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Sheryl Crow
Reuters/Lyle Stafford
News about Sheryl Crow, including commentary and archival articles published in The New York Times.
Highlights from the Archives
For Sheryl Crow, a Broad Menu of Product Endorsements
Between her touring schedule and the newborn son she adopted, musician Sheryl Crow still manages to fit in a good deal of reading, if her product endorsements are to be believed.July 16, 2007 businessNews
Sassy, Flippant Charm, With Strings Attached
Sheryl Crow's string-soaked new album, ''Wildflower," dedicated to Lance Armstrong, jags in a somber direction that fans of breezier hits might be loath to follow.November 2, 2005 artsReview
A Casual Attitude Despite Uncertainty
This may seem a strange compliment to offer a rock star, but Sheryl Crow's great gift may be for understatement. Her songs observe uncertainty creeping up casually on people, from the apologetic partygoers in 1993's ''All I Wanna Do'' to the wryly regretful lover of last year's ''My Favorite Mistake.''May 4, 1999 artsReview
From Sheryl Crow, Hopes and Fears for a New Tomorrow
Sheryl Crow's new songs are a sampler of end-of-the-century hopes and fears. On her second album, she's thinking about visitations from angels and wondering if she can find some kind of faith.October 6, 1996 artsReview
She's Talkin' 'Bout Our Generations
One and a half years, two million albums sold and, as of March 1, three Grammy Awards for 1994, including best new artist and record of the year. Since her album "Tuesday Night Music Club" was released in August 1993, that has been Sheryl Crow's payoff for perseverance in the music-business jungles of Los Angeles and, even more, for shrewdly navigating one of pop's new mainstreams.March 12, 1995 artsReview
Sheryl Crow Checks the Mirror, and Plays What She Sees
The singer-songwriter reaches back to her 1990s heyday to face the present on her new album, "Be Myself."...
March 31, 2017, Friday
MORE ON SHERYL CROW AND: Pop and Rock Music , Crow, Sheryl , Be Myself (Album)
Queens Festival Including Aretha Franklin Is Canceled
City Winery Open, a two-day music and food event, will instead take place in 2017....
July 29, 2016, Friday
MORE ON SHERYL CROW AND: Pop and Rock Music , City Winery , Franklin, Aretha , Forest Hills Tennis Stadium (Queens, NY) , Crow, Sheryl , Festivals , Music
Aretha Franklin to Headline a New City Winery Festival in Queens
Jakob Dylan and the Wallflowers, Gillian Welch and Dawes will also perform at this two-day festival at Forest Hills Stadium in September....
July 22, 2016, Friday
MORE ON SHERYL CROW AND: Music , City Winery , Franklin, Aretha , Crow, Sheryl , Queens (NYC) , Festivals
Sara Bareilles Takes Her Slice of Broadway With 'Waitress'
The singer-songwriter is part of a new twist in musical theater: pop stars trying to make the leap to Broadway....
March 20, 2016, Sunday
MORE ON SHERYL CROW AND: Music , Theater Paulus, Diane , Bareilles, Sara , Waitress (Play) , Music , Werner, Susan , Crow, Sheryl , Theater
Review: Adding the Women's Side to the 'Diner' Menu
With help from the singer Sheryl Crow and the director Kathleen Marshall, Barry Levinson has made a musical of his 1982 buddy film that promotes its female roles....
December 18, 2015, Friday
MORE ON SHERYL CROW AND: Theater , Delaware Theater Co , Levinson, Barry , Music , Diner (Movie) , Marshall, Kathleen , Crow, Sheryl , Diner the Musical (Play)
A Tribute to Bill Withers at Carnegie Hall
Bill Withers will be celebrated at a concert at Carnegie Hall on Oct. 1....
August 3, 2015, Monday
MORE ON SHERYL CROW AND: Crow, Sheryl , D'Angelo (Singer) , Dr John , Keb' Mo' , Sheeran, Ed , Carnegie Hall , City Winery , Music
'Diner' Musical to Open at Signature Theater in Virginia
Based on Barry Levinson's 1982 film, the musical has music and lyrics by Sheryl Crow and a book by Mr. Levinson....
