text:
Daily NewsView All News
Germany – Finance recruiter sees strong growth
Specialist staffing firm Krongaard grew revenue by +20% last year as sales reached €18.1 million in 2012. The German recruiter, which specialises in the finance sector, reported an increase in client demand and customer orders although market conditions in the country slowed during the year.
The firm said demand for staff remained high in the banking and regulatory sectors. It is now planning to expand, having grown its business operations last year.
Trading in the year to date has also been favourable, with the recruiter reporting higher-than average growth rates. "More and more companies are seeing an advantage in filling projects with independent experts," said CEO Jan Jagemann. "This has nothing to do with staffing shortages – specialist external know-how is increasingly valued for the success of a business."
Krongaard was founded in 2008 and provides specialist staffing services to the financial services sector in Germany. The company supplies temporary professional staff to major listed firms and SMEs, including banks, trade, energy and pharmaceutical companies.
The firm is one of the smaller players in the German staffing market. Randstad and Adecco are the clear leaders, according to research by Staffing Industry Analysts. The German staffing market contracted in 2012, affected not only by labour supply and legal issues but also a slowdown in the wider economy.


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Massachusetts (MA) 529 College Savings Plans
Massachusetts has two programs available: the U.Fund College Investing Plan, a direct-sold 529 college savings plan managed by Fidelity Investments using Fidelity mutual funds, and the U.Plan Prepaid Tuition Program, offered by MEFA. The U.Plan is not a qualifying 529 plan but is nevertheless tax-free for federal and Massachusetts income tax purposes because participants are purchasing Massachusetts general obligation bonds. The bonds are redeemable to pay specified percentages of tuition and mandatory fees at 80 participating private and public Massachusetts colleges and universities, thereby keeping pace with tuition inflation at those institutions.
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Massachusetts' U.Fund College Investing Plan, a Fidelity-managed 529 plan follows the same approach...
The Massachusetts U.Plan, not a true 529 plan, issues Massachusetts general obligation bonds (federa...

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text:
LSU billboard recruits students from Gator country
Published: Friday, October 1, 2010 at 10:34 p.m.
Last Modified: Friday, October 1, 2010 at 10:36 p.m.
In the week before its football team plays the Gators, Louisiana State University has invaded Gainesville.
Louisiana State has posted two billboards in Gainesville — one on Southwest 13th Street and the other on Northwest 39th Avenue — that read "LOVE PURPLE LIVE GOLD" and advertise the university's website.
LSU director of marketing Tricia Milford-Hoyt said the ads attempt to capitalize on the popularity of the university's athletics to recruit students for its academics.
"We're trying to leverage that enthusiasm and excitement," she said.
The billboards are timed to coincide with the Oct. 9 game pitting the Gators against the Tigers at Ben Hill Griffin Stadium.
LSU previously erected billboards near the Georgia Dome in Atlanta, where its football team opened the 2010 season against the University of North Carolina.
Andy Fletcher, UF's associate vice president of marketing and public relations, said he was surprised by the Gainesville billboards.
"I don't know that I would have necessarily picked another [Southeastern Conference] school's home market," he said.
Milford-Hoyt said LSU also has billboards in Orlando and Jacksonville, as well as radio ads airing there and in Pensacola.
The university also has recruiters working at Florida high schools.
The effort is aimed at students in general, not athletic recruits, Milford-Hoyt said.
"This is about students attending LSU for their college choice," she said.
For its part, UF has brought a truck featuring its advertisements on the side when the Gator football team played in national championships in Miami and Arizona.
But Fletcher said the university hasn't posted billboards in other states and only occasionally has purchased billboards in Florida.
"We're very blessed at the University of Florida so we really don't have to recruit ... undergraduate students, at least," he said.
While he questioned whether Gainesville would be a good place to attract LSU students, he said the ads at least benefit the entities that rent billboard space.
"It's good for Gainesville that they like us so much," he said.
Contact Nathan Crabbe at 338-3176 or email@example.com.
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text:
4St 7Lb chords by Manic Street Preachers, added: April 6th, 2005
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Someone else has tabbed out the intro riff but they haven't put the chords on so here they are.
karen says i've reached my target weight
kate emma and kristin know it's fake
the problem is diet's not a big enough word.i wanna be so
B5 Em
skinny that i rot from view
Eb5 D5 C5 D5 Eb5 D5 C5 E5
I I I I I want to walk in the snow and not leave a foot print x2
It then goes back to the intro riff followed by this sequence again.
The end of the song is c f g a repeated many times.


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- Filed Under
"Discrimination," he said, "is horrible. It's hurtful. It has no place in civilized society..."
You would think that statement, delivered recently in the Kansas legislature, a noble sentiment no right-thinking person could argue with. But we are gathered here today to argue with it.
Because it turns out that when Republican legislator Charles Macheers said "discrimination," he didn't mean, well ... discrimination. Macheers sponsored a bill -- passed overwhelmingly by the Kansas House but killed last week by the Senate in an attack of common sense -- that sought to exempt any business or ...


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If you find there are broken links, misssing pages, wrong chapters or any other problems in a manga/manhwa, please comment here. We will try to solve them the first time.
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With God 8 released in mangahere fastest, recommend your friends to read With God 8 now!
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All public logs
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Combined display of all available logs of PKP Wiki. You can narrow down the view by selecting a log type, the username (case-sensitive), or the affected page (also case-sensitive).
- 09:41, 14 February 2011 Jerico.dev (Talk | contribs) uploaded File:Inheritance Mapper.png (A sample inheritance mapper design as applied to the submission file entity)


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The first of three C295 transports for the Ecuadorian Air Force was delivered June 6. (S-FLORES/Airbus Defence and Space)
- Filed Under
SEVILLA, SPAIN — Ecuador has added three C295 transports to its fleet of Airbus Defence and Space military aircraft. The European aerospace company announced June 9 that it had already delivered the first aircraft from its factory here.
The order has been on Airbus books for sometime but the company has only just been cleared to reveal the deal following the handover of the first aircraft June 6.
Delivery of a second machine to the Ecuadorian Air Force is expected soon with the final aircraft following by the end of the year.
The deal includes a full service support program.
The Army and naval forces of the Latin American nation already operate two Airbus C212s and four CN235s.
News of the purchase of the C295 was announced during a briefing for reporters at the Airbus Military factory here, where the companys line of propeller-driven military transports are assembled.
The production line at Sevilla includes the CN235, C295 and the larger A400M tactical airlifter.
Antonio Rodriguez Barberan, the head of commercial at Airbus Military Aircraft, said that aside from the Ecuador order the company had also secured orders this year for a further 17 C295s from undisclosed customers.
These included eight from North Africa, two Middle East customers and a first intelligence and surveillance variant delivery in Latin America, he said.
The executive said he expected to add to the order tally very soon with an announcement of a Middle East special operations customer.
Airbus is also developing a gun-ship version of the C259 for an unnamed Middle East customer.
The company already has Jordon as a customer for a gun-ship version of the smaller CN235 aircraft.
Barberan said that with half of the year gone, Airbus Military had secured 100 percent of the orders so far awarded in the medium transport and mission aircraft sector with the CN235 and C295.
The Military Aircraft arm of Airbus Defence and Space includes responsibility for propeller-driven aircraft, the A330 multirole tanker transporter and the companys Typhoon fighter.
The executive said the company was close to filling its CN235/C295 production line for next year.
Airbus is developing a signals intelligence version of the the C295.
Peter Maute, the head of marketing at Military Aircraft , said that a new C295 with winglets and other enhanced performance features is on track for certification by October.
The enhancements offer a larger payload from hot and high airfields. Generally, range is increased by 9 percent and fuel savings could be as high as 6.5 percent on a typical mission of 5-ton payload at 1,000 nautical miles.
Email: firstname.lastname@example.com.


