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Intake And Head Selection - From Broadway to Main St. USA: Part 3Written by on April 18, 2008 Contributors: Jeff Huneycutt, Courtesy Wegner Automotive, Charles H. Jenckes, Courtesy Gaerte Engines, Courtesy Superflow Technologies Cylinder Heads and Intake Manifolds
This month, we'll discuss cylinder heads and intake manifolds, including some of their relationship with valve events. The specifics of valvetrain and valvetrain components will be covered in some detail in the next installment.
To begin, we should discuss some theoretical concepts before getting into the practical applications of heads and manifolds. The purpose of this approach is to help create a mental picture of what is taking place in the combustion space.
An internal combustion engine oxidizes fuel in a specific volume (combustion chamber). Oxidation is a chemical reaction which adds oxygen to create combustion (burning). This reaction is exothermic which means that the reactants (fuel and oxygen) produce heat and a byproduct--exhaust. The gases created from the combustion process are at high temperature and pressure, expanding against all exposed surfaces, but most notably the piston. The defining feature of an internal combustion engine is that useful work is performed by the expanding gases acting directly on the piston(s). It is this force that is transferred into actual work being produced (torque).
Internal combustion engines are heat engines. In other words, the heat released by burning (oxidizing) the fuel is converted into mechanical energy (torque and power). To increase the power output of an engine, we can increase the amount of useable heat transferred, improve the efficiency of the transfer process, or reduce losses associated with the system. To increase the amount of useable heat transferred to mechanical energy, we can increase the displacement of the engine. This has the affect of passing a larger amount of fuel and oxygen into the system (engine). Another possibility is to make the engine "think" the displacement is larger by increasing the mass of combustible products which pass through the system by making the ducting (intake and exhaust passages) more efficient.
An engine's ability to make power is directly related to how efficiently it is able to induct fuel and oxygen and rid itself of the by-products of combustion. The magnitude and balance of these fluid flows affect the amount and efficiency of the heat released by the fuel, during the combustion process. For this reason, assuming the engine is operating properly and within reasonable limits, more mass flow equates to more power.
Oxygen is needed to burn fuel. But, during the inlet cycle, air is what the engine inducts. Dry air contains 21 percent O2 (oxygen) and 79 percent inert gases. Typically, for a racing gasoline, the leanest air/fuel ratio for best torque is approximately 13.5:1. Therefore, for every pound of fuel consumed, 13.5 pounds of air must be ingested, although only 2.8 pounds of this supports combustion.
One cubic-foot of air at standard temperature and pressure (STP), assuming average composition, weighs approximately 0.0807 pounds. At STP, 13.5 pounds of air is approximately 167 cubic feet of air. If a Cup engine uses 170 lbs/hr of fuel at peak power (at 13.5:1 air/fuel ratio), that would equate to 2,295 lbs/hr of air. So, at standard temperature and pressure, 2,295 pounds of air would be 28,439 cubic feet per hour. This would be an astounding 474 standard cubic feet per minute. In this particular case, STP would be 60 degrees F and 14.696 psia. If you heated this air to a more reasonable (typical) inlet temperature, the volume would increase by the ratio of the absolute temperatures. In reality, this is an incredible amount of air to flow through a port.
Now let's get to something practical. No matter what you race, from a lawnmower to a Cup engine (for a given fuel type and if you want to make more power from a four-stroke spark-ignited engine and have limited resources), you want to work on improving the mass flow rate of fuel and oxygen (air) through the engine. The three areas to concentrate on are:
* Cylinder heads
* Intake manifolds
* Valve event timing (valvetrain)
From the previous theory section, it should now be apparent why gas exchange is important. It should also be evident that improving the efficiency of that exchange should help increase power.
Essentially, air is moved into the cylinder by the difference between pressure in the cylinder (during the induction stroke) and atmospheric pressure. When compared to the pressure in the cylinder during combustion, the negative pressure created by the piston moving down is not very large. Any losses in the ducts (ports) leading to the combustion space become significant. Because virtually any loss is important, considerable effort should be placed on improving the efficiency of intake ports.
Valve Sizes
In Cup racing today, very large intake valves are common. Most people think of valve sizes in terms of diameter, but a more important characteristic is valve area. Top Cup engines today have an intake valve which is between 26 percent and 29 percent of the area of the engine's cylinder bore. In these same engines, typical exhaust valve areas are between 50 percent and 59 percent of the intake valve area.
All Cup engines have intake valves that have a compound angle. This means the valve is "rolled" from vertical and canted toward the side. This is the arrangement pioneered by big-block Chevrolet ("porcupine") cylinder heads. It allows the valve to un-shroud itself from the cylinder wall, during the valve opening cycle. The intake and exhaust valves are also rotated (from a common line), and are therefore not aligned.
NASCAR mandates that all Cup heads do not have canted exhaust valves. If canted exhaust valves were legal, all manufactures would use this method. When the rules in a given series do not specify a cylinder head configuration, canted-valve heads should be considered.
The regulations for most circle track racers, outside of NASCAR's top series, require the use of small-block engines with traditionally inline valves and no side-canting. However, this valve layout may restrict the size (area) of the valves that can be packaged. Remember to consider the top ring position in the pistons, with relation to the valve pockets, when changing valve size.
Valve lifts of 0.900-inch are being raced in Cup today. As you suspect, large cylinder bores allow increased valve areas. Many times, it is not possible to run large valves, but is it possible to increase valve lift? Increasing lift only provides a benefit if the heads continue to be flow-efficient at high valve lifts. Don't overlook the fact some port configurations actually begin to flow less at very high lifts (see the baseline port in Chart 1). In this case, increasing valve lift may not have much effect on either flow or power.
One way to understand the relationship between the valve events and air flow potential of the cylinder head is to plot air flow vs. cam or crankshaft angle. To generate this type of graph, make a table of airflow vs. valve lift. Next, create a table of cam or crank angle and valve lift. Table A shows an example of this type of table. Finally, calculate the airflow at each valve lift. Chart 1 is an example.
|Table A
|Cam Angle
|Net Valve Lift
|Air Flow
Valve Head and Throat Size
Intake air or exhaust gases see the valve head as a restriction. That portion of the port under the valve seat should have the smallest cross-sectional area in the port. This area is called the "throat." One trend in Cup that may improve the performance of your cylinder heads is to increase the throat diameter until the valve seat has just enough area to seat the valve. Increasing the back-angle on the valve, in conjunction with this technique, has proven to be effective.
Trends in Intake Port Design or Modification
With big valves and extremely high lifts, it is not surprising that the ports of today's Cup engines are quite large (in volume). These ports might be confused with drag racing-style ports from just a few years ago. In general, circle track rules tend to prevent ports from being raised to the extent that is legal in drag racing. However, one of the current trends has been to use a "line-of-sight" philosophy when creating the intake system. If you've been around the development of racing engines for very many years, this almost amounts to a "duh." Ed Winfield would be proud of this approach.
Line-of-sight, as it sounds, can be depicted by drawing the straightest line possible from the carburetor (or fuel injector) throttle plates to the intake valve. An intake manifold of this type is usually combined with large-volume ports that emphasize power at its peak and beyond. This is an excellent technique, when combined with a high rpm engine package that includes the appropriate camshaft. Typically, a line-of-sight porting technique produces shorter runner lengths and sacrifices a bit of torque at torque peak and below, unless the camshaft's valve events are adjusted to compensate.
Traditionally, circle track engine builders prefer smaller-volume ports to improve performance at lower engine speeds, enhancing throttle response. Today, a new technique is being used which has a slightly different philosophy. This technique is to make the intake valve large in area and the ports large in volume, to minimize any ducting losses, and uses a line-of-sight strategy for the intake track. In turn, this can improve low rpm performance when used with shorter and more aggressive cam profiles.
Such an approach achieves good low-speed torque, provided by the valve event timing and aggressive lobe profiles, and good power that results from the extremely efficient and large-volume ports that combine with the line-of-sight induction system. The traditional approach uses longer intake runners and smaller port volumes and longer valve events that are intended to build lower speed performance and improve peak power.
While both techniques achieve similar results, the new line-of-sight technique seems to generate a better torque curve and still make more peak power, while carrying the power past its peak. This type of intake system minimizes ducting losses in the intake system and minimizes air/fuel charge separation in the inlet track, when compared to the smaller-volume and bigger-cam approach. This seemingly small gain in efficiency makes a difference, because of the incredible flow rates required to support the power of today's Cup engines. It can work for your Saturday night applications, too.
Exhaust Ports
The majority of the mass flow through the exhaust port comes at high pressure ratios (cylinder pressure vs. atmospheric pressure) at or near sonic flow conditions. Under these conditions, the exhaust gases flow off the back of the valve in a line (as straight as possible) to the exhaust port roof and then out of the cylinder head.
Like the intake, the throat of an exhaust port is the key to improving exhaust port performance. Funda-mentally, the exhaust port throat must be as large as possible for a given valve size. Exhaust port development (and flow) must be kept in balance with port design/modifications on the intake side.
Intake Manifolds
Intake manifolds are the primary tuning component for four-stroke, spark-ignited engines. Inlet runners function as organ pipes. The optimized length of a runner will provide wave reinforcement (energy) at the correct moment of the engine cycle to increase the pressure in the cylinder, before the valve is shut. This "wave reinforcement" improves the filling of the cylinder (volumetric efficiency) and thus increases torque and power. Wave reinforcement occurs over a very narrow engine speed range. Longer runners tune at lower frequencies, like large organ pipes, and shorter runners tune at higher frequencies (or engine speed). The frequency of the tuning point directly relates to engine speed as follows:
* Longer runners "tune" at low engine speed
* Shorter runners "tune" at higher engine speed
Where rules allow fuel injection and open intake manifold design, the "trumpets" of the individual runners clearly resemble organ pipes whose lengths can be adjusted to provide desired power gains at the intended rpm.
Unfortunately, the geometry of common single-plane, single-carburetor inlet manifolds, and most circle track regulations, do not allow for radical changes in runner lengths. Depending on the rules for your particular series, modifications to the intake manifold can have a profound effect on the shape of the volumetric efficiency vs. engine speed curve.
With a common-plenum, single-carburetor manifold, the overall volume of the manifold correlates inversely with runner length. A larger volume manifold, when modified efficiently, will have shorter runners. A smaller volume manifold tends to have longer runners. Cup teams traditionally built one type of "open racing" engine and tuned the engine to the track with the intake manifold only!
If you don't believe the importance of a circle track engine's intake manifold, today's top teams may run a completely different valvetrain and cylinder head at short tracks than at tracks 1.5 miles and longer. Until very recently, the only difference between a Cup engine raced at Martinsville and one raced at Michigan was the intake manifold.
If your racing takes you to tracks you have not been to before, try a few different manifolds to see if one suits the track or track conditions better. Check the volume of your intake manifolds by filling them with water and try the smaller volume manifolds when you need to move the power down and larger ones when you need more high-speed power.
Here's one more point on intake manifolds. Airflow in an intake manifold is neither one-directional nor continuous. Remember this last statement; not continuous. Each time an inlet cycle begins, there is residual "energy activity" in the manifold. In fact, this is a subject unto itself. The point is that an engine's volumetric efficiency (as it affects torque output) is a function of how quickly and efficiently each succeeding cylinder can be filled, in the firing order. As the pressure differential builds between cylinder pressure and atmospheric (as influenced by engine displacement and rpm), the smaller the intake manifold's volume, the quicker it can contribute to v.e. Keep in mind that smaller volumes associated with this condition can become flow restrictions (and contributors to the mechanical separation of air and fuel) at higher engine speeds. You simply need to determine the specific rpm range in which the engine will be run and select intake manifolds accordingly.
Today, cylinder heads, intake manifolds and valve event timing are developed as a system. The intake track starts at the carburetor (or fuel injector manifold's base) and ends at the inlet valve. Cylinder heads and intake manifolds have almost become one word. The tuning of the engine is done by bringing port design, manifold design and valve event timing together. The extraordinary levels of performance of today's Cup engines can be directly related to the development of these separate systems as one whole--which, in fact, is an approach that can be applied directly to the weekly racer.
