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Hemi Heroes - Hot Rodders views of the legendary engineWritten by on October 1, 2001 Contributors: The Hot Rod Archives Anecdotes From The Legends
When Billy T. showed up at the Sunoco station with a clean, black 57 Plymouth Savoy one night in 1962, nobody looked twice. When he popped the hood, though, the excitement could be heard clear over in the next town. He had a big, fat 392 Hemi in there! With quads! The 800 pounds of iron over the front wheels meant that it was nose-heavy, but boy did that sucker roar on the top end. Though Billy had performed a fairly simple engine swap, the engine he swapped in was just like the one Don Garlits used to smoke his Fuelers tires the length of the dragstrip. Wed seen that happen, and it was scary impressive. Billy had inadvertently tapped into an icon and the intimidation factor that went with it.
Hemi. The name continues to elicit thoughts of a monster, an insurmountable foe, King Kong teasing Faye Ray in the palm of his hand; yes, it was the one to beat. In an effort to understand the cachet and the reasons behind the Hemis mythical status, we referenced New Horizons In Engine Development, written by James Zeder for the May 52 issue of Hot Rod . Zeder was a VP and the director of engineering and research at Chrysler, and his division was responsible for the Fire Power Hemi engine, which was developed in 1948 and introduced to the public in the 1951 car model line (fall of 1950).
At that time, the spherical combustion chamber had been around for about 50 years, and perhaps even longer than that. With this configuration in mind, Chrysler examined the two popular schools of thought. The first was the classic chemical approach of improving engine efficiency and power primarily by increasing the compression ratio, which was then necessarily dependent on improvements in the fuel performance number. It had already surmised that such a dependency would stifle major advances in engine performance for some time to come.
The second argument was a mechanical approach in which increased efficiency and performance were sought through changes in the design of the engine without being dependent on fuel quality that characterized the compression ratio technique. As the engineering team went further, it became evident that the criterion of octane requirement at a given compression ratio was meaningless. The most important thing was the octane requirement for a given engine performance.
Originally, the team built a six-cylinder engine with hemispherical combustion chambers and twin, chaindriven overhead camshafts, but the cost and serviceability was not suitable for high production numbers. That idea was abandoned, but the Hemi project came back on line when the guys adapted pushrods to it. By doing so, they reduced the cost of production and restored servicing to the simple procedures of a conventional engine with no sacrifice to the fundamental attraction of the hemispherical combustion chamber.
They were quite enthusiastic about the Hemis exclusive qualities. The laterally opposed valves permitted large, unobstructed, cool ports and unequalled volumetric efficiency. Compared to the best conventional combustion chamber, the higher thermal efficiency of the Hemi head was equivalent to a substantial increase in compression ratio and accomplished without an increase in octane. The relative absence of carbon buildup over time in the combustion chamber afforded a low level of detonation and pre-ignition, thus improving valve life. Fourth on the hit parade was the fact that heat rejection to the cooling system was at least 20 percent less than the best conventional OHV combustion chamber. In all, they were assured that when high compression became desirable, this cylinder head would respond to the increased demands on it better than any other combustion chamber of their acquaintance.
On the matter of volumetric efficiency, Zeder wrote, we work with a hot-air engine, and in order to get power out we must get air in. Our hemispherical head was chosen, among other things, for its superlative ability to ingest air. Then we met with the hot-rod boysor rather they adopted us with all the gusto attending induction to any other tribe of wild Indians. The boys may not always have the solution to the differential equations, and are sometimes impatient of questions involving why, but they have had the opportunity and interest to find out how; and many of their answers are remarkably good.
So cmon, lets get in the way-back machine to see just how well the hot rod boys did with the bitchinest raw material the hot rod world had ever seen.
John Mazmanian, Car owner
John Mazmanian, like Tim Woods (Stone-Woods-Cook), was a well-off businessman who paid to have his car prepped and his engines built by a professional, a rarity in the mid-60s. He switched to Hemi power in 1964 and was the first racer of note in A/GS to do so. His supercharged 467ci engine, built by Bob Bones Balogh, produced 824 hp on the dynamometer. Bones was also the pilot, and he drove this ill-handling, high-powered, catastrophe-waiting-to-happen smack into 150 mph. Yeah, man! In 1965, Maz and Bones held both ends of the NHRA record: 9.71 at 152.28. Mazmanians homage to early Hemi power was one of the most important events in the history of Supercharged Gas Coupes (Don Montgomery, Supercharged Gas Coupes). After seeing what Garlits and Chrisman were doing with the Hemi head, the team, at Bones insistence, made the decision to replace the Oldsmobile standard.
This event precipitated a near-universal acceptance of this superior power source. It also enabled the fans to root for the two biggest draws in A/GS world. As an historical note, the success of the B&M Hydro-Stick transmission and the latest (though still quite hard) 10x16-inch M&H dragster tires were almost able to absorb the hideous torque and maintain a semblance of bite; the wrinkle-wall slick wouldnt be available for another year. Bones: With a 5/8-inch stroker motor, the car smoked the tires like a Fueler.
The new model (64 426) Hemi didnt come into use until the late 60s; the early type was tons cheaper, readily available, and nourished, while the 426 was too new and too expensive to consider. Everyone had their combination set with the 92. Eventually, Bones did use some late-model connecting rods that were shorter, thus giving the engine even more bottom end. He worked for Iskenderian at the time and had help from other quarters as well. They only thing he didnt like about the early engine was its weight. One day I was washing those damned heavy heads. I picked one up, slipped on the floor and chipped my elbow. I still feel it today.
In its final form, Bones was getting 850 hp from 467 ci running 16 percent over on the blower (about 15 psi) and a compression ratio of 8.0:1 (with the pistons 0.125 inch in the hole). In the beginning, he used a stud girdle to secure the bottom end; as the racing progressed, he trashed the girdle and prepped the block with four-bolt steel main caps.
As graphic illustration of the Hemis capability, we offer this anecdote. In 1964, Bones Balogh and Gary Dubachs 33 Willys eventually ran 143 with a 364-inch Chevy. When third partner Joe Pisano offered to poke it with a 465-inch Hemi, there was celebration, but in fact the car wasnt ready for the tectonic influx. It snapped six axles in a single day of testing. Then, at Lions, an axle sheared at the hub, and Bones rode the 33 sideways into a pole. Six months later, their new (2,800-pound) 33 ripped off a 9.38 at 155 mph.
Dick Maxwell, Former Dodge Motorsports manager
Dick Maxwell and his band of instigators (Al Adams, Tom Coddington, John Bauman, Ted Spehar, et al) were the scourge of Super Stock and Pro Stock from the early 60s until the mid-70s. Since Chrysler was overtly in racing and Chevrolet and Ford were not (officially, at least), the Mopar contingent definitely had the ear of the NHRA. It all made for heated politics and intense rivalries.
Maxwell more or less grew up with Chrysler Fever. I was into Mopars way before they were fashionable, he snickered. I grew up in small-town Illinois, and there wasnt much in the way of organized drag racing, so we did it on the street.
Maxwell got hooked on the Hemi very earlythe family car was a 52 Chrysler. I was allowed to drive it on occasion. I loved it because it was fast and because it had the baddest engine available! Maxwell later built his own street killer, but had formed his opinions about the early Hemi when he was involved with the High & Mighty C/Altered Plymouth of the Ramchargers. Tom Hoover (the father of the 426) and Dan Mancini built the engines for the stepladder Mopar. The only thing they didnt like about the Chizler was the overwhelming mass of the cross-flow cylinder heads and the heavy rotating assembly.
Was there a big learning curve on these engines? According to Maxwell there was notuntil it came to pouring nitro into them. On exotic fuel, most of the 392-type engines were hampered by insufficient spark lead. Too much timing would blow the bulkheads of the block all over the dragstrip. When the 426 came on line, Mother Mopars Fuel dragster aficionado Dan Knapp (Ramchargers) learned something the easy way. When hed had enough frustration to make a nun curse, Knapp simply began feeding the Elephant more spark. It responded so well, he cranked in some more. Again the engine made the car rip the air like a booster rocket. If there was anything we didnt accomplish, it was making steel connecting rods work in that environment. We tried and only got blue crankshafts in return. Finally, we caved and put in aluminum rods.
Maxwell slid into the abyss with his own dark street machine. It was my wifes car, a stick-shift 63 11.0:1 Max Wedge. Since I had some friends on the inside, so to speak, I put a 13.0:1 426 Hemi in it with an automatic and cleaned house on the street. It got so that no one would run me anymore.
Art Chrisman, Legend
If we have to tell you who Art Chrisman is and what hes been doing for the past 60 years, then you better go back to your nap. A father of the sport, Art is an original, one of the first bright thinkers to utilize the Hemi in its initial form. By 1951, hed conquered the drags and the expanse of Daytona Beach, but was unsuccessful at Bonneville. The next year (1952), I helped Chet (Herbert) with his streamliner after it blew its Tucker engine on the dyno. He even got me to drive the thing. We found a brand-new Chrysler in the parking lot. We yanked the engine and stuck in one of Herberts roller cams, added Hilborns, a Vertex mag, and went racin.
What was so special about this engine? Aside from the aforementioned aftermarket stuff, the motor was bone stock. The crank, rods, pistons, and cylinder heads were untouched, no blueprint, no nominal clearances, nothing. In Herberts liner it ran 238 mph. Thats what people liked about the Hemi. What they didnt like was how heavy it was, but the hemispherical combustion chamber certainly made amends for that. In 1953, Art went to Bonneville again. After he raced Dawson Hadleys Hemi-powered car with his venerable flathead, he realized that the valve-in-block configuration that brought the V-8 into popular hot rodding use was doomed. He never looked back.
In 1954, his 30 Ford coupe had a mid-engine placement and windows the size of a mail slot. The 30 had already hosted an Ardun and Arts 304-inch flattie, but he gave it a hot beef injection with a 241ci Dodge Red Ram owned by Tony Capana (Wilcap) and a 276ci DeSoto Fire Dome that hed built for Harry Duncan. As such, the car held the C/Fuel Coupe and D/FC records. The following year, Art laid a 331-inch Chrysler Fire Power in the back of it and nailed down the B/FC record as well. Though Art did more amazing Hemi things later on, this small history is a graphic illustration of the power of serendipity, and its how a lot of Hemi racers journeyed into uncharted territory with little or no preparation.
Gene Adams, Gene Adams Performance
In the days when people drag raced for the fun of it rather than the money, Lean Genes dad was a die-hard Oldsmobile fan, and naturally so was Gene. His favorite car was a 50 Olds 88 slopeback, and he stubbornly denied the Hemi until 1962 (several years after the early version had been dropped from production). When the Hemi first appeared, though, he remembers his dad telling him it was an impressive piece destined for big things.
Indeed it was, and especially for Gene. Until recently, he was the man to see at Hilborn Fuel Injection, and he probably knows more about that equipment than anybody else on the planet. Over the years, his dragsters ran early Hemis in every known configuration: injected fuel, blown fuel, supercharged gas, turbocharged gas, and even two injected engines in tandem. Genes meticulous ways and expert (how about mystical?) tuning abilities combined with Don Enriquezs superlative reflexes and cool head made their injected single-engine cars the absolute scourge of Comp Eliminator. We did the best with the injected cars, but when we ran Top Fuel, we were just another one in the pack.
Gene felt that Hemi was superior to the Olds for two simple reasons: the configuration of the combustion chambers and the fact that the back of the block was modern. The Olds had portion of the bellhousing as an integral part of the block (like the flathead), and in order to fit a clutch can to it, the offending portion had to be machined off. For a long time, cars were tire-limited, so the normally aspirated Hemi car was just right for situation in a time when most of the Junior Fuelers were using the small-block Chevy. I never ran much spark lead, either, 28-30 degrees, but 92 percent was the hot ticket. I used a Milodon girdle for a while, then switched to four-bolt steel caps. I also used a Donovan block.
When we contacted Adams at his Chino Valley, Arizona, shop, he was just plain high on the engine. Of all the (production) engines built up to the late 70s, the early Hemi displayed superior engineering and quality of workmanship. He never considered using a late-model.
Don Garlits, Legend
