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* The burden of air combat for Nazi Germany's Luftwaffe fell mainly to two fighter aircraft: the Messerschmitt "Bf-109" and the Focke-Wulf "FW-190". Of the two, the FW-190 was the more advanced and potent aircraft, and served not only in air-to-air combat, but as a fighter-bomber; a close-support aircraft; and photo-reconnaissance platform. This document provides a short history of the FW-190.
* Professor Kurt Waldemar Tank started out in the aviation industry in 1924 as an engineer at the Rohrbach company, changing jobs in 1930 to work for Willy Messerschmitt in Augsburg. The Messerschmitt concern fell on hard times in 1931, and so Tank left to join the Focke-Wulf company in Bremen, where he became technical director.
Tank designed a number of aircraft for Focke-Wulf, including the "FW-200 Kondor" long-range airliner, which would be used as a ocean patrol aircraft in the war. Although the Kondor would be a terrible nuisance to the Allies in the conflict, they would be even more threatened by one of his later creations: the radial-engine fighter known as the "FW-190".
* In the spring of 1938, the Messerschmitt Bf-109 was filling up the ranks of the Luftwaffe as the service's first-line fighter. The Bf-109 was an excellent aircraft and had not yet reached its full potential, but the German Air Ministry (ReichsLuftMinisterium / RLM) wanted to hedge their bets and have an alternate fighter in case future improvement of the Bf-109 ran out of steam sooner than expected.
The RLM issued a request for such an advanced fighter. The Focke-Wulf company responded with a number of designs based on the Daimler-Benz "DB-601" 12-cylinder inverted-vee water-cooled engine, which was to be the main production engine for the Bf-109. The RLM rejected these designs since they didn't offer that much new over the Bf-109, which was to be allocated all DB-601 production anyway.
Tank had a different idea, a design that featured a "BMW-139" two-row 18-cylinder air-cooled radial engine with 1,156 kW (1,550 HP). Tank's choice was contrary to the general preference of German fighter designers for inline water-cooled engines. He chose the BMW radial engine because he believed it offered high reliability, greater horsepower in the long run, and was in principle available to support volume production of a new type of aircraft. The RLM was interested in Tank's concept, and in the summer of 1938 the ministry awarded Focke-Wulf an initial contract for three prototypes, followed by authorization of a fourth in the spring of 1939. The RLM's enthusiasm for the type was so great that the manufacture of 40 pre-production aircraft was authorized as well, even before any of the machines had flown.
* The "FW-190-V1" (V1 meaning "Versuchs 1 / Prototype 1") flew from the Bremen airport on 1 June 1939 with test pilot Hans Sander at the controls. Tank himself, a skilled pilot and definitely a "hands-on" engineer, performed some of the test flights. He gave the machine the name "Wuerger (Butcher Bird / Shrike)". Early test flights demonstrated some problems, including leakage of carbon monoxide fumes into the cockpit; failure of the landing gear to lock in place after being raised; and engine and cockpit overheating. The first two problems were quickly resolved, but the overheating troubles proved harder to fix.
The V1 machine originally featured a three-bladed variable-pitch propeller with an oversized prop spinner. The spinner fitted flush to the edge of the engine cowling for streamlining, with a central duct surrounding a ten-bladed fan for airflow, but this configuration didn't cool the rear set of cylinders very well. The oversized prop spinner was replaced by a conventional prop spinner, though the overheating problem lingered.
The cockpit overheating remained a serious nuisance. Temperatures reached up to 55 degrees Celsius (130 degrees Fahrenheit) and Sander complained that sitting in the cockpit "was like having your feet in a fire!" Unfortunately, the canopy couldn't be opened in flight to cool off, since the open canopy created disruptive turbulence over the tail.
The difficulties did not disguise the fact that the new fighter was fast, powerful, and agile. Sander demonstrated the V1 at the Luftwaffe flight test center at Rechlin in early July 1939, including a show for Reichsmarshal Hermann Goering, who was so enthusiastic that he endorsed mass production of the type, saying it should be "turned out like hot rolls!" Luftwaffe test pilots were also enthusiastic about the new machine, stating that it handled better than the Bf-109.
However, the BMW-139 engine was clearly unsatisfactory. Even before the initial flight of the V1 prototype, the decision had been made to go to a different engine. Although the "V2" prototype was too near completion to be modified, the BMW-139-powered "V3" and "V4" prototypes were both canceled, with prototype construction moving on to a "V5" prototype with an air-cooled 14-cylinder two-row "BMW-801" engine providing 1,195 kW (1,600 HP), fitted with a 12-blade cooling fan.
* The BMW-139-powered V2 prototype performed its first flight in October 1939. It had the oversized prop spinner and was the first FW-190 to be armed, with two MG-17 7.9 millimeter machine guns fitted in the cowling in front of the cockpit, and an MG-17 fitted in each wing root, for a total of four guns. Unfortunately, after only 50 hours of test flights, the crankshaft of the BMW-139 engine broke and the aircraft crashed.
The V5 performed its first flight in April 1940. The BMW-801 engine provided more horsepower than the BMW-139, but it was also heavier, and to maintain center of gravity the cockpit of the V5 was shifted back along the fuselage. This reduced the cockpit overheating problem and provided greater space in the nose for armament. The weight increase was substantial, 635 kilograms (1,400 pounds), leading to higher wing loading and reduced agility. As a result, following a collision with a ground vehicle in August 1940 that sent the V5 back to the factory for major repairs, the aircraft was rebuilt with larger wings and a modified tailplane, to be redesignated "V5g" (where "g" stood for "grosser / bigger"). The new wing provided much better handling.
* By this time, the Luftwaffe was evaluating pre-production "FW-190A-0" aircraft with BMW-801 engines, following initial deliveries of this subvariant in March 1940. The first seven A-0s had the original short-span wing, with the larger wing that had been evaluated on the V5g fitted on the eighth, to then become production standard.
Although the BMW-801 engine was a major improvement over the BMW-139, the service evaluation was plagued by engine failures and fires, to the extent that pilots were reluctant to fly the FW-190A-0s very far from their airfields. Arguments and finger-pointing between Focke-Wulf and BMW became as hot as the engines, and the RLM even threatened to cancel the program. Focke-Wulf and BMW, threatened, then put their differences aside as best they could and focused on getting the engine problems under control.
After 50 modifications to fix the engine problems, the FW-190 was approved for series production in mid-1941, with several factories tooling up to build the machines. Deliveries of the first formal production model, the "FW-190A-1", began in June 1941. 100 were built.BACK_TO_TOP
* The FW-190A-1 was a tidy, muscular, sturdy, aggressive-looking aircraft, powered by a "BMW-801C" engine with 1,195 kW (1,600 HP) driving a three-bladed variable-pitch propeller, featuring a low-mounted wing and tailwheel landing gear. The flight control surfaces provided large area for high maneuverability, and used an unusual system of control connections. Traditionally, aircraft flight surfaces had been moved by a system of wires and pulleys connected to the cockpit controls, but the wires tended to stretch over time, leading to slack. The FW-190 replaced the longer connections with a system of rods to correct this problem.
The landing gear had been designed to be stronger than required by the aircraft's expected maximum take-off weight to give some margin for future weight growth. The main gear hinged in the wings to retract towards the fuselage, giving the aircraft a wide, comfortable track for ground handling, while the tailwheel was semi-retractable. However, the tailwheel configuration and the big radial engine gave the pilot a terrible forward view while taxiing, leading to accidents. Pilots would learn to taxi with a ground crewman sitting or lying on the wing to give them directions.
The FW-190 was one of the first aircraft to feature a one-piece plexiglas canopy to give the pilot all-round vision. The canopy slid backwards to open. The canopy proved very difficult to jettison in an emergency at high speeds, and so an ejection mechanism was designed to pop the canopy up into the airstream, where it would be pulled off by the draft.
Armament consisted of four MG-17 7.9 millimeter machine guns, with two in the top of the engine cowling and one in each wing root. All four guns were synchronized to fire through the propeller arc. The cockpit was fitted with armor plate for pilot protection.
Performance and maneuverability of the "Anton", as Luftwaffe pilots called the A-series, were excellent, though the machine did have a few eccentricities that caused problems for inexperienced pilots, and its performance fell off at altitudes above 6,000 meters (20,000 feet). The reliability of the BMW-801 engine also remained unsatisfactory for the moment.
The FW-190 was designed in a modular fashion, to allow dispersal of sub-assembly production among many different manufacturers, as well as simplify maintenance by permitting rapid replacement of aircraft assemblies in the field. The FW-190 was very well thought-out from all points of view. Tank, who had been in the cavalry during World War I, called the FW-190 a "cavalry horse", built to endure rough field conditions, as opposed to other fighters built mostly with performance in mind, which he called "racehorses". German engineering is inclined to sophistication, sometimes to the detriment of practicality; Tank was a pragmatist, and the FW-190 reflected that mindset.
* The British Royal Air Force (RAF) first encountered the FW-190A-1 in air combat over the coast of northern France in September 1941. The new German aircraft was more than a match for the Spitfire V. British intelligence was initially puzzled by reports of the new German fighter, with some speculation that the type might actually be a captured French Curtiss Hawk 75 or the Bloch 151 fighter, both of which were radial-engine machines with a vague resemblance to the FW-190. By the end of the year, the British had no doubt that they were up against something much more formidable.
The dogfights demonstrated to the Germans that the FW-190A-1's four 7.9 millimeter guns lacked killing power. The Focke-Wulf design team was aware that the FW-190's armament was inadequate, having settled on the four machine guns due to temporary difficulties in obtaining heavier armament -- and in fact the A-1 was basically regarded as an operational evaluation type, not entirely fit for real combat.
