text:
Netanyahu: Israel, US discussing new security aid package unrelated to Iran deal
Time for tennis? Life is boring for Liberman in the opposition
Edelstein 'going crazy' over Knesset's inactivity
Shaked pushes bill to stiffen penalties against rock throwing
One Republic: Living the 'Good Life' in Tel Aviv
Leaving Tel Aviv behind
Crowd-funding his way to culinary cinema
Comedy: Talking to Todd
FIFA ban would be a 'tsunami' for Israeli soccer, former top official says
Campaign's last weekend brings very little drama
Rishon to face J'lem in semis, Haifa levels series with Eilat
Sela outplayed by Tsonga at French Open
If Catholic Ireland said yes – could Israel ever do the same?
In pictures: Rape culture protested in Jerusalem's fourth-annual 'SlutWalk'
IDF to lift seizure order on yeshiva in Yitzhar settlement
Palestinians drop bid to suspend Israel from FIFA
Palestinians pan withdrawal of motion to suspend Israel from FIFA
Snakey move: Security forces find viper placed at scene of West Bank riot
Netanyahu: Moves like Palestinian 'provocation' at FIFA distance peace
Israel's Eini at FIFA: 'We can make soccer a bridge for peace'
Swiss police probe FIFA bomb threat; pro-Palestinian protesters ousted from soccer congress
Rapper Ice Cube scuffles with rabbi outside casino, hit with $2ml lawsuit
Prince William to address London Jewish fundraiser
Accused war criminal dies as Russia and Canada argue his fate
Belz Hassidim ban women from driving in UK
'The Godfather' drops out of play due to writer's Nazi sympathies
UN report finds continued non-compliance by Iran in nuclear probe
Agreement on punitive Iran sanctions remains elusive
Report: ISIS-linked terrorists in Sinai threaten to strike Eilat port
Chief of elite Tajik police unit defects to Islamic State, vows jihad against enemies
Over 470 bodies exhumed from mass grave in Tikrit believed to be the work of ISIS
Tuesday's rocket attack in South induced Ashdod woman to give birth
Whooping cough vaccine to be offered to Jerusalem infants in June due to a number of cases
World No Tobacco Day to be marked on Sunday
Rambam Medical Center's AID seminar aims to save lives in Africa, create goodwill abroad
Environmentalists claim victory as sand mining to stop at Samar
Netanyahu on natural gas: We will not repeat mistakes of other countries
Kahlon recuses himself from gas sector
Experts call for urgent construction of wastewater treatment facilities in West Bank
From a school in Ashdod to Israel's leading high-tech company
Tech Talk: Israel is a Kickstarter superpower
Most influential Jewish innovators, entrepreneurs
Jimmy Wales wants Wikipedia to change the world, again
'Brand psychology is effective for business and politics alike'
Israel gains ground in competitiveness ranking
Into the Fray: The depraved indifference of 'two-statism'
My Word: Talking back to talking heads
Rabbi Riskin – until 120
As I See it: Israel's Foreign Ministry moves to be right
Universities should be unsafe for political correctness
Books: Irascible Rothko
Satellites that tango
Ride to health
Time for change
Aliya Veterans: Practical work first, big dreams second
Books: Tribal Lands — The Twelve Tribes of Israel in Their Ancestral Territories
Books: The Vilna Vegetarian Cookbook
Books: Turning the income page
Grapevine: A long and active night
Don't pass them by
Hi-tech, gastronomy and travel
Theater: Hello, Dolly, I'm 'back where I belong'
Grapevine: Intermingled history
Toxic battle
From 'Backyard' to front lawn
Pompeii in the Galilee
Netanyahu goes for gold in shoot-off with Obama
Netanyahu's target wasn't Israeli Arabs, but foreign-funded NGOs
The Reshaping of the Middle East
Palestine - Pope forfeits spiritual and moral authority
יִשְׂרָאֵל הַיָפָה בְּיָרוֹק
אֶת כָּל פִּלְאֵי הַקַיִץ
מֶחְקָר עַל אֲכִילָה וּתְזוּנָה בָּעוֹלָם
תַחֲרוּת לְפִיתוּחַ אַפְּלִיקַצְיוֹת בּיְרוּשָלַיִם
Searching for human rights in the Republic of the Congo
Following the green line
Jerusalemites of note
Holocaust Remembrance Day: What's in a name?
The pope pines for pizza, peace of mind and the soccer pitch
Thousands of Christians flock to Jerusalem for Pentecost
Christians in the Middle East rank high on Peoples Under Threat list
Christian Zionist in Israel filming anti-BDS movie
Debate simmers over whether pope called Abbas an 'angel of peace'
New Occupational Therapy Room and Garden for the Galilee Medical Center
Landscaping Absorption Centers with Ethiopian Immigrants
Holocaust Day Ceremony Honoring the Heroism of Jewish Rescuers
Pedaling Along the Tel Aviv Shore
The International Solidarity Mission Says Goodbye in Jerusalem
Chinese Ambassador Visits the Israel-China Friendship Fores
Expo 2015: Italian Journalists Tour the Arava
President of Lombardy Tours Israel Prior to Milan Expo
New Bio-filters Purify Surface Runoff Water for Reuse
Future Tour Guides Discover the Negev with KKL-JNF
The Shamir Drilling Project
Graduation Ceremony for Rosh HaAyin's Volunteer Firefighters
From Sunny Israel to Cold Canada
Walking for Water with KKL France in the Mountains of Eilat
JNF Ontario Community Mission Tours the Western Negev
Celebrating 50 Years of German-Israeli Diplomatic Relations
The Negev Conference on Agricultural Research and Development
Arava Open Day: Food Security for Israel and the Entire World
Living Green in Israel: the Contest and the Winners
Addressing Climate Change Conference
How One Oleh is Helping to Transform the Way People Drink Water
From Think Tank to Environmental Consultant
Award Winning Designer Launches Career as Wedding Dressmaker
Outdoor Fitness Israel: An Innovative Fitness Program Developed By UK Olim
5 Tips to Land a Job in Israel
Starting Your Own Business in Israel: Real Life Examples
5 Strategies for Finding Your Professional Place in Israel
PetBNB:An Olah's Unusual Canine Startup
36 Hours in Southern Israel
Food Shopping In Israel
How Women Can Have it All in Israel
The Eisenberg's Long Journey Home
Why Retirees are Thriving in Israel
Thanks to Aliyah video
6 Frequently Asked Questions about Israeli Healthcare
Starting Over in Israel
WATCH: Why Olim #LiveLoveIsrael
5 Ways that Olim Kick Back
VIDEO: Are you ready for the South?
Sovev Tel Aviv, Israel's Largest Biking Event
Make yourself at home… in Israel
NBN Announces Bonei Zion Prize Recipients for 2015
NefeshB'Nefesh Provides Services to Bnot Sherut
How Doctors Are Impacting Israel's South
05.30.2015 | 12 Sivan, 5775
Prime minister to Channel 1: I'll be running again in next election
Not all bleak for Netanyahu
China's moves: US decline, or balance in Asia?
Hanegbi heads to Myanmar for highest-level visit in 35 years
Former ambassador to the US Oren may enter politics on list Kahlon is drafting
MK calls on PM to destroy homes of Jews who murdered Arab teen
Netanyahu: Hamas leaders are legitimate targets, no one is invincible
Kahlon indicates comeback with new 'framework'
'Israel no better than Chelm for providing electricity to Palestinian companies that boycott it'
Manhattan borough president shows solidarity with Israel visit
Ministers and MKs urge Netanyahu to pound Hamas
Right-wing MKs call to investigate Balad party, ban it from Knesset after Qatar trip
Diplomacy & Politics
04/11/2011 08:26
Avigdor Lieberman 521.
(photo credit:Ariel Jerozolimski)
Foreign Minister Avigdor Liberman spoke out against a ceasefire with Hamas on Monday morning, following renewed violence emanating from the Gaza Strip in the past four days.In
an interview with Israel Radio, he said, "Hamas is fighting a war of
attrition against us. We won't come to terms with a situation in which
they decide when there's quiet and when the area heats up."RELATED:'Hamas wants to enhance status, doesn't want Cast Lead'Hamas-Egypt relations worry IsraelPalestinians report of ceasefire as Kassam hits SouthLiberman
added that a ceasefire with Hamas is against Israel's national
interests. He said he is working to implement the coalition
agreement, which says that the government will work towards overthrowing
Hamas."We are going to do what was agreed upon. We know how to get what was in
the agreement and what we signed with Likud, without threats and
and without crises," he said on Israel Radio, adding that he is not interested in
leaving the coalition."There was quiet, and Hamas took advantage of the quiet in order to
smuggle more and more weapons. We remember when Kassams only had a range
of 20 k.m.; today they reach Beersheba and Ashdod and in the end
they'll reach Tel Aviv," Liberman explained. The foreign minister went on to say that Hamas has exploited the two years of relative calm since 2008-9's Operation Cast Lead to rearm and organize. "Hamas took advantage of
the quiet in order to gain power and turn a gang of terrorists into an
organized army," Liberman said, warning that with "another [military] battalion and another company and they will truly
follow Hezbollah's model."
National Infrastructure Minister Uzi Landau, also of Israel Beiteinu, echoed Liberman's calls to use force in order to deter Hamas, saying that "We should have finished the job during Operation Cast Lead."Landau opined that the IDF needs to play on Hamas's fear of losing power and influence amongst the Palestinian population. "If we really want to deter Hamas, we must exploit their fear of losing control in the strip," Landau said. He added, "our targets need to be their leaders."
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text:
AUSTIN, Texas (AP) -- Nike, which helped build Lance Armstrong's Livestrong cancer charity into a global brand and introduced its familiar yellow wristband, is cutting product ties with the foundation in the latest fallout from the former cyclist's doping scandal.
The move by the sports shoe and clothing company ends a nine-year relationship that helped the foundation raise more than $100 million and made the charity's bracelet an international symbol for cancer survivors.