When the Chrysler Hemi came out in the fall of 1950, I was 18 years old. A friend and I carpooled to work in those days to save gas. One morning we were on our way to work cruising down Florida Avenue in Tampa, and we passed the Chrysler dealership. Real big on the front glass, theyd put up sign that said 180 Horsepower V-8. Whew, in those days, the hottest flatheads were making about 175 hp, so this new V-8 really got our attention. We went in and saw that thing, and I wondered right off where the spark plugs were. Truthfully, I was totally unimpressed.
Now youve got to remember that Florida in the 50s was all sweaty two-lane roads.
Interstate highways werent built until the government decided it would be the best way to move men and material in a time of national crisis. (America was hard into the Cold War then.) Garlits and friends flat-towed to various tracks in the area and often shared these threadlike byways with slow-moving vehicles. The flathead in Garlits tow truck was a scare ride; he needed more power to safely overtake the slow pokes. At that time, the engines of choice were a Cadillac or Oldsmobilein rural Florida, the Chrysler Hemi might as well have been a Martian.
Garlits found a wrecked 54 Chrysler (in the fall of 53) that had the entire back end wiped out. Claude Major showed it to him, and in the midst of Garlits explaining that he really wanted a Caddy engine for his tow car, Major interrupted him. Donald, he said, this is better than the Cadillac. Garlits fell for it and paid him the monstrous sum of $400 on the spot. Don immediately slung the motor in his 39 Ford and hooked it to an overdrive transmission, strictly for towing, not racing. Local boy David Phillips had the fastest flathead car in the area, running 15-flats at the dragstrip. While Phillips was having a burger and a Coke at the drive-in one evening, Garlits pulled next to him in his 39 and suggested a contest. Smelling easy money, Phillips cranked up his flattie and met Garlits on a road that ran four string-straight miles into nowhere. The Hemis torque smoked the 8.20x15 skins for about 10 feet off the line, then ol Don shoved that yard-long shifter into Second and he held it to 70, when he was in the glare of Phillips headlights. I didnt see David around much after that.
Garlits was still oblivious to the Hemis potential. As far as he was concerned, it was still new and unprovenuntil he ran it at McDill AFB. The Tampa town fathers got together to make a semblance of peace between the locals and the airmen (naturally, the contention was women). The clocks for this event read speed and time but only for single runs; competitive drag racing was forbidden. Garlits hurt the transmission in his rail on the first pass. While sitting around with a long face, he decided to run the 39 tow car instead. The 3,300-pound coupe cranked the quarter off in 14-flat at 114 miles per hourquicker and faster than his digger!
Finally, his wife Pat suggested that they transplant the Hemi into the digger (31 Chevy rails). They pulled it up to Brookfield, Florida, and ran 128 with an elapsed time of 10.5 seconds. Garlits: I couldnt believe how stupid Id been.
NASCAR racers got their first late-type 426 Hemis in December of 1963 in preparation for the Daytona 500 in February, and some time after that Chrysler shipped five 426 Hemi engines to the Swamp Rats shop in Seffner. Right away I didnt like what I saw. I was prejudiced: The 426 wasnt a 392, so I really wasnt interested in it. Soon Connie Swingle swapped one of them into the Swamp Rat VIII and put the 392 tune-up on it. It wouldnt run like the 392; Garlits was not impressed. In 1965, he took the 392-powered SW to the NHRA Winternationals in Pomona. He ran Top Speed at 204-205 and zinged the quarter-mile in 7 seconds. The quickest times for the 426 engine were in the 7.90s, thus confirming that the 92 was still viable and superior to the late-model version.
A habit is often difficult to shed, and as it was with Garlits, he couldnt deny his psychic connection to the 92. He was comfortable with it, had nurtured it, and it always pulled through for him. He therefore ran the 426 with about 34 degrees spark leadthe early Hemi blocks were notorious for coming apart with any more timing than that. Out of frustration, he cranked in 40 degrees and noticed how strong the engine sounded. The car ran 214. Thinking that if some is good, a lot would be better, Garlits set the spark at 50 degrees, and people thought he was out of his mind. Poof! The digger went 219 and, Garlits became one the Elephants most enthusiastic disciples.
Bob Skinner and Tom Jobe, Two-thirds of the Surfers
Though these guys are rarely considered Hemi legends, what they did in 1965 remains the basic blueprint for all nitro- guzzlers todaya huge load of pop, low compression, and thin nozzles with outrageous pressure behind them. They were also iconoclasts of the first magnitude. When they saw the direction professional drag racing was headed and the politics and kowtowing they would have to endure for corporate assistance, they simply walked away from it.
Perhaps the most cynical and pragmatic Top Fuel racers of all time, Skinner and Jobe (with the late Mike Sorokin on the pedals) shared an intellectual camaraderie and had a great ability to work with one another. They were also pretty good at faking everyone out, and they made it look quite natural. If they had a secret weapon, it was their penchant for reducing everything to its essence. They were bucks-down and hungry, and they did spectacular things with minimal (used) equipment. Their tune-up was simple: 98 percent nitro and a little bit of alcohol as a stabilizer. They set up the motor to run like that all time, thus eliminating the fiery surprise others might encounter should they knee-jerk and add another 10 percent or so to their usual 70 or 80.
They used a 0.010- to 0.030-inch-over 57 Chrysler 392 block fitted with a Reath crankshaft, M/T pistons and rods, a 540 B-3 Engle roller cam, and veteran 57 cylinder heads holding 426 intake valves and Donovan exhausts. But fuel management was the key to it all. The Surfers were one of the first (if not the first) to employ two fuel- distribution systems. Half the load went through the injector hat, and the rest was fed beneath the blower via extremely high pressure (an unheard of 200 psi) through ultra-small nozzles.
Jobe made a detailed study of nitromethane and then applied that to Bernoullis equation (basically, the pressure in a stream of flow is reduced as the speed of flow is increased). They ran a Hilborn injector but fitted it with their own nozzles. Jobe amended this: We found out that if we could up the ignition amps, we could take fuel out of it. You cant burn liquid. The more you atomize it (with the fine nozzles), the less you have to put in to get the same amount of burnable, combustible stuff.
Jobes theory called for lowering the static compression ratio while increasing the percentage of nitro to reduce the peak pressures that break parts. Indeed, the boys rarely had their motor down. Further, the sound of their engine was their signature. It was louder than anyone elses was, and it had more fuel lines on it than anyone had ever seen.
Tom Hoover, Former Chrysler Race Program coordinator
When Hoover was just a rug rat, his father was working at the Chrysler dealership in a small town in the Pennsylvania hinterlands. Naturally, the family ride was a Mopar, so Hoover came by his predilection quite honestly. Eventually, he gravitated to Chryslers engineering department and became a member of the drag racing contingent. Though he and Dan Mancini built the engines for the Hemi-powered High & Mighty 49 C/A Plymouth in 1959, Hoovers historical spotlight goes much further than that.
By all accounts, he is called the father of the 426, the guy who rode the project through for his boss Paul Ackerman, then a VP in charge of engineering. All of it came about in an extremely compressed timeframe. Pontiac and especially Ford were ruling NASCAR. Smokey Yunicks Mystery 427 was somewhat of an anomaly and couldnt go the distance. (It blew up 160 miles into the 63 Daytona race.) So the edict went down from CEO Lynn Townsend to win the 64 Daytona 500. If the people who were running the 413/426 wedges had been more successful (e.g., better at what they were supposed to be doing), the Hemi engine would never have been an issue, Hoover said, his voice tinged with scorn.
The 426 Hemi was the tool Chrysler needed to stop the opposition. By 1964, the Hemi cars were ready. In a pair of 50-mile qualifying races prior to the 500, Paul Goldsmith won the pole with a speed of 170.940 mph; Richard Petty won the second race and an outside position on the front row with an average of 171.919 mph. During an unofficial sprint, Pettys Hemi had blazed the straights in excess of 176.
The Hemi effort was Herculean, accomplished in a matter of months not years, a truly outstanding feat for a Detroit automaker in electronicless 1963. Politics and protocol were pushed aside, clearing a path for the Hemi locomotive that would save Chryslers hide. To expedite matters, the redesigned cylinder heads were adapted to a reconstituted 426 raised-block Wedge cylinder case. To complicate matters, the major differences between the 392 cylinder head and 426 type included revised rocker arm geometry, sculpted surfaces to reduce weight, and a slight compression of all critical external dimensions. Chrysler assembly lines utilized a body-drop process where the finished body was lowered onto the engine. The extra width of the Hemi (versus the Wedge) wasnt addressed with special Hemi-only inner fender architecture, but rather the cylinder heads were pinched downward. This satisfied the width issue but introduced a slight compromise in the short-turn radius of the exhaust ports and removed a small slice of the hemispherical chambers. The flaw hardly mattered, as the record books prove. It wasnt until 1972 that Chrysler contracted Sir Harry Weslake to correct the exhaust port constriction in anticipation of the Pro Stock battle. But fickle rulebooks rendered the work (and the resulting D-2 through D-6 iterations) useless. By 1976, the Hemi had been legislated nearly to death and all factory development stopped. Back then, we could not have imagined its reappearance, but today anything (like a 528 crate engine, for instance) is possible.
More Photos From This Article View Slideshow
Check out this crew! From left, Pat Minick (shoe), Al Farkonas (funds), and Austin Coil (engine man) campaigned the Chi-Town Hustler with particular Chicago-style gusto. Coil applied his Hemi expertise to Keith Black's version, while Minnick orchestrated torque output while performing the world's most hellacious burnouts; no one could match him for magnitude, consistency, and denseness.Hemi cars trampled the field at the 1964 Daytona 500, and by the time the outlandish winged Dodge Daytona Chargers and Plymouth Superbirds added aero to the equation, NASCAR had had enough of the engine's dominance. The '71 Daytona saw Dick Brooks in a former Bobby Allison Daytona crippled by a 305ci small-block, but winner Richard Petty (whose first superspeedway win was with the '64 Hemi) chose the non-aero Road Runner body and finished 10 seconds (an eternity) ahead of Second Place Buddy Baker.The youngest member of the Hemi Triumvirate was the meticulous Dave Zeuschel. His participation in the Zeuschel- Prudhomme-Fuller (that would be digger-builder Kent) helped win the Smokers Meet in 1962, and one of engines in an Ivo dragster recorded the first 7-second elapsed time. Dave eventually turned his attention fulltime to his first love, vintage fighter aircraft—the P-51 Mustang and F-84 in particular. This rising star died in his F-86 Shooting Star when it ran out of fuel.Chrysler's nemesis, in the early part of the 1963 at least, was an old hand from Florida and the Chevrolet 427 Mystery engine… a hybrid of porcupine cylinder heads and 348-409 cylinder block. It was a few steps away from becoming the 396 Rat motor (introduced in the early spring of 1965). The car ran away from everyone, tipping speeds of 166 mph.
The Summers Brothers, (the late) Bob and Bill, were probably best known for their bulletproof racing axles and extreme-duty chassis components. They engendered the pure racing ethos—no prize money, race for the hell of it, and go as fast as you possibly can. Bonneville was their stage, so ultimately they assembled four Keith Black alcohol- burning 426-type Hemis in one car. Note the extreme angle of the air stacks necessary for aerodynamic concession. Mounted in tandem, the front two engines drove the front wheels and vice-versa, thus their creation became the first piston- engine, wheel- driven car to 400 miles per hour, an unofficial 425.99 mph. Their record (409.277 mph flying mile) held for more than 30 years.Longtime Mopar fanatic Dick Landy spearheaded the Dodge half of Chrysler's drag race campaign. Though Landy raced them in Super Stock, Modified Production, and Pro Stock, he was probably best known for his vicious, Hilborn-injected-Hemi altered-wheelbase match bash cars.In the Golden Age of drag racing, a loose cadre of specialized craftsmen catered to the nitro car ranks; standouts include Ed Donovan, Sid Waterman, Austin Coil, Dale Armstrong, Jim Dunn, and Frank Beard, at the very least. The late Keith Black (with his Top Fuel dyno muffler) was the first professional engine-builder of note. He serviced the elite (Greer-Black- Prudhomme, the "Banzai" superskiff, Roland Leong's "Hawaiian," Tommy Ivo, and so on) with his 392-based business. Later, he became the 426 guru and produced his own specialized engine parts to go with his KB 500 cylinder block.Black's contemporary Ed Pink (the guy in the middle with the beatific smile) began messing with cars on the dry lakes during the '40s. Though he worked with many different engines (the SOHC 427 among them), he is best known for his racing Chryslers. Sometime in 1958, he delivered this bundle of joy to some lucky speed freak. These days, Ed is travelling just as quickly as he did in the old days. He's got his hands full building all the Olds Aurora engines for the IRL.North Carolinians Ronnie Sox (with combover) and Buddy Martin represented Mother Mopar's Plymouth arm. They were phenomenally successful in Super Stock, Factory Experimental, and Pro Stock. That's Pro Stock Hemi radiating confidence came from hands of the late Jake King. Ronnie's driving ability was integral to the whole. Bill Jenkins' small-block Vega brought them down at the '72 Winternationals.


