go badly wrong, even with well-known and well-established operations. Some franchisers have antagonised their franchisees by selling new franchises for sites close to existing operations. Many contracts now stipulate that franchises cannot be sold less than a certain distance apart, and in some American states there is legislation controlling their sale.
McDonald's says that its system is successful because:
McDonald's also says that it "remains committed to franchising as a predominant way of doing business".
Elements of the idea of franchising have been in use for centuries. An article in McKinsey Quarterly (No. 1, 1998) says:
The recent growth in franchising has been fast. By 1999 the International Franchise Association reckoned that:
Franchises can bring great wealth to both parties; but they can also be a disaster for both parties. A restaurant franchise in the UK called Pierre Victoire was started in 1987 by Pierre Levicky, a Frenchman living in Edinburgh. By 1996 there were over 100 Pierre Victoire outlets in the UK and Levicky was planning to float his business on the London stockmarket with a tentative valuation of £14m. But a number of problems (not least a lack of control over the franchise quality) led the receivers to be called in in 1998. Some of the franchisees took over the business; others had to abandon their restaurant's name. Levicky himself ended up as a chef in one of his former franchisee's restaurants.
Bradach, J.L., "Franchise Organizations", Harvard Business School Press, 1998
Norman, J., "What No One Ever Tells You About Franchising", Kaplan Business, 2006
Shook, C., Shook, R.L. and Cherkasky, W.B., "Franchising: The Business Strategy That Changed the World", Prentice Hall, 1993
This article is adapted from "The Economist Guide to Management Ideas and Gurus", by Tim Hindle (Profile Books; 322 pages; £20). The guide has the low-down on over 100 of the most influential business-management ideas and more than 50 of the world's most influential management thinkers. To buy this book, please visit our online shop.


text:
You're seeing this message because you're using an older version of Internet Explorer that is unsupported on our website. Please use these links to upgrade to a modern web browser that fully supports our website and protects your computer from security risks.
Little, Romano Named to AMCC All-Academic Team
The team is made up of one male and one female student-athlete from each of the 10 AMCC member institutions, and honorees are selected by their respective schools.
Little capped a stellar career as a forward for the Bobcat women's basketball team with yet another outstanding season.
She led FSU with 19.4 points, 10.9 rebounds and 1.8 blocks per game as the Bobcats finished 21-7 overall and 16-2 in the AMCC, won both the AMCC regular-season and tournament titles and advanced to the NCAA Tournament.
Little posted 17 double-doubles, led the Bobcats in scoring 24 times and paced FSU in rebounding in 22 contests.
Little, who finished her career fourth all-time in scoring (1,650) and fifth in rebounding (933) at FSU, was named to the 2005 NCAA Division III Kodak/Women's Basketball Coaches Association (WBCA) All-America Honorable Mention Team, the D3hoops.com All-Atlantic Region First Team and the Eastern College Athletic Conference (ECAC) Southern Division All-Star First Team. She also repeated as FSU Co-Female Athlete of the Year.
Little was also honored for her outstanding performance in the classroom, earning 2005 ESPN The Magazine Academic All-America® Women' s Basketball (College Division) Third Team accolades. She graduated in May with a 3.635 grade point average in wildlife and fisheries.
Romano also concluded a stellar career as a midfielder with the FSU men's soccer program this past fall.
He earned first-team All-AMCC honors after leading a Bobcat defense that ranked third in the AMCC with a 1.48 goals against average. He also added five assists on the season as FSU finished 11-8-2 overall and 5-3-1 in the AMCC.
Romano owns a 3.45 GPA in business administration.
"We are extremely proud of the academic success within our program," said Frostburg State Athletic Director Ralph Brewer. "Tracey and Jamie are excellent representatives of that success."
For further information on this release, contact:
Office of Sports Information
Frostburg State University
101 Braddock Road
Frostburg, MD 21532-2303
Telephone: 301-687-4371
Fax: 301-687-4780
E-mail: firstname.lastname@example.com
Frostburg State University
Frostburg State University, 101 Braddock Road, Frostburg, MD 21532-2303.
Emergency Info
Feedback | Privacy | Copyright
Media & Publications | Student Consumer Info.
Copyright © 2015


text:
Last week, we looked at how to develop a successful measuring strategy on a strategic level. Now let's drill down a bit further with more methods for setting up success metrics.
Setting Up SMART Goals
We've all learned the importance of setting goals. It's critical to set up the right success metrics for your digital marketing campaign. Armed with your organization's strategic vision and overall business objectives, you can start setting up individual goals for each channel you use.
A great approach is using a SMART goal. SMART goals take more time and energy to set up, but it helps to ensure a quality goal. SMART stands for:
First, define a goal that is clearly stated and specific. For example, "Increase our average monthly unique visitors to our Web site from 10,000 to 20,000 within six months." This is specific and measureable. Any good Web analytics program can track that performance.
Contrast that goal with "Increase our Web site traffic this year." Can you see the difference? Even though this may seem simple, how many of us take the time to set up a clearly defined goal?