Next month, we will discuss push rod valvetrains, component by component, in addition to some applicable fundamentals about problems controlling valve motion and what happens when it isn't. We'll see you next month and--don't spin out.
Some Thoughts on Airflow Testing
Since we devoted some space this month to comments on cylinder heads and intake manifolds, it seemed appropriate to provide a few thoughts on airflow testing, not focused on the more exotic computer-aided means by which such evaluations can be performed. Rather, we figured the Saturday night racer or engine builder could benefit from some "back room" perspectives on airflow bench use. Following are some suggestions to consider.
When flow benches first emerged in the performance parts and engine building community, longer ago than we'd like to admit, the axiom that "more was better" seemed the goal. However, it wasn't long until testers concluded that there's a definable link between an engine's pumping capacity (volumetric efficiency) and the volume of air it can ingest, based on a given piston displacement and engine speed. Concurrent to that realization was the importance of air flow quality, not just quantity.
Underscoring the importance of this notion was the fact air (in both intake manifolds and cylinder heads) is the means by which fuel is admitted to the combustion space. So, the ability of providing combustible air/fuel charges in the most efficient fashion was a function of airflow quality. In addition, air is compressible and (for comparative purposes) fuel is not. And, because they are of substantially different mass (in this case weight), air can change both direction and velocity much more easily. Sometimes this is good, sometimes not. Typical inlet paths can become very circuitous, even with the best efforts of either designing or modifying them otherwise.
Further adding to the complexity of "air as a means of fuel conveyance" is the fact inlet flow is both unsteady and interrupted during a given inlet cycle. Flow benches, obviously, cannot replicate these conditions. Adding a fluid to the system (wet-flow benches) can provide additional information and patterns with respect to how fuel is conveyed or altered from air inlet to combustion space, but the reality of all this is it's a compromise to actual engine running conditions. So the object is to design test methods that minimize the most inconsistent conditions first and then, at the very least, identifying those less inconsistent ones.
So what practical application does this entire dialog have to performing flow bench tests? Let's attempt some answers to that by trying to examine what you can and cannot get from such efforts. At the risk of oversimplification, suppose we try something to make a point. Visualize a given intake path from where air would enter the induction system to where the intake valve stem joins the valve head. Imagine a string positioned at the center of the air inlet, connected to this valve stem-point and pulled taut. In theory, this is the shortest flow path between these two points.
Keeping in mind that air tends to follow the shortest path, its movement will more closely approximate this distance than fuel. Our visualization is intended to emphasize that there are multiple opportunities for fuel and air to become separated between air inlet and combustion space. In a running engine, the object is to minimize the potential differences in actual (dynamic) flow paths between air and fuel. So the obvious question becomes, "How can you attempt to resolve this problem by using a flow bench?" This leads us directly to the flow quality issue.
By at least one definition, flow quality relates to the distribution of pressure (or pressure profile) at any given location in a flow path. Although basic physics utilizes certain Bernoulli principles to describe pressure distribution, let's simply state that this relates to where pressure resides throughout a flow path. In a wet-flow environment, the absence of a low-flow pressure condition is one circumstance that promotes the separation of air and fuel. Another circumstance that encourages mechanical separation of air/fuel charges is a sudden change in airflow direction or when eddies are created.
If you'll think back to our "taut string" example for a moment, you can visualize that in areas most remote from the string, you can expect low pressures to encourage puddling and further variations in air/fuel ratios along the flow path. Of course, none of these conditions are in support of delivering proper and consistent mixtures to the combustion space.
On a flow bench, the use of two types of probes can help identify improper or unwanted pressure conditions. One is a "velocity probe" that utilizes a small, open-ended tube (on the order of 0.030-inch i.d.), connected to a manometer. When pointed in the direction of flow (parallel to the flow), it can indicate flow rate. So-called "mapping" of port cross-sections, along the flow path, can be performed with such a probe. The other is a "J-probe" that consists of another small tube bent in such a way the hook in the "J" is pointed against the direction of flow. In this way, since atmospheric pressure is acting on the open ends of the manometer and probe, only pressures less than atmospheric will deflect the manometer. This type of probe is valuable in performing mapping similar to the velocity probe, differing in the fact its readings indicate areas of boundary flow separation and negative influence on mixture suspension.
You'll note that none of these last few paragraphs have mentioned flow quantity, only quality. Again, keep in mind that aside from its participation in the combustion process, air is the means by which fuel is either conveyed into the combustion space, helps qualify mixtures for combustion, or both-depending on the method of introducing fuel to an engine (carbureted or fuel injected). The point of this discussion is to not become locked into the need for simply increasing an engine's inlet airflow without a measure of concern for flow quality. Whether you're choosing or modifying intake manifolds or cylinder heads, keep an eye on the need for making certain air/fuel ratios delivered to the combustion space have been properly conditioned. And if you're on the dyno and curious about how much raw fuel is actually passing directly through the engine, try sampling unburned hydrocarbons (HC) using a rapid-response emissions instrument. Your observations could be quite revealing-and point you back toward the flow bench for some additional airflow quality measurements. Relying on brake specific fuel consumption data isn't the only way to get a reading on combustion efficiency.
On Reading Combustion Patterns
Since cylinder heads were on the discussion list this month, it seems appropriate to devote some space to the value of reading combustion patterns. In reality, it is from these tell-tale signs that you can determine much about an engine's combustion efficiency-or a lack thereof.
It has previously been suggested that besides participating in the combustion process, air is the means by which fuel enters the combustion space. Poorly conditioned, airflow quality can lead to a wide range in air/fuel ratios when the burn begins. Aside from the fact an advancing combustion flame can alter ratios ahead of its progress, variations often occur prior to ignition. It is these that an engine builder (or parts designer) can address to improve net power. But first, you need to identify where the problems lie, and then take corrective steps.
Two fundamental surfaces can provide clues to such problems. One is the combustion chamber, the other on piston crowns. With respect to the former and more than 60 years ago, Sir Harry Ricardo advanced the importance of maintaining "turbulence set up by gases during their entry before combustion." While this concept is important in a high-speed racing engine, the value of keeping fuel properly atomized and suspended, prior to combustion, can be overdone by allowing excessive velocity or turbulence to mechanically separate fuel from air. This leads to unwanted extremes in air/fuel ratios and lost power. The evidence of such separation can be "read" on both combustion chamber walls and piston tops. You know of these as "washed" or clean areas which suggest combustion was not present on or around these surfaces. One quick look at the backside of a small-block Chevy combustion chamber (the intake side of the spark plug location) will verify what we're suggesting.
Sooty or heavily-carboned surfaces, particularly in gasoline-fueled engines, is an indication of fuel-rich combustion, often associated with locations of lesser airflow activity prior to combustion. You may also find this type of combustion residue located on the down-side of valve notches or protrusions on piston crowns and often linked to sharp edges that create vortices (low pressure points) and collected fuel.
When you consider peak instantaneous inlet flow velocity in a 5.7L engine turning 7,000 rpm can exceed 400 ft/sec (when flow directional changes occur), there's ample opportunity for fuel to separate from its "carrier" air. As a result, any steps you can take to help ensure fuel is maintained in suspension clearly points to the potential for increased power.
Admitting the approach is more subjective than scientific, you can actually gain insight into an engine's efficiency by studying combustion patterns. Look for extremes in residue color. These can indicate a range of combustion activity from overly-rich mixture "zones" (dark) to no appreciable combustion at all (clean or light in color). When accompanied by an engine's apparent need to require an inordinate amount of spark timing (to optimize power) or what appears to be a requirement for excessive fuel, you can also look for air/fuel mixture quality problems.
Further adding to this problem, data suggests an engine's air/fuel mixtures will often vary in ratio from the point of fuel admission all the way into the burn space, whether carbureted or fuel injected. Both these methods of delivery require that attention be given to the ability of air to transport fuel in its most efficiently combustible form, up to and during the burn. At no point in the process can you assume that initially creating the proper air/fuel ratio will ensure it'll remain at that proportion until combusted.
In the end, it's a matter of the amount and distribution of kinetic energy present and characterized in the inlet stream and combustion space. Making certain that lows and highs in that energy content are minimized, abrupt changes in flow direction are eliminated or reduced, wet-flow surfaces are not made too smooth ("dead" boundary layers can lead to separated air and fuel), working toward increased power from reduced spark timing, exploring best power from minimal fuel flow and spending time examining the "evidence" from combustion can all lead to improved on-track performance. Sometimes, it's proper reading of the evidence that leads to successful completion of all the other objectives mentioned.
Torque Peak vs. Flow Passage Size
Essentially, this is a subject almost unto itself. However, since we're discussing port size fundamentals and their relative effect on engine performance (torque output), a brief but general discussion seems appropriate.
Here's the deal. Even though intake and exhaust flow is considered "unsteady" and "bi-directional" (at times), it is possible to determine what we'll call "mean flow velocity" (m.f.v.) at a given time (rpm). Simply stated, there is a mean flow velocity that's measurable at any rpm point, specifically at peak torque. Further, it turns out this m.f.v. is virtually the same for any engine at its peak torque rpm. It's a combination of conditions involving fluid dynamics and acoustics.
From a parts selection or component design standpoint, peak torque rpm can be influenced (sometimes significantly) by passage size or cross-sectional area. If you subscribe to the concept that a common m.f.v. will exist among engines at their peak torque rpm, then increasing passage area raises this rpm point and decreasing area lowers the point. While it's true that passage length affects torque output (long vs. short), this dimensional change typically tends to "rock" or see-saw a given torque curve about the rpm point that we'll call the "critical" flow velocity at peak torque. You've seen this characteristic when lengthening or shortening header pipe lengths. Short ones tend to add torque above the peak, longer ones increase torque below peak.
Rather than detract from the core text of this month's Series segment, suffice to say that the "critical" m.f.v. is on the order of 245 ft/sec and is largely governed by rpm, piston displacement and passage cross-section area (intake or exhaust). If you want to test this theory from a practical standpoint, do this: Study a dyno sheet to determine the peak rpm torque point. Even though this point is influenced by factors other than (for example) header pipe section area, the exhaust and intake passages are each major contributors to the determination of peak torque rpm.
Calculate the primary header pipe section area, using pipe i.d. in the calculation for area. For the sake of discussion, if you happen to be using 1.75-inch primary pipes of 0.040-inch wall thickness, this computes to an area of 2.19 square inches.
Next, determine the volume of one cylinder. If the engine displaces 350 cubic inches, one cylinder's volume (for purposes of this calculation) would be 43.75 cubic inches. Now, multiply 2.19 x 88,200 (a mathematical constant) and divide the answer by 43.75, and you'll have determined that these headers should reach their "critical" flow velocity at 4,416 rpm. Installing headers of 2.0 inches o.d. (still of 0.040-inch wall thickness) and making no other changes would yield a cross-section area of 2.895 and, using the same method of calculation, shifts the torque peak rpm upward to 5,837. Again, lengthening or shortening the primary pipe length simply adds (or removes) torque below or above this rpm point.
Now, those of you mathematically inclined have already seen that these dimensional and results relationships can be transformed into a rather simple algebraic equation that looks like the following:
Torque Peak (rpm) = (88,200) x (Passage Area) / Displacement of One Cylinder
Although not as accurate as some computer models that take more functional elements into account (including valve motion characteristics, mechanical compression ratio, cylinder pressure histories, etc.), this simplistic approach can reveal why an engine's torque output may vary (in both quantity and placement) throughout a given rpm range, when contemplating or changing exhaust systems. Given this equation and through simple transposition of terms, you can select an rpm at which you'd like a torque (volumetric efficiency) boost and solve for the passage area required to produce that increase (at that point). It's a pretty useful tool.
And, interestingly, you'll find that this approach can also be applied to intake systems (manifolds in particular) when you're either selecting parts or evaluating dyno (or track) performance of a particular engine package. If personal experience has any measure of value, I've included this method in both the initial and in-progress design of intake and exhaust systems for a number of years. It's a pretty good way to perform evaluative and directional steps, quickly.