Nike's prepared statement said it would continue to support the foundation through direct funding, but would drop the LIVESTRONG product line after the 2013 holiiday season.
But the relationship soured with revelations of performance-enhancing drug use by Armstrong and members of his U.S. Postal Service team.
More:USADA says Armstrong core of most elaborate dope ring ever
Nike dropped its personal sponsorship of Armstrong last October after U.S. Anti-Doping Agency exposed the team doping program and portrayed Armstrong as its ringleader.
More:Nike, Trek, others drop Armstrong
And after years of denials, Armstrong admitted earlier this year he used performance-enhancing drugs to win the Tour de France seven times.
More: Armstrong admits to Oprah he doped
Officials at Livestrong announced the split on Tuesday and said the foundation remains strong and committed to helping cancer patients worldwide through its survivorship programs.
Armstrong, who started the charity in 1997 as the Lance Armstrong Foundation, was pushed off the board of directors in October and the organization later changed its formal name to Livestrong.
More: Armstrong's statement on Livestrong resignation
In a statement, Livestrong officials said the foundation is deeply grateful to Nike.
Together, we created new, revolutionary ways of thinking about how non-profits fuel their mission and we're proud of that, the foundation said.
Livestrong officials say the charity remains on solid financial ground.
This news will prompt some to jump to negative conclusions about the foundation's future. We see things quite differently. We expected and planned for changes like this and are therefore in a good position to adjust swiftly and move forward with our patient-focused work, the foundation said.
The foundation said it reduced its budget nearly 11 percent in 2013 to $38.4 million, but said Tuesday that revenue is already 2.5 percent ahead of projections.
The foundation also noted that last month, it received a four-star rating from Charity Navigator, which evaluates charities based on financial health, accountability and transparency.
Photos:Lance Armstrong, the early years

subset: commoncrawl


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683 Lynnhaven Pkwy ( )
Virginia Beach, VA 23452-7320
683 Lynnhaven Pkwy ( )
Virginia Beach, VA 23452-7320
July 6, 2006
Was a great experience. Sat down with my whole family and the waiter didn't miss a beat. The order was complete and accurate and the food was good. Portions are so large you have to take them home and so good you will be sure to finish the…
March 16, 2006
The Olive Garden has been known as a high-end chain for many wonderful years, and I was enamoured upon seeing this one when I relocated to the VB area. The food is great, the service is great, it's a gorgeous restaurant, and I can only…
September 3, 2005
I have had the occasion to frequent several Olive Garden restaurants all over the country and this is not my favorite. The food remains the same with very little change but the service is lacking here. I would expect the wait staff to be…
These dishes from the Olive Garden menu are contributed by Menuism users directly, as part of a restaurant review, or as part of an image upload.


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Bruins Game 1 lineup: Daniel Paille, Chris Kelly, Matt Bartkowski, Kevan Miller all out
|04.18.14 at 7:12 pm ET
Not only were Daniel Paille, Chris Kelly and Matt Bartkowski absent from warmups Friday night before Game 1, but Kevan Miller was missing as well.
Paille (head), Kelly (back) and Bartkowski (likely the flu) missed each practice this week, while Miller missed Tuesday's and Wednesday's before practicing Thursday and missing Friday's morning skate.
Offensively, that means the B's will play with both Justin Florek and Jordan Caron in the lineup, while Andrej Meszaros and Corey Potter will also play. The team's lineup in warmups was as follows:
Lucic – Krejci – Iginla
Marchand – Bergeron – Smith
Florek – Soderberg – Eriksson
Caron – Campbell – Thornton
Chara – Boychuk
Krug – Hamilton
Meszaros – Potter
For more Bruins coverage, visit weei.com/bruins.
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The Comedy In Fifty Shades of Grey
By Amy Nicholson
Wild Tales Lays Bare Everyone's Awfulness
By Stephanie Zacharek
Approaching the Elephant Is a Bracing Education Doc
By Calum Marsh
By Stephanie Zacharek
By Inkoo Kang
The Results of Our 2014 Film Critics' Poll
By Voice Film Critics
By Alan Scherstuhl
The Blue Room (La Chambre bleue)
By Alan Scherstuhl
Mann teamed up again with Alton for Reign of Terror/The Black Book (1949), a stunning period production in a class by itselfthe only film noir ever made about the French Revolution. Robert Cummings stars as an emissary of Lafayette working undercover to overthrow Robespierreplayed by Richard Basehart as a monstrous sadistic godfather. Mann creates a heady mix of noir and gangster movie conventionshis Terror seems to be a war between bloodthirsty gang factionswhile Alton does wonders, evoking a fantasy 18th-century France from shadows and silhouettes.
Mann's reputation rests principally on the series of classic westerns he made in the 1950s, five of them starring James Stewart. The pairing with Stewart, which kicked off with Winchester '73 (1950), was one of the great actor-director partnerships, with few precedents in American movies. Mann adopts a tougher approach to western mythology than John Ford; his West is not Ford's majestic pastoral. It's a lonely, primal, often savage place, where the landscape, if striking, is indifferent or hostile to man. He brought noir techniques to his oatersnearly all of them pick up on elements from the early thrillers. His western heroes are rarely true heroeswhen Stewart acts heroically, it's usually with great reluctance. His main characters are nearly always haunted by the past and the action is triggered by a reaction to a traumatic incident that took place before the story beginsa betrayal, the murder of a loved one. And the good guy is often out to destroy a bad guy who mirrors all his own worst impulses. The boyish, endearing pre-war Stewart, once billed as "America's Favorite Feller," is not on the payroll in Mann's films. This joker is grim, vengeful, and neuroticbut because it is, after all, Jimmy Stewart, we know he's eventually redeemable. In Mann's first color picture, Bend of the River (1952), with Stewart as a wagon-train leader guiding settlers through Indian country to the Oregon territory, landscape takes on major importance, and the director's sensitivity to the sensual properties of nature leads to an immense opening up of the scale of the film. Natural location is an even more powerful element in The Naked Spur (1953), in which Stewart plays an obsessive bounty hunter. Mann strips his narrative archetype to the minimum in this extraordinary picture, filmed in the Colorado Rockies, with nary a house or town in sight, not a single interior shot and only five characters. It remains one of the major works in the genre.
In The Man From Laramie (1955), the last of the Mann-Stewart westerns, Stewart isn't from Laramie, or anyplace else in particularhe's as rootless as all of Mann's other heroes and has come to town to track down the man responsible for his brother's death. There are more warped sadistic characters and Freudian tangles here than anywhere else on Mann's map of the WestStewart is humiliated, lassoed, dragged through salt flats, and in the most brutal scene in any '50s western, shot in the hand point-blank. The performances are superb, with particularly fine work from veteran Aline MacMahon as a tough old ranch lady.
During the following decade's fascination with sheer size, Mann's El Cid (1961) and The Fall of the Roman Empire (1964), both filmed in Spain, rank as two of the most sober and intelligent grand-scale spectacles ever made. Both were shot in 70mm and will be shown in 35mm during Walter Reade's extensive 25-film retro. When Anthony Mann died in 1967, he was planning a long-cherished project, The King, a western version of King Lear. Chalk it up as one of the greatest films never made.
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text:
For the purposes of this study, the interior of an aircraft is considered to be everything that is contained inside the pressure shell, that is, the pressurized part of the aircraft fuselage. The regulatory requirements of Federal Aviation Requirements (FAR), Part 25, that apply to interiors fall in FAR 25.853, Compartment Interiors, and FAR 25.855, Cargo or Baggage Compartments. Although FAR 25.853 has the introductory terms ''For each compartment occupied by the crew or passengers, the following applies,'' items that ate not strictly in the occupied compartment (i.e., are outside the cabin liners and not visible to either crew or passengers, such as "electrical conduit, thermal and acoustical insulation and insulation covering, air ducting," are specifically cited and the regulatory requirements are also applied to them. Interior cabin liner components are identified in Figure 2-1.
An aircraft interior is designed to meet the requirements of:
the FAA and other regulatory agencies,
the airlines,
airline passengers, crew, and
the aircraft manufacturers.
There are minimum requirements that emanate from these four groups, which together comprise the design criteria. Issues to consider in the development of combined (inclusive) design criteria for aircraft interiors are shown schematically in Figure 2-2.
The safety criteria include the FAA regulatory mandates, which address only safety and axe largely quantitative. However, there are other, nonregulatory requirements such as passenger comfort level that are difficult to quantify, which complicates the task of the designers. Aircraft interior design is further complicated by the fact that many of these needs compete with each other and thus trade-offs are necessary.
Once the design of a part has been established by design engineering organizations, and once drawings describing the design and manufacture are released to the manufacturing organizations, many business processes are activated to car out acquisition of materials (inventory), tools, facilities, and manpower. If a subsequent change is made to the design, all the manufacturing planning is also subject to change, which can be time consuming and costly and creates the potential for a substantial economic penalty. There is, therefore, a strong priority assigned to designing parts "right the first time."
The current state of the art for materials used to make parts that satisfy the design criteria and other requirements fall into several main categories or families. Materials categories that could be used to fabricate more fire-resistant interiors would be subject to the same selection and use criteria.