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Looking for decorated fabric like this top - doesn't have to be exact, just looking for a source for similar yardage.
I'm a quilter who hasn't made garments for a very long time so I'm not familiar with sources of fashion fabrics.
I'm exploring different styles for a dress for my son's June wedding - I would prefer some covering on my upper arms and thought something like this would be dressy but not overly warm for a summer wedding.
Thanks for any help,
If you google something like "yardage sequinned sheer", you will find fabrics like this
or this, and this, and these.
There are also some very pretty (and pricey) ornate sheers at this ebay site. -- Edited on 12/2/12 3:08 AM --
That is a very good idea, an open-front slightly sheer short sleeved jacket would be a great way to have a comfortable layer, and I do think that sleeves are a bit more "formal" looking.
For online sources, you will have to hunt a bit. Gorgeous fabrics has a few contenders under the "Oo la la" category here: http://www.gorgeousfabrics.com/shop/index2.php?cPath=203
I didn't see anything at Emma One Sock that caught my eye right away, but her stock is constantly changing so something might always come in that would work. Fashion fabrics club had a few results that looked promising when I searched under "beaded":
I hope this helps, it may be tricky to find a large-scale beaded pattern like the one in your picture, you may have to hit up some of the PR folks that know the NYC garment district sources and can tell you which brick-and-mortars are a good bet.
Good luck, let us know how it goes!
The way the design is laid out makes it look like it's hand beaded or embellished. It sounds like you want a ready made source, but I've lseen a lot books in the library and online with how-to's for decorating. Never tried anything like it myself though, so I can't guess how many centuries it would take to complete.
Like the outfit though.
These aren't beaded (so not as formal), but they are nice:
Fashionista Fabric Bird of Paradise Silk Chiffon
Marcy Tilton Meshes
You could also try stores which sell bridal/prom fabrics. Call around to stores in your area (if any) and ask if they carry embroidered/sequined mesh or lace.
These fabrics are quite pricey, which is why I think a brick and mortar store might be a good option. But not the only choice, of course.
Oops I need to clarify: if you call a bridal shop, you are asking for black or colored embroidered mesh or lace. (since you don't want WHITE :))
Also the reason I think a brick and mortor store might be better than on line is so that you can see what you are getting before plunking down the cash. I love online shopping, but returning merchandise onlin can be not so fun..
I think you will be able to find something you like with a bit of searching.
Good luck and congrats on the happy event!
You might also try:
Best of luck to you in your search. Hope we have the opportunity to see what your garment looks like when it's finished.
Here's the search results for "embroidered illusion" from B & J Fabrics in NYC.
I'd go to the Garment District and shop around if I were within 1000 miles of New York. Gorgeous top. -- Edited on 12/2/12 2:08 AM --
I noticed you live in NY. I'm not sure how close to NYC you live but my first thought was that Lace Star would no doubt have something similar. I found a really nice blog post on them here.
We're 7 hours north of the city - up by the Canadian border.
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text:
How We Made The
First Flight
By : Orville Wright
Introduction by : Dr Paul E. Garber
Historian Emeritus
National Air and Space Museum
Smithsonian Institution
This information was compiled from the
U.S. Department of Transportation
Federal Aviation
Office of Public Affairs
Aviation Education Programs
Excellence through Aviation Education
The Federal Aviation Administrations
Aviation Education Program
Aviation is on the cutting edge of technology. The story of the progress and growth of aviation is the story of technological advance. What the Wright Brothers started with the first 120-foot flight on December 17,1903 has led to space flight and in the process, changed life on earth forever.
Aviation is exciting. Many educators have discovered the powerful learning effects that aviation has on students: The excitement of aviation motivates them to learn and participate more actively in their education.
Aviation is rewarding. Air transportation offers a great future for those interested in the challenge of tomorrow.
Aviation is demanding. It demands of its workers technical excellence, the ability to think, to communicate, to perform in a fast-paced environment.
The FAAs Aviation Education Program is part of an effort to plan for the challenges of tomorrows air transportation systems. To prepare for the future, we help educators prepare young people to become the next generation of aviation practitioners. We publish educational materials to help students learn more about science, mathematics, history, social studies and English-through the excitement of aviation and aerospace technology.
We offer other free publications that describe the major career categories in aviation, and paths to careers through higher education. For more information, write to the appropriate Regional Aviation Education Coordinator listed on page 20. Or, you may write to:
Federal Aviation Administration
Office of Public Affairs, APA-120
Aviation Education Program
800 Independence Ave., SW
Washington, DC 20591
Dedicated to professionalism in education and safety in the skies through
partnerships in aviation and space education.
This is Orvilles own account of the worlds first powered, sustained
and controlled flight.
Edited by Michael E. Wayda
Dr. Garber and the 1903 Wright Flyer at the National Airand Space Museum in Washington, D.C.
" I wish to avail myself of all that is already known and then if possible
add my mite to help on the future worker who will attain final success "
Paul E. Garber is Historian Emeritus and Ramsey Fellow of the National Air and Space Museum in Washington, D.C. A native of New Jersey, Dr. Garber attended schools in New Jersey , the District of Columbia, and the University of Maryland. He became interested in aviation in 1909, when he saw Orville Wright fly at Ft. Myer, Virginia. After working with the Air Mail Service, he joined the Smithsonian Institution in 1920. During the Second World War, Dr. Garber served as a Commander in the U.S. Naval Reserve. He was appointed the first Curator of the NASM following his return from military service. Born in 1899, Dr. Garber retired upon reaching the mandatory retirement age of 70 and was awarded honorary status as Historian Emeritus and Ramsey Fellow. He is a member of The Early Birds of Aviation and The Air Mail Pioneers and has received numerous awards and decorations, including the Gold Medal for Exceptional Service of the Smithsonian Institution.
by Paul E. Garber
The Aviation Education staff in the Federal Aviation Administration has asked me to write a preface to their reprint of a very interesting account by the Wright Brothers describing how they made their first powered and controlled flight, December 17, 1903. I am pleased to do so because as Historian Emeritus of the Smithsonian Institution, National Air and Space Museum, I have devoted many years in tying to learn more about the history of flight.
Moreover, I admire the important place in our nation's aviation progress that is maintained by the Federal Aviation Administration.
As I read this account by the Wright Brothers, I thought of another excellent source of information about them. It is a two-volume record, " The Papers of Wilbur and Orville Wright " edited by Marvin McFarland of the Library of Congress and published in 1953 by the McGraw-Hill Book Company, New York. On pages three and four is an account by Orville Wright of the brothers' early interests in aviation. An excerpt is :
" In the spring of the year 1899, our interest in the subject was aroused through the reading of a book on ornithology. We could not understand that there was anything about a bird that would enable it to fly that could not be built on a larger scale and used by man. At this time our thought pertained more particularly to gliding flight and soaring. If the bird's wings would sustain it in the air without the use of any muscular effort we did not see why man could not be sustained by the same means. We knew that the Smithsonian Institute had been interested in some work on the problem of flight and, accordingly, on the 30th of May 1899, my brother Wilbur wrote a letter to the Smithsonian inquiring about publications on the subject."
The reason the Smithsonian had this interest was that the Secretary Samuel P. Langley had been experimenting with kites and small unmanned airplanes for a decade prior to Wilbur's request. On May 6, 1896, Number 5 of his steam engined, two-propellered, 14-foot span, tandemed-winged, unmanned model had made repeated flights of about 3000 feet, alighting gently on the surface of the Potomac River, ready to be dried and refueled for another flight. This had surpassed by ten times the duration and distance flights by models of other experiments. Langley had read of flight experiments by others and had prepared several accounts describing the models and their performances. In response to Wilbur's letter, these were sent to him together with suggestions about other publications. Wilbur replied with sincere thanks and sent a dollar to purchase a copy of Langley's own description of his experiments. In a later statement, Wilbur accredited Langleys work as an encouragement for their own progress.
As I think back through my own interest in aviation and recall the date of Wilbur's letter to the Smithsonian, May 30, 1899, I think of my own birthdate of August 31, 1899, and I realize that my own life-start was coincident with the beginnings of practical progress in controlled and powered flight by man kind in heavier-than-air craft. When I was four years old, the Wright Brothers did actually fly with control and power. When I was nine years old, I saw both Wilbur and Orville at Fort Myer, Virginia when Orville was accomplishing one of the requirements for our Army's military airplane-that it fly for an hour with pilot and passenger. That airplane was the world's first to be used for military purposes. Ten years later, I soloed in a Curtis JN4-D biplane (two winged), July 4, 1919.
I had flown earlier in a homemade glider. Fifty years later, in 1969, I saw by television, two men, Neil Armstrong and "Buzz" Aldrin walking on the moon, and their safe return to earth.
Now, 17 years later, I am sitting in my office in a museum devoted to the history and progress of aircraft and spacecraft. This is the most popular museum in the world, by actual visitor count, more than ten million a year. I am still hale and hearty at age 87, thanking the good Lord that I am able to do a good day's work five days a week.
I have included a number of personal references so that you, the reader, whether you are a student, pilot, aeronautical engineer or in any other professions can sit back, as I do, and thank the many pioneers of aeronautics and astronautics for the marvelous progress accomplished in the movement of mankind and his possessions on this earth and beyond. Tomorrow, I'll be flying in a commercial airline from Washington to San Antonio-a flight of only a few hours. I'll be lecturing to a group about famous aircraft. As I take my seat in the airplane, I'll look about the other passengers. They'll be reading, or chatting, or snoozing. For myself, I will have entered that airplane with reverence and gratitude only somewhat less than that with which I enter church because I am thanking the bountiful Lord for His gifts of mind and hands and eyes and all that mankind is, whereby we have learned to fly to the outermost parts of America, and the world, and the fourth into space. All this and more to come within the span of a lifetime.
Washington, D.C. December 1986
Wilbur Wright flying at Ft. Myer, Virginia. The aircraft is commonly known as the Signal Corps Flyer. July 1909.
Wilbur Wright's Letter to the Smithsonian Institution
Dayton, May 30, 1899
I have been interested in the problem of mechanical and human flight ever since as a boy I constructed a number of bats of various sizes after the style of Cayley's and P`enaud's machine. My observations since have only convinced me more firmly that human flight is possible and practical. It is only a question of knowledge and skill just as in all acrobatic feats. Birds are the most perfectly trained gymnasts in the world and are specially well fitted for their work, and it may be that man will never equal them, but no one who has watched a bird chase an insect or another bird can doubt that feats are performed that require three or four times the effort required in ordinary flight. I believe that simple flight at least is possible to man and that the experiments and investigations of a large number of independent workers will result in the accumulation of information, knowledge and skill which will finally lead to accomplished flight.
The works on the subject to which I have access are Marey's and Jamieson's books published by Appleton's and various magazines and cyclopaedic articles. I am about to begin a systematic study of the subject in preparation for practical work to which I expect to devote what time I can spare from my regular business. I wish to obtain such papers as the Smithsonian Institution has published on this subject, and if possible a list of other works in print in the English language. I am enthusiast, but not a crank in the sense that I have some pet theories as to the proper construction of a flying machine. I wish to avail myself of all that is already known, and then if possible add my mite to help on the future worker who will attain final success. I do not know the terms on which you send out your publication but if you will inform me of the cost I will remit the price.
" Men of Genius "
Orville Wright
Wilbur Wright
" It is therefore incontestably the Wright brothers alone who resolved, in its entry, the problem of human mechanical flight . . . Men of genius--erudite, exact in their reasoning, hard workers, outstanding experimenters, and unselfish . . . They changed the face of the globe."
This is Orville Wright's own account of the worlds first powered, sustained and controlled flight. The article was published ten years after the Wright brothers had made that first flight, appearing in the December 1913 issue of the American aviation journal, Flying and The Aero Club of America Bulletin. Because of the significance of this primary account of the events and activities surrounding that epochal achievement, it is reprinted in its entirety.
by Orville Wright
The flights of the 1902 glider had demonstrated the efficiency of our system for maintaining equilibrium, and also the accuracy of the laboratory work upon which the design of the glider was based. We then felt that we were prepared to calculate in advance the performance of machines with a degree of accuracy that had never been possible with the data and the tables possessed by our predecessors. Before leaving camp in 1902 we were already at work on the general design of a new machine which we proposed to propel with a motor.
Immediately upon our return to Dayton, we wrote to a number of automobile and motor builders, stating the purpose for which we desired a motor, and asking whether they could furnish one that would develop eight-break horsepower, with a weight complete not exceeding 200 pounds. Most of the companies answered that they were too busy with their regular business to undertake the building of such a motor for us; but one company replied that they had motors rated at 8 h.p. according to the French system of rating, which weighed only 135 pounds, and that if we thought this motor would develop enough horsepower for our purpose, they would be glad to sell us one. After an examination of the particulars of this motor, from which we learned that it had but a single cylinder of 4 inch bore and 5 inch stroke, we were afraid that it was much overrated. Unless the motor would develop a full 8 break horse power, it would be useless for our purpose.
Wilbur Wright in the shop of the
Wright Cycle Company, 1897