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Most people of my company use Outlook Express ( is different from Outlook) and I know that Zimbra has a connector for Outlook but not for Outlook express. I would like to know if there is any connector for outlook express in Zimbra.
Also I want to know is there are any connector for Mozilla Thunderbird.
Thanks so much

subset: commoncrawl


text: Well I'm not a guy that has information on all of Utah's deer areas so I've never been able to give out any honey holes. With the applications to Utah open right now I thought some of you might like to see these pictures and what units the deer came from. It looks as if the Paunsaugunt unit is not as down as people in Utah are saying.


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New York, NY (Sports Network) - Former NFL star linebacker Junior Seau
reportedly suffered from a brain disease, likely caused by two decades worth
of blows to the head, when he killed himself last May.
Seau ended his life at his home in California with a gunshot to the chest.
Many believed he shot himself in the chest to preserve his brain for testing,
and his family members donated it to neuroscientists at the National
Institutes for Health.
According to a report from ABC News and ESPN, researchers have concluded that
Seau suffered from chronic traumatic encephalopathy (CTE), a degenerative
disease typically caused by multiple hits to the head.
Seau, who was just 43 years old when he died, was known as one of the hardest
hitters during his 20 NFL seasons. He spent 13 years with San Diego, three
with Miami and four with New England before retiring after the 2009 season.
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diagnosed with CTE, which can only be ascertained after death.
Former NFL defensive back Dave Duerson, who played with the Chicago Bears, New
York Giants and Arizona Cardinals, also killed himself in 2011 and was found
to have CTE. He asked his family to donate his brain for testing.
The Seau report could also be another blow to the NFL in its ongoing issues
with concussions and brain disease. Numerous lawsuits have been filed against
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NFL commissioner Roger Goodell has made player safety among his chief concerns
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The Sports Network