March 18, 2014, Tuesday
MORE ON SHERYL CROW AND: Crow, Sheryl , Levinson, Barry , Signature Theater (Arlington, Va) , Theater
On Their Way to Broadway, Eventually. Maybe.
For multiple reasons several shows meant for Broadway's 2012-13 season have been delayed or canceled....
January 7, 2013, Monday
MORE ON SHERYL CROW AND: Theater , Levinson, Barry , Crow, Sheryl , Rebecca (Play)
Adele Records the Theme for the New James Bond Film
It remains unclear if she wrote the music and lyrics to "Skyfall" or is simply performing the vocals, but the song is expected to be released after the movie is released in November....
September 17, 2012, Monday
MORE ON SHERYL CROW AND: Adele (Singer) , Crow, Sheryl , Jones, Tom , Keys, Alicia , Madonna , McCartney, Paul , Simon, Carly , White, Jack , London (England) , Duran Duran , Bond, James (Fictional Character) , Music
From Film to Broadway, but Changes in Schedule
"Diner" and "Honeymoon in Vegas" are taking unexpected detours....
August 5, 2012, Sunday
MORE ON SHERYL CROW AND: Honeymoon in Vegas (Play) , Diner (Play) , Levinson, Barry , Marshall, Kathleen , Danza, Tony , Griffin, Gary , Crow, Sheryl , Theater , Movies
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Debunking the Sandy hook conspiracy video, point-by-point
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[quote:Cleanhomes:MV8yMTEyNTc4XzM1NjQ4OTcxX0Q2NTI2Q0U1] [quote:oohboy 32462543:MV8yMTEyNTc4XzM1NjQwNzk3XzZFOThFMUJC] I guess my questions are these... 1. Does anyone remember Columbine? There wasn't just local police there. There was a swat team there and they were ushering children out of the school lines at a time. We saw blood spatter, we saw devestation, we saw people in motion, and we hear of people giving CPR and trying to stop the bleeding. At Sandy Hook six children out ran a semi automatic weapon? After seeing their teacher get shot? They were composed enough to report this without being scared and parents allowed these interviews to take place? 2. Adam Lanza was such an accurate shot that he managed to kill with 100% accuracy and there was absolutely no hope for any of the victims? 3. None of the adults that were spared tried to save any of the poor, defenseless children who had been taken down? After the gunman shot the Principle and the other person next to her, none of the people in the office dragged them into the office after the gunman had gone into the classrooms to see if they could be saved? 4. Nothing in real time was reported other than chasing the secondary gunman, which was shown on CNN. 5. At Columbine we saw victims being wheeled out on stretchers, with sheets covering them if they were dead and with medical teams working on them if they weren't. Why didn't we see this at Sandy Hook? And why were the only responders who were there a small town local police force?? [/quote] Awesome :) [/quote]
Original Message
Since no one has really taken the time to debunk this here you go:
First off the guy that created this video is Alex J.Now that that's out of the way let's look at the content of the video...
Theory 1: The first thing the video tries to allege is that there is a second shooter. They love to grab early media footage and then use that as "evidence" of their claims, as if the media's first reporting is somehow golden. Odd that conspiracy theorists distrust the media, then turn around and use its raw reporting claims as evidence. Anyway, you can easily google and figure out who the guy in the woods was.
link to www.youtube.com (secure)
He is the father of a student there and the athletic director at the highschool. He was on his way to the school to help make gingerbread houses with 1st graders when he heard the shots. He was unarmed, arrested, detained, questioned, and let go. The story of the guy in the woods was a dead end, so the media dropped it. That is the problem with the 24 hour news cycle, they will report any lead they get before sorting out facts. However, this is hardly evidence of a conspiracy.
The video even makes the ridiculous claim that since the guy was sitting in the FRONT of the police car, that he must have some "crazy" credentials. Yeah, what is more likely...that this guy was a concerned father or that he was a man with some "crazy" credentials on a black ops mission to shoot up a school but he just didn't have the skills to properly vacate, and so he ended up getting himself captured by lowly local law enforcement, AND broadcast on national tv, potentially exposing his super secret black op? C'mon.