The next A-series subvariant, the "FW-190A-2", replaced the MG-17 machine gun in each wing root with a more potent Mauser belt-fed MG-151/20 20 millimeter cannon with 200 rounds per gun, providing a total armament of two machine guns and two cannon. Replacement of the wing-root machine guns with the cannon required addition of a shallow blister on the top of the wing near the fuselage.
Many of the A-2s were fitted with an MG-FF 20 millimeter cannon, a copy of the Swiss Oerlikon design, in each wing outboard of the landing gear, for a powerful total armament of two machine guns and four cannon. The MG-FF was drum-fed, with 55 rounds per drum. Some sources state that the MG-FF, not the MG-151/20, was also used in the wing root station, but this appears to be incorrect. Admittedly the mix of cannon types was a bit odd -- all the more so because the two cannon used incompatible ammunition -- but the same odd combination would be used in the next subvariant, the A-3, and is well documented. In addition, pictures of what is described as the A-2 show a long-barreled cannon in the wing root position, consistent with the MG-151/20, which was about half again as long as the MG-FF.
The A-2 also featured an improved "BMW-801C-2" engine. Deliveries of the A-2 began in the fall of 1941. All the fighters were sent to the English Channel front for the moment, since Luftwaffe fighter pilots had been intimidated by the Spitfire V and wanted to put the RAF in their place.
* In February 1942, FW-190s of Adolf Galland's JG-26 squadron escorted the battle cruisers SCHARNHORST and GNEISENAU on their famous "Channel Dash" from France to the Baltic, with the Focke-Wulf fending off attacks by RAF Hurricanes and Spitfires, and shooting down all of a flight of six Swordfish torpedo-bombers that courageously pressed their attack despite the odds.
By spring, Focke-Wulf had shifted production to the next version of the Anton, the "FW-190A-3". The A-3 featured an uprated "BMW-801D-2" engine with 1,270 kW (1,700 HP), plus the four wing cannon as production standard, and minor cowling modifications. The BMW-801D-2 was the first really reliable engine variant, largely eliminating the engine problems that had dogged the FW-190, and would be retained in later A-series production. Following initial production, the A-3's FuG-7 HF radio was switched to the FuG-16 VHF radio, with more power and longer range.
The FW-190 was proving such a menace to the RAF that a risky commando mission named Operation AIRTHIEF was planned to steal one from a French airfield, but the mission was called off because on 23 June 1942, Oberleutnant Armin Faber got a little confused and landed his A-3 on an RAF airfield by mistake. Flight evaluation of the captured Focke-Wulf showed it to have weaknesses -- just not very many. The RAF rested their hopes in matching the FW-190 with the new "Spitfire IX", which was a Spitfire V hastily fitted with a new "Merlin 61" engine featuring a two-stage supercharger.
The Spitfire IX went into service in July 1942. The RAF hoped to give the Luftwaffe a bloody nose during the "practice invasion" at Dieppe in August 1942, which was partly intended to lure the FW-190s up to fight. Unfortunately, the Dieppe operation was badly planned and executed, and the FW-190s were more than willing to accept the RAF's challenge, inflicting disproportionate losses on the Spitfires. One FW-190 pilot, Josef Wurmheller, shot down seven Spitfires in one day over Dieppe.
The Spitfire IX did help even the odds over the long run, but Focke-Wulf was still churning out better versions of the Butcher Bird. The "FW-190A-4" went into production in late 1942, the primary improvement being the addition of an "MW-50" water-methanol power boost system for the BMW-801 engine. The MW-50 injected water into the engine's cylinders to raise the engine's redline limit for a short period of time. The methanol was mainly intended as anti-freeze. The A-4 also introduced a small but distinctive modification in the form of a short radio aerial wire mast mounted on top of the tailfin. This item would be retained in later production. The A-4 was the first FW-190 subvariant to see real service on the Eastern Front.
In April 1943, the production lines began turning out the next subvariant, the "FW-190A-5", which was almost indistinguishable from the A-4 but added a longer engine mounting to increase strength and reduce vibration. The new mounts stretched the aircraft by about 15 centimeters (six inches) and became production standard.
* These new subvariants were produced in a number of modifications, the details of which are a confusing subject. Some of the modifications were straightforward: for example, the "Trop (Tropicalized)" modification provided engine sand filters and a survival kit for desert warfare.
However, in most cases, the subvariant modifications were provided initially in the form of factory upgrade kits, known as "Umrust-Bausatz" and given "U"-series modification codes; and then field upgrade kits, known as "Rustsaetze" and given "R"-series modification codes -- and the variations are bewildering. For example, the tropicalized A-4 was an "FW-190A-4/Trop"; the "FW-190A-3/U1" featured a factory upgrade kit with a bomb rack for use a fighter-bomber ("Jagd-Bomber" or "Jabo"); and the "FW-190A-4/U4" featured two cameras in the rear fuselage for service as a reconnaissance-fighter.
Documenting the subvariant modifications is troublesome, not merely because there were so many of them, but because the same modification code might have a different meaning when applied to different subvariants, and aircraft were sometimes fitted with multiple upgrade kits. Poking around in the subject in detail is a headache. In any case, the upgrade kits reached full expression with the A-5, with at least sixteen different modifications, though no more than half actually saw combat. Modifications did see operational service included:
* In the Jabo role, the FW-190 could carry a 500 kilogram (1,100 pound) bomb, or combinations of other stores, such as fragmentation bombs or cluster bombs. A 1,000 kilogram (2,200 pound) SB 1000 bomb could be carried if one of its tailfins was removed, though it was a cumbersome load. Jabo FW-190s armed with 250 kilogram (550 pound) bombs were used to make "hit-and-run" daylight attacks on British towns in 1942 and 1943. Most of these were nuisance attacks on coastal towns in ones or twos, but on 31 October 1942, 30 FW-190s hit Canterbury in reprisal for RAF raids on German cities.
The FW-190 bomber-destroyers provided an important component of the Reich's air defense system after the US Army Air Forces (USAAF) began daylight raids in late 1942. The Luftwaffe quickly learned that USAAF B-24s and B-17s were not easy targets, as both bombers could soak up many hits before going down and had heavy defensive armament.
At first, Luftwaffe pilots used "tail-chase" tactics, but then it was realized that the bombers were much more vulnerable to fire from the front, and also had weak forward defensive armament. The result was a switch to "head-on" attacks, which allowed the fighters to exploit these weaknesses. The high relative speed of the interceptors as they passed through the bomber formations from front to back also complicated the lives of American gunners. However, on the other side of the coin the head-on attacks gave Luftwaffe pilots little time to score hits or to react to a looming head-on collision. The new tactics were much more effective for good fighter pilots, but less effective for mediocre ones.
Despite this, FW-190s smashed up a raid on Regensburg and Schweinfurt on 14 October 1943 so badly that the Americans gave up daylight bombing over Germany until the long-range P-51B/C Mustang escort fighter came into service. Even when escorts arrived, the FW-190 was never a pushover for any Allied pilots, anyplace, anywhere. A tale circulated during the later years of the war that when an overenthusiastic American manufacturer printed an advertisement that displayed an FW-190 to mock it with the caption: "Who's Afraid Of The Big Bad Wulf?" -- they got a copy of the ad sent back to them in the mail along with a letter signed by everyone in a bomber unit that said: "We are."
Many Luftwaffe pilots racked up large numbers of kills, particularly on the Eastern front. The Luftwaffe's fourth highest scoring pilot, Oberleutnant Otto Kittle, who scored 267 victories, got 220 of his kills in FW-190A-4s and A-5s, making him the high scorer with the type. Other German aces, including Walter Nowotny, Heinz Baer, Herman Graf, and Kurt Buhligen, all scored over a hundred kills in the FW-190.
The FW-190 was also pressed into service as a night fighter against RAF bombers, using "Wilde Sau (Wild Boar)" tactics championed by Major Hajo Hermann. Although the FW-190s used in Wilde Sau sorties had few or no optimizations for night fighting, the glare of fires below and searchlights highlighted the attackers, allowing the fighters operating above the bomber stream to see target aircraft beneath them. After the British started dropping "window" (chaff) to jam German radars in July 1943, Wild Sau suddenly acquired a new importance and priority. Wilde Sau was effective but troublesome, since getting back to base and landing in the dark, particularly in poor weather, was difficult and dangerous. By early 1944, the Luftwaffe had been able to compensate for an extent to Allied radar countermeasures, and the Wilde Sau squadrons were generally returned to day combat.BACK_TO_TOP
* As is often the case with aircraft that evolve through a long series of variants, the FW-190 suffered from "weight creep", and so a new, bigger, lighter wing was designed, going into production in the "FW-190A-6" subvariant in June 1943. The new wing featured standard fit of an MG-151/20 cannon in the wing root and the outer wing, replacing the MG-FF in that position, for a total of four cannon, along with the MG-17 machine guns in the cowling. The A-6 was primarily designed for the battlefield close-support role, and also featured increased armor. This was referred to as the "Schlacht" or "Battlefield" mission; the term is sometimes mistranslated as "Slaughter", but that is "schlachten", a different word.
In Schlacht operations, the FW-190 carried such warloads as eight SC-50 50 kilogram (110 pound) bombs, with four on the wings and four on the centerline rack, and also the AB-250 250 kilogram (550 pound) cluster bomb canister. The AB-250 could be filled with a range of submunitions, such as SD-2 two kilogram (4.4 pound) anti-personnel fragmentation "butterfly bombs",or SD-4 four kilogram (8.8 pound) hollow-charge anti-armor bomblets. The cannon of the FW-190 also proved effective in attacks on ground targets, and the aircraft was rugged enough to take punishment as well as dish it out. The FW-190 would gradually become the backbone of the Schlacht force, displacing the antiquated and overly-vulnerable Junkers Ju-87 Stuka.