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|JV boys' basketball adds 3 wins
|Written by Holyoke Enterprise
Sweeping the competition the week before Christmas break, Holyoke Dragon jayvee basketball team took three victories over Akron, Haxtun and Sedgwick County.
Playing at home on Tuesday, Dec. 16, Holyoke cleaned Akron's clock with a score of 50-23. The next two wins came at Haxtun, who HHS beat 36-27, and at Ovid, 35-22.
Following a shaky first week of the season, the three conquests helped the jayvee team's record, bringing it to 4-2.
Holyoke 50, Akron 23
The Dragons took control of the scoreboard early on in the game against Akron, clearly dominating the entire night. Akron struggled getting to the basket, as the team's quarter scores clearly indicate.
Brian DeBoer and Reid Baumgartner were the stars of the night, adding 17 and 12 points respectively. All of Baumgartner's 12 points were made from behind the arc.
Others scoring against Akron were Preston King with eight points, Brent Vasa six, Willie Greenman three and Alex Quintana and Cody Fricke with two each.
Scoring By Quarters
Holyoke 14 14 14 8 --50
Akron 4 5 3 11 --23
Holyoke 36, Haxtun 27
Though they ended up winning the game at Haxtun, the Dragons had a rough starting quarter. Baumgartner made two three-pointers in a row to put Holyoke on the board, but the Bulldogs still led at the end of the period, 8-14. Cody Fix of Haxtun appeared unstoppable as he put up eight of the team's points.
Rallying together in the second quarter, HHS made their comeback, scoring 16 points and holding Haxtun to only four.
It was a low-scoring second half of play for both teams, but Holyoke held onto the lead and never let go. They defeated the Bulldogs by nine points.
Baumgartner led the team in points on Friday with 15—12 of which were made from three-point range. DeBoer also scored double digits with 10. Greenman had five points, King four and Fricke two.
Scoring By Quarters
Holyoke 8 16 6 6 --36
Haxtun 14 4 4 5 --27
Holyoke 35, Sedgwick Co. 22
In a three-quarter game against Sedgwick County in Ovid, the Holyoke team quickly pulled ahead of the Cougars. Earning double digits the first two periods of play, HHS held Sedgwick Co. to only four and then seven points. The Cougars closed the gap a bit in the third period, but it wasn't enough to overtake the Dragons, who still won by 13.
Scoring the most points for HHS on Saturday was DeBoer with 11. Baumgartner followed with nine, Fricke five, Greenman four, Sheng Xuezhi three, King two and Vasa one.
Scoring By Quarters
Holyoke 12 18 5 — --35
Sedg. Co. 4 7 11 — --22


text:
Kansas City, MO (Sports Network) - Kansas City police said they are
investigating a pair of shootings Saturday morning, one involving a Chiefs
player who apparently committed suicide.
A police spokesman said officers first responded to a home where a woman was
shot and killed. A short time later, a second shooting took place at the
Chiefs' practice facility.
The Chiefs released a statement confirming the report of an incident, but
offered no further details.
"We can confirm that there was an incident at Arrowhead earlier this morning,"
said the Chiefs in a statement. "We are cooperating with authorities in this
Police believe both shootings are related, saying they received calls about 10
minutes apart -- the first from the home of the first shooting and second from
the Chiefs' facility.
"When officers arrived (at Arrowhead Stadium), they observed a black male who
had a gun to his head and he was talking to a couple of coaches out in the
parking lot," a police spokesman told reporters outside Arrowhead Stadium. "As
officers pulled up and began to park, that's when they heard the gunshot and
it appears the individual took his own life."
The spokesman would not identify the player, saying only he was a 25-year-old
The Sports Network


text:
1967 Ford Mustang Coupe-To-Fastback ConversionWritten by John McGann on December 1, 2010 Last Month We Wrote The Overview. This Month We Document The Job. Here's How To Do A . . .
We can attest: There's more to this job than sawing off the coupe stuff and slapping on the fastback stuff. Way more. And if you aren't precise when welding on the fastback parts, you will have a big mess on your hands. Good luck trying to get the door gaps to line up or the glass to fit right. We alluded to it in last month's installment-this isn't a job for the faint of heart. Yet, it is not out of the realm of an ambitious soul who has some metalworking experience and a lot of patience for careful measuring.
We spent a week with the guys at Recon Classic Car Bodies and watched them build a fastback out of our '67 coupe and a convertible out of a nasty-looking '65 coupe. Even if you don't plan on doing this job, pay attention to the build-there are a lot of cool metalworking tricks that will apply to any project CC readers may feel up to taking on.
Fitment and Alignment: Problems and Solutions
1. Filler Panel Finagle
2. Need Longer Doors
Once the Dynacorn quarters were in place, no amount of pushing, grinding, or swearing would close the gap between the quarter-panel and the passenger door to an acceptable distance. Carmody advised not freaking out if things don't line up exactly right, even though reproduction parts are stamped to fit OE dimensions: "I've seen original, unmolested, from-the-factory cars as much as 1/4 inch off in certain dimensions. Plus, mixing 44-year-old Ford parts with new stampings creates a whole new set of variables." Compounding this problem was the fact that this door came off of a different car on Recon's lot. To solve this, Aguayo added some extra length to the door by stitch-welding a length of welding rod to the edge of the door. After the welds were ground down, you couldn't tell a repair had been done looking at it from the outside.
Stay Tuned
This whole build was originally planned as a single, eight-page article, but there was so much cool stuff to cover, we decided to break it up into a series. This way, we can really dive in deep to some of the techniques and tricks we learned from the guys at Recon. Coming next month:
All that-and we build a convertible, too. Don't miss it.
|Conversion fastback body
|Ask for it
805 987-8818
More Photos From This Article View Slideshow
It is surprising how little of a coupe's structure Recon needs to build a fastback. This is all that was left of our coupe by the second day-basically, the firewall, inner quarter-panel supports, trunk floor, A-pillars, and half of the roof extensions. Because of damage to the front framerails near the shock towers, Recon owner Ray Carmody decided to replace them with new ones. If you are considering tackling this job, you can reuse the coupe doors and taillight panel. Everything else aft of the doors must go.After sandblasting, we discovered a small section of rust-through in the floor underneath the rear seat on the passenger side, so Carmody decided to ditch the floor also. Sheetmetal guy Ramon Aguayo took care of it with a Sawzall.To protect our freshly sandblasted chassis, shop manager Jesse Villarroel sprayed it with Nason 421-09 red oxide Acrylic Ful-Fil primer surfacer. Though we planned on salvaging our coupe's doors, the guys removed them prior to sandblasting to clean behind the hinges. Rust can hide in the most unexpected places.Early the next morning, the guys began reassembling our fastback-to-be, starting with the new floor. With the chassis sitting on jackstands on level ground, Carmody started fitting the floor, aligning the center of the floorpan with the vehicle's centerline. They could then see where they needed to trim the floor to make it fit better.To replicate the factory spot welds, the floor will be plug-welded onto the chassis. Villarroel used a pneumatic punch/flanger tool and a drill to punch holes where the welds will go. He recommended putting a weld about every 4 inches. The scribe marks indicate where the floor meets the flanges for the rear torque boxes.Working out from the center of the floor, Carmody placed sheetmetal screws in the holes where the welds will eventually go. Villarroel stood near the transmission tunnel while Carmody began to screw the floor to the chassis, working from the center out. His body weight helped spread the floor out so it would better reach all the way across the car. The guys at Recon put nearly the entire body together with 1/4-inch sheetmetal screws before welding it up. Though this sounds like a lot of extra work, it is actually the smartest way to reassemble a car that was taken as far apart as this. Panel gaps, clearances, and alignments can change as more parts are added. If so, it is much easier to loosen a few screws to realign a door or a quarter-panel.Carmody then lined up this support rail for the taillight panel and gas tank, clamping it into place and tapping it and the trunk floor to make them fit together. Note that he's using a friction jack to spread apart the trunk floor to match the width of the gas tank.
Even supported on jackstands, the gas tank/tail support panel didn't line up as well as it should have. The guys at Recon have access to several real fastback and convertible bodies in their shop that they can use for measurements, and the support stuck out about 1/4 inch too far. This may not sound like much, but that would throw off the alignment of the taillight panel to the quarter-panels, decklid, and bumpers. Carmody used a ratcheting tow strap to squeeze the panel in while pulling up on the trunk floor at the same time. This combination of forces got the support panel to line up correctly.The guys bolted on the doors next, aligning them to match the rocker panel. The hinges bolt to the chassis in slotted holes that allow fore and aft movement, as well as a certain amount of up and down adjustability. Hang the door and get the bolts finger tight. Grab a helper or come up with a way to support the door while you make alignment adjustments.We did have a problem fitting the passenger door. After sandblasting our original door, we discovered a big dent buried under years of Bondo and filler primer, so Carmody decided to replace it with a reproduction door. However, the original upper hinge didn't fit, nor did any of the reproduction hinges the guys tried. The boltholes didn't line up well, and the hinge hit the door at the arrow. After grinding on the hinge and the door with little success, Carmody grabbed a third door from a parts car in his lot. But for the guy without a stack of parts lying around, you could cut a slot in that section of the door and weld in a patch that would allow more clearance for the hinge or send the door back and hope the replacement fits better.The end result should look something like this. Note how the bottom of the door matches the top of the rocker panel. Now that the door is aligned to a fixed portion of the chassis, you will align the rest of the body panels based on how the doors fit.The rest of the car goes together like a giant jigsaw puzzle. The guys screwed the taillight panel and then began to fit the quarter-panels.Again, they attached everything with a couple of sheetmetal screws, just to hold things in place while they worked on precisely aligning all the panels. With the doors aligned with the rocker panels, they aligned the quarter-panels to match the contours of the doors.One of the more problematic pieces to fit was the filler panel that covers this support piece that connects the quarters to the wheelhouses.Right out of the box, this filler panel didn't match the quarters. The gap was way off on both sides.
He also had to hammer the edges of the filler panel and quarter-panels to make them align more closely.Ultimately, Aguayo had to position a jack at the rear of the floor, raising it enough to twist all the components just right so everything lined up. Villarroel quickly jammed in some sheetmetal screws to hold it all together. Again, it helps to think of the whole car as a three-dimensional jigsaw puzzle. To get the horizontal trunk filler panel to line up with the quarters correctly, they had to twist up the floor in a counterclockwise direction. The best approach is to make the whole car fit together as a unit, not to force a single panel to fit its immediate neighbor. This also reinforces why it's best to screw together the car-you need to keep everything flexible while fitting all the panels.With all the fastback exterior sheetmetal in place, Aguayo and Villarroel measured the window and trunk openings with a tram gauge, checking it against a complete fastback they had in the shop.Villarroel said that even though the measurements may all be in spec, the best check is a visual one. Notice that the taillight panel, trunk opening, and rear window openings are all aligned with the top of the dashboard. He said they often stand back during the assembly phase to verify that these surfaces are all parallel.After all the measurements checked out, Villarroel and Aguayo began welding in the panels. Note the friction jack holding the shape of the trunk opening in place. After working so hard to get all the gaps just right, you don't want to warp them with a welder.So far, this fastback conversion is basically just a new roof, quarters, and decklid, and that's stuff a competent bodyman can do without too much stress. But it's the inner supports that you can't find anywhere. Recon makes its own, and they're filled with cool dimple-die holes, a nod to Carmody's former life as a professional off-road truck racer. These panels offer much-needed support to this superflimsy Mustang chassis and are stronger than the support pieces a factory fastback came with.Other parts not available in the aftermarket are the trim and upholstery mounting tabs. Recon also makes these and test-fits them with a full interior before shipping out a body.With the back half of the car looking good, the guys began fitting the front subframe. The only parts salvaged from our car were the shock towers (in red primer). Everything else was new. Note that the subframe is supported by four jackstands, a friction jack across the top of the shock towers, and a piece of angle iron temporarily tack-welded in place near the firewall. It is absolutely crucial that these dimensions be correct-the motor mounts and suspension parts all bolt to the shock towers. If the towers are out of whack, the driveline angles and suspension geometry will be a big mess. Villarroel double-checked everything by measuring across the shock towers and from the firewall to the core support, top and bottom.
Aguayo later welded in these "big-block plates"-thick, steel, reinforcing plates added to the shock towers if the car came with an FE engine.Who needs an expensive, twin-post electric lift when a used forklift is around? After all the panels were on and aligned correctly, the guys attacked the car-Aguayo finished welding the subframe while Rob Inman ground all the welds smooth at the rear of the car.Though the guys managed to salvage the front torque box on the driver side, they had to bend it out of shape to get the original subframe rails out. To make it fit the new subframe, Aguayo softened it up with our buddy the acetylene torch and hammered it home with a 3-pound sledge.The passenger-side torque box didn't survive, however, so Aguayo made a new one out of 14-gauge steel-way better than the 18-gauge stuff the factory used. He drew the pattern on a flat panel, cut it with a Sawzall and grinder, and bent it in a sheetmetal brake.After all the welds were ground, Aguayo gave our fastback a final shot of the Nason primer, and it is ready to go. This will be how Recon will ship all its body shells: fully welded, reinforced, and finished in a tough acrylic primer ready for its customers to build the rest of the car they way they like it.After all the welds were ground, Aguayo gave our fastback a final shot of the Nason primer, and it is ready to go. This will be how Recon will ship all its body shells: fully welded, reinforced, and finished in a tough acrylic primer ready for its customers to build the rest of the car they way they like it.