Currently, most of the vertical and ceiling surfaces of aircraft are comprised of sandwich panels fabricated from face sheets of phenolic resin and fiberglass or carbon fiber reinforcement, and a polyaramid (Nomex®) core. These panels are covered with highly formable decorative thermoplastic films that are printed in a variety of complex patterns and
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Fire- and Smoke-Resistant Interior Materials for Commercial Transport Aircraft 2 Design and Function Requirements for Aircraft Interior Materials For the purposes of this study, the interior of an aircraft is considered to be everything that is contained inside the pressure shell, that is, the pressurized part of the aircraft fuselage. The regulatory requirements of Federal Aviation Requirements (FAR), Part 25, that apply to interiors fall in FAR 25.853, Compartment Interiors, and FAR 25.855, Cargo or Baggage Compartments. Although FAR 25.853 has the introductory terms ''For each compartment occupied by the crew or passengers, the following applies,'' items that ate not strictly in the occupied compartment (i.e., are outside the cabin liners and not visible to either crew or passengers, such as "electrical conduit, thermal and acoustical insulation and insulation covering, air ducting," are specifically cited and the regulatory requirements are also applied to them. Interior cabin liner components are identified in Figure 2-1. An aircraft interior is designed to meet the requirements of: the FAA and other regulatory agencies, the airlines, airline passengers, crew, and the aircraft manufacturers. There are minimum requirements that emanate from these four groups, which together comprise the design criteria. Issues to consider in the development of combined (inclusive) design criteria for aircraft interiors are shown schematically in Figure 2-2. The safety criteria include the FAA regulatory mandates, which address only safety and axe largely quantitative. However, there are other, nonregulatory requirements such as passenger comfort level that are difficult to quantify, which complicates the task of the designers. Aircraft interior design is further complicated by the fact that many of these needs compete with each other and thus trade-offs are necessary. Once the design of a part has been established by design engineering organizations, and once drawings describing the design and manufacture are released to the manufacturing organizations, many business processes are activated to car out acquisition of materials (inventory), tools, facilities, and manpower. If a subsequent change is made to the design, all the manufacturing planning is also subject to change, which can be time consuming and costly and creates the potential for a substantial economic penalty. There is, therefore, a strong priority assigned to designing parts "right the first time." MATERIALS OF CONSTRUCTION The current state of the art for materials used to make parts that satisfy the design criteria and other requirements fall into several main categories or families. Materials categories that could be used to fabricate more fire-resistant interiors would be subject to the same selection and use criteria. Currently, most of the vertical and ceiling surfaces of aircraft are comprised of sandwich panels fabricated from face sheets of phenolic resin and fiberglass or carbon fiber reinforcement, and a polyaramid (Nomex®) core. These panels are covered with highly formable decorative thermoplastic films that are printed in a variety of complex patterns and Figure 2-1 Aircraft interior cabin liner components. Source: FAA (1990).
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Fire- and Smoke-Resistant Interior Materials for Commercial Transport Aircraft Figure 2-2 Considerations in inclusive design criteria. colors and are embossed in a wide selection of textures and gloss levels. These films are designed to meet rigid airline and manufacturing demands involving color, gloss, and texture. Although these characteristics are largely subjective and therefore difficult to specify and measure, they must nonetheless be consistently matched. Typical panel constructions are shown schematically in Figure 2-3. Fire-resistant textiles have presented some especially difficult problems. Aesthetics demand that upholsteries, draperies, carpets, and tapestries be available in a wide variety of colors and have tight tolerances for look, feel, and durability. New-generation synthetic fibers with improved fire resistance have had a natural dark color that has essentially precluded their being pigmented in light colors, so the lack of availability of a wide variety of colors has greatly limited their acceptance for aircraft application (Hasselbrack, 1995). The major material that is used for upholstery and drapery has been fire-retarded wool, with some use also made of a fire-retarded polyester, both of which meet the fire-resistance requirements and can also be dyed in an unlimited range of colors. Tapestries are held to more stringent flammability requirements than upholstery and drapery. It has been difficult to formulate a fire-retardant scheme for wool that allows it to meet the more-stringent requirements. Therefore, tapestries currently have to be fabricated of the new synthetic materials, with a fairly limited color palette or of wool/synthetic hybrid fabrics. This restriction has, to some extent, discouraged the use of tapestries. Other decorative schemes of less aesthetic appeal are being used in place of tapestries. There are numerous other material types used in various applications. Examples are summarized in Table 2-1. SAFETY The air transport industry and its regulators have achieved an outstanding safety record (as described in Appendix B) by placing an intense, vigorous, and unrelenting priority on the safety of the air transportation system. To maintain and even improve this excellent aviation safety record, the people responsible for the operation and maintenance of aircraft—flight crews, airplane mechanics, and air traffic controllers—are selected and trained according to rigorous safety criteria. Aircraft are designed to operate routinely under extreme conditions, that is, both at altitudes where human life cannot be sustained outside the aircraft and on the ground while taking off and landing at high speeds. The amount of fuel necessary to move such large and highly engineered machines over several thousand miles while at an altitude of seven or eight miles is tremendous. For example, the heat energy contained in the fuel carried by a 747 (more than 50,000 gallons of jet fuel) is more than 20 times as much as would be needed to heat up and melt the entire airframe. Minimum safety standards for aircraft design, manufacture, and operation are established by FAA regulations. In addition to the regulatory mandates, aircraft manufacturers use supplemental design criteria that go beyond the regulatory requirements (for example, see Boeing Commercial Airplane Group, 1977; Airbus Industries, 1979). The criteria for interior safety requirements were developed for normal operation (which includes all non-crash-related incidents) and for several survivable crash-related scenarios (crashworthiness). Although there are many types of criteria, the major ones are: structural strength and stiffness, fire resistance (includes control of smoke generation), interior configuration and emergency evacuation, and emergency oxygen systems. of these, fire resistance structural strength and stiffness have the most impact on research for improved fire- and smoke-resistant materials. Fire Resistance Although there are regulations concerning physical and mechanical properties as well as configuration and layout requirements, the FAA regulatory requirements for interior furnishings are based, in large part, on flammability. The flammability mandates for transport aircraft are listed in FAR 25.853, FAR 25.855, and FAR 25.869. For most furnishings (except cabin liners, seats, and cargo liners) these comprise Bunsen burner tests to characterize resistance to ignition and ability to sustain a flame. In addition to ignitability requirements, cabin liners are subject to additional requirements that
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Fire- and Smoke-Resistant Interior Materials for Commercial Transport Aircraft Figure 2-3 Typical cabin panel constructions. Provided courtesy of The Boeing Company.
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Fire- and Smoke-Resistant Interior Materials for Commercial Transport Aircraft TABLE 2-1 Materials Applications in Current Commercial Aircraft Applications Materials Floor and floor covering Glass or carbon/epoxy or phenolic/Nomex honeycomb floor panels -flexible urethane seat track covers -urethane foam edge band Mylar film over galley and entry floor panels Wool or nylon carpet -double-backed tapes to attach carpet to floor -Nomex felt underlay (at customer request) Poly( vinyl chloride) galley mats Lower sidewall panel Glass or carbon/phenolic/Nomex honeycomb plus scuff resistant surface (wool or Nomex fabric, or tough plastic) Upper sidewall panel Glass or carbon/phenolic/decorative thermoplastic layer plus Tedlar Light covers Polycarbonate Overhead stowage bins Glass or carbon/phenolic/Nomex honeycomb plus edge urethane foam layer plus reinforcement Gap fillers Silicone or urethane Passenger and cabin attendant seats Wool, wool/nylon, or leather upholstery Urethane foam cushions Polybenzimidazole or Nomex/Kevlar blocking layer Polyethylene form flotation foam Thermoplastic seat trays Partitions Glass or carbon/phenolic/Nomex honeycomb Decorative thermoplastic laminate or wool/Nomex textile or leather Polycarbonate transparent wind screen (infrequent) Stowage bins Glass or carbon/phenolic/Nomex honeycomb Decorative thermoplastic laminate Wool textile interior liner (infrequent) Placards Poly(vinyl chloride) or urethane Insulation Fiberglass batt, phenolic binder, Mylar cover Poly(vinyl chloride)/nitrile rubber, polyethylene, foams Polyimide foam Windows Outer pane stretched acrylic Inner pane cast acrylic Dust cover polycarbonate or acrylic Passenger service units Molded thermoplastics (Ultem, Radel, polyethelketoneketone) Aluminum Glass or carbon/phenolic Hoses Silicone Nylon Urethane Air ducts Glass/phenolic, epoxy, or polyester for large ducts Polyisocyanurate foam for large ducts Fire-retarded nylon Glass/silicone Nomex felt (small quantity) Polyimide foam wrap Source: NRC (1995).
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Fire- and Smoke-Resistant Interior Materials for Commercial Transport Aircraft TABLE 2-2 FAA Flammability Requirements for Cabin Liners (sidewalls, ceilings, and partitions) Test Type Current Minimum Acceptance Criteria Ignitability (60-second vertical Bunsen burner) 6-inch bum lengtha 15-second specimen extinguishing timeb 3-second drip extinguishing timec Heat release (Ohio State University calorimeter) 65 kW/m2 peak rate (during a 4-minute test). d 65 kW • min/m2 total (during the first 2 minutes)e Smoke release (National Bureau of Standards smoke chamber) 200 specific optical density (during a 4-minute test)f NOTE: Definitions and test procedures are described in detail in FAA (1990). a Burn length: the distance from the original specimen edge to the farthest evidence of damage to the test specimen due to that area's combustion. b Specimen extinguishing time: the time that the specimen continues to flame after the burner flame is removed from beneath the specimen. c Drip extinguishing time: the time that any flaming material continues to flame after falling from the specimen to the floor of the test chamber. d Heat release rate: the rate at which heat energy is evolved by a material when burned. The maximum heat release rate occurs when the material is burning most intensely. e Heat release: a measure of the amount of energy evolved by a material when burned. f Specific optical density: a dimensionless measure of the amount of smoke produced per unit area based on light transmittance measurements. involve control of total heat release and heat release rate and density of smoke produced. Seats and cargo liners must meet rather severe tests based on kerosene oil burners of the sort used in home heating furnaces. Detailed descriptions of flammability test methods for individual aircraft components are described in "The Materials Fire Testing Handbook" (FAA, 1990). Table 2-2 summarizes the flammability requirements for cabin liners. Current regulations covering the flammability of interior cabin furnishings apply directly to individual parts that make up the interior, for example, those comprising sidewalls, ceiling, partitions, stowage bins, windows, air ducts, and insulation. There is a multitude of such parts; for example, sidewalls consist not just of multiple copies of certain parts, but of a large number of parts with different part numbers. Other components also make up long lists of part numbers. Many of the current fire-related regulations were based largely on recommendations of the FAA SAFER committee (FAA, 1980). The SAFER committee focused on ways to make post-crash fires more survivable. Their findings concerned fire hazards associated with spilled fuel ignition and burning, hull burnthrough, and involvement of cabin materials and escape slides. The recommendations to the FAA that were associated with fire-resistant materials included: establishing contribution of cabin materials to fire hazard based on large-scale tests; developing seat fire-blocking layers; expediting the development and evaluation of the Ohio State University (OSU) heat-release test chamber; accelerating toxicity research; amending the flammability test methods to account for melting and drip behavior of certain materials; defining fire scenarios for modeling, research, and design; validating models with small-and full-scale tests; establishing radiant heat-resistance standards for inflatable evacuation devices; expediting the development of fire-resistant cabin windows; and supporting development of fire-resistant cabin interior materials and encourage the development of a materials data bank. Action based on many of the SAFER committee recommendations have contributed to the development of current flammability standards, including seat fire-blocking regulations, cabin liner materials heat release regulations using the OSU test, and a Technical Standard Order requiring radiant heat resistance for escape slides. Strength and Stiffness Requirements The design criteria include strength and stiffness requirements. All cabin interior components must be designed to routinely withstand "limit loads" (i.e., typical flight loads).