Finally we decided to undertake the building of the motor ourselves. We estimated that we could make one of four cylinders with 4 inch bore and four inch stroke, weighing not over 200 pounds, including all accessories. Our only experience up to that time in the building of gasoline motors had been in the construction of an air-cooled motor, five inch bore and seven inch stroke, which was used to run the machinery of our small workshop. To be certain that four cylinders of the size we had adopted ( 4" x 4" ) would develop the necessary 8 horsepower, we first fitted them into a temporary frame of simple and
The Wright Cycle Company, Dayton, Ohio
cheap construction. In just six weeks from the time the design was started, we had the motor on the block testing its power. The ability to do this so quickly was largely due to the enthusiastic and efficient services of Mr. C. E. Taylor, who did all the machine work in our shop for the first as well as the succeeding experimental machines. There was no provision for lubricating either cylinders or bearings while this motor was running. For that reason it was not possible to run it more than a minute or two at a time. In these short tests the motor developed about nine horsepower. We were then satisfied that, with proper lubrication and better adjustments, a little more power could be expected. The completion of the motor according to drawing was, therefore, proceeded with at once.
While Mr. Taylor was engaged with this work, Wilbur and I were busy in completing the design of the machine itself. The preliminary tests of the motor having convinced us that more than 8 horsepower would be secured, we felt free to add enough weight to build a more substantial machine than we had originally contemplated.
Our tables of air pressures and our experience in flying with the 1902 glider enabled us, we thought, to calculate exactly the thrust necessary to sustain the machine in flight. But to design a propeller that would give this thrust with the power we had at our command, was a matter we had not as yet seriously considered. No data on air propellers was available, but we had always understood that it was not a difficult matter to secure an efficiency of 50% with marine propellers. All that would be necessary would be to learn the theory of the operation of marine propellers from books on marine engineering, and then substitute air pressures for water pressures. Accordingly we secured several such books from the Dayton Public Library. Much to our surprise, all the formulae on propellers contained in these books were of an empirical nature. There was no way of adapting them to calculations of aerial propellers. As we could afford neither the time nor expense of a long series of experiments to find by trial a propeller suitable for our machine, we decided to rely more on theory than was the practice with marine engineers.
Illustration of the 1903 Wright Flyer by Robert McLarren and James Fisher.
The Wright brothers developed and produced these highly efficient propellers after much careful research.
One of the two wooden propellers used in the 1903 Flyer.
It was apparent that a propeller was simply an aeroplane travelling in a spiral course. As we could calculate the effect of an aeroplane traveling in a straight course, why should we not be able to calculate the effect of one traveling in a spiral course? At first glance this does not appear difficult, but on further consideration it is hard to find even a point from which to make a start; for nothing about a propeller, or the medium in which it acts, stands still for a moment. The thrust depends upon the speed and the angle at which the blade strikes the air; the angle at which the blade strokes the air depends upon the speed at which the propeller is turned, the speed the machine is travelling forward, and the speed at which the air slipping backward; the slip of the air backwards depends upon the thrust exerted by the propeller, and the amount of air acted upon. when any of these changes, it changes all the rest, as they are all interdependent upon one another. But these are only a few of the many factors that must be considered and determine in calculating and designing propellers. Our minds became so obsessed with it that we could do little other work. We engaged in innumerable discussions, and often after an hour or so of heated argument, we would discover that we were as far from agreement as when we started, but that both had changed to the other's original position in the discussion, we were able to follow the various reactions in their intricate relations long enough to begin to understand them. We realized that the thrust generated by a propeller extendend when standing stationary was no indication of the thrust when in motion. The only way to really test the efficiency of a propeller would be to actually try it on the machine.
The power plant the Wright Brothers Developed for their 1903 Flyer. It was a four-cylinder piston engine weighing 179 pounds, producing 12 horsepower at 1,090 revolutions per minute. The engine drove 2 propellers.
The drill and lathe were powered by a gasoline engine built by the brothers.
For two reasons we decided to use two propellers. In the first place we could, by the use of two propellers, secure a reaction against a greater quantity of air, and at the same time use a larger pitch angle than was possible with one propeller; and in the second place by having the propellers turn in opposite direction, the gyroscopic action of one would neutralize that of the other. The method we adopted of driving the propellers in opposite directions by mean of chains is now too well known to need description here. We decided to place the motor to one side of the man, so that in case of a plunge head first, the motor could not fall upon him. In our gliding experiments had a number of experiences in which we had landed upon one wing, but the crushing of the wing had absorbed the shock, so that we were not uneasy about the motor in case of a landing of that kin. To provide against the machine rolling over forward in landing, we designed skids like sled runners, extending out in front of the main surfaces. Otherwise the general construction and operation of the machine was to be similar to that of the 1902 glider.
When the motor was completed and tested, we found that it would develop 16 horse power for a few seconds, but that the power rapidly dropped till, at the end of a minute, it was only 12 horse power. Ignorant of what a motor this size ought to develop, we were greatly pleased with its performance. More experience showed us that we did not get one-half of the power we should have had.
With twelve horse power at our command, we considered that we could permit the weight of the machine with operator to rise to 750 or 800 pounds, and still have as much surplus power a had originally allowed for in the first estimate of 550 pounds.
Before leaving for our camp at Kitty Hawk we tested the chain drive for the propellers in our shop at Dayton, and found it satisfactory. We found, however, that our first propeller shafts, which were constructed of heavy gauge steel tubing, were not strong enough to stand the shocks received from a gasoline motor with light fly wheel, although they would have been able to transmit three or four times the power uniformly applied. We therefore built a new set of shafts of heavier tubing, which we tested and thought to be abundantly strong.
Orville Wright being launched by Wilbur ( left ) and Dan Tate for a glide in the modified 1902 glider. Kitty Hawk, N.C. October 1902.
We left Dayton, September 23 and, and arrived at our camp at Kill Devil Hill on Friday, the 25th. We found there provisions and tools, which had been shipped by freight several w in advance. The building, erected in 1901 and enlarged in 1902, was found to have been blown by a storm from its foundation posts a few months previously. While we were awaiting the arrival of the shipment of machinery and parts from Dayton, we were busy putting the old building in repair, and erecting a new building to serve as a workshop for assembly and housing the new machine.
Just as the building was being completed, the parts and material for the machines arrived simultaneously with one of the worst storms that had visited Kitty Hawk in years. The storm came on suddenly, blowing 30 to 40 miles an hour. It increased during the night, and the next day was blowing over seventy-five miles an hour . In order to save the tar-paper roof, we decided it would be necessary to get out in this wind and nail down more securely certain parts that were especially exposed. When I ascended the ladder and reached the edge of the roof, the wind caught under my large oat, blew it up around my head and bound my arms till I was perfectly helpless. Wilbur came to my assistance and held down my coat while I tried to drive the nails. But the wind was to strong I could not guide the hammer and succeeded in striking my fingers as often as the nails.
The next three weeks were spent in setting the motor-machine together. On days with more favorable winds we gained additional experience in handling a flyer by gliding with the 1902 machine, which we had found in pretty fair condition in the old building, where we had left it the year before.
Mr. Chanute and Dr. Spratt, who had been guests in our camp in 1901 and 1902, spent some time with us, but neither was able to remain to see the test of the motor-machine, on account of the delays cause by trouble which developed in the propeller shafts.
Octave Chanute
While Mr. Chanute was with us, a good deal of time was spent in discussion of the mathematical calculations upon which we based our machine. He informed us that in designing machinery, about 20 percent was usually allowed for the loss in the transmission of power. As we had allowed only 5 percent, a figure we had arrived at by some crude measurements of the friction of one of the chains when carrying only a very light load, we were much alarmed. More than the whole surplus in power allowed in our calculations would, according to Mr. Canad.s departure, we suspended one of the drive chains over a sprocket , hanging bags of sand on either side of the sprocket of a weight approximately equal to the pull that would be exerted on the chains when driving the propellers. By measuring the extra amount of weight needed on one side o lift the weight on the other, we calculated the loss in transmission. This indicated that the loss of power from this source would be only 5 percent, as we originally estimated. But while we could see no serious error in this method of determining the loss, we were very uneasy until we had a chance to run the propellers with the motor to see whether we could get the estimated number of turns.
The first run of the motor on the machine developed a flaw in one of the propeller shafts which had not been discovered in the test at Dayton. The shafts were sent at once to Dayton for repair and were not received again until November 20, having been gone two weeks. We immediately put them in the machine and made another test. A new trouble developed. The sprockets which were screwed on the shafts, locked with nuts of opposite thread, persisted in coming loose. After many futile attempts to get them fast, we had to give up and went to bed much discouraged. After a nights rest we got up in better spirits and resolved to try again.
Wilbur Wright in same glider making a right turn.
This glider is the first winged vehicle capable of full control in roll, pitch, and yaw axis
While in the bicycle business we had become well acquainted with the use of hard tire cement for fastenings on the rims. We had once used it successfully in repairing a stop watch after several watchsmiths had told us it could not be repaired. If tire cement was good for fastening the hands on a stop watch, why should it not be good for fastening the sprockets on the propeller shaft of a flying machine? We decided to try it. We heated the shafts and sprockets, melted cement into the threads, and screwed them together again. This trouble was over. The sprockets stayed fast.
Just as the machine was ready for test, bad weather set in. It had been disagreeably cold for several weeks, so cold that we could scarcely work on the machine some days. But now we began to have rain and snow, and a wind of 25 to 30 miles blew for several days from the north. While we were being delayed by the weather we arranged a mechanism to measure automatically the durations of a flight from the time the machine started to move forward to the time it stopped, the distance travelled through the air in that time, and the number of revolutions made by the motor and propeller. A stop watch took the time; an anemometer measured the air travelled through; and a counter took the number of revolutions made by the propellers. The watch, anemometer and revolution counter were all automatically started and stopped simultaneously. From data thus obtained we expected to prove or disprove the accuracy of our propeller calculations.
On November 28, while giving the motor a run indoors, we thought we again saw something wrong with one of the propeller shafts. On stopping the motor, we discovered that one of the tubular shafts had cracked!
Immediate preparation was made for returning to Dayton to build another set of shafts. We decided to abandon the use of tubes, as they did not afford enough spring to take up the shocks of premature or missed explosions of the motor. Solid tool-steel shafts of smaller diameter than the tubes previously used were decided upon. These would allow a certain amount of spring. The tubular shafts were many times stronger than would have been necessary to transmit the power of our motor if the strains upon them had been uniform. But the large hollow shafts had no spring in them to absorb the unequal strains.
Wilbur remained in camp while I went to get the new shafts. I did not get back to camp again till Friday, the 11 of December. Saturday afternoon the machine was again ready for trial, but the wind was so light, a start could not have been made from level ground with the run of only sixty feet permitted by our monorail track. Nor was there enough time before day to take the machine to one of the hills, where, by placing the track on a steep incline, sufficient speed could be secured for starting in calm air.
The 1903 machine and camp buildings. November 1903.
Monday, December 14th, was beautiful day, but there was enough wind to enable a start to be made from the level ground about camp. We therefore decided to attempt a flight from the side of the bi Kill Devil Hill. We had arranged with the members of the Kill Devil Life Saving Station, which was located a little over a mile from our camp, to inform them when we ready to make the first trial of the machine. We were soon joined by J.T. Daniels, Robert Westcott, Thomas Beacham, W.S. Dough, and Uncle Benny ONeal, of the Station, who helped us get the machine to the hill, a quarter mile away. We laid the track 150 feet up the side of the hill on a 9 degree slope. With the slope of the track, the thrust of the propellers and the machine starting directly into the wind, we did not anticipate any trouble in getting up flying speed on the 60 foot monorail track. But we did not feel certain the operator could keep the machine balanced on the track.
When the machine had been fastened with wire to the track, so that it could not start until released by the operator, and the motor had been run to make sure that it was in condition, we tossed up a coin to decide who should have the first trial. Wilbur won. I took a position at one of the wings, intending to help balance the machine as it ran down the rack. But when the restraining wire was slipped, the machine started off so quickly I could stay with it only a few feet. After a 35- to 40-foot run, it lifted from the rail. But it was allowed to turn up too much. It climbed a few feet, stalled, and then settled to the ground near the foot of the hill, 105 feet below. My stop watch showed that it had been in the air just 3 1/2 seconds. In landing the left wing touched first. The machine swung around , dug the skids into the sand and broke one of them. Several other parts were also broken, but the damage to the machine was not serious. While the test had shown nothing as to whether the power of the motor was sufficient to keep the machine up. Since the landing was made many feet below the starting point, the experiment had demonstrated that the method adopted for launching the machine was a safe and practical one. On the whole, we were much pleased.