text:
A very propitious tabula rasa .
I'll map the world of Nehwon from Fritz Leiber, from his series (title Le cycle des Epées in french don't know the original title) composed of seven books : Swords and Deviltry, Swords in the Mist, Swords Against Wizardry, Swords of Lankhmar, Swords and Ice Magic and The Knight and Knave of Swords.
Here's what I got at the start
### Latest WIP ###.
Yes I'm always starting with a blank page :p
All hail Ningauble!
Hey max, I realy like your recent use of textures on this one and Oraven, it realy add to the feeling.
Thanks Yup I'll go on Oraven style on this one, this will really fit the sword and sorcery feel of Leiber's Nehwon (at least this would be closed of what I imagine about this world)
Never read them, but an awesome start!
"Not all those who wander are lost." -J.R.R. Tolkien
-Shards of the Dark Age- My blog
-Last Apocalypse Forge-
Will you stick to the Oraven forests too?
Yes I'll go with same style


text:
BKE Columbia Shirt
- Slim fit piped trim snap front shirt
- 100% Cotton.
- Machine wash cold with like colors, gentle cycle. Use only non-chlorine bleach when needed. Tumble dry low. Cool iron if necessary.
- Made in China.
Have a Question?
View All:
Men's Shirts
Men's BKE Shirts
- Chest measures 42" on a size medium.
- Center back length measures 31".
- Slim fit is form-fitting. The silhouette of the slim fit from shoulder, chest and bodice of a shirt is more fitted.
- Model Info: Height: 5'10" | Chest: 38" | Waist: 33" | Hip: 39" | Wearing Size: Medium


text:
I had purchased an Aqua Sphere google and sadly it doesnt fit around the nose bridge. will this product fit better since its designed for ladies. thank you
Seal XP Ladies - Clear Lens and Smoke Lens
Innovative easy-adjust buckles
Patented Plexisol lens provides superior 180-degree visibility
Exclusive Softeril skirt with Silicone strap for long lasting comfort
100% UVA and UVB protection
Anti-fog and Scratch-resistant lens coating


text:
About Us
We are in a unique position of having been around tractors extensively ourselves and restored / fabricated to a high quality many Vintage & Classic tractors of all ages. This has given us a full understanding of what restorations / fabrications are needed on most models, using very innovative techniques that we have personally developed.
This allows us to be able to offer a personal service that cannot be rivalled. Every customer we have had to date has been more than satisfied with the work completed, and many recommendations can be seen on our website.
We offer the full range of welding - MMA (stick) – Tig – Mig – Silver Soldering – Aluminium Tig & Mig.


text:
New BMW Inventory at BMW of Mobile
If you are looking for a wide selection of BMW cars in greater Mobile, BMW of Mobile will be your last stop. Committed to finding you the right new BMW for your needs, our sales team is here to help you get what you want. Choose from the latest BMW models like the 328i, X3, X5, 535i and 740Li. Come over and test drive a new BMW located at 3025 Government Blvd.


text:
wastewater treatment plant Companies in Ireland
BioKube A/S
based in Tappernoje, DENMARK
BioKube is Biological cleaning of Wastewater. The BioKube Biological Wastewater Treatment System is designed for biological treatment of household (domestic) sewage water. We clean `grey water` water coming from the kitchen and bath and we also in the same system clean `black water` coming from the toilet. The system is designed to be connected to an existing septic tank ...
BITControl GmbH
based in Nattenheim, GERMANY
BITControl is an enterprise in water and wastewater technology. Our team of engineers have extensive knowledge in the design and construction of waste water plants. Our knowledge is incorporated into the Aqua Designer Software package for the design and equipment of waste water plants. For suppliers in wastewater technology, we offer adaption of our product to special ...
Jet Inc.
based in Cleveland, OHIO (USA)
Jet is a provider of advanced onsite wastewater treatment systems throughout the world. The Jet residential wastewater treatment plant is the cleaner, lower-odor, lower-maintenance alternative to traditional septic systems. Jet Inc. has designed dependable residential and commercial wastewater treatment systems since 1955, leading the industry with innovative design, ...
DELPHIN Water Systems GmbH & Co. KG
based in Hamburg, GERMANY
Delphin Water Systems GmbH & Co. KG is an international operating manufacturer of wastewater treatment plants. It was founded in 2005 by engineers specialized in wastewater technology. The aim was to design and produce small treatment plants which reduce time and effort for installation and fulfil the highest requirements of durability and environmental sustainability. ...
inCTRL Solutions Inc.
based in Oakville, ONTARIO (CANADA)
inCTRL Solutions Inc. provides innovative solutions for more efficient municipal and industrial wastewater treatment systems and beyond. inCTRL is recognized for its in-depth knowledge of treatment processes, expertise in instrumentation and monitoring, and development of highly efficient and safe control systems. Our Mission: inCTRL Solutions is all about quality and ...
EnviroChemie GmbH
based in Rossdorf bei Darmstadt, GERMANY
Our engineers and scientists consult on, plan, build, and maintain water treatment plants that are tailored to the respective customer requirements. Plant solutions for water recycling, resource recycling, zero discharge requirements or biogas production save valuable resources and energy. We supply plants `Made in Germany` to customers around the world.
August ir Ko
based in Vilnius, LITHUANIA
August ir Ko UAB is a manufacturing company which has patented VFL technology and supplies its products to 44 countries. August ir Ko has established and applies EN ISO 9001, EN ISO 14001 and BS OHSAS 18001 for manufacture, installation, maintenance & designing. All company products are notified at Institut fur Abwassertechnik GmbH (Germany), it has the right to label ...
Tricel (Killarney)
based in Killarney, IRELAND
Tricel is one of Europe's largest manufacturers of packaged wastewater treatments plants. Tricel's wastewater treatment plants branded Tricel Novo are certified to the EN12566-3 ensuring compliance across the EU. The range covers treatment of domestic wastewater and decentralized wastewater applications from 1 to 500 population equivalent.At Tricel we continue to build ...
SEAB Skandinavisk Ecotech AB
based in Övertorneå, SWEDEN
Efficient and energy conserving waste water treatment technology. Waste water treatment plants. Sludge dewatering units. Ecobox - F3 Ecobox - BK1 Ecobox - BK3 Ecobox - BK5 Ecobox KS10 Sitebuilded plants - Wastewater treatment plant for small and large requirements. For a long time SEAB has develop, built and delivered wastewater treatment plants in different sizes. SEAB ...
based in Żyrardów, POLAND
JPR SYSTEM was established as an importer and sole distributor of domestic wastewater treatment plants for the Polish market. A few years later our range was extended by hydrocarbon and fat separators, as well as storage tanks.