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Fire- and Smoke-Resistant Interior Materials for Commercial Transport Aircraft For a margin of safety, components must also be able to withstand occasional "ultimate loads" (1.5 times limit loads) and "assist loads" or "abuse loads" (e.g., bumping, pushing, and pulling handles). Components are designed to undergo only elastic deflections under these conditions. In addition to the loads cited above, some components such as seats, stowage bins, closets, and class dividers must also be able to safely restrain items of mass (e.g., passengers or stowed items) under "minor" crash loads, as specified in FAR 25.561: The airplane, although it may be damaged in emergency landing conditions on land or water, must be designed as prescribed in this section to protect each occupant under those conditions. The structure must be designed to give each occupant every reasonable chance of escaping serious injury in a minor crash landing when— Proper use is made of seat belts and other safety design provisions; The wheels are retracted (where applicable); and The occupant experiences the following inertia forces acting separately relative to the surrounding structure: Upward, 3.0g Forward, 9.0g Sideward, 3.0g on the airframe; 4.0g on the seats and their attachments Downward, 6.0g Rearward, 1.5g The supporting structure must be designed to restrain, under all loads up to those specified in paragraph (b) (3) of this section, each item of mass that could injure an occupant if it came loose in a minor crash landing. Seats and items of mass (and their supporting structure) must not deform under any loads up to those specified in paragraph (b) (3) of this section in any manner that would impede subsequent rapid evacuation of occupants. Furthermore, the seats and seat/seat track attach points must meet dynamic load conditions that underlie criteria for restraint loads and head injury, leg injury, and seat deformation. From the above mandates on the components themselves, the designer must evaluate the loads the constituent materials must sustain and what the measurable physical and mechanical properties need to be. Typical mechanical properties include tensile strength and stiffness; compression strength and stiffness; shear strength and stiffness; flexural strength and stiffness; impact strength; and pull-out, torque, and shear strengths of insert installations. To establish mechanical property limits used in design, materials (especially those used in parts that must bear structural loads) are thoroughly tested at various representative temperatures and environments that the material might experience during its service lifetime. Beyond this, however, the certification of components that would potentially bear critical loads requires that each newly designed component be structurally substantiated by comparison for similarity to previously certified components, analysis, or test. Components are designed to absorb crash loads through component deformation (yield). For example, controlled deformation of seat structure is the primary means through which designers have been able to meet the requirements for dynamic loading of seats and seat track attachments. If the seat were totally rigid and all the crash energy transmitted directly to the passenger, the passenger may not survive the crushing effect of a safety belt. WEIGHT Weight is one of the most important criteria in designing an aircraft. The economic viability of an aircraft's operation puts a priority on cost, payload, and range, which are directly impacted by weight. Airplane designers are keenly aware of the value of a pound of weight, which is a cost derived from the fact that if the empty airframe weight is reduced by a pound, not only is less fuel needed for the airplane's operation for a given range, but also more payload and fuel (more fuel equals more range) can be carried. Over the life span of an airplane in service (typically more than 20 years), the additional fuel needed to transport an extra pound on the airframe amounts to $200–$400 at current fuel prices ($0.60–$0.80 per gallon at 6.66 pounds per gallon) . 1 The cost of losing payload or range is more difficult to establish, but nevertheless, it puts the economic viability of the aircraft at risk. COST Cost is another critical criterion in designing an aircraft. The cost of procuring and maintaining an aircraft interior 1 An average wide-body aircraft on a 3,000-mile flight might expend 0.25 pounds of fuel for every additional pound to the interior. Considering 10 such flights per week for a year and current fuel costs ($0.60 per gallon), the aircraft's operating cost would increase by $12 per year per additional pound. For a narrow-body jet, assuming 1,200-mile flights and 24 flights per week, the additional fuel cost would increase by $20 per year per additional pound.
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Fire- and Smoke-Resistant Interior Materials for Commercial Transport Aircraft factors into the total cost of running an airline and must be taken into account in interior design and manufacture. Technological advances must "earn" their way into implementation by means of either resultant decreases in operating costs or customer-approved improvements in operation that justify increased costs. Since all airlines, for marketing reasons, strive to present a specific and identifiable image, the interior furnishings tend to have a unique decor and are therefore in a sense custom made, which results in higher costs. The costs of such detailed design and manufacture must therefore be amortized over fewer units of aircraft than many mass-produced commodities. There is a priority, therefore, to optimize the efficiency of all processes involved to provide cost reduction. The manufacturing costs for components are composed of materials costs and processing costs. Reducing each of these has a priority, but the installed part cost is decisive. In this way, an expensive material that is easily and inexpensively processed may be favored over a less expensive material that is difficult to process.2 MANUFACTURABILITY AND PRODUCIBILITY The need to reduce production costs has put great pressures on aircraft designers, including cabin interior designers, to create designs with a priority on the ease of manufacturing and assembly. One method that has produced good results involves teams that include representatives from engineering, quality assurance, and manufacturing working together to create designs that can be manufactured more cost effectively. A component's form, fit, function, quantity required, and other design criteria are combined with the various possibilities of materials and processes (namely, materials cost, processing labor, and capital equipment and tools) to define the final part. Standard parts that are interchangeable among all customers (e.g., air-conditioning ducts and cargo liners) need to be designed with materials and processes that minimize processing labor since they can be produced in higher volumes. Customized parts, such as cabin liners that have a common construction for all customer airlines but a customized texture and decor, need to be designed with materials and processes that allow rapid change and flexibility. Processing Labor As a general rule, processing labor accounts for most of the cost of a pan. However, there is a widespread range of processing costs that depend on the materials and manufacturing processes selected. Factors that must be considered when designing nonmetallic parts include: part quantity; capability for integration of multiple details; texturability; control of surface smoothness; thickness consistency; edge close-outs; bonding; machining and drilling; trim and finish; conditioning; environment and temperature compatibility when coforming dissimilar materials; storage, handling, and shelf life; compatibility with fasteners and inserts; part size; and interchangeability. Examples of processes commonly available for the manufacture of aircraft interior parts include composite lamination and press curing, compression molding, hydroforming, casting, pultrusion, and filament winding of thermosetting polymers and composites and blow molding, rotational molding, thermoforming, injection molding, casting, and extrusion molding of thermoplastic polymers and composites. The most common processes used in the fabrication of components for current aircraft cabins are composite lamination followed by press curing. Honeycomb core with fiber-reinforced phenolic face sheets make up the majority of cabin interior panels (Berg, 1995). Common thermoplastic processes currently used include sheet thermoforming and injection molding. The amount of processing labor depends on the part configuration and the process used. For example, a part constructed from a fiber-reinforced composite laid up by hand takes considerably more time to prepare, lay up, cure, trim, and finish compared to the time required to process an injection-molded part. It is therefore important that the design of a part take account of the manufacturing process that has to be used to produce the design and that the materials and processes are jointly optimized to minimize manufacturing cost. 2 In general, the procurement cost to the airline of a component, and the influence of materials and processing costs, is similar whether the component is part of the delivered equipment or installed subsequently. In the case of a retrofit or refurbishment, the added cost to the airline would be associated with processes such as removal and disposal of the old component, development of plans and procedures for maintenance crews to follow, airplane downtime, etc. These costs have more to do with regulatory mandates that may compel upgrades of the existing fleet than with materials development and selection decisions and priorities.