As with the A-5, upgrade kits were developed for the A-6. However, while the A-5 was fitted with factory upgrade kits, the focus for the A-6 was field upgrade kits, so that the aircraft could be adapted on the front line to different roles as the tactical situation demanded.
* The primary improvement in the "FW-190A-7", which went into production at the end of 1943, was the replacement of the two 7.92 millimeter MG-17 machine guns in the cowling with 13 millimeter MG-131s, with a new gunsight provided as well. While most of the Anton subvariants were built in quantities of hundreds, only about 80 A-7s were built, with the aircraft configured as bomber destroyers, fitted with underwing rockets or additional cannon packs.
The next subvariant, the "FW-190A-8", turned out to be the most heavily produced of all FW-190 subvariants, with over 1,300 built. It was essentially an A-7 with the option for either GM-1 nitrous-oxide engine boost for high-altitude operation, or an additional internal fuel tank, as well as many detail improvements.
FOCKE-WULF FW-190A-8: _____________________ _________________ _______________________ spec metric english _____________________ _________________ _______________________ wingspan 10.5 meters 34 feet 5 inches wing area 18.3 sq_meters 197 sq_feet length 8.96 meters 29 feet 5 inches height 3.96 meters 13 feet empty weight 3,470 kilograms 7,650 pounds max loaded weight 4,900 kilograms 10,800 pounds maximum speed 657 KPH 408 MPH / 335 KT service ceiling 10,300 meters 33,800 feet range 800 kilometers 500 MI / 435 NMI _____________________ _________________ _______________________
A range of different modifications of the A-8 were implemented, employing the full range of factory and field update kits. The "R1" and "R2" were bomber destroyers with heavy underwing armament, while the "R3" was a tank destroyer with a long-barrel, high-velocity MK-103 cannon mounted in a fairing under each wing. The MK-103 apparently proved a bit too hefty and powerful for the FW-190, and that fit did not proceed beyond evaluations.
The "R8" was an improved bomber destroyer, nicknamed the "Sturmbock (Battering Ram)", with armor protection for the pilot and around the front of the engine, plus an MK-108 30 millimeter cannon in each outboard wing position instead of an MG-151/20. The armor allowed the Sturmbock to close in on a bomber and then kill it with the MK-108 cannon, using tail-chase tactics.
There were other experiments with heavily-armed bomber destroyers, but the increasing presence of escort fighters presented the Luftwaffe with a nasty dilemma. If the FW-190's armor and firepower were increased to deal with the bombers, the Focke-Wulf would then find itself outclassed in air combat with Allied fighters. If its armor and armament were reduced, the FW-190 could hold its own, but it would then find it difficult to take on bombers.
As a result, the Luftwaffe established the "Sturmgruppe" tactic, in which a mass of FW-190s Sturmbocks would attack a bomber formation from behind, while they were protected from Allied escort fighters by Bf-109Gs optimized for dogfighting. Sturmgruppe pilots often wore "whites of the eyes" jacket patches, with two white crescents set side-by-side, to indicate their dedication to point-blank attacks. The first Sturmgruppe missions were conducted in July 1944 and proved devastating. However, the USAAF quickly got wise, sending escort fighters in the lead of the bomber formation to pounce on Sturmgruppe formations and break them up, and scheme gradually ceased to be effective.
* In fact, by the fall of 1944 the decline of the Luftwaffe was obvious. Hobbled by a lack of fuel and well-trained pilots, completely outnumbered by Allied fighters, the Luftwaffe made fewer and fewer sorties, and with those flights the rewards continued to diminish while the losses increased. They fought on until the end, but all they could do was delay the inevitable.
German factories continued to produce FW-190s as best they could, but the A-8 turned out to be the last production Anton. The "FW-190A-9" was an A-8 with a BMW-801F engine with 1,490 kW (2,000 HP). Some sources also claim the A-9 was fitted with an armored wing leading edge for service as a "Rammjaeger", knocking down bombers by ramming them. Home defense squadrons had been encouraged to use this tactic late in the war with earlier FW-190 subvariants, though it appears few pilots did so. The "FW-190A-10", was a Jabo subvariant that was to feature an improved BMW-801TS or BMW-801TH engine. Neither of these subvariants got out of prototype evaluation.BACK_TO_TOP
* The "FW-190B" and "FW-190C" were experimental variants that did not reach production, and are discussed below. The "FW-190D" was a production FW-190 derivative with a inline engine, which did reach production and is also discussed below. The "FW-190E" was to be a specialized reconnaissance variant, but modifications of FW-190As proved adequate for this role, and the FW-190E never even reached the prototype stage.
The "FW-190F" series did see service in numbers. The FW-190F was essentially an Anton tweaked as battlefield close-support aircraft, or "Schlachtjaeger", with armor plate under the engine and cockpit for protection against ground fire, stronger landing gear to support greater take-off loads, and other modifications. The type was difficult to distinguish from an FW-190A, and in fact the series prototype was the "FW-190A-5/U17", a modification optimized for the Schlacht role. Although their optimizations for the Schlacht role hampered performance somewhat, Schlacht Focke-Wulfs were still dangerous adversaries in air combat and racked up their own long lists of kills.
The "FW-190F-1" subvariant was based on the FW-190A-4. Only a small number were built, for evaluation purposes. The F-1 had reduced gun armament, with two MG-17 7.92 millimeter machine guns in the cowling and a 20 millimeter cannon in each wing, for a total of four guns. In compensation, it had racks under the fuselage for carriage of one 500 kilogram (1,100 pound) or four 50 kilogram (110 pound) bombs, plus an optional rack under each wing for a single 250 kilogram (550 pound) bomb or two 50 kilogram bombs.
The "FW-190F-2" was a derivative of the A-5 and featured a new "bulged" canopy to improve pilot vision, with the first of this series rolling off the production line in early 1943. The "FW-190F-3" was similarly derived from the A-6, with first deliveries in the summer of 1943.
Work on "F-5", "F-6", and "F-7" subvariants was abandoned near the end of 1943 to allow focus on the G-series, discussed below, but the F series was revived in 1944 as the "F-8", based on the A-8. The F-8 was the most heavily produced of the F-series, reaching service in the fall of 1944. It was much like the F-3, but had underwing stores racks as standard, an improved bomb-release system, and MG-131 13 millimeter cannon in place of the cowling-mounted MG-17s. The F-8 was followed by the "F-9", which had a turbocharged BMW-801TS engine providing 1,490 kW (2,000 HP) and optional MW-50 water-methanol boost, but this subvariant did not reach service.
* The "FW-190G" was a long-range Jabo variant, built in parallel with the F-series, and generally similar except for the deletion of cowling guns to decrease weight and extend range. In fact, the G-series actually entered production before the FW-190F, initially seeing action in North Africa at the end of 1942. Like the F-series, the G-series were basically equivalent to A-series aircraft modified for the Schlacht role. The "G-1" was based on the A-4, while the "G-2" was based on the A-5. The "G-3" was bit more of a custom item, with an autopilot and a fuel injection system. The G-8 was based on the A-8.BACK_TO_TOP
* Although the BMW-801 radial engine was very powerful, as well as very rugged, its high-altitude performance was poor. Since the GM-1 water-methanol boost system provided only a modest improvement in high-altitude performance, Kurt Tank's engineering team decided to see what might be done with water-cooled inline inverted vee-12 engines, including the Junkers Jumo 213 and the more powerful Daimler-Benz 603.
The "FW-190B" series of prototypes Focke-Wulf's first attempts to build a high-altitude version of the Butcher Bird; they featured test fits of the DB-603 engine, as well as the BMW-801 with GM-1 nitrous oxide boost. Some of the prototypes were also used to evaluate a pressurized cockpit, but these tests did not go well. Since the FW-190B didn't quite have the high-altitude reach that the RLM desired, the effort was abandoned in late 1942.
Focke-Wulf then concentrated on an improved high-altitude fighter variant, the "FW-190C", with the DB-603 inline engine. Following an initial prototype adapted from an FW-190B, six FW-190C prototypes were built. They featured a DB-603 inline engine, an annular radiator that gave the engine some appearance of a radial installation, and a four-bladed propeller. The six final prototypes featured an elaborate turbocharger installation, with two fitted with a Hirth 9-2281 turbocharger and four with a DVL TK-11 turbocharger.
The turbocharger scheme had some similarities to that on the US Republic P-47 Thunderbolt but wasn't as clean, resulting in a large assembly on the belly that gave the type the nickname "Kangaruh (Kangaroo)", since it suggested a kangaroo's pouch. The program was finally abandoned in the fall of 1943, the turbocharger systems having proved unreliable.
* Tank's engineering team was also working on another inline-powered variant, the "FW-190D", in principle for the high-altitude fighter role. The FW-190D was fitted with a Jumo 213A-1 engine providing 1,325 kW (1,775 HP), or 1,670 kW (2,240 HP) for short periods with MW-50 water-methanol boost.
Development began in the spring of 1942, with prototype development based on modifications of FW-190A-0 fighters, the first of six flying in March 1942. These machines were given a rear fuselage extension to compensate for the lengthened nose, which had been stretched to fit the Jumo 213 engine, and were armed with twin MG-17 machine guns in the cowling and an MG-151/20 cannon in each wing root. Some problems were encountered, but the type seemed promising enough for the RLM to authorize the construction of "FW-190D-0" preproduction prototypes in late 1943. These machines were similar to the development prototypes, but were based on FW-190A-7 airframes.
In the meantime, Tank was moving forward on the first full-production subvariant, the "FW-190D-9". Exactly what happened to the "D-1" through "D-8" subvariant codes is a bit of a puzzle. In any case, the D-9 went into production in June 1944, with initial service deliveries in August.