Theory 2: The gun discrepancy. This can be chalked up to contradictory reporting, which is going to happen when the media competes with itself to be the first one to break any new details. There have already been articles clearing up the discrepancies: [
link to edition.cnn.com
Theory 3: The nurse is fake and does not exist. This is completely false, and has been debunked with evidence: [
link to www.youtube.com (secure)
Theory 4: The laughing/crying father. This means absolutely nothing. No one can judge how a father copes with the loss of his daughter, and it's offensive that people are criticizing him for it. I have been to several funerals, I have witnessed family members and friends switch in and out of laughter and tears. They think of fond memories of the one they lost, they tell stories, they laugh, and they cry. People grieve in different ways. We do not have the right to criticize his reaction, and it's not evidence of a conspiracy.
Theory 5: Emillie Parker is not dead. This is the most absurd thing I have seen so far in the video. The video alleges not only that the girl is not dead, but that the parents were so stupid they brought out the wrong sister for the photo op. What? Do people honestly believe that? [
link to www.youtube.com (secure)
] It's a picture of her sister. Obviously. They look alike because, you know, they're sister's. This guy uses the same photoshop trick as the conspiracy video and gets the same effect. [
link to i.imgur.com
Theory 6: One piece of footage of the crime scene does not show many ambulances and shows no children. The author claims this means this was all staged. He goes on to say that only one ambulance was there the whole time and they quickly blocked off all exits. The problem with this is twofold. Firstly, there are several pictures of multiple ambulances: [
link to www.politico.com
] Secondly, this footage that the videos author is commenting on is likely taken well after the shooting took place, which easily explains why there aren't a bunch of ambulances around and no one is panicking. More things taken out of context because they fit the authors narrative.
Theory 7: Time stamps on the webpage set up for donations state the page was created before the shootings took place. Google search results do not always accurately reflect the date the content was published. Example) Here is a date restrictive search of sandy hook ( [
link to www.google.com (secure)
] ), listing all articles that appear to be published before the shooting took place. Well shit, according to google this there are articles and videos from these dates talking about the shooting: Jan 14, 2012 , Jun 19, 2012 , Sept 16, 2012 ..well before the shooting took place. Debunked.
I don't necessarily believe in this, but i think its good to present both sides of the story, so that people can get a more objective view on the topic.
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For absolutely riveting reading, let me recommend the first ever World Handbag Report. It's a collation of 120 million internet searches in 10 markets via four search engines (Google, Bing, Bai du, etc) by the Digital Luxury Group, and is it full of surprising facts – most notably, how incredibly imbalanced the handbag market is. The brands with big market share of search have BIG market share. The rest, well…have piddly squat. Read more
© The Financial Times Ltd 2016 FT and 'Financial Times' are trademarks of The Financial Times Ltd.


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Traditionally, life insurance used to provide financial protection to your family and dependents in the event of any unforeseen event or your untimely death. But nowadays, life insurance has become synonymous with savings, wealth generation and protection. Life insurance companies-these days-provide plans through which you can not only secure the financial future of your dependents in the event of death but also build wealth for them and be financially secure from eventualities such as disease and disability.
Different Types of Life Insurance Plans
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ULIPs, also known as market-linked life insurance plans, allow for investments made by the policyholders to get exposed to equities. ULIPs are suited for customers who aim for wealth creation over a long term.
Why Life Insurance?
Life insurance is required because of the following factors -
Life insurance takes care of those who are financially dependent on you even when you are not around to look after them.
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Kotak Life Insurance (Kotak Mahindra Old Mutual Life Insurance Ltd.) is one of the leading life insurance companies in India. It is a joint venture between Kotak Mahindra Bank Ltd. and Old Mutual plc, South Africa, one of the biggest life insurance companies in the world. We are committed to using our expertise in securing your future and ensuring that your investments keep giving you lucrative returns.


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Ouch (via Jimmy Traina):
Jimmy Traina
Brutal back page today.