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Fire- and Smoke-Resistant Interior Materials for Commercial Transport Aircraft Processing Equipment and Tools A part's design and manufacturing process affects the tooling required as well as the processing labor. During component design, designers need to ensure that the manufacturing tooling required is compatible with the part's size, form, and the manufacturing process. The quantity of parts to be produced also affects the material and process selection. For example, injection molding is appropriate only for production of large quantities of parts because injection-molding tooling is expensive. COMFORT Materials properties, component design, and the interior layout (configuration) all contribute to passengers' convenience and comfort. Important comfort factors for this study are seat ergonomics and acoustics. Seat Ergonomics Aircraft manufacturers do not design or produce passenger seats. Although aircraft manufacturers provide standard seat specifications to ensure correct fit and adherence to safety and certification requirement, passenger seats are manufactured by companies that specialize in them. Generally, airlines work directly with seat manufacturers to specify and purchase passenger seats. The seats are then manufactured to the Figure 2-4 Typical seat construction. Source: FAA (1990). airline's specifications, which must of course include provision for appropriate means for attachment to the seat tracks on the cabin floor that are provided by the aircraft manufacturer. Noisily, the seats are then shipped to the aircraft manufacturer for installation in the cabin prior to delivery of the airplane, although in some instances the seats are shipped tot he Customer airline, which takes delivery of the airplane and subsequently installs the seats at its own maintenance facilities. Typical seat construction is shown in Figure 2-4. In the 1970s it was recognized that the greatest fire load in the passenger cabin was by far the seat cushion foams which were exclusively fire-retarded flexible polyurethane. In 1986 the regulatory requirements were changed to require that the upholstery/cushion combination satisfy a severe fire-resistance test. This mandate essentially required that the seat cushions be changed from the traditional fire-retarded urethane foam. The first available solution was to encapsulate the urethane foam in a durable fire-blocking fabric. Subsequently very highly fire-retarded foams (basically filled urethanes) were developed that also met FAA requirements. Alternatives to urethane foams for seat cushions have not been successfully developed. The upholstery used on seats is typically a highly durable woven fabric of wool or a wool/nylon blend (the amount of nylon is relatively small, with 10 percent being the usual amount). While a type of fire-retarded polyester and leather have also been used as seat upholstery, no other natural or synthetic fiber type has been successfully implemented because of limitations with respect to fire resistance, color, durability, availability, color fastness, and other criteria (Hasselbrack, 1995). Acoustics Interior acoustics comprise a significant comfort factor. The major portion of cabin noise is generated by the engines and by the aerodynamic boundary layer along the exterior surface of the fuselage. Noise is reduced through absorption and transmission-loss mechanisms. Higher frequencies (above 500 Hz) are more easily absorbed, whereas lower frequencies must be blocked with mass (transmission loss). Acoustic insulation is provided by the cabin insulation blankets, which also serve as thermal insulation. The thermal/acoustical insulation is comprised primarily of spun fiberglass that has a binder to hold the strands together. Owing to the acoustic requirements, the fiber diameter is very much smaller than the fiber diameter of typical building insulation. Also, there have been foams, typically of polyimide, that have been used in recent years to supplement the fiberglass. The insulation material is encased in a thin film to hold it in place. The film is typically polyethylene terephthalate (Mylar®), although in the past polyvinylfluoride (Tedlar®) and polyimide (Kapton®) have also been used. Kapton films
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Fire- and Smoke-Resistant Interior Materials for Commercial Transport Aircraft have a substantial weight and cost penalty compared to Mylar. Insulation blankets, used in areas where low-frequency sound must be blocked (e.g., near engines), are encapsulated in a heavy rubberized sheet material, such as a zirconium-filled silicone rubber. Cabin linings also help to absorb some of the higher frequencies, but more importantly block some of the lower frequencies. Once in the interior, high-frequency cabin noise is reduced by using porous cloth upholsteries, carpets, and draperies. The sound penetrates these materials and becomes absorbed. Sound waves more easily bounce off leather upholsteries. The system of the insulation blankets, cabin linings, and furnishings combine to reduce exterior-generated sound by as much as 80–130 decibels. In acoustic design, there is a desirable limited level of background noise in the cabin to provide a measure of privacy. However, as the noise level rises above this background level, it at first becomes difficult to carry on a conversation with a person close by, and then the noise level becomes physically discomforting. Acoustic designers pay attention to the "speech interference level," that is, the 1,000-, 2,000-, and 4,000-Hz bands, to avoid undue interference with speech. In the event of a post-crash fuel-fed fire, the fiberglass insulation (if it remains attached) also provides a degree of protection as a fire barrier to inhibit the spread of fire to the cabin interior. The polyimide foams can also serve as such a barrier. MAINTAINABILITY Maintenance activities represent a significant part of the time and expense related to the operation of commercial aircraft. A cost-effective maintenance program is critical to the implementation of new materials or component designs. Maintainability has to do with the ease of preserving the passenger cabin interior in a satisfactory and usable condition. For interior furnishings, maintainability depends on component cleanability, durability, and repairability. Cleanability The major part of maintainability is the ease with which furnishings can be cleaned of normal soiling. Normal soiling agents consist of many things that are typically found in ordinary airline operations. Those that are difficult to remove include some types of dirt and mud; food stains such as mustard, catsup, grape juice, and red wine; cosmetics such as lipstick; and tobacco tar from cigarette smoke. Traditionally, candidate interior furnishings have been tested for cleanability before being implemented (i.e., for how easily common staining agents can be removed). Materials that are highly resistant to abuse such as scuffing and scratching, to color degradation by agents such as ultraviolet or even visible light, and to staining by common staining agents are required. In general, a thin film of polyvinylfluoride or equivalent has been found to be nearly optimum with respect to these in-service requirements. Less desirable are paints from which stains are more difficult to remove (repainting is often necessary) and which are more easily degraded. Flooring in some areas such as galleys, entry ways, and lavatories must be water resistant and skid resistant and easily cleanable for sanitary as well as aesthetic reasons. Durability Durability is how well components wear over time in everyday airline operation. To be economically viable to an airline's operation, an airplane—including its interior—must be durable. Durability factors and requirements important for aircraft interiors include: resistance to vibration, colorfastness to light, resistance to tearing, resistance to crocking (textiles), dimensional stability, fluid resistance (e.g., solvents and cleaning fluids), resistance to permanent staining, resistance to water and moisture absorption, resistance to water wicking, resistance to corrosion, resistance to fungus attack, resistance to abrasion damage, resistance to impact damage, and resistance to crazing. Many of these factors are obvious. For example, cabin liners. class dividers, and other exposed surfaces need to be reasonably resistant to mild abuse, such as the inadvertent contact with ends of stick-shaped items such as umbrellas. Also, stowage bins need to be quite tolerant of, for example, attempts to force in items that are too large or passengers who cannot quite reach up to the bin hanging onto the bin bottom. It is not difficult to envision other examples. Other factors have more subtle implications. Thermal/acoustical insulation and wiring materials, for example, must be resistant to vibration damage. Poor thermal/acoustical insulation batting may be subject to crumbling and settling which would reduce the insulation efficiency, and poor wire
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Fire- and Smoke-Resistant Interior Materials for Commercial Transport Aircraft insulation may be prone to chafing which could increase the risk of electrical arcing and fire. Because of the extensive use of aluminum in current aircraft, it is necessary to be concerned with galvanic corrosion. Thermal/acoustical insulation also needs to be resistant to wicking and water absorption to avoid promoting corrosion. Textiles can cause corrosion problems due to the fire-retardant treatments involving flame-inhibiting salts that may promote corrosion if brought into contact with metal surfaces. Fabric treatments need to be tested to ensure they do not promote corrosion. Corrosion resistance is also pertinent to some of the newer composites that use reinforcement fabrics of carbon and graphite, which have galvanic potentials considerably different from those of metals, especially aluminum. Special sealing requirements are required to electrically isolate these composite materials from aluminum components such as seat tracks, fasteners, and floor beams. Repairability Even though interior furnishings may be durable, there is inevitable damage that occurs which requires that the affected item either be repaired or replaced. In general, it is substantially less costly to repair damage to an interior furnishing than to discard and replace it. Although a damaged furnishing may be removed and replaced to allow the airplane to continue in uninterrupted service, the airline normally pursues repair of the item and stores it as a spare. Therefore there is a priority for repairability of reasonable damage to interior furnishings and to have repair processes and procedures identified and documented by the manufacturer. AESTHETICS Airlines use an airplane's interior decor, and to some extent the exterior decor, as a marketing tool. This is intended to reflect the airline's corporate image, style, and mission. Aircraft interior designers therefore need to have a variety of colors, prints, and textures and different degrees of plushness for airlines to select from to build a unique image and identity. For newly manufactured aircraft, the basic shape and architecture of the interior are normally the standard ones offered by the aircraft manufacturer. The choices the airline customer has are mainly centered on decorative schemes to reflect the corporate image and perhaps the placement of some amenities such as lavatories and galleys. Interiors for newly manufactured aircraft are normally designed by the aircraft manufacturer in coordination with the customer airline, but their actual fabrication is done by various combinations of the aircraft manufacturers and subcontractors who specialize in the manufacture of interior furnishings. With proper maintenance, interiors are designed to last as long as the aircraft. Airlines often update the interiors of aircraft in their fleet to present a "new look." Interiors may also be refurbished or remodeled at some time during service due to transfer of the aircraft between airlines or safety-related retrofit. These interior furnishings are for the most part also fabricated by manufacturers who specialize in the manufacture of interior furnishings. In both newly manufactured and redecorated aircraft, different levels of decor and amenities are used to target different segments of the passenger population. Business and first class travelers expect and are usually provided a higher level of comfort and luxury than passengers in the economy class; however, owing to the competition between airlines in the pursuit of passengers, the interior furnishings for all classes of service receive considerable attention. The types of routes an airline flies and the airports it serves also affect aesthetic considerations. For example, airlines that fly into airports serviced by airstairs have their cabin interiors substantially affected by weather. Hot tarmac particles in the summer, snow in the winter, and combinations of rain, wind, and dirt during all seasons are constant problems. Another consideration is that airlines that provide international service to different areas of the world must contend with aircraft serviceability and maintenance requirements at locations far removed from their home base.


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As many as 4,000 tropical swimming beauties took to air on Sunday from Cochin Airport, heading to Paris. The Moscow blue guppies, moonlight guppies, Dalmatian mollies, red caps, orandas and several varieties of angel fish — worth around Rs 23,000 — are the pilots of an ambitious plan to increase India's share in the $7 billion ornamental fish sector to 10% from the current 0.8%. "This is our entry into the European market. If all goes well, we would be getting steady orders from there," said fisheries minister S Sarma, also the vice-chairman of Kerala Aqua Ventures International Ltd (Kavil). He said the public-private partnership company was set to set up an import hub in New York. Talks were on to set up a similar hub in China.
"The French company has been importing ornamental fish from Indonesia and Singapore. But they were satisfied with the varieties we breed here," said A Gopalakrishnan, director of Kavil, set up last year. He said the company hopes to grab 10% of the global ornamental fish market in seven years.