The D-9 different from the prototypes in having a bigger tailfin to improve yaw stability; two MG-131 13 millimeter cannon replacing the two MG-17 guns in the cowling; and a belly rack for carriage of a 500 kilogram (1,100 pound) bomb, as well as an optional stores rack under each wing. An MW-50 water-methanol boost system could also be installed. After initial production, the type was fitted with a bulged canopy to give better all-round vision. A range of modification kits were provided for the type.
Tank made it plain that he regarded the Jumo-powered FW-190D-9 as an "interim solution", leading Luftwaffe pilots to believe that they were going to get an indifferent and clumsy lashup. Once they got their hands on the machine, they found out that the "Dora-Nine", as they called it, was a superb aircraft. It was faster, climbed more rapidly, and handled better than an Anton, and almost certainly the best piston fighter to be fielded in numbers by the Luftwaffe. The Dora-Nine proved to be a nasty handful for American P-51Ds and late-mark RAF Spitfires. Tank was just being fussy.
FOCKE-WULF FW-190D ("DORA-NINE"): _____________________ _________________ _______________________ spec metric english _____________________ _________________ _______________________ wingspan 10.5 meters 34 feet 5 inches wing area 18.3 sq_meters 197 sq_feet length 10.19 meters 33 feet 5 inches height 3.36 meters 11 feet empty weight 3,490 kilograms 7,695 pounds normal loaded weight 4,300 kilograms 9,480 pounds max speed at altitude 685 KPH 425 MPH / 370 KT service ceiling 12,000 meters 39,400 feet range 840 kilometers 520 MI / 450 NMI _____________________ _________________ _______________________
The Dora-Nine was produced in good numbers, but Nazi Germany was falling apart by that time; there were few pilots, there was little fuel. Many of the FW-190D-9s built never saw combat, and in any case they were too few to have any influence on the course of the war. Those that did see action were often used as "top cover" for airfields operating the Messerschmitt Me-262 jet fighter, whose poor acceleration made it highly vulnerable during landings.
Focke-Wulf still continued to work on other subvariants of the D-series, though none of these others ended up being built in any numbers, if at all. For example, the "D-12" deleted the two MG-13 cannon in the cowling and replaced them with an MK-108 30 millimeter cannon firing through the propeller spinner, plus a more powerful Jumo 213F engine with 1,535 kW (2,060 HP).
* Tank continued to tweak the inline-powered designs, resulting in the "Ta-152" series, with work along this line begun in late 1942. The "Ta" stood for "Tank", in honor of his contributions to the Reich. A confusing number of different Ta-152 variants were considered or built in prototype form in 1943 and 1944, converging on two types, the short-wing "Ta-152C" and the long-wing "Ta-152H", where the "H" stood for "Hoehenjaeger (High Altitude Fighter)."
The Ta-142C very much resembled the Dora-Nine, but featured a modified fuselage with the wing moved forward. While early "Ta-152A" and "Ta-152B" prototypes were fitted with different models of the Jumo 213 engine, the Ta-152C featured the DB-603 engine. Armament was an MK-108 or MK-103 cannon firing through the prop spinner, along with two MG-151/20 cannon in the cowling and one in each wing root. Only about five Ta-152Cs were completed, the first flying in November 1944, the decision having been made to focus on the Ta-152H.
The Ta-152H was, as its name suggests, intended for the high-altitude interceptor role. It featured a modified fuselage like that of the Ta-152C, as well as extended wings with a span of 14.5 meters (47 feet 7 inches), and a Jumo 213E engine with a three-speed supercharger and 1,400 kW (1,880 HP). It was armed with an MK-108 cannon firing through the propeller spinner and an MG-151/20 cannon in each wing, and was fitted with a centerline stores rack.
Initial service delivery of the Ta-152H was in November 1944. Only about 150 Ta-152Hs were completed. They saw very limited combat, when fuel could be found to fly them. A turbocharged "Ta-153" series was also considered, but never got out of the development stage.
Despite the fact that Tank regarded the DB-603 as the best possible inline powerplant option for his fighter -- and some sources claim the DB-603-powered FW-190 prototypes had excellent performance if the turbocharger problems were ignored -- no DB-603 powered variant reached production. That may have been due to limited availability of the engine, which did enter mass production and was built in the thousands, but was heavy and allocated to twin-engine aircraft like the Me-410 and the Do-335.
* A total of over 20,000 FW-190s of all types was built during the war. The type saw limited foreign service:
A number of FW-190s survive today on static display in various museums around the world, but it does not appear that any are flying at this time. The "FlugWerke" group of Munich does sell a flight-worthy replica in kit form, however.BACK_TO_TOP
* Given the large number of FW-190s built, unsurprisingly there were many odd experiments and offshoots of the type:
* Development prototypes:
* A-series ("Antons):
* F-series and G-series:
* Other variants:
* As concerns copyrights and permissions for this document, all illustrations and images credited to me are public domain. I reserve all rights to my writings. However, if anyone does want to make use of my writings, just contact me, and we can chat about it. I'm lenient in giving permissions, usually on the basis of being properly credited.
* Sources include:
* Revision history:
v1.0.0 / 01 may 02 v1.0.1 / 01 jun 02 / Review & polish. v1.0.2 / 01 jun 04 / Review & polish. v1.0.3 / 01 mar 07 / Review & polish. v1.0.4 / 01 mar 09 / Review & polish. v1.0.5 / 01 feb 11 / Review & polish. v1.0.6 / 01 dec 12 / Review & polish. v1.0.7 / 01 nov 14 / Review & polish.BACK_TO_TOP


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Tag Archives: middle school
25 Great Books for Middle Schoolers
With summer here, and summer reading programs in full swing, it is a great time to make a book list for your middle school child.
These book series are great for those kids who are in the middle age range (10-12). Use discretion when choosing books for your child, each family will have different values and standards for their child's literature choices.
Here are 25 great books for middle schoolers:
- The Bronze Bow byElizabeth George Speare
- Anne of Green Gables by L.M. Montgomery
- Shilohby Phyllis Reynolds Naylor
- . Esperanza Risingby Pam Muñoz Ryan
- Tales of a Fourth Grade Nothing by Judy Blume
- Love, Ruby Lavenderby Deborah Wiles
- Maggie's Doorby Patricia Reilly Giff
- The Secret Series by Pseudonymous Bosch
- The Mysterious Benedict Society by Trenton Lee Stewart
- The Three Doors Trilogy by Emily Rodda
- Pippi Longstocking by byAstrid Lindgren
- All of a Kind Family bySydney Taylor
- Owls in the Family byFarley Mowat
- Sarah Plain and Tall byPatricia MacLachlan
- Homer Price byRobert McCloskey
- Misty of Chincoteague byMarguerite Henry
- Armadillo Tattletale byHelen Ketteman
- Cheaper by the Dozen byFrank B. Gilbreth
- Chronicles of Narnia by C.S. Lewis
- Nancy Drew Mysteries byCarolyn Keene
- Hardy Boys Mysteries byFranklin Dixon
- How to Train Your Dragon Series byCressida Cowell
- Little Women by Louisa May Alcott
- A Series of Unfortunate Events Series byLemony Snicket
- The Adventures of Tintin byHergé
Author: Misty Bailey Misty and her husband have been married for over a decade and have three beautiful children. She shares her struggles with time management, becoming unglued and finding joy in the everyday moments on her blog Joy in the Journey.
The Merritt Way
"A Time for Phonics" is a book that includes the first ten steps of comprehensive phonics that teaches reading, writing, spelling skills and builds vocabulary. This system is based on the power of neuroplasticity to build "phonemic decoding skills" in a fun way using a whiteboard and no boring memorization drills. "A Time for Phonics Photo Flashcards" coincides with the ten steps and they have amazing color photos and every word can be "sounded out." "Math Made Fun Through Playing Cards" is a unique set of playing cards that is designed to reinforce odd and even perception, eliminates confusion between 6 and 9 numerals, enhances computational skills and improves working memory. Math skills can be greatly enhanced through various activities. Algebra can even be clearly explained and practiced using these unique cards.
Randi's Curriculum Choices
Randi's Curriculum Choices
There are way too many curriculum choices. Some are excellent and a lot are not! In creating this list, I didn't want to add to all the noise and burden parents to just buy more stuff to put on their shelves. I wanted to keep my recommendations to only the books that are very, very special. There are many more books, but most people don't have very much time and their children don't either. So read and use the really good books first and then if time permits, read the rest.
Early Learners
- Leading Little Ones to God/Marian Schooland (Best written beginning devotions)
- Big Thoughts for Little Thinkers/Joey Allen Series of Books on Theology for Little Ones
- Proverbs For Parenting/ (Must have book for training and disciplining children. Categories include: lying, fighting, honesty and many others)
Georgia State History
- This is Your Georgia by Bernice McCullar ISBN:0-932659-01-2
Middle/High School
Science and Geography
- Exploring Our World by Tony Hare ISBN:0-7651-1027-x – This is an excellent book to use with all ages of children. It can be used as a Geography or Environmental Science book from an ecological zone perspective. Enhance study by using lapbooking techniques. Its easy to use the unit study and Dina Zike's dioramas to make the nine biomes come alive!
- Hands-On Chemistry Activities with Real-Life Applications for grades 8-12. by Norman Herr ISBN: 0-87628-262-1 – Now this is the way to study Chemistry! Your students will learn more about Chemistry by working through this book than any old textbook. You may have to invest in a few things that you can get from Carolina Biological Supply or some other supply house, but you can do this book with the whole family. Fun and educational! Start this book in 8th or 9th grade, go slow and do 3-5 pages at a time. Leave enough time to do the Bob Jones Chemistry textbook and you will have a great science student!