Next, make the goal attainable. We all want to rank number one for our target keywords in our SEO campaign. Is that really attainable? Is it realistic? Probably not.
How about "Increase our ranking for [target keyword" from page 6 to page 2 within the next six months"? This might be more attainable and realistic. Any past analytics you have should help you identify the right trends to help you set a realistic and attainable goal.
Finally, it's OK to have long-term goals and five-year strategic plans to help provide a vision for where your organization is going. For purposes of measuring success, you need to have short-term milestones that help you feel like you're hitting targets in a timely manner.
The last two examples used a time span of six months. You might consider monthly, quarterly, or other short time segments for your success metrics. Either way, setting up short-term gains puts you in a better position to measure your long-term successes.
You've probably heard someone rattle off a statistic like "We have 560 followers on Twitter" or "Our site had 4,000 visits this month." These common statistics don't say much in the context of your competition, your industry, or even within your own company.
Have you benchmarked your competition or other similar sites within your industry? How many followers do they have on Twitter? How about internally, what was your traffic like a month ago or at the beginning of your search campaign?
Benchmarking is a simple concept that will help put your statistics in a clearer, more meaningful context.
Measuring Tools and Methods
There are many tools out on the market for measuring SEO and PPC campaigns that we won't go into here. There are also a handful of solid tools for measuring your Web site performance we've discussed in past columns.
Social media, however, is still a challenge to set up the right success metrics. There are some great tools out there, like Scout Labs and Radian6, for measuring social media statistics. Regardless, it's still important to identify what you want to get out of a social media campaign first and then pick the right tool.
Avinash Kaushik, on his blog, brings some fresh thinking to analyzing social media from a quantitative and qualitative perspective. He points out that these new channels are a "distinct customer/participant experience" and that a new and fresh approach to measurement is needed for optimal results.
Most of this may seem obvious, but it's amazing how many companies disregard the fundamentals. They hope they can buy a tool that will do it all and skip the important homework assignment that will make all the difference.


text:
The commercial apple industry worldwide is in the midst of a major change in fruit production management systems. With size-controlling rootstocks tree size has been reduced and the number of trees per acre, referred to as tree density, has increased significantly. Some orchards in Europe have exceeded 5,000 trees per acre. However, in North Carolina, tree densities that are being commercially evaluated are around 450 trees per acre with a maximum of approximately 1,100 trees per acre.
All apple trees sold commercially are either budded or grafted trees. The selected variety or top of the tree, referred to as the scion, is grafted or budded on a rootstock of choice. The rootstock determines the relative size of the tree but does not affect the type of fruit or quality of the fruit that the tree bears. With currently available commercial rootstocks, there is a wide range in tree size potential as well as some degree of resistance to certain root borne insects and disease problems.
Size-controlling Rootstocks
The terms "dwarf tree" or "dwarfing rootstock" are frequently used to describe trees smaller than full size. However, this term is misleading as a dwarf tree to one person is a medium size tree to the next. It may be best to use the term size-controlling rootstock to avoid misunderstanding. Table 1 lists the relative size of mature trees on the commercially available rootstocks as well as some important characteristics of each.
Tree Size as Percent of Seedling | Resistance to Selected Pests | ||||||||
Rootstock | NONSPUR | SPUR | Anchorage | Root Suckers | Fruit Bearing Age (yrs) | Crown Rot | Wooly Apple Aphid | ||
Fire Blight | Burr Knot | ||||||||
Seedling | 100 | 80 | Excellent | Slight | 6 - 10 | Medium | Variable | High | Variable |
MM.111 | 85 | 70 | Excellent | Slight | 4 - 6 | Medium | High | Low | Low |
MM.106 | 80 | 70 | Excellent | Slight | 3 - 4 | Very low | Medium | Low | Medium |
M.7a | 70 | 60 | Fair | Heavy | 3 - 4 | Medium | Low | High | High |
M.26 | 50 | 40 | Poor | Slight | 2 - 4 | Medium | Low | Very low | Low |
MARK | 50 | 40 | Good | Slight | 2 - 3 | Medium | Low | Low | Medium |
M.9 | 35 | 20 | Poor | Slight | 2 - 3 | Medium | Low | Low | Medium |
As a general rule, the smaller the size class of the tree (scion/rootstock) the sooner the tree will bear fruit once planted. It is recommended that trees smaller than M.7a be staked or supported for optimal tree growth. Staking also helps to support the tree and fruit load in the early years as the smaller trees bear fruit earlier. Ten foot stakes are generally recommended with 2 feet driven into the ground and 8 feet above the ground. The tree is loosely tied, approximately every 2 feet, to aid in supporting the leader. Materials commonly used are one inch aluminum conduit or 3 inch wooden posts.
The majority of size-controlling rootstocks originated in England. The "M." prefix, refers to the East Malling Research Station, England, where much of the initial research was conducted in the early 1900's. The "MM." prefix, Malling-Merton, refers to hybrid trees of the Malling series crossed with "Northern Spy" in Merton, England in the 1920's. Some of the "M." and "MM." rootstocks are available with the EMLA suffix, which stands for East Malling / Long Ashton. The EMLA rootstocks were put through a program to eliminate viral pathogens in the 1960's and are classified as virus-free. Because the trees are virus-free they may be slightly more vigorous than trees on standard rootstocks.