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WASHINGTON, DC (WUSA) -- Retailers have started to deck their aisles to lure shoppers into their stores already.
But according to ShopperTrak, holiday sales will be weaker this year compared to last season.
The Chicago-based firm expects retail revenue will increase 2.4 percent in November and December, that's 3 percent lower than the last two years.


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Rail Savings: Why You Should Trade Planes for Trains Next Trip
Airfares are going up, and the airlines are finding even more rude ways to nickel and dime families. But how else can you get to your family vacation destination? Well, you could roll in comfort on America's rails -- for less.


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PCC in the News
News: PCCs Annual Piano Sale is Around the Corner
A selection of pianos loaned to the Pasadena City College Music Department will be available for sale this President's Day Weekend. The sale will begin Friday, Feb. 15 and continue through Sunday, Feb. 17 on the main campus in W102. The selection of new and used pianos includes grands, baby grands, uprights, studios, digitals, and consoles from brands such as Kawai, Shigeru, Young Chang, Steinway, Yamaha, and Baldwin. All pianos have been professionally maintained and most include their original 10-year manufacturer's warranty.
All pianos will be sold on a first-come, first-served basis. PCC faculty, staff, alumni, students, and friends will be given priority status. The sale hours for Friday and Saturday are 10 a.m. to 6 p.m., and on Sunday the sale is from 11 a.m. to 5 p.m.
Release Date: 02/05/2013


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I found the below information on the Zimbra website....but i cannot find the free version of the open source edition. Can anyone offer some thoughts here?
thanks in advance.
Zimbra Collaboration Server (ZCS)
Open Source Edition
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Things to see and do - Cambodia
Leaving for Cambodia
Cambodia :
Where to go?
Where to sleep?
Cambodia Hotel tips
Sambor Village Hotel from48 $Book
Kampong Thom Village Hotel from15 $Book
Steung Chi Neth Boutique Hotel from100 $Book
Cambodia Leisure tips
Private Tour: Angkor Wat and The Royal Temples Full-Day Tour from Siem Reap
- 69.0 €
- Book
Private Departure Transfer: Hotel to Siem Reap Airport
- 6.0 €
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Tonle Sap Cruise Small-Group Tour
- 37.0 €
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Cambodia Travel guide
Cambodia : Michelin's recommendations
The mighty Mekong crosses Cambodia from north to south, met by the Tonle Sap near Phnom Penh, irrigating and fertilising the vast central plain. The bulk of the population lives around these precious freshwater reserves, some Cambodians in remarkable floating villages, where they have adopted a way of life attuned to the lake and its rising and falling water levels. Cambodia is a land of water, of the pre-Angkorian kingdom, "Water Chenla", which, along with "Land Chenla", was the origin of the brilliant Khmer civilisation that flourished from the 9C to the 13C.
The Angkor temples remain the finest manifestation of the empire''s grandeur. The majesty of this architecture, along with the many shrines scattered about the country, today reveal the profound faith of Cambodians throughout the ages. Secular architecture is equally remarkable: Kompong Luong''s floating houses, colonial vestiges in the French district, which escaped the radical and bloody Khmer Rouge regime.
The country is still reeling from this tragic chapter in its history. It has nonetheless opened up to foreign investment and is attracting more and more visitors eager to experience all its multi-facetted nature has to offer. The coast is fringed with superb beaches. The often-threatened virgin forest, impenetrable in places, is littered with lakes and waterfalls; it is home to tigers, bears, leopards, gibbons and hundreds of species of birds... a natural wealth that encourages initiatives to nurture its burgeoning ecotourism.
Cambodia : Must-see towns and regions
Waters mixed from the Mekong, the Tonle Sap and the Tonle Bassac, the saffron-yellow habit of the monks, pagodas, the commotion of vehicles invading the tree-planted avenues of the colonial grid layou...
Kompong Som, located on the country's southern coast in the province of the same name, became Sihanoukville, the "City of Sihanouk", providing Cambodia with a port in 1955. The young city is an aspiri...
A boat trip to Batdambang from Siem Reap is an opportunity to take in some superb views. Trading houses, Governor's palace: the fine French colonial architecture of this riverside town, on the Sangker...
A few vestiges of colonial art escaped Khmer Rouge destruction, making Kampong Cham, on the banks of Mekong, a pleasant destination. It is also worth exploring the rest of the province, with its abund...
Don't miss Sen Monorom market, the little capital of the province of Mondolkiri. Here various different minorities live side by side, in particular the Phnong, who inhabit this hilly region. You can a...
Pursat: a vast province, a river and a town best discovered by bicycle. Of particular note are the pretty colonial houses, orange trees and, for adventurous sorts, a ride on a bamboo train. Don't miss...
Kratie is the capital of the province of the same name which lies alongside the Mekong. Its livelihood has always been intertwined with the river and remains so today, deriving its income from tourist...
Kampot, which lies on the coast of the Gulf of Thailand, is the pretty capital of the province of the same name. It has conserved tangible and old-fashioned traces of its colonial past. You can bathe ...