History –
- Quest of a Hemisphere by Donzella Cross Boyle published by Western Islands – Don't miss this great history book! " Written in an engaging narrative style, Quest of a Hemisphere is a factual American history written from documents, manuscripts, journals, diaries, letters, newspapers, and rare books… Illustrations feature the art of historical periods – reproductions of sketches and paintings, portraits of famous men by artists of their time, and copies of documents in the original style of printing." This is a great book for the Charlotte Mason approach or unit studies.
Government –
- God and Government I and II by Gary DeMar – These books are great for read aloud and discussion. Although there are many questions, the author follows up with the answers which are probably better for study than answering the questions for yourself.
- Government by the People by David Magleby ISBN: 0-13-192159-2 – Generally used as a college textbook, this surprisingly well written government book is interesting and covers all the points that allows students to test out of their college government course. Be sure to take the CLEP or SAT Subject Exam after completing this book!
Mathematics –
Don't tell your child you were terrible at math! The best way to teach math is to purchase a copy for yourself and a copy for your child and do the problems along with her. I promise, it won't be as hard as when you were in school. You will be so glad you did this!
- College Outline Series – Pre Algebra ISBN , Introductory Algebra ISBN 0-15-601524-2, and Intermediate Algebra ISBN 0-15-601522-6 – Over and over this is my favorite set of Algebra books. The subject Pre Algebra is essentially fractions, decimals, and percents which are usually taught in 7th and 8th grade. Even with my public and private school kids, I have to pull out this book to help them learn concepts. It is more systematically written and clearer than any other textbook I have used. Once a person uses a well programmed textbook, they never go back!
- Geometry – Notables Interactive Study Notebook ISBN 0-07-868213-4 – This is a consumable workbook that makes a very good Geometry textbook. It doesn't focus heavily on proofs, which is a good thing.
- Videos – Chalk Dust – Chalk Dust might cost more than other videos but it does a better job and you can always resell it, so your net cost is not so great.
- Prentice Hall Math Textbooks – Better than Glencoe and way better than McDougal Littel! What does better mean? Better formatting, better questions, better explanations.
Life Skills –
- Just Do Something/Kevin DeYoung (Making Good Decisions) Helps the reader understand that determining your career calling is not as important as establishing proactive behaviors to bloom where you are planted!
Special Needs
Textbooks for HI/LO – High interest for middle thru high school, low reading level 3-4 with larger than normal print, shorter chapters, and clear questions. When your student has learned how to read and you want to transition him to a textbook. These are good choices. Interestingly, these are also good choices for the very young, academically gifted child.
AGS Globe, now part of Pearson has great textbooks for Mathematics, Science, Social Studies and Language Arts. http://www.pearsonschool.com/index.cfm?locator=PSZ1Ai
The National Bible Bee for ages 8-18 www.BibleBee.org
Homeschooling Today


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The Return of the Native
by Thomas Hardy
The Return of the Native Book 1, Chapter 4 Summary
The Halt on the Turnpike Road
- Olly and Mrs. Yeobright walk and talk and we get the lowdown on the Thomasin situation.
- Basically Wildeve is kind of a playboy and Mrs. Yeobright therefore does not approve of him.
- Suddenly the reddleman comes up the road.
- He tells Mrs. Yeobright that he has Thomasin in his van. She came up to him crying earlier that day and said she needed a ride home.
- The reddleman's name is Diggory Venn, and he used to be pals with Thomasin.
- Mrs. Yeobright is very concerned and she goes to wake Thomasin.
- Thomasin is very upset but she manages to pull herself together enough to get out of Venn's van and send him on his way.
- Her aunt demands to know what the heck is going on.
- Thomasin is so grounded.


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Vice president of college scouting Joey Clinkscales wouldn't fully commit to the comparison, but when asked what current NFL wide receivers reminded him of second-round pick Stephen Hill, there were few others to draw from.
"He's unique. He's a 6-4 kid that's 215 and runs a 4.32. I mean he's a unique athlete, he really is. I mean, Calvin Johnson, maybe," Clinkscales said. "I'm not going to put that label on him but from a height, weight, speed moniker ... you know he's just a unique athlete."
Looking to come out of day two with a speedy wide receiver, the Jets traded their second round (47), fifth round (154th) and seventh round (232) picks to move up four spaces and secure the Georgia Tech wideout. With the departure of wideout Plaxico Burress this offseason, Hill would make an ideal fit for the team's No. 2 receiver spot.
The move casts doubt on a potential return for wide receiver Braylon Edwards.
"Once he was within striking distance we felt like that was appropriate value for us," general manager Mike Tannenbaum said. "We felt like this will make Santonio Holmes better. Now all the coverage doesn't have to go his way and we're really excited that he was there for us."
With their third-round pick, the Jets selected Demario Davis, an inside linebacker out of Arkansas State. Tannenbaum quickly clarified that Bart Scott, also an inside linebacker, would still be with the team next year.
The Jets' personnel department projected Davis as an immediate special teams player, rated highly by Mike Westhoff, who could work into sub packages and cover tight ends.
In Hill, the Jets received a combine darling with one major caveat. Despite his massive frame and sub 4.4 40-yard dash speed, he played in a triple-option offense in college that attempted less than 70 passes last year.
Hill said he promised the Jets he would run the impressive 40 time and felt like he had a lot to prove to scouts.
"A lot of big plays down the field and getting big touchdowns at the right time of course," Hill said. "Other than that, I feel like I can bring a lot — especially blocking, I can definitely put someone on their butt."
Senior personnel executive Terry Bradway said it was important to put Hill through the NFL route tree to ensure he could run everything the Jets would need him to.
"When we watched him work out at his pro day and his combine, and (wide receivers coach Sanjay Lal) spent an hour and a half with him on the field and had him do everything," Bradway said.
Note: Tannenbaum said that right tackle Wayne Hunter is the starter now, though he mentioned that he would be "competing for a position here." Vlad Ducasse and Austin Howard would be the main options behind Hunter on the depth chart.
Conor Orr: email@example.com; twitter.com/ConorTOrr


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Ever the Bridesmaid: Thoughts on Asiana Flight #214
July 8, 2013 by Patricia Sund
56 Responses
on July 8, 2013 at 3:43 pm | Jane
Everyone get outta my way so I can buy this woman a drink, shake her hand & tell her how proud I am of the work she does! You never fail to impress me!
on July 8, 2013 at 4:33 pm | Sher
Right on. When my Dad was a controller he often said that the flight attendants should make more than the pilots. FA's used to visit the control towers from time to time and relayed all the horror stories. Good for you for putting more info out there – maybe people will be nicer to the crews!
Also wonder what would've happened if it had had a full load of fuel – glad that at least the accident occurred at the end of the long trip. Sounds like many things went "right" to save a lot of lives!
I've had the oxygen mask "inadvertently deploy" during landing before. The gal in the seat next to me and I stared at it dangling and jumping around. Because no one else's had fallen, we knew better than to mess with it. I think I said, "I'm not going to touch that." After the landing, one of the flight attendants coming through saw it and was very thankful that we hadn't pulled on it or tried to use it. Apparently, those things are insane to get back "in" if you try to use them. My point is there are times when you have to use your head when you're flying and let the flight attendants do their jobs without making their jobs harder.
Thank you! I am a flight attendant with AA. Loved your thoughts!
on July 8, 2013 at 5:31 pm | carol
good article proud of you and all flight attendants
on July 8, 2013 at 6:44 pm | sharon robinson
Nice article. Thank you
on July 8, 2013 at 7:44 pm | Elaine Garcia
Patricia Sung,
Well done & well said!
Very proud of you & your article!
Take care my friend!
Elaine :))
on July 8, 2013 at 8:14 pm | Suzanne Neamtan
Great blog, I have to say I have admired FA's, didn't have any idea how thick the "how to" book was lol now even more impressed.
on July 8, 2013 at 8:21 pm | Barbara Phillips
Every time I fly, I am grateful for the flight attendants, their training & how well they handle the flying public ( many of whom need a smack upside the head). And I always say please, thank you & try create as little work for them as I can. Otherwise, my flight attendant friends will give ME a smack.
Seriously, thank you.
Mary Sciavo is, and always has been an idiot. She had to have used some connection other than the one from her brain to get the DOT job in the first place, and her incompetence pulled her out of it in due course. Anyone asking her opinion for a news article they are writing is equally idiotic.
on July 9, 2013 at 4:18 am | Midori Conure's mum
Very informative info for those of us who are simply passengers. It's amazing how many jobs we all take for granted, yours included. It's good to step back and think about the real people involved.
on July 9, 2013 at 9:23 am | Jose Parrot's mom
Worth mentioning too is the fact that because flight crews are so good at what they do crashes like the Asiana flight are RARE. Air travel is consistently the safest form of public transit. Thank your Flight Attendant on the way off the plane next time!
Thank you! You said it all!
on July 9, 2013 at 11:17 am | Kent
I will never forget seeing my friend Patricia on the local news being interviewed after having delivered a baby on an inbound flight from Haiti. I have seen first hand Patricia having to take a test to qualify on new procedures included in that thick FA's Manual. Talk about pressure, you can't fly (work) if you don't pass.
Patricia, you probably already know this but the 777 was not coming into SFO final landing "hot" but in fact too slow. Normal speed at final is supposed to be 137 knots but the plane was about to stall at 103 knots. Hard to believe that this crew seemed unaware of final approach speed and glide path.
The reports on NBC / MSNBC have given the FA's, I think, tremendous credit for there actions. Bravo to a well trained FA crew for saving so many lives.
on July 9, 2013 at 2:10 pm | Cherrie Olson
As a retired 39 year flight attendant from American Airlines, I thank you from the bottom of my heart for telling it like it is, in the most articulate way. This is the real story, and the REAL first responders are the flight attendants. I will put this on my facebook page. Well done.
on July 9, 2013 at 2:49 pm | Colleen Crawford
Thank you Patricia! THANK YOU!!!