When purchasing apple trees, the tree should be labeled with rootstock and variety in order to correctly space and plant the tree. For example, many apple trees are sold as semi-dwarf trees but without any reference to the rootstock used. Many nurseries define semi-dwarf trees as trees smaller than seedling and larger than the M.7a size class. With a potential difference of 15% in tree size, determining accurate tree spacings for this tree is impossible. Identifying the rootstock when buying your trees will also help to avoid potential failures that are not evident until several years after planting. For example, if the tree was bought as a semi-dwarf on MM.106 and planted in a poorly drained site, the potential for tree loss is very high as MM.106 is not resistant to crown rot (Table 1).
How Far Apart Should I Plant My Apple Trees?
The next question that is frequently asked is, "How far apart should I plant my apple trees?" This question is very difficult to answer because the size of the tree can be influenced by many factors. However, soil fertility is probably one of the greatest factors influencing tree size other than the rootstock. Table 2 has a suggested range of planting distances with the wider distances for trees planted in good, fertile soils and optimum growing conditions. Two multiplication factors are also included, 0.65 for spur type varieties and 1.4 for very vigorous varieties. The spur type varieties do not grow as large as standard varieties and the very vigorous varieties grow more than standard varieties and the multiplication factor compensates for the difference in growth. Varietal growth information is available from the Cooperative Extension Bulletin Apple Varieties for North Carolina (AG-311, Cost $1.00) or in commercial nursery catalogs. For trees planted in rows, it is recommended that the distance between rows be twice the distance between trees within a row to allow maximum sunlight to the tree. The desired tree height is generally equal to the distance allowed between trees in the row, and trees should be pruned and trained accordingly.
Rootstock | Distance Between Trees in the Row (ft) |
Seedling | 18-25 |
M.7a | 10-14 |
Mark | 6-8 |
- For spur type varieties multiply by .65 (i.e. Redchief Red Delicious, Starkrimson Red Delicious, Lawspur Rome, Oregon Spur).
- For very vigorous varieties multiply by 1.4 (i.e. Rome Beauty, Granny Smith, Jonagold).
Newest Rootstocks
Since the 1920s there has been much research conducted worldwide to select size-controlling rootstocks that are well anchored with insect and disease resistance. Table 3 lists some of the newest rootstocks with general comments about each rootstock. At present, these rootstocks are still being evaluated but have shown potential for commercial use. Several of the newest rootstocks are currently available in limited quantities from commercial nurseries for evaluation.
Rootstock |
Equal to Size Class of Table 1 |
Desirable Characteristics |
Budagovsky (Bud.) 9 |
Hardy, crown rot resistant |
Bud. 490 |
Precocious, crown rot resistant |
Bud. 491 |
Precocious, crown rot resistant |
For further information refer to Rootstocks for Improving Apple Production Efficiency in North Carolina, by Drs. Eric Young and C. Richard Unrath, AG-292, 1989. The cost is $1.00 and can be purchased through Ag. Communications, Box 7603 - NCSU, Raleigh, NC 27695-7603.
North Carolina State University and North Carolina A&T State University commit themselves to positive action to secure equal opportunity regardless of race, color, creed, national origin, religion, sex, age, veteran status or disability. In addition, the two Universities welcome all persons without regard to sexual orientation.
Publication date: Jan. 1, 1993


text:
Recent Great Island Reviews
Fantastic property for everyone to enjoy!
My wife and I enjoyed a perfect vacation for a 70th birthday near family. The views were breathtaking and I never wanted to leave the deck. When my family was there with us, we all gathered at sunset to see the picturesque view. The waterfront property provided my grandchildren lots of space to cool off and play as well as keep our boat for our 2 week stay. I loved being able to walk into Galilee for exercise, beach time, or simply look around. We all found something we wanted to do one mile away. We even jumped on the ferry to BI on a last minute decision because it was so close. Thanks for a wonderful vacation!
Fantastic waterfront property!!!
What a spectacular location, We stayed for a week in May and could not have been happier. Water views from every window of the house and 2 decks. A beautiful brand new dock with canoe, etc. for use. Good fishing right out front of the house. It is a very spacious house with room to sleep two families comfortably and various areas to sit and relax in private. It is the kind of place that you want to keep coming back to year after year. We certainly will.
Quiet getaway with lots of bonuses
If you are looking for a cozy quiet getaway close to many beaches but away from the chaos, this is a great stay. Beaches are minutes away, you can bike, walk or drive. Galilee is right around the corner(walk)-you can buy lobster right off of the boat and have a feast. There are many attractions close to this cottage, Beavertail and Fort Wetherhill are 2 must see locations. The cottage is clean and has everything you need for your stay. The owners are very pleasant to deal with and are accommodating. While we were there we enjoyed kayaking, flying kites, clamming and bike riding to name a few. I recommend this cottage to anyone that is looking for a relaxing vacation