The first attempt at flight. Wilbur Wright prepares to take off, poses with spectators.
December 14, 1903
Two days were consumed in making repairs, and the machine was not ready again till late in the afternoon of the 16th. While we had it out on the track in front of the building, making the final adjustments, a stranger came along. After looking at the machine a few seconds he inquired what it was. When we told him it was a flying machine he asked whether we intended to fly it. We said we did, as soon as we had a suitable wind. He looked at it several minutes longer and then, wishing to be courteous, remarked that it looked as if it fly, if it had a "suitable wind." We were much amused, for, no doubt, he had in mind the recent 75-mile gale when he repeated our words, "a suitable wind!"
During the night of December 16, 1903, a strong cold wind blew from the north. When we arose on the morning of the 17th, the puddles of water, which had been standing about the camp since the recent rains, were covered with ice. The wind had a velocity of 10 to 12 meters per second (22 to 27 miles an hour). We thought it would die down before long, and so remained indoors the early part of the morning. But when ten oclock arrived, and the wind was as brisk as ever, we decided that we had a better get the machine out and attempt a flight. We hung out the signal for the men of the LIFE SAVING STATION. We thought that by facing the flyer into a strong wind, there ought to be no trouble in launching it from the level ground about camp. We realized the difficulties of flying in so high a wind, but estimated that the added dangers in flight would be partly compensated for by the slower speed in landing.
We laid the track on a smooth stretch of ground about one hundred feet north of the new building. The biting cold wind made work difficult, and we had to warm up frequently in our living room, where we had a good fire in an improvised stove ready, J.T. Daniels, W.S. Dough and A.D. Etheridge, members of Kill Devil Life Saving Station; W.C. Brinkley of Manteo, and Johnny Moore, a boy from Nags Head, had arrived.
We had a "Richard" hand anemometer with which we measured the velocity of the wind. Measurements made just before starting the first flight showed velocities of 11 to 12 meters per second, or 24 to 27 miles per hour. Measurements made just before the last flight gave between 9 and 10 meters per second. One made just after showed a little over 8 meters. The records of the Government Weather Bureau at Kitty Hawk gave the velocity of the wind between the hours of 10:30 and 12 oclock, the time during which the four flights were made, as averaging 27 miles at the time of the first flight and 24 miles at the of the last.
The Wright Brothers built the famous Wright Flyer in Dayton, Ohio during the summer of 1903. They returned to Kitty Hawk with the aircraft in September. Final trials began in December. View of Flyer from right side. View of Flyer from the front.
With all the knowledge and skill acquired in thousands of flights in the last ten years, I would hardly think today of making my first flight on a strange machine in a twenty-seven mile wind, even if I knew that the machine had already been flown and was safe. After these years of experience I look with amazement upon our audacity in attempting flights with a new and untried machine under such circumstances. Yet faith in our calculations and the design of the first machine, based upon our tables of air pressures, secured by months of careful laboratory work, and confidence in our system of control developed by three years of actual experiences in balancing gliders in the air had convinced us that the machine was capable of lifting and maintaining itself in the air, and that, with a little practice, it could be safely flown.
Wilbur, having used his turn in the unsuccessful attempt on the 14th, the right to the first trial now belonged to me. After running the motor a few minutes to heat it up, I released the wire that held the machine to the track, and the machine started forward in the wind. Wilbur ran at the side of the machine, holding the wing to balance it to track. Unlike the start on the 14th, made in a calm, the machine, facing a 27-mile wind, started very slowly. Wilbur was able to stay with it till it lifted from the track after a forty-foot run. One of the Life Saving men snapped the camera for us, taking a picture just as the machine had reached the end of the track and risen to a height of about two feet. The slow is clearly shown in the picture by Wilburs attitude. He strayed along beside the machine without any effort.
The course of the flight up and down was exceedingly erratic, partly due to the irregularity of the air, and partly to lack of experience in handling this machine. The control of the front rudder was difficult on account of its being balanced too near the center. This gave it a tendency to turn itself when started; so that it turned too far on one side and then too far on the other. As a result the machine would rise suddenly to about ten feet, and then as suddenly dart for the ground. A sudden dart when a little over a hundred feet from the point at which it rose into air, ended the flight. As the velocity of the wind was over the ground against this wind ten feet per second, the speed of the machine relative to the air was over 45 feet per second, and the length of the flight was equivalent to a flight of 540-feet made in calm air. This flight lasted only 12 seconds, but it was nevertheless the first in the history of the world in which a machine carrying a man had raised itself by its own power into the air in full flight, had sailed forward without reduction of speed and had finally landed at a point as high as that from which it started.
With the assistance of our visitors we carried the machine back to the track and prepared for another flight. The sting-wind, however, had chilled us all through, so that before attempting a second flight, we all went to the building again to warm up. Johnny ward, seeing under the table a box filled with eggs, asked one of the station men where we got so many of them. The people of the neighborhood eke out bare existence by catching fish during the short fishing season, and their supplies of other articles of food are limited. He had probably never seen so many eggs at one time in his whole life. The one addressed jokingly asked him whether he hadnt noticed the small hen running about the outside of the building. "That chicken lays eight to ten eggs a day!" Ward, having just seen a piece of machinery lift itself from the ground and fly, a thing at that time considered as impossible as perpetual motion, was ready to believe nearly anything. But after going out and having a good look at the wonderful fowl, he returned with the remark, "its only a common looking chicken!"
The first manned flight in history: December 17, 1903. At 10:35 a.m., Orville Wright takes off into a 27 mph wind. The distance covered was 120 feet; time aloft was 12 seconds. Wilbur is seen at right. Picture was take with Orvilles camera by John T. Daniels.
Three more flights were made on December 17.
Here, on the third flight of the day, Orville skims over the dunes, flying a distance of 200 feet in 15 seconds.
At twenty minutes after Wilbur started on the second flight. The course of this flight was much like that of the first, very much up and down. The speed over the ground was somewhat faster than that of the first flight, due to the lesser wind. The duration of the flight was less than a second longer than the first, but the distance covered was about seventy-five feet greater.
Twenty minutes later the third flight started. This one was steadier than the first one an hour before. I was proceeding along pretty well when a sudden gust from the right lifted the machine up twelve to fifteen feet and turned it up sidewise in an alarming manner. It began a lively sidling off to the left. I warped the wings to try to recover the lateral balance and reach the ground as quickly as possible. The lateral control was more effective than I had imagined and before I reached the ground the right wing was lower than the left and struck first. The time of this flight was fifteen seconds and the distance over the ground a little over 200 feet.
The fourth flight was the longest-852 feet in 59 seconds-with Wilbur Wright at the controls.
It also resulted in minor damage to the elevator support during a hard landing. Shortly after this picture was taken, however, the machine was badly damaged by the gusty winds, ending flight testing for the year.
Wilbur started the fourth and last flight at just 12 oclock. The first few hundred feet were up and down, as before, but by the time three hundred feet had been covered, the machine was under much better control. The course of the next four or five hundred feet had but little undulation. However, when out about eight hundred feet the machine began pitching again, and, in one of the its darts downward, struck the ground. The distance over the ground was measured and found to be 852 feet; the time of the flight 59 seconds.
The frame supporting the front rudder was badly broken, but the main part of the machine was not injured at all. We estimated that the machine could be put condition for flight again in a day or two.
View or Flyer from the front.
While we were standing about discussing this last flight, a sudden strong gust of wind struck the machine and began to turn it over. Everybody made a rush for it. Wilbur, who was at one end, seized it in front, Mr. Daniels and I, who were behind, tried to stop it by holding to the rear uprights. All our efforts were in vain. The machine rolled over and over. Daniels, who had retained his grip, was carried along with it, and was thrown about head over heels inside of the machine. Fortunately he was not seriously injured, though badly bruised in falling about against the motor, chain guides, etc. The ribs in the surface of the machine were broken, the motor injured and the chain guides badly bent, so that all possibility of further flights with it for that year were at an end.
On March 2, 1927, President Calvin Coolidge signed legislation providing for the erection of a monument at Kill Devil Hill in honor of the Wright Brothers accomplishments. The 60-foot granite memorial was unveiled at Kitty Hall, North Carolina November 19, 1932. The Wright Memorials inscription reads," In commemoration of the conquest of the air by the brothers Wilbur and Orville Wright. Conceived by genius, achieved by dauntless resolution and unconquerable faith."
Monument at Kill Devil Hill in honor of the Wright Brothers accomplishments
Wilbur and Orville Wright, 1912
" Neither could have mastered the problem alone. As inseparable as twins, they are indespensable to each other."
Bishop Milton Wright,
Father of Wilbur and Orville. January 16, 1904.
" From the time we were little children my brother Orville and myself lived together, played together, worked together , and in fact, thought together. We usually owned all of our toys in common, talked over our thoughts and aspirations so that nearly everything that was done in our lives has been the result of conversations, suggestions and discussions between us."
Wilbur Wright
April 3, 1912
The Federal Aviation Administration Education Team deeply appreciates the
contributions made to this publication by:
--Dr. Paul E. Garber--
Historian Emeritus
National Air and Space Museum
Smithsonian Institution
For his historical perspective and scholarly assistance
--Mr. Larry Wilson--
Research Technician
National Air and Space Museum
Smithsonian Institution
For making available the historical photographs used in this publication
--Mr. R. L. (Bob) Laughlin--
Department of Transportation
For his dedication to excellence in copy photography
--Dr. Nick Komons--
FAA Historian
For his invaluable assistance.
--Mrs. Lennie Maginnis--
Design and Layout
Chanute, Octave. Progress in Flying Machines. New York: Forney Company, 1894.
Chanley, Mitchell V. The Boys Life of the Wright Brothers. New York: Harper and Brothers, 1928.
Combs, Harry. Kill Devil Hill. Boston: Houghton Mifflin C0., 1979.
Crowther, J.G. Six Great Inventors. London: Hamish Hamilton Ltd., 1954.
East, Omega G. The Wright Brothers. Washington, D.C.: U.S. Government printing Office, 1961.
Freudential, Elsbeth E. Flight Into History. Norman: University of Oklahoma Press, 1949.
Gibbs-Smith, Charles Harvard. Aviation: An Historical Survey. London: Her Majestys Stationery Office, 1970.
-----. Flight Through the Ages. New York: Thmas Y. Crowell Co., Inc., 1974.
-----. A History of Flying. New York: Frederick A Praeger, New York, 1954.
-----. The Rebirth of European Aviation. London: Her Majestys Statiuonery Office, 1974.
-----. The Worlds First Aeroplane Flights. London: Science Museum, 1963.
-----. The Wright Brothers: A Brief Survey of their Work. London: Science Museum, 1963 (amended in 1972).
Glines, Carroll V. The Wright Brothers--Pioneers of Power Flight. New York: Franklin Watts, Inc., 1968.
Hallion, Richard P., ed. The Wrght Brothers: Heirs of Prometheus. Washington, D.C.: National Air and Space Museum,Smithsonian Institution, 1978.
Harrison, Micheal. Airborne at Kitty Hawk. London: Cassell and Co. Ltd., 1953.
Hayward, Charles B. Practical Aviation. Chicago: American Technical Society, 1912.
Howard, Fred. Wilbur and Orville. New York: Knopf, 1987.
Jackman, W.J., and Thomas H. Russell. Flying Machines: Constuction and Operation. Chicago: The Charles C. Thompson Co., 1910.
Kelly, Fred C. Miracle at Kitty Hawk. New York: Harcourt, Brace and Co., 1943.
----. The Wright Brothers. New York: Harcourt, Brace and Co., 1943.
McFarland, Marvin W., ed. The Papers of Wilbur and Orville Wright (2 volumes). New York: McGraw-Hill Book Co., Inc., 1953.
McMahon, John R. The Wright Brothers--Fathers of Flight. Boston: Little Brown and Co. 1930 (originally published as a series of articles in Popular Science Monthly, 1929).
Miller, Francis T. The World In the Air ( 2 volumes). New York: G.P. Putnams Sons, 1930.
Miller, Invonette Wright. Wright Reminisceneces. Private printing, 1978.
Mouillard, L.P. The Empire of the Air: An Ornitholgical Essay on the Flight of Birds. Octavo, 1881.
Renstrom, Arthur G. Wilbur and Orville Wright--A Bibliography. Washington, D.C.: Library of Congress, 1968.
---------- Chronology Commemorating the Hundreth Anniversary of the the Birth of Orville Wright. Washington, D.C.: Library of Congress, 1975.
Reynolds, Quentin. The Wright Brothers--Pioneers of American Aviation. New York: Random House, 1950.
Ritchie, Malcom I. The Research and Developement Methods of Wilbur and Orville Wright. Dayton: Wright State University, 1976.
Villard, Henry Serrany. Contact. New York: Bonanza Books, Crown Publishers, 1968.
Walsh, John E. One Day At Kitty Hawk. New York: Thomas Y.Crowell Co., 1975.
Wherry, Joseph II. Automobile of the World. Phildelphia: Chilton Book Co., 1968.
Wright, Orville. How We Invented the Aeroplane. New York: David McKay, 1953.
You may obtain more information about the aviation Education Program by writing to the Regional Aviation Education Coordinator for your State. The adresses are listed below:
Federal Aviation Administration, Regional Aviation Education Coordinators
FAA Western-Pacific Region, P.O. Box 92007, World Postal Center, Los Angeles, CA, 92009, States: AZ, CA, III, NV
FAA Southern Region, P.O. Box 20636, Atlanta, GA, 30320, States: AL, FL, GA, KY, MS, NC, PR, SC, TN, VI
FAA Eastern Region, JFK International Airport, Fitzgerald Federal Building, Jamaica, NY, 11430, States: DC, DE, MD, NJ, NY, PA,VA, WV
FAA Central Region, 601 East 12th Street, Federal Building, Room 1501, Kansas City, MO, 64106, States: IA, KS, MO, NE
FAA Great Lakes Region, OHare Lake Office Center, 2300 East Devon Avenue, Des Plaines, IL, 60018, States: IL, IN, MI, MN, ND, OH, SD, WI
FAA New England Region, 12 New England Executive Park, Burilington, MA, 01803, States: CT, MA, ME, NH, RI, VT
FAA Alaskan Region, 701 C Street, Box 14, Anchorage, AK, 99513, States: Alaska
FAA Northwest Mountain Region, 17900 Pacific Highway, South C, 68966, Seattle, WA, 98168, States: CO, ID, MT, OR, UT, WA, WY
Students from the NASA-Wooddale Aviation Academy 2000 Project's Avionics/Computer Technology course have dedicated their after school hours to type this booklet into HTML script for your enjoyment and information. We hope you find it useful.