AA F/A 28 yrs
on July 9, 2013 at 3:45 pm | Linda Hansen
The day of the crash, I was happy to hear the commentator on MSNBC credit the flight attendants. It is extremely unfortunate that airlines are increasing hours and decreasing salaries for attendants and pilots. One addition I would make the the recommendation to wear long sleeved shirts, long pants & closed toe shoes is that the clothing items be 100% cotton. In case of a fire, synthetics will melt to your skin. (Former Navy aircrew)
Wonderful synopsis of our training and expertise. It took a crash that was totally the fault of the pilot, and the pilot and company representatives unavailable for the mainstream median to finally, grudgingly, turn to the heroes in every survivable crash… the flight attendants.
Pay attention to us, please respond to our requests and commands for your safety, and for Pete's sake, wear shoes and clothing when you fly.
on July 9, 2013 at 7:53 pm | Marisa
You ROCK! Thank you for representing us Flight Attendants ALL over! xoxo
on July 9, 2013 at 10:03 pm | Carole Hunter
Thank you so much for this post! I know my
non airline family and friends don't really understand it. This is NOT a job for the faint of heart!!
on July 9, 2013 at 10:24 pm | Germain
Good information well said I hope the flight attendant get more respect and a lot of thank you.
Excellent detail and words from the heart. You describe this job with the passion of a true FA . . . Kudos to the heroes on this flight and all FAs who really do know exactly what to do by the manual and then some. Bless your hearts. Former AA flight Attendant class 68-18.
on July 10, 2013 at 8:33 am | Danny marsh
Hey sweetheart! This is danny marsh. Remember me? What a fabulous article you wrote! You nailed all the points right on the head. So insightful! I miss you and hope you and yours are very well. Love always!
on July 10, 2013 at 9:54 am | Janet Fish
Great job of informing others on how it really is! Hope this will get passed around! Retired AA F/A
on July 10, 2013 at 10:04 am | pat o'd
have flown a lot of work and play and am almost always impressed with stewardesses — loved American Airlines, Singapore Airlines, El Al (a bit rude but kept people in order — those were tough flights with tough customers on them), Lufthansa as well. Stewardesses have the toughest job because they are dealing with the public — some of who are seasoned travellers, some of whom are scared to death — they deal with all sorts. re: Asiana air crash, from everything i have heard the stewardesses were the heroes (there was one who carried people away from the plane — thin chinese woman — who found out later she had broken a bone in her back). i saw congrats to all who fly and have to deal with the public — hardest job in the world!
on July 10, 2013 at 12:52 pm | Kerry Lott
Excellent!! (from a 'non-airline' friend)
Akin to the retirement of the title 'steward(ess)', maybe it's time FA's should be referred to as FFR's (Flight First Responders)… what 'attendant' in any other field is equipped to handle such catastrophic incidents? Titles may not matter that much to those doing the job, but the public needs to have a better understanding and more respect for those trained to help them.
(Might give this Scavio person a clue as well) 🙂
on July 10, 2013 at 1:47 pm | Laurie Nunez
Thanks for the great post!
US 26 fun-filled years
on July 10, 2013 at 2:09 pm | Ro Drozd
As I was reading this article, I kept on thinking " YOU GO, GIRL!!!". I'm glad you put this out there for people to see. I will post this on my Facebook page too. As a former commercial FA and now a corporate FA, lord knows I ( and you) have seen it all. God Bless you for your dedication to our profession!
on July 10, 2013 at 3:28 pm | Ralph Barnes
As usual, a very thoughtful post. Keep up the great work Patricia
on July 10, 2013 at 7:51 pm | Anna
Thank you for telling it like it is! Proud to be a fellow bridesmaid/flight attendant! Kudos!
on July 10, 2013 at 8:05 pm | bonnie jarrett
You rock Patricia!… Congrats and thanks , retired fa
on July 10, 2013 at 8:09 pm | Todd McJunkin
Love, love , love this article! Thanks Patricia!
My friend works as a flight attendant on Singapore Airlines. He tells me horror stories about what he has to put up with among passengers. They go though training all the time especially with new aircraft. The main point as to why flight attendants work on airlines is not to serve passengers meals and drinks, it's about safety. They are over worked and very underpaid. People think it's a great job. I even say you get to fly all over the world. Well, they do but as soon as they land they have jet lag and most just sleep until they leave back home. My friend just stays in his hotel…maybe do a bit shopping for food then back home on a 10 hour flight. I have total respect for flight attendants.
on July 11, 2013 at 4:12 pm | Joyce
As an RN, I can relate to your feelings about being an unsung hero. When we have a patient emergency, nurses are there in the trenches taking care of business and typically get very little thanks in the end. God bless all of you who make our flights safe and keep us in the air. For the times it is lacking, I want to say a big THANK YOU, THANK YOU,
on July 11, 2013 at 7:14 pm | Charlie Petersen
I flew in the 1960s – quite a while ago, and did not have to worry so much about electronic devices, etc then. However, my manual looked just like that, and I swear, weighed 40 lb when we hiked out to the plane on those concourses at O'Hare with our hardcase bags (no wheels) in our spike heels with the pointed toes. Otherwise, training and knowledge were pretty much the same, and those incidents that weren't covered in the rules still occurred! Great blog, Patricia, thank you.
on July 11, 2013 at 8:41 pm | Vicky wickham
Great blog! I too was appalled when the comments about the pilots deploying the slides was made….absolutely insane. I'm a flight attendant and damn proud of it, but I'm in awe of the Asiana crew in SFO. Total heroes, each and every one.
Proud SWA FA
Patricia, thank you for this article. While I am one that does say please and thank you and doesn't leave trash in seat backs and doesn't ask for anything from the flight attendants and checks big bags (and tries to never have to use the lavatory), I did not know about long pants and sleeves and closed toes. It's clear why, just never heard it. Or counting seat backs to the nearest exit. Thank you for all that you do. I know how unappreciated the service industry is and I hope there are enough polite people out there to offset the entitled. Thank you.
Please, NEVER refer to flight attendants as "flight crew." That term is associated with pilots, not flight attendants.
I cringed when i read above "This Flight Crew did an absolutely amazing job with this accident and they are indeed heroes." The pilots are the ones who screwed up royally and created this accident. The FAs saved the passengers and were outstanding!
If you can edit this article, rewrite it to "The Flight Attendants did an absolutely amazing job with this accident and they are indeed heroes."
on July 11, 2013 at 11:24 pm | Radar
SWA stew here. Thank you. Although, I give it one week, and pax will go back to oblivious bubble.
on July 11, 2013 at 11:25 pm | Kathleen Burnham
You hit the nail on the head!! Thank You for your GREAT POST!
It was a GREAT commentary on the event and your explanation about everything made it really real! Thanks for doing this, Paula
on July 12, 2013 at 7:09 am | Genevieve Wraight
I wish i could give you the biggest hug ever to thank you!! You have written what so many of us "stews" have been feeling and thinking after this crash. The role of the flight attendant is most often overlooked and disregarded. Thank you again for helping bring to light just how important we are and what an amazing crew flight 214 had.
on July 13, 2013 at 8:32 am | Allison
AWESOME AWESOME AWESOME- outstanding read ~•~ Thank you for taking the time to write this!!
Well written and soooooo true!!! 20 yrs in the air for me, and every single flight has always been different, in one way or another…. good, bad or flat out crazy! lol
Thanks again for sharing!!!!
on July 13, 2013 at 8:54 am | John
I'm a recently retired pilot and she is 100% correct!
I was a flight attendant for 40 years with TWA, Trans World Airlines, if anyone remembers! In the 1990's well after the advent of wide bodied aircraft, TWA installed evacuation alarms throughout the cabins of all of their aircraft in addition to the one in the cockpit, and an evacuation could be initiated by any flight attendant who saw the need to evacuate. Once an evacuation had been initiated, not even the Pilot could stop it. TWA was, to my knowledge, the first American carrier that acknowledged their flight attendants were worthy of making an important decision as they were closest to the emergency incident at hand. If airlines have not adopted this attitude in the 21st century, it is time for all American carriers to do so and help make it a reality worldwide for the safety of all passengers and crew!!!
on July 14, 2013 at 3:40 pm | BOBBI
Many years ago, I was a flight attendant on C-118's for the US Air Force.. While we did not have to worry about electronics, we had other problems. Our flights averaged 23-26 hours long, we set up the planes, loaded the meals, served two hot meals bringing the second meal up from the belly when stopping for fuel at either Harmon AFB Newfoundland, or Lajes in the Azores. After the flight, we tore down the interior and gathered blankets, pillows, trays etc and turned them in, If one was missing, it came out of our meagure salary. We also had obstetric training. We were also load masters and ocassionally were responsible for the weight and balance of the airplane. We were also carriers for top secret envelopes destined for embassies. Thus, we had to pass top secret clearances. I would add one thing to the list of clothing. If you have anything nylon on-DO NOT go down the chute with it on. This is no place for modesty. The friction will cause a bad burn.
Wonderful article. Well written and gives a fabulous description of our job. I retired after 43yrs with UA last summer. I am proud to have been in this profession. Thank you!


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2013 marks the twentieth anniversary that BDO has been providing services to its clients here in the British Virgin Island. Since joining BDO´s international network of independent member firms on November 13, 1993, BDO in the BVI has grown into the leading professional services firm in offering exceptional client service to its businesses and the community. The Firm has developed a reputation for being confidential, efficient, and flexible, always eager to respond to clients´ changing needs.