"We have a role model in Sri Lanka, which has 8% of the global market. Kerala's climate and topography are very similar to Sri Lanka. Tropical fish cannot be bred in the cold climes of Europe. Even in north India, breeding is impossible during the cold months. Kerala has an excellent atmosphere where these fish can be bred throughout the year," he said.
Meanwhile, an aqua technology park, which specialises in tropical fish, will be inaugurated near Aluva on January 18. "We are planning to develop a 128-acre farm. Already 20 acres are being developed. We are also promoting around 10,000 homestead farms, which will get a subsidy of Rs50,000 each," Gopalakrishnan added. Kavil has also arranged to source fish from homestead farms in Tamil Nadu and West Bengal.
Kavil, in which the Kerala government has a 43% stake, has imported 55 varieties of ornamental fish from South Asian countries. "We breed them, crossbreed them
with our indigenous varieties and market them abroad. Even our local varieties like Miss Kerala are in high demand," he added.


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Email: email@example.com | Twitter: @WWLTV
NEWORLEANS-- Many Saints fans are focused squarely on LSU's Barkevious Mingo, but draft analyst Mike Detillier says there's just a 3 percent chance Mingo makes it to pick 15 -- an extreme long shot.
He's not quite as hot a prospect, but as Doug Mouton shows us in the video above, another LSU Tiger, linebacker Kevin Minter, outplayed Mingo last season.
Read or Share this story: http://www.wwltv.com/story/sports/nfl/saints/2014/09/03/14586434/


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"More and more people are worried about age," Stephanopoulos said. "Forty-eight percent of voters say they see that age is an issue. And if you think age is an issue, those 48 percent of voters, they break heavily for Barack Obama by 30 points."
Obama and McCain face a key test this week on how they handle the administration's proposed $700 billion bailout plan for Wall Street.
Both presidential candidates agree that the administration's plan should include caps on executive compensation, or golden parachutes. But it is McCain who may ultimately hold the fate of the massive bailout plan in his hands.
"The big factor may be John McCain. I was talking to top Republicans and Democrats yesterday, they both say that if John McCain doesn't vote for this package, it is going to go down," Stephanopoulos said.
"So he is facing a huge choice, a huge gamble also for McCain," he added.
"McCain aides say he hasn't made up his mind yet. He's laid out his own conditions as well but they want him to be seen and he wants to be seen as a champion of the little guy," Stephanopoulos said.
"The Democrats say they're not going to give John McCain a free chance to break away from President Bush," Stephanopoulos said. "The Republican members of Congress say that if he votes 'no' that they're not going to be at odds with him."
Stephanopoulos said the Bush administration's massive $700 billion Wall Street bailout package isn't a done deal on Capitol Hill. Administration officials are pressing to get the bill passed by this weekend.
"Top officials tell me in Congress that 'It's not soup yet.' There is no deal yet. They're pushing to improve, they say, improve the bailout plan saying it has to do something to constrain executive compensation. Something to give taxpayers equity in this deal. Something to help homeowners facing foreclosure," he said.
"It's tough to see right now. There is still a lot of negotiating going on right now," Stephanopoulos said.


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Brannan Slat Back Side Chair - Set of 2
Updated styling gives this entry level dining set a new look.
The casual contemporary designs of The Brannan Slat Back side chair by Coaster will bring an updated look to your dining room decor.
The chairs offer a long and sleek slat back design, subtle curves, and clean lines, while the beige microfiber fabric seat provides soft and inviting character. Rubberwood bathed.
Dimensions: 21.38" x 18.5" x 35.83; 19.6 lbs each
Brannan Slat Back Side Chair - Set of 2
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Radio Australia
10,000 - 50,000 downloadsAdd this app to your lists
+ By Airfree
Basic Features:
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Please feel free to download this app and enjoy listening to live broadcasting from Australia.
(16 stars)
This is identical to the "Lingstech" Radio Australia app. You will not get Radio Australia Pacific Service on any Android app - only Radio Australia Asia Service. if you live in Papua New Guinea why would you want to listen to the Asian Service?
(16 stars)
(16 stars)
Keeps on stopping & buffering. I tried to turn off data & stops permanently. I should listen to reviews & not waste time download.
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No way to search, doesn't have Adelaide 891, poor interface
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No stations after n
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Working well.but closing suddenly.
(16 stars)
As long as your station isn't a name after "N"


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"LOOKS LIKE THEY'VE GOT SOMETHING RIGHT NOW," drawls John Huff, a wildlife technician at the Texas Parks and Wildlife Department's office in Three Rivers. We've been driving down a dirt road on the Rehm Ranch outside Sabinal for about ten minutes, following Huff's hunting dogs, when they veer off into the brush, barking. Huff grabs his .22 magnum rifle, and we chase after the dogs on foot, followed by Rick Taylor, a biologist with Parks and Wildlife's Uvalde office, and Pete Denney, who owns the ranch and its hunting outfitter, Brushy Hill. Huff darts ahead of me, and I am just negotiating a patch of high guajillo and black brush when I hear his rifle shot. As I come around the patch, with Taylor right behind me, Huff's three dogs are on a fallen wild hog, chewing at his midsection and ears and pulling at his legs. The hog, which I had heard squealing moments ago, is now heaving deep, phlegmy sighs.
You really need to see a wild hog, also known as a feral hog, up close to comprehend just how ugly it is. This one is wide at the shoulders and narrow at the hips, about 210 pounds, with coarse, bristly black fur that's sharp to the touch. The three-inch-long upper and lower tusks at each side of his mouth are honed to vicious points from constant grinding. Fighting in the wild, he has grown hard, protective scar tissue around his shoulders that slows bullets and arrows alike; his ears are short and erect, his tail is straight.
In all, it takes three more shots to the head to put him away for good. Huff pulls his dogs off and quickly begins to field-dress his conquest; dressing it immediately after it is killed is crucial to ensuring that the meat won't spoil before it's refrigerated. As I hold the feet straight up to keep it on its back, he cuts off the genitalia, then slits the belly lengthwise and pulls out the innards. "And there you have it," he says. "Here comes the hard part, pulling him out." We've run much farther into the brush than I had realized, and the truck can't get near us.
Wild hogs have become a major nuisance in rural Texas; most landowners hate them, though some ranchers appreciate the hunting revenues they can bring. Members of the Suidae family, wild hogs (Sus scrofa) are often confused with the collared peccary, or javelina, a smaller animal belonging to a different family, with straight tusks and no tail. Wild hogs have roamed Texas almost since the early Spanish explorers introduced domestic hogs to the region more than three hundred years ago. During the Texas Revolution and the Civil War, settlers fleeing their land often released their hogs; when they restocked their property after the hostilities ended, many of them let their hogs range freely, allowing them to escape into the feral population. Domestic hogs that escape their pens turn wild quickly, and the longer they are free, the wilder they get. In the 1930's European wild boars (also known as Russian boars) were brought to rural Texas for sport hunting. Thus the state's current population includes feral hogs, European wild boars, and European-feral crossbreeds. Over many generations of interbreeding, the wild boar genes predominate, so that wild hogs eventually come to resemble their European ancestors. The average male wild hog, or boar, is 150 to 175 pounds, and the sow is usually 100 to 150, though hunters have brought in kills weighing more than 600 pounds.
In the past three decades wild hogs have multiplied rapidly in Texas and 22 other states, mostly in the Sunbelt, though they're also making inroads into the Midwest. Parks and Wildlife's Taylor estimates that there are probably up to two million of the beasts in Texas, but notes that they're harder to count than other wildlife because they're nocturnal and don't stick to a home range. In short, there may be many more than we think. Though strongest in South Texas, they can be found all over the state except in parts of the Panhandle and the Trans-Pecos. The situation here isn't as bad as it is in California, where the animals are ripping up suburban golf courses that border on rural areas, but Taylor figures that'll happen in Texas soon enough. And there's very little that can be done to control the population.
"The feral hog seems to be an animal that nobody wants," he points out. "They're not classified as wildlife, though they're free-ranging animals. They're classified as livestock, but that industry doesn't want anything to do with them. They're a non-native animal, an exotic species that doesn't belong with natural native fauna. We used to believe the climate would limit their spread, that they'd stop moving into new areas that are too cold or dry. But that's turning out to be not true." Taylor became the state expert on wild hogs "by default," he says. When he moved to the Uvalde Parks and Wildlife station eleven years ago, he thought the beasts might be a threat to the area's deer and wild turkey populations and began studying them. He compares them with fire ants, another non-native creature that has made itself at home here.
"Eventually, they'll be everywhere they can be, and the population will slow down," Taylor says. "But we don't know yet where they won't go." They prefer bottomlands, such as the areas around rivers or creeks, but will go anywhere that offers dense, protective cover. The population grows quickly because the female can have two litters (usually four to six piglets, though sometimes as many as twelve) over an eighteen-month period. Also, recent advances in raising domestic livestock—disease eradication and improved pastures and feeding practices—have inadvertently benefited wild hogs. And, until the Texas Animal Health Commission prohibited it in 1992, ranchers and hunters had been buying hogs in stock auctions and setting them free to increase the odds of bagging one.
Farmers have


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Clorox is using gaming and social media methods to gather product ideas from customers. Clorox's Greg Piche says the process works best in a private forum where members collaborate. "[P]eople love to share ideas, and they feel valued when they're encouraged to do so. They're eager to talk about features that frustrate them, things they like and how something could be made better," writes Andy Sernovitz.
View Full Article in:SmartBrief/SmartBlog on Social Media
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With a firm meaty texture and just enough fat to keep it moist while cooking, salmon is perfectly suited for the grill. This marinade is special enough for the weekend and easy enough for a quick and delicious weeknight meal. Photo credit: Liren Baker from Kitchen Confidante.