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by Collinson FX
(4) - 2013 420 Nationals Takapuna
Collinson FX market Commentary: August 30, 2013
http://itunes.apple.com/app/collinsonfx/id533360650?mt=8!Click_here to find out how to get CollinsonFX's free iPhone app
Equity markets resumed the rally as fears over Syria subsided. Obama does not have the resolve to act against the murderous Syrian regime and certainly not without the support of the UK and France. He has drawn a red line and felt obligated to act to preserve face but why bother? He has little credibility and the time to act has long past.
Wall Street are over it and further strong economic data has added to the rebound in equities. US GDP rose to 2.5% and Weekly Jobless Claims fell, continuing recent trends and allowing tapering from the Fed. Markets are more comfortable with the reduction in QE Infinity so expectations are for a settled period.
This will boost the USD as liquidity has tightened and this has been reflected in the EUR trading 1.3240 and GBP 1.5490. Commodities drifted and New Home Sales in Australia pushed the AUD back to 0.8910. The KIWI also dipped below 0.7800, with the rise in the reserve currency and a weakening of local business confidence.
Josh Junior - Day 4, Oceanbridge Sail Auckland 2013
Collinson FX market Commentary: August 29, 2013
Markets recovered after initial fears of war subsided. It appears that Obama will use the toys that the American people gave him to back up an off the cuff 'red line' remark.
The US President had drawn a line in the sand and now needs to retaliate. This will not be a war and he will surgically target his retribution. He is not a warrior and he will not sanction war despite the 100,000+ people already killed in the civil war.
The Russians and Iranians have some stomach despite their military deficiencies.
Markets have recognised the limited action and recovered with little action in the FX market. The EUR traded around 1.3340 and the GBP 1.5530. Oil remained high and Gold bid, but this has not affected the AUD which has dropped below .8900 before recovering to 0.8910.
The KIWI has reflected risk and fallen back to below 0.7800. Uncertainty from the Middle East will impact and subvert markets so risk assets will be negatively affected.
February 5,2013 SAilAuckland (20) - Day 4, Oceanbridge Sail Auckland 2013
Collinson FX market Commentary: August 28, 2013
Geopolitical events overwhelmed Central Bank activity and daily economic releases. US equities crashed with the impending military action against the Syrian regime. Chemical weapons may prove the trigger for the West to finally act to prevent a genocidal nation destroying its own people.
This has overshadowed the fixation with Central Bank activity and overwhelmed equity markets, who do not like war. Currencies remained steady with the EUR trading 1.3380 and the GBP 1.5540. US Consumer Confidence rose and the Richmond Fed Activity Index also beat expectations providing solid improvement in economic data releases but these were largely ignored due to international military activity.
The Case-Shiller Home Price Index also booked gains of over 12% and economic conditions continue to improve increasing the likelihood of tapering next month.Turmoil internationally does not assist risk sentiment and the AUD has now slipped below 0.9000.
The KIWI's recent weakness is manifesting, trading below 0.7800. Action aplenty in the Middle East has added further variables into the mix and markets hate uncertainty!
420 heads upwind in the white water - Day 4, Oceanbridge Sail Auckland 2013
Collinson FX market Commentary: August 27, 2013
The Feds tapering program is again under scrutiny with data dependence the determinant and deteriorating economic reports conflicting with the introduction. Durable Goods Orders fell 7.3%, more than expected, and does not bode well for the Feds perception of the economic recovery and thus the reduction of QE Infinity.
The Housing data tonight will be a litmus test and any erosion of confidence may delay further talk of reduction in stimulus. The Dallas Fed Activity reported an improvement but economic data will be crucial during this week.
The EUR remained steady at 1.3375 and the GBP 1.5575. Commodities continue to drift and weakening trade data in NZ has confirmed a growth in Imports without any corresponding rise in Exports. The extension of credit and a booming Housing Market may be driving the consumer but reversing recently improving trade numbers.
The KIWI trades 0.7830 and below 0.8700 in the cross with the AUD. The AUD has held 0.9000 and awaits directional impetus from the US Central Bank.
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In a good news for Delhi, the government today said electricity bills of 84 per cent of households in the capital will come down immediately even as it promised better infrastructure, more hospitals and educational institutions to make it a 'world class city'.
Finance Minister Arun Jaitley, however, gave no indication about end to the central rule in Delhi and merely said a political solution would have to be found to the stalemate with either some party forming the government or fresh elections being held.
He was replying to a debate in the Lok Sabha on Delhi Budget which was later passed by a voice vote.
Talking about the provisions of the Rs 36,776 crore Delhi budget which included Rs 260 crore towards power subsidy, Jaitley said the provisions made the central and the city's budget would reduce the electricity bills.
"Because of provisions in the central budget and this budget, 84 per cent households will get reduced power bills as compared to the previous month," he said.
In the central budget, Rs 700 crore has been provided for power and water reforms.
Referring to the power problems witnessed in Delhi recently, Jaitley said it was because of the weak distribution infrastructure even though the availability was sufficient.
The distribution infrastructure has not seen investment for the past few years and it "cracked up", he said, adding this would be strengthened.
Elaborating on the provisions of the Delhi budget, Jaitley said the proposals include introduction of 1,380 low floor and 400 cluster buses, cleaning of Yamuna, higher pension for over 4.3 lakh aged persons and more schools and hospitals.
Jaitley said provisions have also been made for housing for Economically Weaker Sections (EWS) and improvement of water and sewage facilities, addition of 1,400 more beds in hospitals and 110 ambulances. The initiatives also include setting up a multi-specialty hospital at Rohini.
He said that admissions to Rohini medical college would begin from 2015 academic session.
Stressing that Delhi has a cosmopolitan culture and is a mini-India, Jaitley said efforts would made to strengthen academies of Urdu, Punjabi and Sanskrit.
Admitting that Delhi has two faces -- one the prosperous one, while the other which lacks basic facilities -- Jaitley said initiatives are being taken to improve facilities.
On the Centre's proposal to set up 100 smart cities, the Minister said some will be new ones, while others would be developed near the existing smaller cities.
Delhi, the Minister said, has expanded over centuries with people entering the city from different parts of the country and making it their homes.
Adjoining places like Gurgaon, Noida, Greater Nodia and Faridabad too have developed over the years and efforts are on to develop the National Capital Region (NCR), he added.
Google "Cost of electricity by source"
Natural gas fired electricity is CHEAP followed by Hydro/Coal/Nuclear/Solar/Wind.
Delhi is the richest city in India. These 84% of the hoseholds will be considered rich in Chattisgarh. Give subsidy to the real poor not the middle class
Evidently BJP is not confident about state elections in Delhi.
It is understantable. Congress+AAP votes is more than BJP votes. Given the pathetic state of Congress, it is quite possible that a lot of Congress voters may shift their votes to AAP -given that AAP is simply Congress' B team.
If that happens, AAP will get an edge in many closely contested seats. BJP has reasons to be worried about the Delhi state elections.