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'L'Enfant Sauvage' Track-By-Track Guide (Metal Hammer UK)
We have the new Gojira album. We have the new Gojira album. La la la la we have the new Gojira album! Fuck yes!
We got Features Editor Amit Sharma to run his critical ears, hands, tongue and whatever else he fancied over new Gojira album 'L'Enfant Sauvage', and we like what he has to say on it. Check out his 'L'Enfant Sauvage' track-by-track guide on
Metal Hammer UK's Website
Published in NewsApril 05 2012


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You searched for: Languages English Remove constraint Languages: English Subjects Epilepsy Remove constraint Subjects: Epilepsy Start Over
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1. An inaugural essay on epilepsy: submitted to the examination of the Rev. John Ewing, S.T.P. provost ; the trustees and medical faculty of the University of Pennsylvania, on the 17th day of May, 1796 ; for the degree of Doctor of Medicine
- Author(s):
- Otto, John C. (John Conrad), 1774-1844
Rush, Benjamin, 1746-1813, dedicatee
Lang, John, 1769?-1836, printer
Ustick, Stephen Clegg, 1773-1837, printer
University of Pennsylvania.
- Publisher:
- Philadelphia : Printed by Lang & Ustick, MDCCXCVI [1796]
- Subject(s):
- Epilepsy
Academic Dissertations


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For German superstar violinist Anne-Sophie Mutter, appearing in recital with her longtime accompanist, pianist Lambert Orkis, Sunday afternoon at Benaroya Hall, life has been a swirl of anniversary celebrations the last couple of years.
Mutter's 35th anniversary on stage — she made her public debut at age 13 with the Berlin Philharmonic under conductor Herbert von Karajan — was feted in a big way in 2011. Deutsche Grammophon released a boxed set of 40 CDs reflecting Mutter's recorded legacy, while other 2011 albums included new works dedicated to her by various composers.
And last year was the 15th anniversary of her Anne-Sophie Mutter Foundation, which offers financial support to young string players and the opportunity to tour with Mutter as part of her chamber ensemble, Mutter's Virtuosi.
Mutter's 1988 Carnegie Hall debut will be noted this December when she performs at the legendary venue in a 25th anniversary concert featuring world premieres of music by Krzysztof Penderecki and André Previn.
- Purple Heart plant bed vandalized days before Memorial Day
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Most Read Stories
Are these and other current milestones in a long career a help or a distraction to an artist's perspective?
"I'm a work in progress," says Mutter by phone from Kitzbühel, Austria. "My repertoire is not always to do with celebrating something. Still, as you get older, one gets more grateful for life in general, and it just happens there are more occasions to celebrate.
"But be sure I will not be having a huge celebration for my (50th) birthday coming up. I'll keep that private!"
Two anniversaries will factor into Mutter's Benaroya concert. This year marks a quarter-century collaborating with Orkis, a founding member of the Kennedy Center Chamber Players and principal keyboard for the National Symphony Orchestra.
"Having such a fruitful collaboration for so many years is not something you take for granted," Mutter says. "We have lived through difficult periods in both our lives. There is a lot of life that we share onstage, and it brings us musically closer together."
The other noteworthy commemoration is the centennial birthday of the late Polish composer Witold Lutoslawski, whose Partita for Violin and Piano will be a highlight of Mutter's program on Sunday. Lutoslawski, who died in 1994, fled German capture during World War II, saw his First Symphony banned by Stalin, and supported Poland's Solidarity movement in the 1980s.
His 1984, five-movement Partita was written for Pinchas Zuckerman and Marc Neikrug. But Lutoslawski wrote a later version of the Partita for violin, piano and orchestra, dedicating it to Mutter. (Mutter and Orkis will be playing the original in Seattle.)
Also on the bill is Mozart's Sonata No. 27 in G major for Violin and Piano, Schubert's Fantasy in C major and Saint-Saëns' Sonata No. 1 in D minor for Violin and Piano.
"This is repertoire Lambert and I feel very close to," says Mutter.
"The Mozart is not the usual three-movement sonata. We love it because it's so unusual, a powerful, short piece. Schubert's Fantasy is one of the most sophisticated, beautiful pieces ever written for violin and piano. The last movement has, for Schubert, a very funny, surprisingly positive outlook on life. A gorgeous piece of music."
Tom Keogh: firstname.lastname@example.com


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Rank and organization: Coxswain, U.S. Navy. Born: 1834, Baltimore, Md.
Accredited to: Maryland. G.O. No.: 45, 31 December 1864.
Citation: On board
the U.S.S. Richmond during action against rebel forts and gunboats and
with the ram Tennessee in Mobile Bay, 5 August 1864. Despite damage to
his ship and the loss of several men on board as enemy fire raked her decks,
Truett performed his duties with skill and courage throughout a furious
2_hour battle which resulted in the surrender of the rebel ram Tennessee
and in the damaging and destruction of batteries at Fort Morgan.
This data was extracted from the Committee on Veterans' Affairs, U.S. Senate, Medal of Honor Recipients: 1863-1973 (Washington, D.C.: Government Printing Office, 1973)


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I have successfully deployed Zimbra (and love it) for personal use. I use it for web mail only, and I would prefer port 80/443 to be the only external ports open. The problem I have run into is that when I port forward only ports 80 and 443, I can not receive any messages.
Can anyone offer a suggestion as to what ports Zimbra requires for external access?
Thanks in advance!


text:
Washington, DC (SportsNetwork.com) - Cody Hodgson registered the shootout
winner, as Buffalo snuck past Washington, 2-1, at Verizon Center.
Five previous shooters failed to produce a marker, until Hodgson made several
stick fakes and stuck a wrister high and inside the right post to complete the
third round and end the contest.
Tyler Ennis netted a power-play score in regulation for the Sabres, who picked
up their first win in the era of new general manager Tim Murray and halted an
11-game road losing skid.
"We want to play on the right side of the puck, and we want to create
ourselves an identity," said Sabres head coach Ted Nolan. "What type of team
do we want to be? Not a team that plays one way for 20 minutes and then slips
off for five."
Ryan Miller made 28 saves and improved to 6-1-1 in his last eight starts. One
of the three goaltenders in the running to start for Team USA in Sochi, Miller
has saved all nine Washington shootout chances this season.
Jason Chimera netted the lone score for the Capitals, losers in five of their
last seven. Philipp Grubauer took the loss despite a 30-save performance.
"You want the points. You want to get points every single time you can because
it will bite you later in the year," said Caps head coach Adam Oates about the
competitive Metropolitan Division along with the playoff chase. "We wanted two
points, no question, but the way the game was going I'm glad we got one."
The Caps picked up the opening goal, as Chimera tipped in a Joel Ward offering
in the slot and Sabres center Bryan Flynn accidentally redirected it home at
11:01 of the first.
Ennis evened the score in the early portion of a Buffalo power play, sweeping
up a Hodgson rebound and beating Grubauer high from the slot at 18:09.
Caps defenseman Karl Alzner's blast zipped by Miller with 53 seconds left in
regulation, but the deafening roar of the goal horn and the capacity crowd was
wiped out due to a tripping call against Nicklas Backstrom.
That potential game changer came shortly after Miller dove in his crease and
smothered a Mikhail Grabovski chance with his stick.
"That's one of those ones where you're just completely out of options," Miller
admitted. "The puck came through traffic, hit me right in the pads instead of
the stick and I knew I was in trouble. I saw him kind of reload and get in
position. I don't think he got quite all of it and he gave me time to put a
plate on it."
Washington killed off the penalty but was unable to generate a quality chance
in the extra session.
Game Notes
Despite the setback, Washington has won seven of the last nine home games vs.
Buffalo since November of 2009 ... The Sabres' last win away from home was
Nov. 5, a 5-4 shootout decision at San Jose ... Ward has earned a point in
four consecutive games, tying the longest streak of his career ... Capitals
rookie blueliner Connor Carrick picked up his first NHL assist with the
secondary helper on Chimera's goal.
The Sports Network