1 package McCormick® Grill Mates® Zesty Herb Marinade
1/2 cup dry white wine
1/4 cup olive oil
2 pounds salmon fillets
Mix Marinade Mix, wine and oil in small bowl. Place salmon in large resealable plastic bag or glass dish. Add marinade; turn to coat well.
Refrigerate 15 minutes or longer for extra flavor. Remove salmon from marinade. Discard any remaining marinade.
Grill over medium-high heat 6 to 7 minutes per side or until fish flakes easily with a fork.
Substitute swordfish or mahi mahi for the salmon.
(Amount per serving)


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From Digg. I got an 80%. 3 or 4 of them , I just didn't have a clue.
From Digg. I got an 80%. 3 or 4 of them , I just didn't have a clue.
42% Failed.
One of the all-time great comedies (in my opinion) "The Importance of Being Earnest" (1952) is on TCM tonight. Hands down better than the recent remake. Judy Dench is a great actor, but she couldn't touch Edith Evans' portrayal of Lady Bracknell.
Synopsis: Jack Worthing lives in the country with his pretty ward Cecily Cardew. But in the city, he goes by the name of Earnest and is in love with Gwendolyn Fairfax. Miss Fairfax's cousin is Algernon Moncrieff, who, also using the name Earnest, goes to the country and falls in love with Jack's ward Cecily. When they all come together, we have two men who claim to be Earnest, and aren't, and two girls who are love with men named Earnest, who aren't Earnest.
Super 32 Challenge - October 26-27, 2013
"Good things happen when you wrestle for a full seven minutes." -- Jayson Ness, post-finals press conference
Failed 47%
I think I've out to the movies under 10 times in the past 25 years, thgouh some in this quiz were on the tube.
I actually didn't think I'd do very well.
I did worse than everyone, exact percentages totally not important.
71 ... I never saw "The Incredibles"
85 thanks to a wasted youth and working at a video store while I was in high school.


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An order for a wage garnishment is surprisingly complex to administer and very risky for employers. For instance, if an employer does not answer a garnishment within 14 days or do any other act required by the court, it is...more
When you have tens of thousands of employees, it is very likely that your payroll and human resources (HR) departments receive wage garnishment orders for employees every week. Texas law is restrictive in this area, and it is...more
In this guide:
- Employment At-Will
- Right to Work
- Employment of Children
- Restrictive Covenants in Employment Contracts
- Virginia Human Rights Act
- Virginians with Disabilities...more
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A Haunted Journey
While traveling I devoured in one night a small book titled Ghastly Decade, 1939-1948 by Jan Tomasz Gross, who now teaches at New York University. What shook me were extracts from the diary of a decent Polish doctor describing terrible days in a small town called Szczebrzeszyn. The diary reveals that in the shtetl there, as in so many others, most of the Jews were not killed after deportation or behind walls; they were massacred in full view of their Polish neighbors. Some denounced Jews trying to escape; others grabbed the spoils.
Let there be no mistake: The extermination of the Jews was the work of the Germans, or rather the Nazis; to come to the rescue of Jews in Poland was to risk the death penalty for your whole family, and you cannot expect a nation to be made up of heroes. But there is a difference between heroism, indifference and open hostility, illustrated by such despicable comments as "Hitler is a bastard, but he is solving our Jewish problem." Since amnesia is a disease for nations as well as individuals, Gross is right in arguing that the Poles must dig into their past to understand why the coexistence of the two communities ended in such a horrible fashion.
Everyone examines the world through his own prism. I emerged from the ghetto as a child and moved to the district of Zoliborz, with its progressive school and socialist environment. Most of my friends were not Jewish, and I had no problems, though I knew about anti-Semitism, about shops displaying a sign saying "Christian" (i.e., not owned by Jews), about Jewish students forced to sit on separate benches at the university or being beaten up by fascist thugs. But I thought at the time that the right was anti-Semitic and that the left, on the whole, was not; despite General Moczar's 1968 purge, I still think I was fundamentally correct. It was a question of left and right. I know too many Poles who are beyond reproach on this issue to indulge in generalizations, and whenever I feel that I am beginning to oversimplify, I recall a personal episode showing the full complexity of the issue.
The families of both my parents, as I said, were wiped out--with one major exception. A wealthy uncle managed to immigrate early on, through Japan to Palestine. He took his sons and sons-in-law with him, leaving the wives and children behind on the naïve assumption that even the Nazis would not harm women and children. When it became obvious that the ghetto was doomed, two of his grandchildren were handed over to the black-market partner of my uncle's Gentile chauffeur. The man, an adventurer who belonged to an anti-Semitic group, thought he was making a good investment: The gratitude of the man of wealth would, after the war, insure his future. What started as a calculation turned into a splendid tale of love. He came to cherish his two new children like the two he already had. But to keep them permanently concealed was a perilous, nerve-racking business. At one stage, one of the boys needed an operation. How do you take a legally nonexistent patient to the hospital? Money can work wonders, and our adventurer sold his apartment to perform the miracle.
Unique and Comparable
I am reminded of wartime relations as I drink coffee in Krakow's beautiful central square with Jan Blonski, professor of literature at the local university, whose comments on Polish attitudes toward murdered Jews provoked a nationalist backlash in 1986. He was brought up, like myself, in Zoliborz. It was there that, as a 10-year-old, he saw emerging from the sewers two Jewish boys, one his age, one younger, looking bewildered at the bright world outside. He knew he couldn't really help them and felt relieved that somehow he was not responsible; now he is ashamed of that feeling and has tears in his eyes as he recalls that scene.
Blonski is rather optimistic. In time, he thinks, prejudice may disappear. His students are not at all anti-Semitic and are genuinely interested in their country's Jewish past. This last point is confirmed by my subsequent appointment with Janina Rogozik, who has just completed a 600-page doctoral thesis on my father, who wrote in both Polish and Yiddish. Rogozik, fascinated by this Jewish writer, proves so devoutly Catholic that, on a Friday, we must search for a place where she can find a meatless meal.
Krakow has not been destroyed like the Polish capital, and the Jewish district, Kazimierz, is also standing. Indeed, its most attractive square, with its four synagogues and cemetery, is beginning to look too commercial. One sign offers "Schindler's List Tours." I have fewer recollections from childhood here and am glad to be taken around by Raphael Scharf, who left the city for London on the eve of the war but comes back regularly to help the enterprising Center for Jewish Culture. He shows me where the more than 60,000 Jews, accounting for a quarter of the town's population, used to live. He confirms that Remuh Cemetery is the place where Trotsky's biographer, my friend Isaac Deutscher, ate a pork sausage as a youngster on the Day of Atonement atop the tomb of a famous tzaddik and, having thus tremblingly defied Jehovah, emerged an atheist. As priests and rabbis clash over the heritage, this is a useful reminder that among the victims very many were not religious and quite a few, to use the term Deutscher coined, were "non-Jewish Jews."


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Lost rigging while sailing
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Only difference is at least the StreamStay used epoxy...
I forgot about those Peugeots. One of my friends had one of those frames I think... His frame failed due to the laminate shearing along a scratch that was gotten in a small crash... before the tubes could work free.
Originally Posted by
They were thinking the same thing that all the people glueing carbon tubes into bike frames were at the time
Or Peugeot with the Pechiney frames that fell apart
""The frames tubes, seat, top, down and all 4 stays were joined to the lugs without a bonding agent or without welds. Peugeot called it the 'Pechiney' process. Quote form the catalogue "The assembly of the frame is performed with a special, patented technique that fits the tubes into the lugs without the use of any bonding process such as welding or glue."
Which is to say they were NOT thinking
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Telstar 28
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You know what the first rule of sailing is? ...Love. You can learn all the math in the 'verse, but you take
a boat to the sea you don't love, she'll shake you off just as sure as the turning of the worlds. Love keeps
her going when she oughta fall down, tells you she's hurting 'fore she keens. Makes her a home.
Cpt. Mal Reynolds, Serenity
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Vol de Nuit..........Daytime
Ambre Gris...........Bedtime
Sometimes life is good.
Thread: S o t D - Friday, 5 June 09
Vol de Nuit..........Daytime
Ambre Gris...........Bedtime
Sometimes life is good.
Zino Davidoff
Bois du Portugal
Mugler Cologne
Don't Smell the Flowers,
They're an Evil Drug to Make You Lose Your Mind --- Dio
Eau d'Italie ~ Magnolia Romana
Vacation day 2: M.Micallef Rose Aoud (for my NYC shopping, which will now be two days, not one)
Report from tour (Jones Beach): Ghost, Drowned > Meatstick, YEM and Rock n Roll were top highlights
Betrand Duchaufour's Poivre Piquant (L'Artisan Parfumeur)
l'Occitane Vetyver
Amouage Dia for Men for the day... simply an amazing fragrance, even if it doesn't project too much. I enjoy the sillage I get myself - and it truly gives me an uplifting feeling when I wear it!
Neil Morris: Flowers for Men Gardenia.
Cool Water by Davidoff
As if everyone, all over the world, had his daily visually artistic task; the task of being an image for others. Peter Handke
Rochas Man.
Guerlain's Mitsouko tree moss EdT - god I love it, so full of vetiver!
Patou pour Homme (1980)
by Jean Patou
Top Notes: Hot Pepper, Lavender, Tarragon, Black Pepper, Bergamot, Galbanum.
Middle Notes: Bourbon Vetiver, Cedar, Patchouli, Clary Sage.
Base Notes: Oakmoss, Sandalwood, Mysore, Cistus Labdanum.
SOTD: Geir Ness - nice, but maybe a touch sweet smelling.
ETIQUETTE BLEUE - D'Orsay
1 part Acqua Di Parma Colonia +
1 part Chanel Pour Homme Concentree +
1 part Guerlain L'Heure Bleue
pour homme
Sweet Oriental Dream
by Montale
Jaguar Prestige
Current Top 5
1. Creed Aventus
2. A*Men Pure Malt
3. L'instant Extreme
4. Nasomatto Duro
5. CDG - Kyoto
Eternity for Men Summer 2008
Chanel platinum egoiste
Paestum Rose by Eau d' Italie
So, with Noir de Noir this morning, and now this, it's gonna be a day of roses.