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Professional Relationship,WellnessLife Coach, Mediator,Author
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The Washington Post had an interesting article yesterday. Matt Welch and Nick Gillespie wrote;
Barely six months into his presidency, Barack Obama seems to be driving south into that political speed trap known as Carter Country: a sad-sack landscape in which every major initiative meets not just with failure but with scorn from political allies and foes alike. According to a July 13 CBS News poll, the once-unassailable president's approval rating now stands at 57 percent, down 11 points from April. Half of Americans think the recession will last an additional two years or more, 52 percent think Obama is trying to "accomplish too much," and 57 percent think the country is on the "wrong track."
As writers who inveighed against last year's GOP candidate and called George W. Bush's presidency a "disaster," we're equal-opportunity critics. As taxpayers with children and hence some small, almost certainly unrecoverable stake in this country's future (not to mention that of General Motors, Chrysler and AIG), we write with skin in the game and the fear that our current leader will indeed start busting out the 1970s cardigans.
The key to understanding Obama's predicament is to realize that while he ran convincingly as a repudiation of Bush, he is in fact doubling down on his predecessor's big-government policies and perpetual crisis-mongering. From the indefinite detention of alleged terrorists to gays in the military to bailing out industries large and small, Obama has been little more than the keeper of the Bush flame. Indeed, it took the two of them to create the disaster that is the 2009 budget, racking up a deficit that has already crossed the historic $1 trillion mark with almost three months left in the fiscal year.
You can read the whole article by clicking the link at the top of the page.
Some of the comments are worth reading also. Of course there's the 7th graders acorn crew with their "you lost nah nah" comments but you can skip over those. 🙂
Shocking to some to see the media doing their job for a change instead of being Obama's bootlickers.
Beautiful piece. Bush was bad. Carter was horrible. And now we have Carter on steroids AND meth. It will take a decade to undo this mess Obama is making.
Obama is a socialist/marxist that wants to REMAKE this country; he has said so more than once. Those that surround him are of like mind. Of course, remember that the "rulers" will be miraculously insulated and immune from the chaos and misery that their policies will create. Carter was a least a decent, honest man with good intensions, but was a terrible president. I find nothing in Obama but a cold, arrogant, elitist, that has been raised and mentored to loath and despise this country.
What's next? Cardigans? What may be next is what Presidents like Jimmah Cawter and Obama attract like offal to flies– an international crisis brought on by enemies who know how weak and ineffectual they are. It's frustrating that in these times of real danger and challenge, we have a President who talks big, does little except spend money, and at the end of day winds up as soundbites on cable news. President Obama is the Peter Principal cubed. I hope all you rubes who voted for him are bleary-eyed and happy.


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Ideally I'd like to stand those kids in front of me one by one and give them 10 seconds to give me reasons why they deserve the gift they're ranting about. If, at the end of the 10 seconds, they havent convinced me - I get to shoot them with a paintball gun.
"1,2... 10!"


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Serves about 12.
For the cake, preheat oven to 375°F. Grease then line bottom of jelly-roll pan with parchment paper. Grease paper; set aside.
In medium bowl, sift together flour, pumpkin pie spice and baking powder; set aside. In large bowl, beat egg yolks until frothy with electric mixer. Add 1/2 cup sugar; continue beating 3-5 minutes. Add pumpkin and flour mixture; mix until well combined.
In separate bowl, beat egg whites until frothy with electric mixer. Add lemon juice; continue beating 2 minutes. Gradually add remaining 1/2 cup sugar; continue beating until soft peaks form. Gently fold ground pecans into egg whites. Fold yolk mixture into egg white mixture. Spread evenly into prepared pan. Bake 20-25 minutes.
Remove cake from oven. Gently loosen edges of cake from pan. Carefully turn cake onto cooling rack lined with a clean kitchen towel. Cool cake 3-5 minutes. Carefully remove parchment paper. Starting at a long edge, roll up cake with kitchen towel. Transfer rolled cake to cooling rack; cool completely.
For the filling and icing, beat cream cheese and caramel topping in large bowl with electric mixer. Gently fold in whipped topping. To fill cake, gently unroll cake. Spread 2 cups filling evenly over surface; gently re-roll cake (without kitchen towel). Trim off ends of roll using serrated knife. Transfer roll to platter. Ice smooth with icing mixture.