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Give them shelter
Trafficking | Survivors of sex trafficking face a critical shortage of assistance, starting with a place to land and be safe
"Give them shelter" Continued...
NEW YORK-Thousands of women are sold for sex every day in New York City, but between two long-term restoration homes, only 24 spots exist for survivors to find long-term, holistic care. Seven of those spots are in a safe house in Queens, provided by Restore New York City, a nonprofit organization that provides long-term shelter for women who have been rescued out of sex trafficking.
New York has other shelter facilities for women fleeing domestic abuse, but few specialize in long-term, holistic care specifically for sex trafficking victims. At Restore, those survivors find more than a bed. They find community: conversations, prayer, movie nights, and safety.
Estimates vary, but the U.S. government estimates that between 14,500-17,500 people are trafficked in the United States each year. The Department of Justice estimated in 2005 that 100,000-150,000 people had been forced to labor as sex slaves in the United States since 2001, a vast majority of them women and children.
In New York, Assistant District Attorney Lauren Hersh helped indict 32 gang members who targeted young girls from a Brooklyn playground and then used them to recruit their peers from public schools. The sex trafficking unit she leads also successfully prosecuted a school mom who was coercing students to sell sex over the internet.
Of New York sex trafficking victims, 87 percent need long-term housing, notes Restore New York City executive director Jimmy Lee, quoting a study by Hofstra University: "But only 4 percent receive it."
At the group's annual gala on April 10, Lee as its new director took the stage dressed in a crisp gray suit and red tie. He talked about providing survivors with hope, with second chances and urged attendees to financially support funding a second safe house the group hopes to build in New Jersey by the end of this year.
Lee, who lives in Harlem with his wife Christine, took a 50 percent pay cut when he accepted the job. But he considers the position at Restore a chance to use his business skills to fight for justice: "If I could find an intersection between my talents and making an impact in this world for God's kingdom ... that's where I wanted to be."
Lee says that having a heart for social and economic justice for Christians "is not really an option. It's part of how we're wired." Lee hopes to continue to provide long-term safe housing for survivors, a solution that many see as the number one need for sex trafficking victims.
In April the new Restore director lobbied officials in support of reauthorization for the Trafficking Victims Protection Act, a law that could increase funding for restoration homes. The law made trafficking a federal crime punishable by up to 20 years in prison but is also supposed to provide protection for victims. Experts say that what both foreign and domestic victims of sex trafficking have in common, typically, is loss of identity. That makes providing them benefits and protection from further crime often difficult.
Under the law, if law enforcement agencies determine that foreign-born victims can serve as potential witnesses in efforts to combat trafficking, they may be authorized to stay in the United States on a temporary basis. Survivors can also apply for T visas, as long as they assist with the investigation or prosecution of trafficking. The T visas allow them to stay in the United States for three years, and then they can apply for permanent residency.
Many support the law because it classifies victims of sex trafficking under the age of 18 as victims of sexual exploitation. It also increases the amount of benefits available to them and protects victims from prosecution, while enforcing prosecution for those who purchase sex.
But some say the law doesn't go far enough to protect victims. In the first three years after its 2000 enactment, the government completed only 374 "continued presence" requests for visas, according to the U.S. State Department. Difficulties in enforcing the law, according to Washington attorney April Rieger of Williams & Connolly, who published a comprehensive report on the law, mean only a few victims are actually accessing benefits compared to the thousands of women trafficked in the United States. Too often it's too hard for a victim to prove her case. Officers may more often charge a sex trafficking victim with prostitution and treat her as a criminal.
Pimps and others often entrap women before they reach age 15, according to Morgan Perry, executive producer of the documentary Sex+Money, an exposé of domestic sex trafficking that just finished its national tour in January. "When you see an adult woman on the street, it's possible she's been in it since she was 13 or 14 ... she might not know anything else."
Perry's documentary is making rounds in the FBI and other law enforcement agencies. Some officers have told her that when they see prostitutes, they only see paperwork and a futile case. After all, the women will likely be charged, possibly imprisoned, and probably end up back on the street, Perry said. But that's changing thanks to public awareness and the film: "They told me they had no idea. Now they said they can imagine what that girl is going through and they're motivated to do what they can." Some now go over and above protocol to get the girls off the street.
Educating average citizens also is paying off. Just a few days ago, Perry talked to one girl recently rescued because her aunt saw the documentary and realized her niece was a victim. She called law enforcement. The FBI got involved and pulled the girl out.
Perry said that even when citizens and law enforcement are informed, there is no safe place to put victims. Rescues are rare, and "enthusiasm hasn't translated into resources," explained Restore director Lee.
Restore specializes in serving immigrant survivors, providing them with shelter but also with other practical needs, like ESL classes, help applying for visas, and assistance with finding safe jobs. Their goal is to see the women transition from frightened victims to confident survivors and productive citizens.
Long-term restoration housing is one of the best solutions for these women but also the hardest to provide. Rent for the Restore house in Queens costs $3,500 per month, and taking care of trafficked women takes nearly $12,000 per year, per woman.
While public education, federal law, and better law enforcement all provide a part of the solution, both Perry and Lee say it's primarily the church that needs to step in. For starters, the church can contend against the cultural influences that make prostitution a viable industry: pornography, poverty, commercialization of sex in the media, and breakdown of the family. "Our churches should stand for purity for ourselves and then for everyone else," Perry said.
Churches also can open safe houses. "I've been to so many safe houses," Perry noted, "but the government places don't feel like home. They feel like a detention center."
In New York City, some non-faith-based organizations provide help, but Lee unabashedly said he thinks Christians do it best.
"As a Christian organization, we are able to offer true hope that other organizations can't provide. We provide the option to know the Lord," he said.
And that, says Perry, makes all the difference: "The girls I met who had met Jesus were the ones who were really restored."


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Customer Service Account Manager (Mandarin or Catonese) (Customer Service 2) Markham, Canada
Position: Customer Service Account Manager (Mandarin or Catonese)
Location: Markham
JOB SUMMARY: The incumbent will provide administrative support to assigned Account Manager(s), with respect to clients who have vehicle and/or habitational policies. Will also provide coverage for Account Manager absences by providing telephonic and e-mail service to clients.
POSITION DESCRIPTION: Working closely with one or more Account Manager and following Account Manager instructions Reviewing suspense lists for both Account Assistant and Account Manager Preparing certificates of insurance, binders, and liability certificates Invoicing and preparing letters to clients Preparing correspondence to insurance companies Setting up policy change requests to the insurance company, confirmation letters to clients and correspondence to policyholders, mortgages, lienholders and lessors Setting suspense according to the relevant task Setting up cancellations, forwarding documents to insuring company, and confirmations to clients Setting up client screens for cancellation and preparing any related billings Requesting refunds where applicable, outlining the balance owing where applicable Forwarding the cancellation survey to clients, when applicable Performing uploads and downloads from Insurer web-sites or portals Sorting the daily mail
REQUIRED QUALIFICATIONS: R.I.B.O. license required Formal training in general business practices; good attention to detail required Minimum of one year of general insurance experience, familiarity with some of company's markets Good computer skills – SigXp considered an asset Second language (preferably Mandarin or Cantonese) considered an asset


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Main Street businesses on the move in downtown Elkhart
Editor's note: The story has been edited to reflect the tentative nature of future plans at 205 S. Main St. and the uncertain departure date of Nancy Wirt and Eric Zell, the current tenants there.
ELKHART — A handful of businesses are shuffling up the mix in Elkhart's downtown business district and shoppers can gets a glimpse of the changes beginning Wednesday, Dec. 11.
The Black Crow on Main, 224 S. Main St., will be home to 25 carefully selected vendors who sell new and used furniture and home decor that has been refurbished and restyled, said Peter Recchio, who will operate the business with his wife, Dawn.
The store will celebrate its grand opening Wednesday when it serves as ArtWalk's temporary headquarters where people can vote for their favorite pieces of art displayed downtown.
The roughly 8,000-square-foot space was most recently the home of the Elkhart Community Farmers Market.
Tom Langley operated the market for the past two years. The market's Facebook page included a post indicating it closed for the season in late October.
Langley could not be reached for comment.
Recchio said he and his wife plan to remodel store space below The Black Crow and use it as a farmer's market under the new name, Elkhart City Farmer's Market. Vendors will sell vegetables, fruit, homemade jellies and jams and baked treats, he said.
Recchio said they hope to add a cafe connected to the Black Crow in January that will serve coffee, tea and sweets.
Another move involves the shared space of n.wirt design and Elk River Upcycle, which has operated at 205 S. Main St. for nearly two years.
Nancy Wirt, who specializes in interior design, and Eric Zell, who specializes in refurbished, salvaged materials and decor, plan to relocate to a nearby downtown location, according to Wirt. Wirt plans to buy the new location, but details have yet to be finalized and she isn't certain when the move will take place.
Dan Boecher, owner of 205 S. Main St., isn't sure what exactly will become of the first-floor and basement space, once vacated by Wirt and Zell. He'll make more definitive plans once they move.
But he's considering some sort of artistic endeavor — space for art classes, maybe — and in brainstorming with Steve Gruber, spokesman for Downtown Elkhart Inc., has come up with a tentative name for the locale should the artistic proposal prevail, Arts on Main. Indeed, renovations are underway to the second floor space, to be converted into eight studios for artists, Boecher said, and he hopes they open by mid-February.
The second-floor space is "very much a construction site," Boecher said. He plans to provide tours of the area to those who are interested during ArtWalk on Wednesday.
Meanwhile, Recchio is not new to running a business and is excited about being part of the downtown business district.
"I got my start on Main Street many, many, many years ago," Recchio said. "I loved it then and I've always loved it since, so Dawn and I wanted to do something to enhance the downtown area, our little part in the downtown resurgence into a retail district."
He was one of the original owners of the Hart City Resale Mall on S.R. 19.
Recchio wanted to open the new business in a building with a central location and "a great deal of character," which led him to downtown Elkhart.
Downtown, he said, was once the "epicenter of retail business."
"We wanted to give the community a place to go to shop for products of all kinds without having to specifically shop for new, and that's the Hart City story," he said. "As Hart City developed, Dawn especially felt there was a specific niche that she would like to get involved with, and that is strictly the furniture and home decor end of this, so we started the Black Crow."