text: So I just returned to ground(ctrl) HQ in Sacramento after hanging with the boys in Detroit for a couple days, I posted some pics from the shows in the media section for you guys. Hats off to all the D town p-roach fans showing their love, your presence was heard and felt during the set, way to go! Detroit August 11 &12 2009


text:
March 03, 2014 by Jamie Page
Oscar Quine recently visited The VIVOBAREFOOT Experience in Covent Garden, London to spend some time with our head coach Peter Ford. Read More
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Reading some posts here about the prefer points needed to draw a wyo moose tag makes me wonder if the random draw would be a better chance to draw. Some of the odds are not good but I like my chances better than spending a metic Ass ton of money on nonres points. The area I am thinking of takes 12 points to draw. I have seen some really good bulls in there while elk hunting. The random draw odds aren't bad from my point of view. Has anyone here used this strategy?
yes you have to pay to play. Besides some lucky hunter has to draw the random tag. If you were planning on hiring a outfitter you might as well go to Newfoundland as its cheaper.
You don't just have to pay the $75 for the point. If you apply, you have to pay the full price of the tag. You will get all your money back except the $75 point fee.
Wow, Wyoming really sticks it to non residents! guess the wolf wasn't such a good idea when it comes to revenue!
You can go to Canada or Newfoundland but you still wouldn't get a moose from Wyoming. Maybe that's not important to you but it is for me. If you have the cash, I'd throw it down and hope for a random tag like you're talking about doing.
Arise... Kill, Eat! - Acts 10:13
All you have to do is pony up for the price of the tag and the ap fee .you will get back the permit fee minus the app fee if unsuccesful. If I keep this up I should eventually draw. I like my chances. And if I don't draw oh well 12x75 is 900 bucks. I think the prefer fee is getting out of hand. It would be different if 4 or 5 would get it done but 20 is b.s. makes you wonder if we would be better off with a strictly random draw. Depending on your age you wont have enough lead left in your pencil to do it more than once in a lifetime anyway. Start buying points for your kids when they turn 12? What if who game and fish wipes the slate clean like they have for elk points? Where does your point money go then? Some areas take 20 years to draw plus 5 years before you can apply again what would be lost by once in a lifetime tags and a purely random draw??
I'm right there with you on your thinking that I need to be forking over the cash each year instead of only buying the point. The only problem with your thinking is the unit you want to draw takes 12 points. The same unit took 11 points last year and it will take 13 next year. By the time you draw on points its gonna take over 20 points to draw and me too. It is what it is but just be aware before you get in thinking you only need 12 points to draw.
hopefully hammering the predators and a few good years of that will help increase Moose numbers... and help reduce # of bonus pts required or at least slow point creep...
It looks like to me if you are starting out just now, it is going to take 25+ years to draw even the mediocre units. Point creep from a combination of more applicants, cutting tag numbers because of wolf predation, and population fluctuations from tick and parasite loss seem to make the chances of drawing a preference tag slim at best. With that said if you really want a shiras moose: my advice is apply.
Here's an interesting article about the decline of moose populations in WY and MT.


text:
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Serve with a mixed green salad for added color and texture.
Assemble enchiladas and place in baking dish as directed; top with remaining salsa and cheese. Refrigerate up to 24 hours. When ready to serve, bake, uncovered, in 350°F oven 30 min. or until heated through.
Prepare recipe as directed, substituting 1 can (16 oz.) TACO BELL® Refried Beans for the browned ground beef.
* Nutrition information is estimated based on the ingredients and cooking instructions as described in each recipe and is intended to be used for informational purposes only. Please note that nutrition details may vary based on methods of preparation, origin and freshness of ingredients used.
Quick, easy and flavorful...what more could you ask for. I used 8 inch tortillas so I put more meat mixture in them and therefore had a lot less than twelve. I served it with salad, rice and beans.
Loved this recipe! Fast, easy and non-expensive to make! After reading the other reviews I decided to tweak it a little for my personal taste. I browned the ground beef with taco seasoning and also topped the enchiladas with enchilada sauce AND the remaining salsa. I will definitely be making this again soon!
K:978 v0:52512


text: "With the disappearance of my father over the Ocean of Glass, it has been left up to me to continue his work. While there are some that insist the exploration required for proper cartography is far to dangerous an undertaking for a girl, it has not my search. The maps I draw become less and less unique, the lines of the Earth constricted and confined by their proper positions. Yet there is one place that defies all attempts to constrain it to a world of logic. If I can chart this wild land of wild magic, and discover what has happened to my father, I can vindicate his work and clear his name. The Glass Ocean will open its secrets to me, no matter what the cost."


text:
|NJC names Honor Roll students
|Written by Holyoke Enterprise
Northeastern Junior College in Sterling recently announced the Fall 2008 Honor Roll, which featured several Holyoke students.
Making the President's List with 4.0 grade point averages are Cindyl Garcia and Megan Hensley.
Earning Dean's List honors with a 3.5-3.74 GPA are Jessica Koberstein and Kirk Lenz.


text:
- 574Promote
Unisex Tank Top
Buds and Branchesby Ben Geiger
American Apparel Tank Tops are made with 100% fine jersey cotton combed for softness and comfort. (Athletic Grey and Athletic Blue contain 50% polyester / 25% cotton / 25% rayon)
excellent !!!
Thank you guys so much JUSTART, Maite, and Aleksandra
Love this!!
Thanks so much Halahblue!
great sky! :)
Thank you so much Mayara!
Really great sky. Love the tones, Ben!
Thanks SO much Joy! means a lot! :D
Ahhhh.... such lovely blues and branches. Can't beat that combo!
Thank you So much Tracey! and no I don't think you can LOL
lovely tones and subjects, Ben!
Thanks so much Laura!
Really love this one, Ben!
Thanks you Lisa and Brandy!
so pretty!
Thank you Sirin!
So beatiful Ben!! And cool too :D
Thank you SO MUCH Carina!
Beautiful sweetheART ;~} Valz
Beautiful Ben!
Thank you guys so much Valerie, ingz, and Nayoun!
amazing colors!
Thanks BYLOV!
Beautiful !! great colors!
Thank so much Nicholas!
Great shoot!
Thanks Marko!
Possibly the greatest tones of blue!
Thank you SO MUCH Demetri!
Thanks Tony!
Great moody shot Ben!
Thank you so much j.medbury
I love this one!
Thanks Bryan! I am honored!
Thank you very much to be one of the firsts to promote my photos, I appreciate!
I love so much this shot!
Oh no prob at all Francoise! and thanks so much for the kind comment!
Beautiful intense colors!
Glad you like it Glance :D
Absolutely gorgeous!
Thank you SO MUCH Virginia !
Thank you JennDomke73!
The colors draw me in, but it is the silhouette that really makes this picture. Absolutely beautiful!
Thank you SO MUCH Stacey!
Beautiful work! I love the drama!
Thank you so much Irène! you are SO KIND!
Beautiful work Ben!
Thank you so much Garima!
Can you email me this picture?! I love it. I am going to promote you on fb!!! firstname.lastname@example.com thank youu!!!
I just love trees and you have so many lovely images...gorgeous!!!
:> I am so glad! Thank you!
What an awesome sky and foliage - very moody (in a good sense) Ben!
lol Thank you!
Really great mood piece. The composition is really nice, too, every part of the piece is working together.
thank you SO MUCH!
fantastic silhouetting :)
Thank you SO MUCH!
Thank you both!
Awesome shot
Thank you!
Thank you both!!!
stunning ben
You are awesome! Thanks so much Catspaws!
Nice !!
Thank you!
:D Thanks so much! I am honored!
Wow, awesome!!!
Thank you Aline! :D
Great work
Super nice atmospheric shot
Thank you both!! :D
hahaha thanks
Thank you!
great image!
Thanks so much. Funny story is this actually is a yesterday today and tomorrow plant photoed on a cracked white wall that I added the sky to. lol Made a beautiful piece!
Excellent image.
Aw thanks so much Kim!
thank you both so much!
unparalleled beauty
I am ABSOLUTELY humbled! Thank you so much!
thanks so much!
So sweet! Thanks!
Awesome capture!
I am so glad! thanks
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text:
From inside the book
5 pages matching comin rise in this book
Where's the rest of this book?
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Review: Home ComingUser Review - Goodreads
her first collection. i'm not crazy about it, but it's obviously important to read if you are interested in her oeuvre. Read full review
An Introduction
Positive Movement Will Be Difficult but Necessary
May 27 1972
Common terms and phrases
Angola beat it beat becomes the best best teachers betray Black world unity body build can't wish cars champ chop chop children about meaning chop chop hit chop hit hard comin comin comin rise confused corrupt create an Afrikan-mind dance sammy dance death defenseless difficult but necessary disguised dogs doin double day energizes Afrika everything eyes fasta fools limit HAKI hard hit harda hit hard hit hustlers Jive Juba Juba Juba Juba work Juba kill land limited memories live lookin meditate militant black writers mind momma nation natural need to know negro normal poets have become powerless pride publish the militant quietness hear race random house re-educate runnin seek answers showboat sick slavery slaves love smiles and fast speak substance talk to yr talkin taught teach tell thru tomorrow trust understand UNIVERSITY OF MICHIGAN wanta wish yr children