Add rows of tip 21 shells; arrange whole pecans in rows between shell rows. Cover and refrigerate 2-3 hours or until ready to serve.


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id like to jump on board the invasion of syria for raw fish egg purposes!! bring caviar prices down!!
"The more you sweat in peace, the less you bleed in war"
I love Bluerabbit posts.
Sig awaiting witty quote from someone.
The fuck are you quoting me for? I just stated I love Bluerabbit posts... Though yeah, UKIP are kinda retarded for instance :
Bongo bongo land eh...
Sig awaiting witty quote from someone.
another one:- http://www.mirror.co.uk/news/uk-news...s-more-1897414
p.s I love BlueRabbits posts as well
Evzy and London- thanks. You will have positions of power under my regime.
Back on topic....
Despite being a massive goose-stepping, more-right-wing-than-Nick-Griffin, extremist uber-fascist (not really), I'm going to vote for the Green Party because they will look after squirrels and "shock the top 2 to get there (sic) act together".


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News & Events
Safety of Imported FDA-regulated Products
Statement of
Randall Lutter, Ph.D.
Deputy Commissioner for Policy
Food and Drug Administration
the Subcommittee on Health
House Committee on Energy and Commerce
September 26, 2007
Good morning, Chairman Pallone and Members of the Subcommittee. I am Dr. Randall Lutter, Deputy Commissioner for Policy at the U.S. Food and Drug Administration (FDA or the Agency) in the Department of Health and Human Services (HHS). I am accompanied today by my colleagues from FDA, Dr. David Acheson, Assistant Commissioner for Food Protection, and Dr. Steven Solomon, Deputy Director of the Office of Regional Operations in FDA's Office of Regulatory Affairs. Thank you for the opportunity to discuss the important issues relating to the safety of imported FDA-regulated products and to discuss H.R. 3610, the "Food and Drug Import Safety Act of 2007," introduced by Chairman Dingell.
FDA is the Federal agency that regulates everything we eat except for meat, poultry, and processed egg products, which are regulated by our partners at the U.S. Department of Agriculture (USDA). FDA's responsibility extends to live food animals and animal feed. FDA also is responsible for ensuring that human drugs, human biological products, medical devices, and radiological products as well as animal drugs are safe and effective and that cosmetics are safe.
I assure you that FDA is committed to ensuring that America's supply of the food, drugs and other products we regulate continues to be among the safest in the world. In recent years, the Agency has done a great deal to detect unintentional and deliberate contamination in imported products. However, we face significant challenges. The recent incidents involving unsafe imported products underscore the need to renew our focus on multidisciplinary and integrated product safety strategies.
One of the significant challenges we face is the rapid increase in the volume of imported products. Each year, approximately $2 trillion worth of imported products enter the U.S. Experts project that import volume will triple by 2015. The volume of FDA-regulated imports has doubled in the last five years, and 60 percent of these imported shipments are food or food-related. Currently, there are over nine million entries of imported food and food-related products annually and most are large volume commercial shipments. It is estimated that approximately 15 percent of the U.S. food supply is imported, but for some products such as fresh fruits, imports account for 50 to 60 percent of the supply.
The President has engaged directly in the effort to make sure we are doing everything we can to protect Americans from unsafe imports. On July 18, he issued an Executive Order creating a Cabinet-level Working Group on Import Safety to promote the safety of imported products. HHS Secretary Michael O. Leavitt chairs the Working Group. I will discuss the Working Group's activities and recent report below.
FDA's primary authority over imported food, cosmetics, drugs, biological products, and medical devices, derives from section 801 of the Federal Food, Drug, and Cosmetic Act (FDC Act). Imported radiation emitting products are regulated under section 534 of the FDC Act. These authorities provide a broad statutory framework to ensure that the products are safe. Imported products are subject to examination. FDA can refuse admission into the U.S. if they appear, based on examination or other information, to be adulterated, misbranded, or otherwise violative.