"All problems are illusions of the mind."
-- Eckhart Tolle
Day 2 for Guerlain's Vetiver.
Today's SOTD is my first test of Parfumerie Generale L'Eau Rare Matale.
I do love a good, filthy citrus.
On me, this is basically orange with a LOT of pepper, some smoke, and leather. Officially, it's supposed to be black tea, which I can kind of picture, but it's more orange than tea.
On sniffing, my first thought is that this was really familiar....
It's quite similar to Wilkes San Francisco, but the Wilkes has more pepper and some ozone. It also shares some DNA with Ananas Fizz, but Ananas lets the fruit shine brighter than this does. It's also the same idea behind Barneys NY Route de The, but Route is more refreshing than this. And it's impossible to not compare any dirty citrus to Terre D'Hermes - but TDH is downright filthy and has the dusty vetiver going on, keeping the grapefruit from ever really getting bright, while the orange in this is allowed to poke through a bit more without the vetiver going on.
It's nice and very me, but I can't see needing this with it being similar to so many I have...
Rahat Loukoum
SOTE is Montale - Red Vetyver
Tam Dao....Diptyque
Don't panic. Just stay calm, and reload....
Le Labo Rose 31
Enjoy the little things, for one day you may look back and realize they were the big things.
~ Robert Brault
My ever faithful and solid Hugo..............
I am wearing Channel Platinum Egoiste and it is magic on this beautiful, hot day.
Is the juice worth the squeeze?
Kiehl's Original Musk under Caron Yatagan
Tiffany for Men Sport!
Habit Rouge
I'm currently 6 hours in and there is just the loveliest sweet power to it......mmmmmmmmmmm
EnvYuS My Wardrobe
Happy Friday! Marquis de Sade is my (awesome) sote.
I'm a colognosaurus. Rawr!
L;Heure Bleue for me today.
Happy Birthday nsamadi!!!!
Jaïpur Homme edp
Rare, vintage, and niche off-site sales.
Splits: Ferragamo Incense Suede, Trumper Eucris, O'driu Eva Kant.
New atomizer and decanting supplies for sale.
For me a work of fiction exists only insofar as it affords me what I shall bluntly call aesthetic bliss, that is a sense of being somehow, somewhere, connected with other states of being where art (curiosity, tenderness, kindness, ecstasy) is the norm. - Vladimir Nabokov
Thank you to everyone who gave me a warm Birthday wish. Overall, today wasn't the best. Don't want to talk about it, but I got punched in the face. I'm a little pissed off, so I'm wearing...
Avignon by Comme des Garcons Series 3: Incense
Van Cleef & Arpels PH
Dunhill Pursuit
Sycomore by Chanel
"All problems are illusions of the mind."
-- Eckhart Tolle
L'Autre --Diptyque
morning noon night
am. Colon ia by Acqua di Parma
pm. Cologne by TM
Sorry about the shitty birthday, Nsamadi. At least you smell good!
Anyway, my SOTE is a two arm test:
Montale Attar vs. Black Aoud.
They smelled VERY similar in the top notes (rose + crazy medicinal oud), so wanted to try them together to catch the similarities.
I'd always chalked up Black Aoud to a pretty simple mix of oud and rose, but, reading more and sniffing deeper. there's a lot more. I've gotten woods and incense and effervescence and given oud the credit for all of them, but there's actually patchouli and citrus and lots of other stuff coming and going and keeping things interesting.
This is my first time trying Attar, which supposedly actually is the simple rose + oud mix I thought Black Oud was (confused yet?), but with a sandalwood base.
Able to compare them, it seems like a lot of Black Aoud's strength and longevity are actually coming from the patchouli, because Attar is fading fast. That being said, Attar is much more wearable than BA, which I could really only wear out to a club. The sandalwood, while never really center-stage, does a lot to soften the craziness. It comes off as a bit more feminine, and almost work-wearable. The band-aid smell is still there, but just providing texture, as opposed to shrieking at the top of its lungs like it does in BA.
I'm a bit torn as to which I prefer. Attar is eminently more wearable, but the rough edges are what makes Black Aoud so fun. That being said, it would take me 10 lifetimes to use up a 100 ml bottle of either of these, so maybe I should just be content without either one... Oh well, these are strong enough that a drop or two lasts all day, so my tiny samples should last me a while.
Creed - Green Irish Tweed
Nasomatto - Silver Musk
Prada - Prada Man/Amber Pour Homme
Tom Ford - Oud Wood
A L'Artisan Cap (old or new style)
Clothing + Goodies for sale!
Ambre Gris.
Encre Noire, three spritzes with a single spritz of Ambre Gris.


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Bounteous Additions ' EVE Online: Retribution Now Live
I think I only truly became An Adult right around the time I first heard of EVE Online. Growing up, you see, the concept of space conjured notions of adventure, heroism, and utopia. The possibilities, mynaive peanut brain figured, were endless. But time has a way of imparting essential kernels of wisdom upon even the most head-in-the-stars of youths ' mainly, that people arecomplete jerks to each other. And so it is with EVE Online. Catapulted into the endless reaches of space, human existence isâ?¦ pretty much the same. Corporate shenanigans, frequent backstabbery, and ' if a new trailer's anything to go on ' lots of dubstep continue unabated. Only difference is, there are super nifty space ships, which make being a bounty hunter a viable career path ' even for people not named 'Dog.' And so we arrive at the new Retribution expansion, the bounty-hunting-est one yet. It's out now, which means you're probably already dead.
http://feeds.feedburner.com/~ff/Rock...?d=nQ_hWtDbxek http://feeds.feedburner.com/~ff/Rock...?d=yIl2AUoC8zA
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I have a theme that i want to use but i want a portfolio tempalte for the theme and would love for it to look something like
But with on difference i want to have an A-Z search at the top and bottom also the images could either be added to a folder by myself or as a featured image in the post(perfer this option). Now I would like each picture to be relivant to the posts in the category page that is displaying the portfolio for example in the above showcase if images on that where actual posts of a category called /recent-clients/
ANybody now of a possibly a templat i could use or anybody interested in giving me a quote…
Moved to item requests, also, please don't post multiple threads on the same issue throughout the forum
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Our vision is to make our community - one of the best places to live in America - a better place to live for all its residents. By working with nonprofit partners, area businesses, community leaders, and volunteers, we will create significant community change in all of Randolph County. United Way is about local giving with local impact.
Join us and help improve lives through the caring power of communities.
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United Way
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Community Impact
Photo Album
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I like the idea of this game! :)
Patagonian forests, 1934.
Immersed into dark and unexplored ancient woods a group of expeditioners led by Eneko Farrell -distinguished professor of science passionate about ancient history, goes deep in search of an old, almost forgotten legend.
According to some aboriginal records thousands of years ago, even before the dawn of mankind, there existed a forbidden city that no language dared to name.
As Tomas Farrell, an anthropologist from The University of Buenos Aires, you will be summoned to take part in the expedition. As you will soon discover not everything goes as planned as the place keeps a never revealed horrifying secret.
Follow Hidden
Lost Spell Twitter
Lost Spell Facebook
Hidden Steam Greenlight
0 comments by lostspell on May 28th, 2014
On febraury Hidden was greenlit, we want to thank you again for your support, for your kind words and motivation.
We are working hard on the game and hope you continue with us on the process. We'll be posting news here but specially on Facebook and Twitter, please take a look around when you can.
Thank you again!, and stay in touch.
Lost Spell Team.
I like the idea of this game! :)
Thanks!, we hope you like it.
Latest tweets from @lostspell
Divino momento en el Min. de Cultura! Great moment at Ministry of Culture! T.co Gracias! @cultura_nacion @MinistraParodi
May 19 2015, 11:36am
@CpmStudio congrats folks! All the best for what's coming next.
May 18 2015, 9:16pm
We are greatfull for all your support and motivation over the year. Thanks for staying with us, see you next year! T.co
Dec 30 2014, 9:52am
@strykerstennis that's great, good luck with that and PM me if we can do something to help you.
Dec 1 2014, 2:34pm
RT @strykerstennis: @lostspell LOVE it! HIGHLIGHTS your talents! Now, let's get Hidden used by #Spanish #WLstudents to show #gaming is #lea…
Dec 1 2014, 1:48pm
RT @puro_games: Programa 39! Hablamos de #FenixRage, de #DragonMaze de @FelineArts, de lo nuevo de @Senscape, y #Hidden de @lostspell http:…
Oct 14 2014, 8:27am
We are launching our new web site! We hope you like it! Take a look and give us your impressions! T.co
Oct 10 2014, 1:46pm
Hidden at @IndieDB!!! Screens, Videos, News, and more about our Adventure Game!!!! Thanks for your support! T.co
May 28 2014, 3:31pm
Acabamos de salir en una nota para "Su atención por favor",@Metro951 Gracias por el apoyo! @suatencion @sommelierdecafe @shumigauto @mapigna
May 7 2014, 10:05pm
RT @MalditosNerdsVX: Ignacio y Emanual de @lostspell nos adentran en la mística detrás de #hidden así como de sus orígenes gamer: T.…
May 6 2014, 12:11pm
Promote Hidden on your homepage or blog by selecting a button and using the embed code provided (more).


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Cheap HSV to Mount Hagen flights
Popular Flights from Huntsville, Alabama
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Popular Flights from Mount Hagen, Papua New Guinea
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HSV to HGU Route Map
Huntsville to Mount Hagen Flights, Stats and Airplanes
Route information for flights from Huntsville Intl. to Mount Hagen.
8,628.74 miles
HSV - Huntsville Intl. Airlines
Browse the most popular airlines servicing the Huntsville (HSV) airport. Visit their flights pages to learn more about the most popular routes these carriers fly.