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I'm running a text environment and use VMWare esxi. When I try to install the appliance via the OVA I'm told the system is only a 32bit and 64bit is required...but ESXI 4.1 is clearly a 64bit hosting system!
Zimbra looks promising but a challenge equal to installing Exchange and thus not to fun for non-super-nerds!


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After an injury or illness—whether you have suffered a cut, scrape, burn or sore, or whether you have marks from infections like chickenpox or acne—your skin will heal itself by growing a permanent patch of skin over the wound. The resulting scar will often appear pinker or redder than your normal skin color, and the skin will appear thicker and shinier. That may not be something we want to display or live with forever. While scarring is your body's natural method of healing itself, scars are, in most cases, unsightly. Choose from a number of gels and ointments, sheets and sprays designed to soothe and diminish the appearance of facial and body scars, whether they be new or old.
If you have visible scarring from a surgical incision, an injury or disease, infection, or if you're looking to mask lines, wrinkles, stretch marks from pregnancy or scarring from post-laser erythma, there is a solution here just for you. And if you're looking for a scar treatment that will also provide sun protection, that's here too.


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Can you Trusta Robusta?:
I decided to start stocking premium Robusta coffees some time back for the use specifically in espresso blends. The trouble was, there's not many premium Robusta coffees out there, and in some minds, the terms are contradictory! At a time when misleading advertisements use the word Arabica as the sole signifier of quality on their product, I thought I would share some Robusta facts.


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Kwik Goal Lacrosse Backstop System
Item # 1341242
|Eligible for Free Shipping on Orders $39 or More! (see promotion details)
Product Details
The Kwik Goal® Lacrosse Backstop System can be set behind a goal to catch over-thrown shots. It includes a hoist system for easy net removal.
- Size: H 14-ft; L 65-ft
- Hoist system
- 4-in aluminum support poles
- 4 ground sleeves with caps
- Lifetime manufacturer's warranty
Product Recommendations
Product Reviews
Reviewed by 1 customer
- it works
- way to big
Best Uses
- you dont lose the ball
Comments about Kwik Goal Lacrosse Backstop System:
you should make a half dome like thing that goes around the goal so its not as big and u can remove it before a game.


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Like sister V, Serena Williams struggled in her Aussie Open second round match but, unlike sister V, she survived.
The 3-time champ defeated a determined Gisela Dulko 6-3, 7-5 coming back from 0-3 the 3-5 in the second set and saving 6 set points to pull out the match. Interestingly, after giving herself a "D minus" for her performance ReRe was spotted on the practice court honing her game shortly after completing the match and she'll need to: she faces tough Chinese baller Shuai Peng for a spot in the fourth round.
I was thrilled (THRILLED I say) to see ReRe dump that self-designed Nike mess from her first round. However it's still the same style and, without the horrible print, you can really see how the skirt is definitely not in proportion to the top - it looks too short for ReRe and for the outfit in general.
But at least it's in the pretty neo-turquoise color.
Let's hope, for all our sakes, she continues with this choice.
(image via Getty)
Thursday, January 22, 2009
FASHION FIX: Scrappy Serena downs Dulko, dumps print for Nike neo-turquoise (phew)
Labels: Australian Open, fashion, Serena Williams, style, tennis
4 comments:
- AnonymousJanuary 22, 2009 at 7:21 AM
I love this blue dress much better than that other thing she had on. Now she just needs to do something with that semi-bush hairstyle.ReplyDelete
As far as how she played, well the good thing is she went right back on the practice court after the match. But I think she just took her opponent for granted after the easy first set.
Good point Lisa. She might have taken Gisela for granted which shows some shakiness in her mentality right now.ReplyDelete
*advises ReRe to read her court-side notes more regularly*
Be prepared to see a more agitated ReRe until, and a big IF, she makes the final. By that point, she's usually dialed in. But it's still a ways to go...
- AnonymousJanuary 22, 2009 at 4:20 PM
I like the natural style of hair way more than her past hair-styles. I'm not crazy about the giant bandana thing though.ReplyDelete
- AnonymousJanuary 23, 2009 at 12:35 AM
its typical serena williams, shaky in the early rounds, super serious later on past the round of 16, she just needs to clean it up and she'll most def make it to the final....i hope...ReplyDelete


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|I'm Just Cookin'
|Written by Darci Tomky
|Wednesday, 02 January 2013 18:48
The mother of all grains
It's 2013 and it's time to shed those holiday pounds and get back on track! I am super pumped for the CSU Extension 12-week Healthier Weigh competition (which starts Jan. 14), and I think all of you should join me in the program! I promise I'll try to not get too competitive.
So in honor of the Healthier Weigh, New Year's and all you folks who have set resolutions, here's a healthy recipe for you and an education lesson on the ultra trendy superfood quinoa.
Pronounced KEEN-wah, this nutrient-rich food comes to us from the Andes Mountains (that's in South America), a sacred "mother of all grains" to the Incas many, many years ago.
According to wholegrains council.org, quinoa is what they call a "pseudo-cereal," their name for foods that are cooked and eaten like grains and have a similar nutrient profile. Botanically, quinoa is related to beets, chard and spinach, and both the leaves and grains can be eaten.
The most common varieties of quinoa are white (also called yellow or ivory), red and black. Quinoa flakes and quinoa flour are also becoming increasingly more available.
This superfood is a great option for gluten-free diets, useful in reducing the risk for diabetes and it helps you feel fuller longer. Quinoa is one of the only plant foods that's a complete protein, offering all the essential amino acids in a healthy balance.
If that wasn't enough, the grains have an unusually high ratio of protein to carbohydrate, with the germ making up about 60 percent of the grain, and it's the highest of all the whole grains in potassium, which helps control blood pressure, according to wholegrains council.org.
To sum it up, quinoa is healthy. Yay!
The tiny grains cook up in about 15 minutes and can be added to a wide variety of dishes. I found lots of dishes pairing it with meats, like this chicken recipe from Weightwatchers' cookbook "Ready Set Go," but it can also be used in granolas, salads and even beverages. (Take note that quinoa should be rinsed before cooking because it grows with a bitter coating called saponin.)
Quinoa is so amazing that 2013 has been named the International Year of Quinoa by the United Nations "in recognition of ancestral practices of the Andean people, who have managed to preserve quinoa in its natural state as food for present and future generations, through ancestral practices of living in harmony with nature," according to their website.
This is the first step in focusing the world's attention on the crop's biodiversity, nutiritional value and the role it can play in providing food security around the world.
Orange and Honey-Marinated Chicken with Quinoa
1/2 C orange juice
1/4 C lime juice
2 Tbsp honey
1/2 tsp salt
1/4 tsp black pepper
12 oz boneless skinless
chicken breast (halved)
Combine orange juice, lime juice, honey, salt and pepper in large Zip-lock bag. Add chicken. Squeeze out air and seal bag; turn to coat chicken. Refrigerate, turning bag occasionally, at least 1 hour or up to 6 hours.
Spray broiler rack with nonstick spray. Preheat broiler. Remove chicken from marinade; discard marinade. Place chicken on prepared broiler rack. Broil 7 inches from heat, turning until chicken is browned and cooked through, about 25 minutes.
2 C quinoa
4 C low sodium chicken broth
1 can mandarin orange segments in juice, drained
1/4 C dried cranberries
Place quinoa and broth in saucepan and bring to boil. Reduce to simmer, cover and cook until all broth is absorbed (10-15 minutes). When done, the grain appears soft and translucent, and the germ ring will be visible along the outside edge of the grain. Add oranges and cranberries.
Holyoke Enterprise January 3, 2013
|Last Updated on Wednesday, 02 January 2013 18:55