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NEW YORK (AP) - Chase Headley tied a career high with four hits
and the San Diego Padres beat the New York Mets 6-5 on Thursday
night to win the first regular-season series at Citi Field.
Jake Peavy settled down after allowing Carlos Delgado's long three-run homer in the first and surprising San Diego held on for
its sixth win in seven games. Former Mets reliever Heath Bell
pitched a perfect ninth for his fifth save in five chances.
The Padres looked right at home in New York's spacious new
facility, with its expansive outfield reminiscent of the power alleys in their Petco Park. They only needed one extra-base hit to send the Mets to their fifth loss in seven games.
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hi, i was just wondering if the dash unlock stuff which shows you lots of info
like speed in digital and revs etc. is safe to use?
digital dash unlock
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Sight Reading For The Classical Guitar Level IV-V Daily Sight Reading Material With Emphasis On Interpretation Phrasing,...Item #: WB.EL02943
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Composed by Robert Benedict. Arranged by Robert Benedict.
Fretted Instrument-Methods/Suppleme. Guitar Method. 64 pages. Published by Warner Brothers. (WB.EL02943)
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Found in: Classical Guitar Lessons
Daily sight reading material with emphasis on interpratation, phrasing, form, etc., written by Robert Benedict.


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Re: Black Ops 2: How I Improved My Connectionstarbuckfrack Aug 29, 2013 4:21 PM (in response to Laggggggg)
Check here...
Re: OK I got a tough puzzle for you on TV resolution
Changing my resolution down to 720 on my TV has made my game honestly go up in KD.
I will have to check out your changes later since I got the same exact company/ setup you do, except for running wireless and a motorola router that came with it.
BTW Time Warner doesnt throttle.
Re: Black Ops 2: How I Improved My ConnectionBielsalmighty Aug 29, 2013 4:35 PM (in response to Laggggggg)
If thats genuinely worked for you, awesome. Other than matchmaking being a lot happier about putting together wonky lobbies, this game runs just fine for me and I do enjoy it.
I remember when I was with Virgin, they throttled connections at peak times. It didn't really cause any trouble for me as on my screen everything was buttery smooth. I didn't realise I was teleporting around until it was pointed out to me, so I stopped playing whilst the traffic management was in effect - I hate seeing people do that, I refuse to be one of em.
Re: Black Ops 2: How I Improved My Connectionliversniffer Aug 29, 2013 7:22 PM (in response to Laggggggg)
The WMM settings would only have a chance of helping if you were using wifi on your xbox. If you run wired, the priority always goes to the wired connection.