At BDO, we are proud to take a personal approach to our service provision. Our talent for forging close working relationships with our clients allows us to offer tailor-made solutions, providing the best possible quality and service excellence. Our auditors, accountants and advisers work not only with small and medium-sized enterprises and family businesses, but also with non-profit institutions and multinationals. We use our expertise to your advantage, where and when you need it, even in an international context. The BVI BDO firm is a member of the global BDO network, which is the fifth largest audit and accounting firm in the world, boasting more than 1,118 offices in over 135 countries.
BDO continues to show its deep commitment to the community as one of the proud sponsors driving the BVI Football Association´s schools league. Through this initiative hundreds of young leaders develop a love for the sport while developing their character for success on as well as off the field.
BDO is the brand name for the BDO network and for each of the BDO Member Firms. © 2013 BDO British Virgin Islands. All rights reserved.


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A Porsche Panamera GTS by Maria Sharapova
Star tennis player and Porsche brand ambassador Maria Sharapova now has a car to call her own, the Porsche Panamera GTS by Maria Sharapova. The special edition Panamera was unveiled prior to the opening ceremonies of the Winter Olympic Games in Sochi.
Changes to the Porsche Panamera GTS by Maria Sharapova include an exclusive white paint, black accents around the headlights, different tailpipes and unique wheels. According to Porsche, the tennis player actively contributed to the development of the Panamera GTS bearing her name.
Inside, a unique leather upholstery decorated with cream-colored stitching separate this model from traditional Panamera models. In addition, the door sills display Sharapova's name. Under the hood, there are no changes as the Panamera GTS by Maria Sharapova is powered by the same 4.8 liter V8 engine developing 440 horsepower that is found in the run-of-the-mill Panamera GTS.
The majority of options added to this special edition of the Porsche Panamera are available to customers through the Porsche Exclusive program.
Porsche ambassador since 2013, Maria Sharapova was born in Russia and even spent a few years of her life in Sochi when she was a child. The 22nd Winter Olympic Games in Sochi were certainly the perfect moment to unveil this particular Panamera GTS.


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Warranty Terms and Conditions
The Terms are simple. Here at BNBA we want you to know that we only offer the best products on the Market. Sometimes, even the best can fail under any condition. It is rarely seen, however, it can and does happen to the best of us.
The "conditions" are simple. Contact us with your order number and the best customer contact information and the problem you may be having with your part. Send the part back to us. We will inspect, repair or replace. Whichever will net the best end results for you, being the customer.
Any further questions, please email firstname.lastname@example.com .


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Abbot Pass sentinel
Category: Places
Photo and caption by Eric Frigon
The Abbot Pass hut is an alpine hut located at an altitude of 2925 metres (9,598 feet) at Abbot Pass in the Rocky Mountains in Alberta, Canada. It is nestled between Mount Victoria and Mount Lefroy, straddling the continental divide, which, in this region, defines the boundary between Banff National Park in Alberta and Yoho National Park in British Columbia.
Location: Abbot Pass, Yoho NP, Canada
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By Phil Bouchet
By Aidas Banaitis
By Arie Hoeflak


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D. Ray James Correctional Facility3262 Highway 252
Folkston , GA 31537
Phone: (912) 496-6242
Fax: (912) 496-6255 Capacity: 2,847
Client: Federal Bureau of Prisons & U.S. Marshals Service (IGA)
Accreditations: American Correctional Association (ACA) and The Joint Commission (TJC)
BACKGROUND: In January 2010, the D. Ray James Correctional Facility was awarded a contract to house adult males sentenced by the Federal Bureau of Prisons (BOP). The current facility delivers all levels of services providing an environment for prisoners working their way through the judicial system.
SCOPE OF WORK: The GEO Group, Inc. (GEO) assumed operations during the acquisition of Cornell Companies in August 2010. The facility provides safe, secure, and humane care, for BOP prisoners. Services provided include security, medical care, food service, counseling, and programs designed to have a rehabilitative impact. Inmates participate in academic and vocational programs, including Pre-GED, GED, and ESL, as well as building trades, culinary arts and horticulture. Inmates are also provided with life skills classes to enhance parenting skills, substance abuse programs and religious services.
FACILITY DESCRIPTION: The D. Ray James Correctional Facility is comprised of a 500,000 square foot correctional facility campus located in Folkston, Georgia. The facility was originally built in 1998, as a state correctional facility for the Georgia Department of Corrections. The detention facility is immediately adjacent to the neighboring D. Ray James Detention Facility however maintains its own secure parameter and independent operations.
ACCREDITATION: The facility received its initial accreditation from the American Correctional Association (ACA) in January 2013. The Joint Commission (also known as JCAHO) accredited the facility in November 2012 and is up for renewal on October 2015.


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Young Lions alive and kicking
Follow the England Development Programme, including England Under-19s
England Under-19s kept the one-day series with their Bangladesh counterparts alive courtesy of a 28-run win at Sylhet in the fifth game of seven.
After the hosts won the toss for the first time in the rubber, Adam Ball's side posted 195 for eight from 50 overs. Opener Sam Kelsall top-scored with 43 before Rammy Singh and Sam Wood made 38 and 32 respectively.
Seamer Brett Hutton took three wickets in the mandatory powerplay and, despite Zakaria Masud's unbeaten 38, Bangladesh were dismissed for 167 in 45.1 overs to reduce their series lead to 3-2.
The tourists can draw level tomorrow at Dhaka, setting up a decider on Saturday at Fatullah.
Daniel Bell-Drummond and Kelsall were solid in the first 10 overs, but Naeem Islam jnr had the former stumped for 11 and trapped Jack Leaning in front in consecutive overs. Following a period of consolidation, Al-Amin bowled Kelsall and Kishen Velani was run out for 13.
Singh and Wood shared a stand of 54 in 14 overs until Naeem, who claimed 3-31 from 10 overs, bowled the former. Aneesh Kapil went cheaply, but Craig Overton struck a valuable 22 not out from 21 balls while Wood was run out and Ball departed in the last over for 12.
The hosts began their reply steadily but Hutton, who picked up 3-34 from 10, soon had them 39 for three by snaring Aslam Hossain for 15 plus pinning both Jashimuddin and Salman Hossain lbw.
Soumya Sarkar was the first of two wickets for Ball, who also trapped opposite number Al-Amin in front after Mohammad Abid had taken a return catch off Mosaddek Hossain.
Masud rallied, but Abid had Naeem short of his ground on 19 before Wood caught and bowled Dewan Sabbir for a 10-ball 13 and Kapil had Nasum Ahmed held by wicketkeeper Kelsall in quick succession.
Last man Abu Jayed added 35 with Masud, but Overton had him caught behind for 14 to complete victory.


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|Rackets |Rubber Sheets |Blades | Balls | Tables | Net & Posts | Robots | Racket Protection | Video | Literature | Clothing | Misc
|Special cleaning
solution for the Ball Discharge Wheel and Friction Block
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Used and highly recommended by the Newgy service department.
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Tired of paying too much for natural skincare and…
Ditch Your Drugstore Beauty Supplies and Rub Food All Over Your Face
Just this past weekend I spent $70 on beauty supplies. Just six basic supplies. At a drugstore.
It's not easy (or cheap) staying beautiful.
This surprisingly expensive outing got me thinking — are there things I could be using around my own home to curb the costs of spending so much on beauty supplies? I did a little digging and, as it turns out … there are.
An Acne-Clearing Face Mask
My face is a big toughie for me. It's both dry and oily, prone to breakouts and often in need of a little extra TLC. As such, the first thing on my to-find list included an awesome, if somewhat gentle, acne-clearing face mask, and The Beauty Bean's DIY recipe looks like it could be a winner. It's made with one raw egg (gross, I know … but I'm willing to try anything once!) and 1 tbsp. of honey. Cover your face and let it dry to 15 to 20 minutes, then remove.
Editor's note — check out Beauty Bean's recipes for Pore and Wrinkle Tightening Masks and Exfoliating Masks on the same page.
A Refreshing Face Mask
Of course sometimes acne isn't the problem, and especially in this rager of a winter we've been having, my skin could really use a little pick-me-up. That's where a refreshing face mask comes in. I like the one I found on Self because I love the idea of using the rejuvenating juices of citrus to really get my skin glowing. To make it, gather 1tbsp. of citrus juice and 1 tbsp. of baking soda and combine. Stir the mixture until it stops bubbling. Apply the mask and leave it on for 20 minutes, then rinse off. The citrus juice helps by exfoliating and brightening skin, while the baking soda clears away dead skin cells.
Check out the full recipe on Self.com.
A Redness Reducer
Creams and make-up and scrubs and masks can all take their toll on my especially sensitive skin — they often leave me looking a little red in the face. Luckily there's a quick and easy fix for this — and it only involves a trip to my freezer. Simply applying a piece of ice to the red area for 15 minutes will reduce redness and swelling instantly. Magic.
A Skin Softener
I'm about to brag here for a second. After just returning from a trip to Iceland where I spent a day at the magical Blue Lagoon slathering my face with its healing and skin-softening silica mud, I doubt I'll find anything as perfect in my fridge to get the job done. Still, for those of us trudging through this hectic winter that won't seem to end, an avocado and honey skin softener sounds perfectly delightful for our dry and tight skin. Simply peel and mash one ripe avocado, add 1 tbsp. of honey and apply to your face.
A Moisturizing Scrub
Sometimes a gal just really needs a good scrub to make her face and body feel truly clean. Skip the pricey store bought options in lieu of a homemade sugar and coffee one. (Can't you just smell that right now?) Ratios aren't so much an issue here, so run some tests to see what feels best on your skin. Combine the sugar, some salt and coffee granules in an airtight jar and add in a bit of oil until the mixture feels squishy. Rub it all over while in the shower and rinse off.