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Friday, September 2, 2011
One Month Later....
Who takes more than a month to update a webpage? Who takes down the old webpage before the new one is ready to go? What the hell are they doing?
I love how proud they are of the fact that it's now possible to pay dues online (welcome to the 1990s, guys!). You can't stop progress.
33 comments:
Had just come from the site before reading this post and had just commented that the site was "a piece of shit." I've seen undergrad projects for a class grade that look better, much less professionally designed sites. Who are the rubes in charge of contracting this job and are they interested in some land deals? I need the money.
- September 2, 2011 at 1:01 PM
"I've seen undergrad projects for a class grade that look better, much less professionally designed sites."
From my own experience, I've seen FAILED undergrad projects for a class grade that look better...
- September 2, 2011 at 2:17 PM
Hell, look at the aestheticians' website: http://aesthetics-online.org
It's not exactly rocking the CSS and Web 2.0 and all that nonsense, and of course you'd expect the AESTHETICS people to have a nice looking site, but couldn't the APA have at least hired the same folks? Would that really have been so hard?
- September 2, 2011 at 3:04 PM
of course you'd expect the AESTHETICS people to have a nice looking site
that's theoretical aesthetics, not applied aesthetics.
- September 2, 2011 at 8:45 PM
Well then, theoretically, they ought to have a nice site.
- September 3, 2011 at 11:28 AM
The "Advertise" link on the bottom bar of the new APA website takes me to a page that, when loaded, comes up on my browsing tab as "Jobs fo Philosophers Ad Info" [sic]. Even the spelling is po.
- September 3, 2011 at 12:50 PM
And finding the JFP is like an online easter egg hunt. APA FTW!!!
- September 3, 2011 at 12:51 PM
- CTS said...
Anon 12:50:
Shouldn't that be 'poo'?
- September 3, 2011 at 5:16 PM
12:50 here, @CTS: Poo, too, and po, fo sho.
- September 3, 2011 at 6:59 PM
Has anybody found the JFP after all? I've been searching in vain yesterday and today.
- September 4, 2011 at 9:50 AM
... and once someone finds the JFP, could they let those of us without APA memberships know how (without contributing to the maintenance of that organization).
- September 4, 2011 at 10:25 AM
The JFP is helpfully filed under "Resources" -> "Member Resources." You won't see the second link unless you're logged on. I suspect this has contributed to the "difficulty" of finding the JFP for some, as (in the one thing they did right) there was an announcement on the front page for a while showing where it was. We may be philosophers, but we're not so technically incompetent that two successive link-clicks proves too obscure, are we? Let's just admit that most of the people "searching" for the JFP weren't actually logged on, hm? I hate the new website as much as anyone, but the JFP actually isn't THAT well-hidden.
- September 4, 2011 at 12:55 PM
Yeah well I'm a member and when I'm logged on I don't get to see "member resources" and when I try to get to a JFP page via a site search it says "Error: You don't have permission to access this content." Real glad I paid those dues
- September 4, 2011 at 1:12 PM
I suspect the "Member Resources" link does not appear unless you have paid your annual fees...
- September 4, 2011 at 9:31 PM
I cannot reproduce the error.
- September 5, 2011 at 12:39 AM
Not only am I having the same problem with not being able to see "Member Resources" after logging on, but it has now been two weeks since I emailed the person in charge of memberships about this issue. If I need to renew my membership, I will do so if that is the only way to see the JFP. Have I heard back from this person? Of course not.
Departments should simply advertise on Inside Higher Ed and The Chronicle. I imagine it would be less expensive to do so, and we could put an end to relying on the APA's ineptitude.
- September 5, 2011 at 9:18 AM
I think you're being way too hard on the APA. Have you checked out the video games section of the site? The whole thing has been dipped in awesome sauce.
- September 5, 2011 at 9:53 AM
I can't find neither the JFP page nor the Join page. It's okay to pay... I don't mind (well, I do.. but...)... is there a good soul who can post the links to these two pages?
- September 5, 2011 at 10:07 PM
Here's my link that likely won't work for you:
If it does, please pay my dues.
It's worth repeating with a little more detail: Log in, then click "Resources" in the ridiculous non-differentiated pale blue sub-header (. Then you will see the "Member Resources" link in the left menu (in the slightly darker pale blue box on left). If you look for it in the header, or in any of the links on the main part of the page, you won't find it. Then, finally you will see the various versions of the JFP linked in the main body of the page.
- September 5, 2011 at 10:20 PM
looks like that link might have been cut. try this
- September 5, 2011 at 10:27 PM
10:27 again. Hm. Link is upgefucked and I can't get blogger to cooperate. Sorry.
- September 5, 2011 at 10:32 PM
That was pretty funny Glaucon
- September 6, 2011 at 10:26 AM
What would it take to get the APA under new management for its day-to-day operations? Who has the authority to fire and hire? Perhaps a formal grassroots petition needs to be started?
Whatever it would take, it's high time action was taken! The situation with the APA is beyond absurd.
- September 6, 2011 at 10:54 AM
I also think that we need to take action. C'mon, that new website is such crap. Why not start a petition?
- September 6, 2011 at 2:13 PM
A petition? Hang on, there, Tex - let's not just jump right to something we can't take back. We all want to come out of this alive. "A petition," he says, like it ain't no thang. Damnyankees.
- September 6, 2011 at 3:45 PM
Try this visual guide to finding the Member Resources link. If you're logged in and the Member Resources link is missing from that darker blue box on the left, then the APA has a real problem.
- September 6, 2011 at 4:27 PM
I don't think just anyone is in a position to take action about the APA. But some are (for example, the current division presidents ). And its high time those who are did.
- September 6, 2011 at 6:44 PM
For me, the all-time classic APA moment came a couple of years ago when they held the Pacific in Vancouver. The idiots came all the way from Delaware to collect their fees (well, some of them actually came from Delaware), but they neglected to work out a way to accept Canadian money. Even though it was, you know, in Canada and all that.
wv: woonmop
So, since understanding the details of an exchange rate -- or having someone else determine what the three fees would come to in Canadian dollars and writing them up for the fucktards behind the desk -- was too much for them, they just straight-up demanded that anyone paying cash go out and find US currency somewhere (at the dismal rates of exchange one finds at currency exchanges for tourists) so that we could attend the APA in our own city.
Beyond the stupidity of the whole thing, I was particularly impressed by the stubborn-headedness exhibited by those behind the desk who just calmly repeated to the throngs of people who threatened the APA with legal action, etc. that it's an American organization so it makes sense that it should only accept American currency from Canadians while it does business in Canada.
- September 7, 2011 at 1:55 AM
Throngs of Canadians at a hotel, and they didn't have credit cards. That's... interesting.
Philosophers are so fucking weird.
- September 7, 2011 at 5:51 AM
"Try this visual guide to finding the Member Resources link. If you're logged in and the Member Resources link is missing from that darker blue box on the left, then the APA has a real problem."
Logged in. No link. The APA has a real problem.
- September 7, 2011 at 11:09 AM
Is there anybody who has paid this year's membership fees and cannot see the link?
- September 7, 2011 at 2:42 PM
Same here, I logged in but no link.
I sent various emails to all the contacts in the website but nothing (you know, I need a job and it's about time to look at the JFP page...).
I'm willing to pay the membership, but I can't find out how.
- September 7, 2011 at 8:00 PM
Anon 8:00pm: Re: sending emails asking about this, I have had the same damn results - no replies. This organization has somehow become even more of a joke than it already was.
word verification: chhap, n. an extra large pair of chaps, often worn by overweight cowboys, bikers and film studies professors on weekends.
- September 8, 2011 at 10:24 AM


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To request an appointment call: 336-713-7400 or 713-7426
The Infant Follow Up Program consists of two clinics. Both clinics serve high risk infants discharged from the neonatal intensive care units (NICUs) at Brenner Children Hospital and Forsyth Medical Center.
The Developmental Follow Up Clinic meets each Tuesday and provide developmental assessments, such as the Bayley Scales of Infant Development. The NICU Follow Up Clinic meets Wednesday and Thursday and provides medical care and developmental screening.
Infants served by the clinics include those with bronchopulmonary dysplasia (chronic lung disease), feeding difficulties, and extreme prematurity. Infants are typically followed until they reach 18 months adjusted age (age adjusted for degree of prematurity).
The clinic staff includes two pediatric nurse practitioners, a social worker, a clinic coordinator and a neonatologist from Wake Forest School of Medicine.
Jennifer F. Check, MD, MPH, Director NICU Follow Up Clinic
Pediatric Nurse Practitioners:Julie Harrington, CPNPDia Roberts, CPNPSocial Worker: Phoebe Dixon, MSWOutreach Patient Assistant: Melissa J. Tuttle
Academic Office 336-716-4663Fax 336-716-2525
Disclaimer: The information on this website is for general informational purposes only and SHOULD NOT be relied upon as a substitute for sound professional medical advice, evaluation or care from your physician or other qualified health care provider.