Imported Food
As you know, in 2002, Congress gave FDA significant new authorities to enhance protection of the food supply in the Public Health Security and Bioterrorism Preparedness and Response Act (Bioterrorism Act). I wish to thank the Members of this Subcommittee and the full Committee for your leadership in enacting this landmark legislation.
One of the major provisions of the Bioterrorism Act that enhances our ability to protect American consumers from contaminated imported food is the requirement to submit to FDA prior notice of food, including animal feed, that is imported or offered for import into the U.S. This advance information enables FDA, working closely with Customs and Border Protection (CBP), to more effectively target imported food that may pose a significant risk so it can be inspected before it moves into the U.S. FDA is currently reviewing approximately 33,400 prior notice submissions per business day.
The prior notice requirement not only allows the electronic system to review and screen the shipments for potential serious threats to health (intentional or otherwise) before food arrives in the U.S., but it also allows FDA staff to review prior notices of those products flagged by the system as presenting the most significant risk and determine whether the shipment should be held for further investigation. If the result of our prior notice review suggests the food presents a significant threat, we will not release the food into commerce until we have information indicating it does not pose such a threat.
FDA worked closely with CBP in developing the targeting system. In particular, FDA worked with analysts at CBP's National Targeting Center to utilize their Automated Targeting System as an additional tool to enhance the Agency's ability to focus attention on those imported foods that may pose a serious threat to public health.
Another significant provision of the Bioterrorism Act gave FDA the authority to commission other Federal officers and employees to conduct examinations and investigations. Pursuant to this authority, FDA and CBP signed a Memorandum of Understanding in December 2003 to commission CBP officers to conduct examinations on FDA's behalf at ports where FDA may not currently have staff or to augment FDA staff in the enforcement of FDA's prior notice requirements. This collaboration significantly strengthens our ability to secure the border while ensuring the movement of legitimate trade. In accordance with the commissioning authority, FDA has commissioned over 9,900 CBP officers.
To manage the ever-increasing volume of imported food shipments, FDA utilizes risk-management strategies in the review of foods that are being imported or offered for import into the U.S.. In addition to the screening and targeting based on the prior notice submissions, we use information submitted through CBP's electronic systems for import entries, along with other information, to determine if the shipment meets identified criteria for physical examination or sampling and analysis or warrants other review by FDA personnel. FDA is working to enhance its targeting ability by utilizing data from a much wider range of sources to better inform our entry decisions and by improving our information technology (IT) systems to use this information more efficiently and effectively.
FDA also performs routine surveillance inspections of imported foods to check for compliance with U.S. requirements. If, based on a physical examination or other information, FDA determines that a food shipment is or appears to be violative, the Agency has the authority to refuse its admission into U.S. commerce. It is important to note that while FDA is not able to physically inspect a large percentage of food entries, we electronically screen all import entries through the Operational and Administrative System for Import Support (OASIS). OASIS is an automated system for processing FDA-regulated products offered for import and helping FDA make admissibility determinations. It includes criteria designed to identify those products posing the greatest safety risk.
FDA has additional tools and authorities which enable the Agency to take appropriate action regarding imported products. For instance, FDA can issue import alerts, which signal FDA inspectors to pay special attention to a particular product, producer, shipper or importer. Recently, for example, the Agency established import alerts for certain products from China, including all vegetable proteins and certain types of aquacultured fish. Based on the information in these import alerts, FDA field staff may initiate refusal of admission into the U.S. without physically examining the product. If FDA initiates refusal, the importer has an opportunity to demonstrate that the products in question are free of the relevant contaminants or otherwise not violative.
FDA also performs laboratory analysis on a sampling of products offered for import into the U.S. and performs periodic filer evaluations to ensure that the import data being provided to FDA is accurate. In addition, certain violations relating to imported food may lead to civil or criminal charges.
Imported Drugs, Biologics, and Certain Devices
The FDC Act strictly limits the drugs and biologics, as well as certain devices, that may be imported into the U.S. Congress enacted these provisions to create a relatively "closed" distribution system for such products, which helps ensure that the domestic supply is safe and effective.