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Amazing Helicopter Mountain Rescue Caught on Video!
On Saturday, September 21, a 59-year-old man fell approximately 50 feet while attempting to climb North Maroon Peak in the Elk mountain range outside of Aspen, Colorado. The man reportedly suffered a broken jaw and other injuries and a rescue was called in by one of his climbing partners. Mountain Rescue Aspen (MRA) eventually arrived on the scene via a flight for life helicopter and began helping the man safely down the mountain. They assisted the injured climber to a spot on the mountain where a Blackhawk helicopter landed to safely pick up the man and escort him to the Aspen Pitkin County Airport where an Ambulance was waiting. The man was then safely driven to the hospital.
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Main Content
If you had your way, you'd be a dashing billionaire playboy, traveling to and fro by means of your giant custom-made dirigible. Since the machine that transforms thoughts into physical reality hasn't been invented (yet), get the playboy look with the Zeppelin sunglasses from Filtrate. These extra-wide shades offer metal Filtrate logos embedded at the temples and a diamond pattern on insides of the temple arms. It's a billion-dollar look for around the price of a pair of so-so sneakers.
- Polarized polycarbonate lenses
- Strengthened stainless steel hinges
- 100% UV sun protection
- Comes with a Filtrate carry sock
- High-quality polycarbonate memory flex injected frames
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Manufacturer direct items are shipped directly from the manufacturer. These items are not available for international or expedited shipping.
Customized items can be personalized with options such as your name, your favorite number, and/or designs. Some options may be limited by league rules.


text:
Today Activision has officially announced Treyarch's Call of Duty: Black Ops, which is available for pre-order and slated to arrive on video game consoles around November 9, 2010.
The official Web site has now gone live, and UK retailer GAME has revealed CoD7 will be set, to quote, from "Cuba to the Arctic and the jungles of Vietnam."
Treyarch previously developed Call of Duty: World at War for the Nintendo Wii, PC, PlayStation 3 and Xbox 360, however, no platforms have yet been confirmed for the upcoming release.
Finally, the trailer for Call of Duty: Black Ops will debut later tonight on GameTrailers TV.
Press Release: Call of Duty: Black Ops Goes Hot on November 9, 2010 Fans to See Sneak Peek Tonight of the Most-Anticipated Entertainment Title of the Year
SANTA MONICA, Calif., April 30, 2010 - DECLASSIFIED: Prepare for the follow-up to the biggest entertainment launch in history: on November 9th Call of Duty(R): Black Ops(TM) will introduce fans to the elite world of Black Ops. Activision Publishing, Inc. (Nasdaq: ATVI) and award-winning developer Treyarch will take players behind enemy lines in an entirely new chapter in the groundbreaking and record-setting, No. 1 first-person action series of all-time.
"We can't wait for our community to experience Call of Duty: Black Ops," said Mark Lamia, Studio Head for Treyarch. "We have focused our entire studio on this game, with dedicated multiplayer, single-player and co-op teams creating the most intense, gripping and riveting experience possible for our fans on all fronts."
For more information, visit www.callofduty.com/blackops immediately following the game's appearance on GameTrailers TV on Spike this Friday and also, via Twitter at JD_2020.
More PlayStation 3 News...


text:
St. Louis (KSDK) - Monday marks the start of National Consumer Protection Week, a week dedicated to highlighting free consumer resources available to you.
If you have questions about banking, identity theft or how to avoid scams you can find all the information and resources you need in one place online.
Click here for more to get your question answered: http://www.ncpw.gov/


text:
I have bought two already and cannot play online, I guess I have to break down and buy a new one.
Results 976 to 989 of 989
10-25-2012 #976
- Join Date
- Oct 2012
- Posts
- 6
- Rep Power
- 0
10-25-2012 #977
10-25-2012 #978
Somebody get me a doctor, I ain't feelin' ill ...But I ain't feelin' this at all...
10-28-2012 #979
FFS Four Kings were a pain in the ass. Had a good run and killed them 5th try though. And I had to kill 5 of them, wtf?
10-28-2012 #980
10-28-2012 #981
onto Lost Izalith!
Also, surviving long enough that you're facing 7 of them at once is probably a bigger challenge that just beating them lol.
Last edited by Shibby; 10-28-2012 at 19:22.
10-29-2012 #982
God I suck at this again lol. Been a while to went to carpa demon after trying to fig out where I left off and my old start of standing on top till he follows then jump down didn't work. He jump hit me and one shoted me lol. I'm in ng+. Ah well will have to learn patients all over again.I have twitter to https://twitter.com/GamerYuichi , Also started youtube https://www.youtube.com/channel/UCMu7yRGCz8QrTyxaNVR3Tqw I don't always twitch, but when I can you can find my noobness http://www.twitch.tv/yuichimccry,
10-30-2012 #983
Also shibby, no more than 4 kings spawn at a time. Technically it's set on an endless respawn to facilitate your damage output and boss health so like on NG+5 or something god help you but there will be no more than 4 at 1 time.
Somebody get me a doctor, I ain't feelin' ill ...But I ain't feelin' this at all...
10-30-2012 #984
Has anything been done about backstabs? Not to sound like a scrub, but almost every PvP encounter I had in the game consisted of circling each other and fishing for backstabs. Not fun.
10-30-2012 #985
Somebody get me a doctor, I ain't feelin' ill ...But I ain't feelin' this at all...
12-19-2012 #986
The new content is worth every penny. It is rich in lore expansion.
05-01-2013 #987
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Why is on line glitchy?
I'm playing Dark Souls (got the itch after reading about DSII) and the graphics are glitching. The waterfalls are blinking, the treasures that light up on the ground aren't lighting up at all. The summon signs are disappearing. Anyone experience this. It has been a while since I played. There was an update that was installed. Does playing on line have anything to do with it?
05-05-2013 #988
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didnt like this game
05-05-2013 #989
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May 31, 2016
A well-known downtown Meridian establishment is reopening after getting a major facelift.
Sam's Fashion held a grand reopening Monday afternoon.
The store is run by the Dabit family who immigrated here from Palestine over 40 years ago.
The family showcased the store's new arrivals, along with the new interior of the building.
The Dabits also discussed plans for an exterior renovation and development of upper floor apartments in the property.
"We have to start picking up better merchandising," said owner, Sam Dabit. "And with so much going on downtown now with the Riley Center and Mississippi State University, that we start getting some new customers and that's how we try to get it."
Sam's Fashion is located on the corner of 23rd Avenue and 5th Street in downtown Meridian.
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Last year, a group of concerned citizens and Kinston leaders brainstormed ideas to get the city going again.
They are now one step closer to their goals through the Lenoir 2020 Project efforts, discussing ideas that are coming to fruition.
During its first meeting of 2013, representatives from Lenoir County agencies stepped forth with input to encourage transforming Kinston into a true work-play-live city � which is essentially a driver of the group�s mission to boost Kinston�s economic growth.
�It�s a group of community leaders that have agreed to put the sweat equity into whatever�s needed to move these projects forward,� said Laura Lee Sylvester,executive director of the Kinston-Lenoir County Chamber of Commerce, of the 2020 effort.
Topics identified during last year�s Lenoir 2020 meeting as important for the growth of the community were highlighted during the meeting, including the Pride of Kinston�s billboard initiative and the Board of Education�s efforts to exposure middle school children to careers in Lenoir County.
In addition to existing efforts, new ideas were brought to the table from varying Lenoir County agencies.
Kinston can expect to see a mobile learning lab and teachers touring manufacturers in the education arena; a police athletic sports league that children can participate in; an easy-access health portal; and even a strategic design to choose whether trees or bushes would make a visually friendlier downtown.
�People won�t notice if you do a good job,� said Tony Sears, city manager, who discussed a unified development ordinance. �There has to be harmony.�
Dan Sale of Sale Auto Mall said signage, cleanliness, shops and sales will drive people to the area.
�(Kinston) needs to be a friendly atmosphere, like Walt Disneyland,� he said.
The focus areas of education, housing and amenities, public safety, human relations and health care are broken up into subcommittees to help realize Lenoir 2020�s goal.
Jessika Morgan can be reached at 252-559-1078 or at firstname.lastname@example.com. Follow her on Twitter @JessikaMorgan.
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See the top 20 most helpful scuba gear reviews
Average Customer Review: based on 2 reviews.Rating: oceanreef surface air valve
Hi! What diffrence between this OR air valve and http://www.youtube.com/watch?v=vISD28hd8-s is your valve old type? Thanks!
This valve is for the Space FFM. For the G-Diver FFM you need: http://www.scuba.com/scuba-gear-167/028195/Ocean-Reef-G.Divers-Surface-Air-Valve-SAV-for-Full-Face-Masks.html
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|Toy Drive focuses on children
|Written by Brenda Johnson Brandt
Giving back to a community that has shown such strong support defines the purpose of My Little Angel Toy Drive, currently under way in Holyoke.
Seven families who have lost children from as recently as this past August to as long ago as four decades are paying tribute to the memory of their deceased children. But more importantly, they're taking the opportunity to give back to a community which supported them so strongly in their times of tragic loss.
"We found out how strong this community is through the fabulous support shown us," said Karin Kramer.
She vividly recalls how the community embraced their family with love 25 years ago when their 2-year-old son fought Stage 4 neuroblastoma, underwent a bone marrow transplant with his 5-year-old sister Kandi as the donor and ultimately lost his battle with cancer.
Twenty-five years later, Kramer said the Toy Drive has given her family a chance to remember all the good things people did for them and for little Todd. "It gives us a chance to give as we were given to."
This community effort is the brainchild of Josie and Brett Murray, who lost their son Ethan at birth 10 months ago, on Jan. 29. Recognizing others have experienced the same grief of losing a child, they issued an open invitation to unite in honoring children whose lives they can enhance with a loving touch at Christmastime.
Working through Phillips County Dept. of Social Services, in coordination with Zion Lutheran Church, My Little Angel Toy Drive looks to raise funds for Christmas gifts for close to 150 children, as of the recent count.
"I know toys are a material thing," said Kramer, "but they're important to kids." She said this toy drive emphasizes how very valuable children are. The gift of toys speaks to children, sending the message that this community genuinely cares about them.
"It offers hope, and we need that so much," added Paula Strode, who lost her 17-year-old son Justin just one year ago. "People don't realize the needs of families with children. We really need to reach out," added Strode.
"It's so neat to see something practical coming from our losses," said Lauri Gibbs, whose 5-week-old son Lonnie died suddenly of Crib Death 39 years ago.
Gibbs added when she meets someone who lost a child, there's an immediate rapport. It's nice to use that common bond to make a difference for children in the community.
"It's amazing how the smallest effort turns into a huge thing when it's the right thing," said Gibbs, praising Josie Murray for pulling families together for a common purpose.
"I admire Josie so much for her emotional strength as she channels her energy into the Toy Drive so soon after the loss of her own little one," added Gibbs.
Kramer agreed, saying, "I really appreciate Josie following through on her good ideas. I'm thankful she's gotten us kicked into gear!"
"It's an honor to have been asked to be part of this," said Pam Struckmeyer, whose 16-month-old son Westyn drowned three summers ago.
She cited the value of coming together as families who have lost children, to help other children.
Gail Hielscher, whose son Brett Aaron was stillborn 21 years ago, added it makes her feel good to help others.
Toy Drive offers opportunity for entire community
Not only is this a community effort for families who have suffered the loss of a child, it's a chance for anyone who wants to make a difference in children's lives in Holyoke.
Shannon Schlachter, whose 2 1/2-year-old daughter Marie died in late August from Leigh's Disease, emphasized all toys will go to Holyoke children. This is truly a local effort.
Murray welcomes any and all to take part in the drive in whatever way works for them.
Donations can be made in change jars located in Holyoke businesses, or tickets can be purchased for A Night Full of Memories Raffle Basket, with proceeds to go toward the toy drive. Tickets are available at the Holyoke Chamber of Commerce office, as well as First Pioneer National Bank.
These tickets will be sold at the Dec. 5, 11, 18 and 19 home basketball games, and ticket sellers at those games are needed if anyone would like to join the project that way.
For those who would like to donate new toys, a drop box is set up in First Pioneer National Bank lobby.
Because Zion Lutheran Church has assisted the Dept. of Social Services with the Christmas food drive and adopt-a-family program, they've been great to work with in the My Little Angel Toy Drive, noted Schlachter.
With more families on the list than ever before, it's especially significant to have a sizable program in place to make a difference for these fellow community members.
Centennial 4-H Club has offered to help wrap the presents, and Murray commended the Chamber of Commerce, Holyoke School District, Zion Lutheran Church, Jody Fiscus at The Oak Tree and all volunteers for their giving spirits. "I've just been amazed at the level of response," said Murray, encouraged because, "It's all about the children."
Those interested in stepping on board with any aspect of the Toy Drive should contact Murray at 970-595-0895 for further information.
Seven angel families share their stories inside this edition of The Holyoke Enterprise.