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Hussein Chalayan is one of my all time favorite designers, and his Fall 2013 RTW collection was just another reminder of why I love him so much.
Truly awe-inspiring. It's humbling to think about the amount of thought and skill that went into creating these incredibly technical, yet effortlessly organic, designs. Reminiscent of Chalayan's insane collection back in 2007 (still trying to figure out how those pieces worked, heat maybe?), the changes are surreally fluid and look as if the fabrics liquefied to flow out like water.
And while the above pieces may have stolen the show, the entire collection was perfect in its organic cohesiveness and deserves a standing ovation.
Some of my other favorites. I highly recommend clicking the link to his show (above) so you can see how the fabrics move.
Consider the bar raised.
Bravo, I say, bravo.


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Old & New Istanbul
- 3.5 hours
Total price tool tip
- *Approx package price
Turkey may be transforming rapidly but there's still room for tradition. On this Istanbul tour you'll drink turkish coffee, have your fortune told (via the coffee grounds of course), see 19th century cinemas, visit old bazaars, and see where the old Orient Express used to stop and try an islak burger, every modern Turks late night snack.
* Rub shoulders with modern Turks in their stomping ground of Taksim
* Try a Islak Burger from the famous Kızılkayalar Bufe
* Get an insight into the history of modern Turkey
* Take the perfect shot of 19th century architecture
* Visit a grand church just off the bustling Istiklal Street
* Have a Turkish fortune teller predict your future over an authentic Turkish coffee
* Discover a fish market in the middle of town
What's included in this trip
Additional information
Carbon Offset:Voucher exchange details
Please present your voucher to the local guide at the beginning of the trip.
Confirmation of booking
If you have your voucher, your booking is confirmed. We'll see you at the start point.
 Get in touch if you have any concerns or require more information via the email address or phone number (business hours only) on your voucher.
Dress standard
Please be aware that the standard of dress through out Turkey is conservative. To respect this and for your own comfort we recommend modest clothing. This means clothing that covers your shoulders and knees. The weather in Istanbul is highly variable depending on the time of year. Winters range from freezing cold to extremely hot and humid in summer (June, July and August).
Child policy
This is a child-friendly tour. Children between the ages of 6 and 11 inclusively are permitted on this tour. Children younger than 6 are permitted at no extra cost, but please make sure you inform our guides of this before you take the tour.
Tipping Info
If you are happy with the services provided by your local guides a tip - though not compulsory - is appropriate. While it may not be customary to you, it is of great significance to the people who will take care of you during your travels, inspires excellent service, and is an entrenched feature of the tourism industry across many Intrepid Urban Adventures destinations. Please consider this when budgeting for your extra expenses on this tour
Get to know both the old and new sides to the magical city of Istanbul. Begin your historical Istanbul tour with a stroll through exciting Taksim, which is in the heart of this vibrant city. Here you will see the young and hip, artists, and businessmen, all rubbing shoulders, and your local guide will explain the significance of this area for the locals and their culture.
From here on this Istanbul tour you'll head to Beyoglu, a district known in Istanbul history for being the most authentic part of town. This area is enjoying a cultural and architectural revival thriving with fashion, art, restaurants, and night clubs. Zig-zag across the Istiklal Caddesi (the Grande Rue), a popular pedestrian boulevard affectionately known as Paris of the East. This was the final destination for passengers on the Orient Express and the architecture is reminiscent of the 1800s Europe.
Explore the back streets and see a variety of funky cafes before stopping to enjoy a traditional Turkish coffee and have your fortune told. The coffee beans are double roasted and the actual coffee is brewed three times before being served. A local fortune teller will turn your cup over on to the saucer and tell your fortune from the remains.
With a caffeine boost under your belt, you'll continue on your Istanbul city tour by taking in the European architecture, 19th century cinema, still in use, and peeking in to the many pasajis which lead to secret courtyards. Due to the European influence and presence there are many churches of various faiths to drop in to as we explore. Visit Galatasaray Square, site of the first European inspired High School, and Cicek Pasaji (Flower Passage), a shrine to the Turks love of leisurely dining.
Stop by Balik Bazaar - a local market specializing in seafood and perhaps try some fresh battered and fried mussels. Finish with a ride on the Tunel funicular, a stroll through Karakoy, and catch a tram back to Sultanahmet. From you finish point on this Istanbul city tour your guide will be happy to give you directions back to your accommodation, or provide more tip on things to see in this beautiful city.


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|Factors predicting long-term resource utilization and survival after major amputation.
MedLine Citation:
|PMID: 23312839 Owner: NLM Status: Publisher
|OBJECTIVE: Major amputation is associated with increased short-term healthcare resource utilization (RU), early mortality, and socioeconomic status (SES) disparities. Our objective is to study patient-specific and SES-related predictors of long-term RU and survival after amputation. METHODS: This retrospective analysis identified 364 adult patients who underwent index major amputation for critical limb ischemia from January 1995 through December 2000 at two tertiary centers with outcomes through December 2010. Age, gender, SES (race, income, insurance, and marital status), comorbidities (congestive heart failure [CHF], diabetes, diabetes with complications, and renal failure [RF]), subsequent procedures, cumulative length of stay (cLOS), and mortality were analyzed. Bivariate and multivariate Poisson regression for subsequent procedures and cLOS and Cox proportional hazard modeling for all-cause mortality were undertaken. RESULTS: During a mean follow-up of 3.25 years, amputation patients had mean cLOS of 71.2 days per person-year (median, 17.6), 19.5 readmissions per person-year (median, 2.1), 0.57 amputation-related procedures (median, 0), and 0.31 cardiovascular procedures (median, 0). Below-knee amputation as the index procedure was performed in 70% of patients, and 25% had additional amputation procedures. Of readmissions at ≤30 days, 52% were amputation-related. Overall mortality during follow-up was 86.9%; 37 patients (10.2%) died within 30 days. Among patients surviving >30 days, multivariate Poisson regression demonstrated that younger age (incidence rate ratio [IRR], 0.98), public insurance (IRR, 1.63), CHF (IRR, 1.60), and RF (IRR, 2.12) were associated with increased cLOS. Diabetes with complications (IRR, 1.90) and RF (IRR, 2.47) affected subsequent amputation procedures. CHF (IRR, 1.83) and RF (IRR, 3.67) were associated with a greater number of cardiovascular procedures. Cox proportional hazard modeling indicated older age (hazard ratio [HR], 1.04), CHF (HR, 2.26), and RF (HR, 2.60) were risk factors for decreased survival. Factors associated with SES were not significantly related to the outcomes. CONCLUSIONS: This study found that RU is high for amputees, and increased RU persists beyond the perioperative period. Results were similar across SES indices, suggesting higher SES may not be protective against poor outcomes when limb salvage is no longer attainable. These findings support the hypothesis that SES disparities may be more modifiable during earlier stages of care for critical limb ischemia.
|Antonia J Henry; Nathanael D Hevelone; Alexander T Hawkins; Michael T Watkins; Michael Belkin; Louis L Nguyen
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Publication Detail:
|Type: JOURNAL ARTICLE Date: 2013-1-8
Journal Detail:
|Title: Journal of vascular surgery Volume: - ISSN: 1097-6809 ISO Abbreviation: J. Vasc. Surg. Publication Date: 2013 Jan
Date Detail:
|Created Date: 2013-1-14 Completed Date: - Revised Date: -
Medline Journal Info:
|Nlm Unique ID: 8407742 Medline TA: J Vasc Surg Country: -
Other Details:
|Languages: ENG Pagination: - Citation Subset: -
Copyright Information:
|Copyright © 2013 Society for Vascular Surgery. Published by Mosby, Inc. All rights reserved.
|Division of Vascular and Endovascular Surgery, Center for Surgery and Public Health, Brigham and Women's Hospital, Boston, Massachusetts; Harvard Medical School, Boston, Massachusetts.
Export Citation:
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|MeSH Terms
From MEDLINE®/PubMed®, a database of the U.S. National Library of Medicine
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Next Document: Building silent compartments at the nuclear periphery: a recurrent theme.