A Complexion Smoother
If your skin is anything like mine, it can be difficult to find a product to both soothe dry, rough patches of skin and dry out oily ones. That's why I love this mySkin complexion smoother. (Full disclosure: I also love it a little bit because it uses cucumbers, my absolutely favorite food. One cucumber for the smoother, one for me.) Simply blend yogurt with a couple of slices of fresh, peeled cucumber, then dab a small amount on the skin for 20-25 minutes to smooth your complexion and remove impurities.
A Unique Lipstick
You'll have to be very careful with this recipe, but if it works, it has the potential to be pretty amazing. You know how beets so easily stain your hands and clothes? Well imagine bottling that gorgeous red color and using it as a lipstick? Try blending some beet juice with grape seed oil, olive oil or vitamin E to get the color you like, and then (very carefully!) apply it with a cotton swab.
Cheryl Lock is a personal finance writer at and former editor at LearnVest and Parents magazine. When she's not writing, she enjoys travel, which she blogs about at wearywanderer.wordpress.com.
(Source: Savings.com)


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The race for Santa Clara County District 2 supervisor is nonpartisan, but not in the eyes of the county's Democratic Party leaders. Both labor leader Cindy Chavez and her opponent, water district communications manager Teresa Alvarado, are registered Democrats.
But the local Democratic Party has bestowed its sole endorsement upon Chavez -- she happens to be its vice chair, while longtime Chairman Steve Preminger worked for her at the labor think tank Working Partnerships USA.
In addition, party honchos have flooded Democratic households in the district with mail painting Alvarado as an elephant in donkey drag, noting that she enjoys support from local Republicans.
"The Republican Party has a candidate for supervisor," one Democratic Party mail piece said, quoting from Republican Party mail that declares "Teresa Alvarado is our clear choice for County Supervisor."
Fair enough. But Chavez also has a history of cozying up to Republicans when it suited her. The South Bay AFL-CIO Labor Council she led until recently has endorsed Republicans, including Sheriff Laurie Smith and former Supervisor Don Gage. Chavez notes that the labor council is nonpartisan.
Evergreen school trustee Jim Zito and businessman Pat Waite, both Republicans, confirmed that Chavez also tried to recruit them to run against San Jose City Councilwoman Rose Herrera, a Democrat. Herrera had infuriated Chavez by voting against city unions on pay and benefits to balance the city budget.
Zito and Waite wouldn't bite, and Herrera handily won re-election against novice Jimmy Nguyen despite a well-funded union effort to defeat her.
"Why would I want to run against Rose?" Waite said. "She is voting the way I would be voting, and I don't have to put up with the headache of running for office."
South Bay Labor Council silent on BART strike
The recent 4"Â1ÂÂ2-day BART strike made national headlines, crippled the Bay Area economy and made life miserable for commuters. For labor leaders throughout the region, it was a chance to stand up and show solidarity with the transit agency's working stiffs.
But the South Bay AFL-CIO Labor Council was curiously quiet. No news release, no clarion call for workers' rights, no "we've got your back" statement of support from the group. Not even a mention on its website's blog.
Was the labor council worried about jeopardizing its former leader Cindy Chavez's chances in this month's runoff for a county supervisorial seat? The strike hardly produced an outpouring of public sympathy for the BART strikers. With average pay of $78,000 a year, free pensions and Cadillac family health care for just $92 a month, they are the highest paid transit workers in the region. So their demand for a more than 20 percent raise over three years grated on many of the thousands of other workers they inconvenienced by the strike.
"We support the effort of BART workers to get a fair contract," labor council chief Ben Field told us last week when we asked about the group's silence. "But as you know, the labor council represents 89 unions, and the two unions that have been on strike are not among them."
Field also insisted that although the labor council didn't put out any news releases on the strike, it has "not been silent on the issue."
"We're talking about it now," Field said.
Civil grand jury slams Burbank school bonds
California school districts have been taken to task for a form of borrowing that will greatly burden future taxpayers with massive, rear-loaded long-term bonds that will require debt payment beyond the lifetime of the renovations.
But news stories in December surveying districts didn't mention perhaps the worst offender, which now has been highlighted in a Santa Clara County Civil grand jury report on long-term "capital appreciation bond" issues from 2007 to 2012.
The one-school Luther Burbank district in San Jose raised $7.5 million through four capital appreciation bonds, at an initial cost of more than $700,000, the grand jury pointed out in a report released last month. But those bonds will cost more than $40 million to pay off. That, the jury points out, comes to more than $70,000 for each of Burbank's 570 students just to repay borrowed money, not to educate any of those children.
Superintendent Jan Kaay, who was not in charge when three of the bonds were issued, said she was constrained by terms set earlier when the district last year issued a new round for $1.39 million. The district will repay its most recent CAB bonds over 39 years at a cost of $13.6 million -- or a nearly 10-to-1 ratio of debt payments to principal.
Kaay said she was "grateful that a mechanism for funding much-needed school buildings in California existed."
Well, yes. But as jury foreman Stephen P. McPherson said, "There's a huge financial burden that's pushed off into the future."
The district's borrowing binge, however, at least appears to be over. Kaay said she's already responded to the jury and will abide by the grand jury's and state Treasurer Bill Lockyer's advice for a moratorium on capital appreciation bonds.
"I have no intention of doing that again," Kaay said.
Planning commissioner, neighbor in ugly dispute
A Burlingame planning commissioner has been caught making colorful use of a white board to diss his least favorite neighbor, a fellow he accuses of spying on him to report code violations.
Michael Gaul wrote a list detailing "today's show" on the board and placed it in the door to his workshop facing neighbor John Lucero. The message, dated June 22, ended with the profane acronym "GFY."
Lucero didn't LOL. He snapped a photo and shared it with this newspaper, along with a lot of other information supporting his side of a dispute that has generated dueling lawsuits.
The feud revolves around Gaul's new home on Adeline Drive. Lucero claims Gaul has committed a handful of city code violations, including using his garage as a noisy, early-morning workshop for his contracting business, a phenomenon Lucero has captured on video.
Gaul denies the allegations, and claims Lucero has been harassing and spying on his family, including "aberrational sexual gawking behavior," which Lucero said isn't true.
The city of Burlingame substantiated only one code violation by Gaul related to an exit door ramp. Gaul is working to correct the problem, said City Manager Lisa Goldman.
Otherwise the ugly saga chugs along. Mediation talks have reportedly been scheduled and postponed.
Lucero provided a binder of information presenting his side of the case, but declined to comment for the record. Gaul could not be reached for comment.
Gaul told the San Mateo Daily Journal he's dropped his cross-complaint, but he didn't sound eager to bury the hatchet with Lucero.
"I hope he gets a life," Gaul reportedly said.
Internal Affairs is an offbeat look at state and local politics. This week's items were written by Tracy Seipel, Sharon Noguchi, Aaron Kinney and Paul Rogers. Send tips to email@example.com, or call 408-975-9346.


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Every day is a banquet
We met Beatrice Tosti di Valminuta when she was one of the presenters at the North Hill Symposium, "The Kitchen Garden and the Table," in Vermont. The co-owner of two New York restaurants, Beatrice is also the chef, a title that barely begins to describe her lifelong love of cooking. She was scheduled to speak on "Seasonal Bounty: The Roman Way with Vegetables," and her generous nature was clear from the start.
She walked on to the stage, followed by a table being carried out and laden with food representing her birthplace, the gorgeous abundance spilling off the table looking like something out of a Caravaggio painting. Beatrice went on to captivate the audience with her stories and passionate advice — to make the best of humble ingredients, the more the better, and that every day is a banquet.
We were especially thrilled to discover that though a native Roman, she has family ties to Napoli and was intimately familiar with the tomatoes we're experimenting with. We are grateful to Beatrice for not only offering her thoughts on the Pomodori del Piennolo, but for also sharing her recipe for the dish that, for us, that started this all.
"Whenever in Napoli I see the Pomodorini del Piennolo (or hung tomatoes) everywhere. They hang from the ceiling of every old school "Verduraio" vegetable shop, and the important thing in the storage tecnique is the ventilation. I am sure the balmy air of the Vesuvio and of Puglia play a huge role in giving the pomodorini that delicious taste come Christmas, and up until April or May. It cannot be too cold, Napoli rarely goes below 40/45 degrees so pick a room that is ventilated and will not get too cold or too warm.
Did you know that the pomodorini in Napoli have been such a staple for centuries that they are always represented in Christmas Creches? There is not one Neapolitan that will forget the Pomodorini del Piennolo for their Linguine con le Vongole always present on their Christmas Eve menu. Of course you can use the Pomodorini del Piennolo in the same way you use any other tomato."
— Ciao, Beatrice
For recipe and to read more: http://diaryofatomato.com/2011/09/23/every-day-is-a-banquet/
About us:
KGI is a nonprofit community of over 30,000 people who are growing some of our own food and helping others to do the same.
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Kitchen Gardeners International
3 Powderhorn Drive,
Scarborough, ME, 04074, USA
(207) 956-0606


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Award: George Pólya
Year of Award: 1991
Publication Information: The College Mathematics Journal, Vol. 21, (1990), pp. 90-99
Summary: The key roles the function plays in many areas of mathematics with some elementary examples from geometry, differential equations, and numerical analysis.
About the Authors: (from The College Mathematics Journal, Vol. 21, (1990)) William B. Gearhart received his B.S. degree in engineering physics and his Ph.D. degree in applied mathematics from Cornell University. He is currently Professor of Mathematics at the California State University, Fullerton. His research interests include approximation theory, numerical analysis, optimization theory, and mathematical modeling.
Harris S. Shultz, Professor of Mathematics at California State University, Fullerton, is the author of more than forty published papers and a textbook, Mathematical Topics for Computer Instruction. He has been Co-Principal Investigator of the Southern California Mathematics Honors Institute, the Mariana Islands Mathematics Institute, and the C³ Teacher Training Project, all funded by the National Science Foundation.