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Drag Racing Origins - The Guys Who Invented Drag RacingWritten by on October 1, 2009 Contributors: Leslie Long The Story Of Santa Ana, The Birthplace Of Organized Drags
Leslie Long was one of the earliest Southern California hot rodders (before hot rodders were willing to embrace the term) and was a regular at the dry lakes in the days before World War II. Recent conversations with Leslie were the basis for the article "The Guys Who Invented Hot Rods," which ran in this magazine in May 2009.
Like many of the lakes racers, Leslie was also involved in the early days of drag racing right after the War, in particular at Santa Ana, the world's first commercial dragstrip. He's also on a personal mission to chronicle the decade of drag racing that took place there, collecting race results, along with photos, from the strip's 10-year history.
At the time, Leslie was more interested in racing than in chronicling or photographing, and is in the process of collecting photos from others. He also remembers the decade of racing at Santa Ana with clarity and is dedicated to setting the record straight about how it was. More conversations and more history.
To say when drag racing began or who invented it involves a lot of speculation about an activity that, in all likelihood, has been around since the creation of the second automobile. In the April 1950 issue of Hot Rod magazine, Editor Wally Parks (one year before establishing the NHRA) wrote an article describing "controlled drag races" as an alternative to lakes racing. His description of the sport might seem foreign to today's fans. For example, "number of entrants in each heat race depends on the width of the course," Parks explained.
In the spring of 1949, a year before Parks' Hot Rod article appeared, rodders had gathered in Goleta, California, for a match race that some call the first official drag race. And in his story, Parks made reference to a location in Santa Ana, where they were running two abreast, with one flagman at the starting line and another at the finish line a quarter mile away. Since his article predates the beginning of racing at the Santa Ana airport in June 1950, Wally is most likely referring to an airfield called Mile Square. Leslie Long describes that location (which is now a golf course) as a practice air strip with three runways, connected to form a triangle. It was used by the military to train pilots to land on aircraft carriers and by hot rodders for racing. That second function came to an abrupt halt when armed Marines showed up and kicked out the racers.
Soon after, the SCTA (Southern California Timing Association-the group of clubs that organized racing on the dry lakes) held a drag race at a nearby blimp base. According to Leslie, Chuck Potvin (the racer and speed equipment manufacturer) tried, unsuccessfully, to convince the SCTA to continue with drag racing. "Nobody's interested in drag racing," they told him.
In 1950, CJ Hart, Creighton Hunter, and Frank Stillwell met with city officials to get permission to use the Orange County airport in Santa Ana for organized drag racing.
"There was nothing there," Leslie recalls. "Before Orange County put in the runways and opened it up as a commercial airport, it was a field. There wasn't even a road. When the war started, the army took it over. It became Santa Ana Army Airbase and was used it to train P-38 Lightning pilots."
On July 2, 1950, drag racing officially began at Santa Ana, as many people know. Fewer people know that the first drags there actually took place a month earlier.
"CJ Hart ran two races that nobody knows about," Leslie said. "In fact, people have told me they didn't happen, and even Creighton Hunter told me I was crazy. But I was there and Melvin Dodd was at both of them. They were only for the racers. Word got out among the racers that they were taking place."
Those two June races, like the races in Goleta, at Mile Square, and other locations (including the streets) were grassroots activities. What changed on July 2 was that the weekly races at Orange County were scheduled, organized, and publicized. Racers paid fifty cents to run. It was, in a word, official.
"There were hundreds of spectators at those races. In the later days there was a small grandstand but in the early days, spectators lined up along the strip, sitting on the front of their cars or standing. There were telephone poles on the ground along the strip to keep the spectator cars away from the racing-and although they were supposed to stand behind them, people would sit on those. And a lot of people would just sit in their cars. Main Malt, a malt shop in Santa Ana, set up a little booth at the drag races to sell food.
"By the time the first races started, some of the airport roads had been closed off. The drag strip was not actually a runway, but a road that they had parked airplanes on. Creighton Hunter and many others called this the 'west runway,' but you don't land P-38s on a quarter-mile runway-I'll guarantee it.
"For at least the first three years it was all rolling starts-and it was more than a quarter mile. The racers started right back against the fence, and it was actually even a little bit downhill back there. CJ would stand out in front. The cars would accelerate together, CJ would drop the flag, and they'd have a race.
"The strip was wide-200, maybe 300 feet. It looked great to the spectators, but once you crossed the finish line, you'd better be ready to slow down. It turned into a very narrow road that only went for about 500 feet and curved to the right, with a drop off on the left. If you couldn't get stopped, you dropped off the end of the curve, and you were in the tall weeds waiting for somebody to come get you. I plowed through them a lot of times.
"In the early days, it was all about top speed. They didn't have e.t. lights. They had electronic timers at the finish line-a photo cell on each side to time miles per hour. Some racers didn't understand how they could lose a race even though they had a faster car. I was 'the college student' so guys would come up to me and ask me, 'Look, I just went two miles an hour faster than that guy and he beat me. How could that be?' I'd explain that it's not about top speed, it's about elapsed time. The race is won or lost right off the line. And later on, they finally put in e.t. lights."
By the mid-Fifties, Hunter and Stillwell were no longer involved at Santa Ana, but CJ continued until the last race on June 12, 1959. By that time, Santa Ana was no longer unusual. Drag racing had become an organized sport all over the United States, with rules and standardized classes and national events, thanks to sanctioning organizations (most notably, Wally Parks' NHRA) and the growing number of magazines devoted to hot rodding.
Today, drag racing is bigger, quicker, faster, more expensive, more commercial, and more popular than anybody 60 years ago could have imagined. Computer-equipped dragsters running at multi-million-dollar arenas are clocking top speeds that are double the numbers Charlie Potvin and Leslie Long argued about in 1955. But if it wasn't for CJ Hart, Frank Stillwell, Creighton Hunter, and hundreds of hot rodders trying to beat each other to the end of a quarter-mile straight line at an out-of-commission airfield, who knows where it would be today.
How Did Drag Racing Become A Quarter Mile? We've always heard it had something to do with horse racing-or the distance of city blocks. Could it be that 1,320 feet became the official distance of a drag race by random accident?
In defense of the horse racing theory, one of the best R&C articles ever was Gray Baskerville's June 2001 story, "The Legend of the Car that Raced the Horse: Why the Drags are 1,320 Feet." According to that story, hot rodding pioneer Ak Miller would have told you that "the standing quarter mile became SOP thanks to an unusual race staged between a quarter-horse and Pete Henderson's Deuce highboy" in 1944.
We've even read interviews with CJ Hart, in which he acknowledges the influence of quarter-horse racing. But Leslie Long's recollections from Santa Ana suggest a more random reason. "When they finally started to have standing starts at Santa Ana, the cars had to move away from the fence (where they had previously lined up for rolling starts). The distance that was left was a quarter mile. So it was really an accident there-it just happened to be the length of the runway."
Leslie's version is backed up by an interview with Wally Parks from Westways magazine, published by the Southern California Auto Club (which also sponsors the Wally Parks NHRA Motorsports Museum). In that interview, Parks said specifically that the quarter mile was not from horse racing, but from test runs and races at airport runways. That distance allowed room for the cars to accelerate and decelerate without running out of pavement. Publicity in Hot Rod (edited by Parks) and other magazines helped establish the quarter mile as the standard for drag racing.
More Photos From This Article View Slideshow
The Berardini brothers, Pat and Tony, ran the Berardini Muffler Shop and raced at Santa Ana in this well known 404 roadster, driven by Pat. It ran a 296ci Mercury, built by Howard Johansen; the 404 name is taken from the Isky Flathead cam used. This photo was taken in June 1954, the day Pat ran 107.89. We've seen it used as an example of early flames.In 1958, Leslie Long owned this supercharged Chevy slingshot, built by Melvin Dodd and driven by Jack Hart. Hart ran the fastest time (134.36 mph) and quickest e.t. (10.60 seconds) of the meet on December 14.Tony Berardini drove this '29 roadster 103.69 mph on September 28, 1952, the day of its first win in the open gas category.This trio, shot in 1950, includes H.E. Nicholson's Mercury Flathead powered T roadster on the left, the Blair Speed Shop roadster, and the'34 coupe (also Merc powered) raced by Joe Maillard and Clark Cagle.That's Calvin Rice at the wheel of the Model T on Deuce 'rails owned by Kenny Howard. The Howard & Rice roadster won the Street Roadster prize on December 31, 1950.The "guys who invented drag racing" included some gals. Quite a few women raced at Santa Ana, Leslie remembers, but most of them raced stock cars. The two most prominent women running purpose-built drag cars were Peggy Hart (wife of C.J. Hart) and Diane Vandenberg. Diane drove this '32 coupe, frequently listed as the Hart Texaco car, which Jack Hart helped build. Leslie helped Diane with the car during the last couple of years she raced.Ollie Morris and Harold Dawson raced this roadster. "Harold right was one of the first people to start running weird, different fuels in his car," Leslie remembers. "I don't know all the fuels he did run, but he tried all kinds of fuel. He did real well. One time, he set it up to suck pure oxygen into the carburetor. When Don Little drove Harold's car, he would say he was afraid to get into the car!"Mickey Thompson's might have been first, but Leslie identifies Calvin Rice's slingshot, built by Melvin Dodd, as the first successful car of this type. The idea was to put more weight behind the rear wheels to keep them from spinning. Doug Hartelt (first to build a supercharged Chrysler) built the engine. This is from May 1957, two years after Rice won the first NHRA Nationals in Great Bend, Kansas, (and finished in Perryville, Arizona). A famous photo shows Rice at the starting line in Kansas with the Hemi, but Calvin swapped in a Flathead during the event. Rain postponed that race, and when it resumed, many weeks later in Perryville, Arizona, Rice won with the Ford engine.