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Retailer confirms 32GB Nexus 7, 16GB model gets price drop
updated 04:43 pm EDT, Thu October 18, 2012
32GB Nexus 7 to be priced where 16GB model is now
British retailer Argos has published its 2012 Gift Guide, revealing that Google will indeed be releasing a 32GB version of its Nexus 7 tablet. The higher-capacity model of the 7-inch tablet has been rumored for some time, but the Argos listing seems to confirm those rumors. The pricing Argos reveals would also seem to lend credence to another rumor: that Google will be releasing an impulse buy-priced version of the Nexus 7 this holiday season.
The Gift Guide listing was spotted by TeckComesFirst. Argos prices the 32GB Nexus 7 at �199, a price point currently occupied by the 16GB unit. Observers have noted that the 32GB unit's price point may push the 16GB to the �159 point where Google currently has the 8GB Nexus 7 slotted, potentially pushing the a �99 price point.
That price level for the 8GB model would bring it into competition with Amazon's low-end Kindle Fire and significantly undercut price predictions for Apple's forthcoming iPad mini. Other observers have noted that Google may retool the 8GB model, perhaps powering down its internals in order to meet a lower price point.


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My husband and I have been in love with the combination of Mediterranean flavors lately. We keep looking for new ways to incorporate Feta cheese and Kalamata olives into as many dishes as we can. If you've got some suggestions, we'd love to hear them!!
When I was making some simple, lightly seasoned chicken breasts last week, I knew I'd need to boost the flavor-quotient of the whole meal by making a bolder side dish. As I looked through the fridge hoping for some inspiration, my eyes landed on those 2 ingredients and I got to brainstorming. I started tossing ingredients into a skillet and within minutes, I couldn't wait to dig in. And fortunately, the rest of the family was pretty happy to dig in too. I'll admit that 2 of the 5 kids chose to pick out their olives, but all in all, I'd call this one a winner! Although it comes together very quickly, it's full of great flavor.
Pasta with Kalamata Olives, Feta & Pine Nuts
- 1 lb. tubular-shaped pasta
- 1 t. olive oil
- 2 cloves garlic, diced
- 1/8 t. crushed red pepper flakes
- 1 can diced tomatoes
- 1 lb. frozen broccoli
- 1/2 c. sliced Kalamata olives
- 1/2 t. salt
- 1/2 t. black pepper
- 1/4 t. thyme
- 1/4 c. pine nuts
- 1/2 c. crumbled Feta cheese
1. Cook pasta according to directions. Meanwhile, heat olive oil in a large skillet. Add garlic and crushed red pepper flakes. Cook for 2 minutes then stir in tomatoes, broccoli, olives, salt, pepper and thyme. Cook over low heat for 10 minutes. Add pine nuts.
2. Stir cooked, drained pasta into the skillet. Top with Feta and serve immediately. Enjoy!


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|Isolated fractures of the trapezoid as a sports injury.
MedLine Citation:
|PMID: 23407926 Owner: NLM Status: Publisher
|The aim of this work is to describe the radiographic findings of isolated trapezoid fractures and determine the utility of these findings in guiding treatment. A second aim is to heighten awareness of an uncommon sports-related injury that is often radiographically occult because of the lack of primary or overt secondary radiographic findings. A retrospective review of radiology reports at our institution from 2007 to 2010 was performed to identify isolated trapezoid fractures. Two musculoskeletal radiologists and one orthopedic hand surgeon reviewed the patient presentations, images, treatments, and outcomes of the patients' injuries. This project had institutional review board approval. We describe three patients who presented with isolated sports-related trapezoid fractures. Each patient was successfully treated with activity modification, cast immobilization, and/or surgery based on their specific radiographic findings. Isolated sports-related trapezoid fractures are rare injuries. Only one prior case report in the English literature exists. Treatment success in patients with trapezoid fractures depends upon the degree of activity modification, splint protection, and especially fragment displacement. We report the largest series to date of isolated trapezoid fractures, all of which resulted from sports participation, and we analyze the success of diagnostic and treatment interventions.
|Gustav A Blomquist; Thomas R Hunt Iii; Robert R Lopez-Ben
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Publication Detail:
|Type: JOURNAL ARTICLE Date: 2013-2-14
Journal Detail:
|Title: Skeletal radiology Volume: - ISSN: 1432-2161 ISO Abbreviation: Skeletal Radiol. Publication Date: 2013 Feb
Date Detail:
|Created Date: 2013-2-14 Completed Date: - Revised Date: -
Medline Journal Info:
|Nlm Unique ID: 7701953 Medline TA: Skeletal Radiol Country: -
Other Details:
|Languages: ENG Pagination: - Citation Subset: -
|University of Kentucky, 800 Rose Street- HX-318, Lexington, KY, 40536, USA, firstname.lastname@example.com.
Export Citation:
|APA/MLA Format Download EndNote Download BibTex
|MeSH Terms
From MEDLINE®/PubMed®, a database of the U.S. National Library of Medicine
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Follow these six helpful tips to enjoy healthier eyesight.
Learn about the importance of washing your hands and how to wash them properly.
Do you have a vitamin D deficiency?
What are B12 injections and why are celebrities such as Cheryl Cole using them? Find out here…
There is a new trend hitting big shot bankers! Testosterone injections! Find out about this manly craze here.
Learn about the structure and future developments of Prosthetics and prosthetic limbs for both the athletes of the Paralympics and the everyday public.
Ever wondered how the Paralympic games are organised so that athletes compete fairly? Watch to find out more.
The death of Whitney Houston was ruled as accidental drowning which took place after the singer took cocaine.
Fabrice Muamba collapsed from a cardiac arrest on the football pitch during the FA Cup quarter final between Bolton and Tottenham. But why did he collapse?
The death of Whitney Houston and effects that alcohol and prescription drugs like Xanax has on the body.
Whitney Houston's death from a possible overdose has highlighted a culture of dependency on legal prescription drugs.
Are herbal supplements safe? Think taking a daily vitamin is healthy? Think again!
Under NHS rules you can choose your own GP. Here's how to change your doctors.
How to get the most out of your outpatient visit. Dr Robinson explains the importance of preparing to visit the hospital.
Bolton midfielder Fabrice Muamba collapsed from a cardiac arrest during the fa cup quarter final at White Hart Lane against Tottenham. It is reported that his heart stopped for seven minutes before his life was saved by the efforts of first responders and a consultant cardiologist who leapt down from the stands to assist.
This is not the first time a player has suffered a cardiac arrest on the field. Former Manchester City midfielder Marc Vivien Foe died in 2003 when he collapsed while playing for Cameroon against Colombia.
It is unusual for a fit and healthy 23-year-old to collapse from a heart attack but there are some medical reasons it could happen.
Cardiac arrest is when circulation of the blood stops due to failure of the heart to contract effectively. This could mean that the heart has stopped entirely or that the heart contracts with such an irregular rhythm that it does not pump blood around the body. A cardiac arrest may be caused by a heart attack where blood flow to the muscle of the heart is impaired.
The type of heart attacks that affect young, otherwise healthy people usually occur when the heart is under strain during athletic activities and are not easily detected during health checks.
Thickening of the heart muscle, or hypertrophic cardiomyopathy, is the most common cause of sudden death in athletes and people under 30. It is a disease in which the heart muscle becomes abnormally thick, making it harder for the heart to pump blood.
Sometimes people are born with heart arteries (coronary arteries) that are connected abnormally. The arteries can become compressed during exercise and not provide proper blood flow to the heart.
Source: http://www.mayoclinic.com/health/sudden-death/HB00092
10107 Revised November 2012comments powered by Disqus