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Team Wilbur gets the scenic viewMonday, April 12th, 2010
Wow, did we have a full day Sunday. Steve and I departed Williamsburg at around 10:30 in the morning and headed south. It was past Norfolk, the shipyards, then down the Outer Banks. If you've never been exposed to general aviation, as Steve hasn't, a flight like this can really blow your mind. And I think for him it did. We flew right off the coast and watched dolphins play in the water as people enjoyed the nice morning on the beach.
Our first stop was KFFA, First Flight Airport at Kitty Hawk. I find Kitty Hawk to be an interesting place. It's not the most impressive aviation museum or experience, but there's no question you get a feeling like you're on holy ground as you walk around. Seeing the markers of the first day's four flights is incredible (Wilbur went the farthest by about 600 feet, by the way. Go Team Wilbur!). And just the mere fact that we're able to land an airplane at this place little more than 100 years later with the knowledge of all the incredible advances we've made in that time is really inspiring.
After KFFA we headed south for Wilmington, N.C., again down the coast. More dolphins, lighthouses, and sunbathers took us straight into Wilmington International, where Airport Support Network Volunteer Ralph Fox greeted us, and guided us into town for a slice of pizza.
The leg from Wilmington to Dillon, S.C., was going to be the shortest of the trip for us, so I took the opportunity to try and show Steve a flight he'd never forget. We took the doors off and headed west. Our course was directly into the sun (good thing we had our Scheyden sunglasses, which have been incredible). The air was still, the sun was setting, and we were flying 2,500 feet with the doors off. It's one of those times you thank God you're a pilot.
Those are the short details of the day. I'll write a separate entry to try and really give you a flavor for how things are going. Today, however, it's in the Smartcar for Steve and me, and we have some fun adventures planned along the way.
Guest blogger Ian J. Twombly and Steve Chupnick are Team Wilbur, heading to Florida in AOPA's Road and Runway Rally.—Jill W. Tallman


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May 30, 2016
The first ever black Bishop of Mississippi's United Methodists was in Meridian on Sunday.
Bishop James Swanson, Sr. delivered a message at Central United Methodist Church in downtown Meridian on Sunday afternoon. Swanson began his duties as Bishop in Mississippi on September 1st after serving in Eastern Tennessee. Swanson told the crowd on Sunday that it is sometimes easy to forget how truly blessed the church really is.
"Sometimes the church is so blessed by the handle of holy things," Swanson said. "That we don't realize that we don't realize how blessed we are. That God has allowed us the divine privilege to handle holy things."
Swanson was presented with a gift prior to delivering his message.
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On-Campus Banking
We make it easy to manage your finances on campus. Our on-campus branches, ATMs and ID Card banking1 let you manage your money where and when you want. With student checking, free Online Banking, free Mobile Banking2, free Account Alerts and Instant Issue Visa® Debit Cards, you'll have all the tools you need to bank at home and at school. Select your school for more details:
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We also have ATMs and branches on or near dozens of other campuses. Find an ATM or branch location near your campus.
- Available at select universities
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Tempe, AZ (Sports Network) - Brett Jackson tripled twice and Luis Valbuena
homered in the second inning to help the Chicago Cubs cruise past the Los
Angeles Angels of Anaheim, 11-2, on Saturday in spring training action.
Chicago starter Travis Wood picked up the win, allowing one hit and striking
out two batters over two innings. The Cubs used a five-run third inning
to take control of the contest, while the team's remaining pitchers threw
seven innings of scoreless baseball.
Erick Aybar and Hank Conger each knocked in a run in the first inning, and
reliever Nick Maronde picked up the loss, allowing three runs and two hits.
The Sports Network


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Illinois Public Media News
In-depth reporting from WILL, NPR, the Associated Press, and other sources
Contact WILL News at email@example.com
(Sean Powers/WILL)
June 25, 2013
Page 491 of 1025 pages ‹ First < 489 490 491 492 493 > Last ›
WILL Newscast audio
NPR News
Zimbabwe Pardons Thousands Of Prisoners Because Of Overcrowding, Food Shortages
Doctors Without Borders Evacuating Key Syrian Hospital Amid ISIS Offensive
41 Secret Service Staffers Disciplined For Accessing Private Files On Congressman
Obama Makes Historic Visit To Hiroshima Memorial Peace Park
New England, Back Away From The Seal Pups
Another Year, Another Impasse As 2 Win Scripps National Spelling Bee
More Than A Dozen Rescued From Kentucky Cave
Deep Sea Explorers Discover A Sponge The Size Of A Minivan
In Louisiana, It's Now A Hate Crime To Target Police Officers
Baylor Removes Ken Starr As President Over University's Response To Sex Assault Cases
More NPR News
WILL Highlights
ART/BTS wins 2 Tellys
For the second year in a row, the web series brought home both a Silver and Bronze Telly award.
The 21st
21st century radio for the 21st state. Weekdays at 11 am on WILL-AM 580.
2015 Illinois Public Media Annual Report
Our 12-page Annual Report with highlights of Illinois Public Media's activities in 2015.


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My System:
Release 7.2.0_GA_2669.UBUNTU8 UBUNTU8 FOSS edition, Patch 7.2.0_P1.
If I delete an mail in Outlook it markes it as deleted (mail is crossed out).
When I now look into the Webmail, this mail is gone and I can't see it.
But this mail is not gone from the server. It requires space.
I know how to delete this mails permanently in Outlook/Thunderbird/...?
But why I can't see this mails in Webmail? (Known) Bug?


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Fauna Forever Phase I 2004
In Southeast Peru in February 2004, a team of researchers undertook a comprehensive study of nocturnal zoological phenomena. In the remote province of Tambopata, the naturalists came together to study local animals in depth. South African Michael Langford added diversity to a thorough team of Peruvian locals. With consummate skill, Alexis Nunez coordinated the avian observations. Wilfredo Arizabal handled herpetofauna. Observed species included the Bush Dog (Speothos Enaticus), the Tigrillo (Leopardus Pardalus) and the striking Huangana (Tayassu Pecari), a colorful bird with bright plumage. Overall, the zoological research project thorough and comprehensive. The results of the study could warrant further study in the future, revealing new truths about the South American ecosystem.
Fauna Forever Phase I 2004
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Alan Hart
Peres Phones Obama 'Congrats & FYI Op Cast Lead Part 2'
This is from Alan Hart:
I imagine I am not the only one who feels the need to vomit (dictionary definition - "to throw up the contents of the stomach through the mouth") when Israel's Goebbels justifies the Zionist state's ferocious and monstrously disproportionate attacks by air and sea on the Israeli-blockaded Gaza Strip, the prison camp which is home to 1.5 million besieged and mainly impoverished Palestinians. The Israeli to whom I am referring is, of course, Australian-born Mark Regev, the prime minister's spokesman, for which read spin doctor. The more I see and hear him in action, the more it seems to me that he makes Nazi Germany's propaganda chief look like an amateur.
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