To comply with the FDC Act, any entity that intends to import drugs or biologics requiring pre-market approval into the U.S. must ensure, among other things, that the products comply with the FDA approval in all respects. The importer must ensure that each drug or biologic meets all U.S. labeling requirements, and that prescription drugs are not re-imported after export in violation of the Prescription Drug Marketing Act. FDA approvals are manufacturer-specific, product-specific, and include many requirements relating to the product, such as manufacturing location, formulation, source and specifications of active ingredients, processing methods, manufacturing controls, and container/closure system. Medical devices requiring pre-market approval are subject to similar requirements.
Food Protection Strategy
The FDA Commissioner, Dr. Andrew von Eschenbach, recently appointed Dr. David Acheson to the newly created position of Assistant Commissioner for Food Protection, to provide advice and counsel on strategic and substantive food safety and food defense matters at FDA. He is developing a new strategy to enhance FDA's food safety and food defense systems that will address changes in the global food safety and food defense system, identify our most critical needs, and serve as a framework to help us address the challenges we face. The goal is to ensure a comprehensive and robust food safety and food defense program that is tailored to meet the risks posed by the types of foods FDA regulates and that focuses on prevention, risk-based interventions to ensure preventive controls are effective, and rapid responses when contaminated food or feed is detected, or when there is harm to humans or animals. The strategy will provide a risk-based farm-to-table approach that coordinates food safety and food defense efforts and focuses on prevention, intervention, and response.
Interagency Working Group on Import Safety
As noted earlier, the President has established an Interagency Working Group on Import Safety. The working group, which includes representatives from twelve Federal departments and agencies, including FDA, USDA, and the Department of Commerce, is reviewing the procedures, regulations, and practices for ensuring that imported food, drugs, and other consumer products are safe. Secretary of Health and Human Services Michael O. Leavitt chairs this working group, and FDA plays a key role in the group's activities.
Secretary Leavitt and Commissioner von Eschenbach have traveled extensively throughout the U.S. to examine our nation's import process. On stops in nearly two dozen cities over the last two months, Secretary Leavitt and Commissioner von Eschenbach visited ports and post offices; railroads and airports; supermarkets and retail stores; seafood warehouses and meat processing facilities. They examined the inspection process of fruits and vegetables, meat, fish, toys, and medicines. Along the way, they were accompanied by the USDA Secretary, the Department of Homeland Security Secretary, and the Environmental Protection Agency Administrator. From border towns like Nogales, Arizona, the gateway for nearly 70 percent of imported fruits and vegetables during the winter months to O'Hare International Airport in Chicago where inspectors handle 100,000 pieces of mail every single day, they have seen first hand the sheer vastness of our import system.
The insights that they gained during their review of field operations helped shape the strategic framework that was released by the Working Group on September 10th. That report, "Protecting American Consumers Every Step of the Way: A Strategic Framework for Continual Improvement in Import Safety," outlines an approach that, like the Food Protection Strategy, is based on the organizing principles of prevention (prevent harm in the first place), intervention (intervene when risks are identified), and response (respond rapidly after harm has occurred).
The Strategic Framework recognizes that we must find new ways to protect American consumers and continually improve the safety of imports. It identifies the need to shift from the current model that relies on "snapshots" at the border to interdict unsafe products to a cost-effective, prevention-focused "video" model that identifies and targets those steps in the import life cycle where the risks of unsafe products are greatest and verifies the safety of products at those important phases. Such a risk-based, prevention-focused model will help ensure that safety is built into products before they reach our borders.
Supporting the Working Group model are six building blocks: 1) advance a common vision, 2) increase accountability and enforcement, 3) focus on risks over the life cycle of an imported product, 4) build interoperable systems, 5) foster a culture of collaboration, and 6) promote technological innovation and new science.
The Working Group has an aggressive schedule for public comment and follow-up. On October 1, the Working Group will conduct a public meeting to identify actions the public and private sectors can take to promote the safety of imported products. By mid-November, the Working Group will present an Action Plan to the President. The plan will reflect the public comments and recommend specific actions that the Federal government and stakeholders can take to enhance import safety at all levels. The Action Plan will be based on the Strategic Framework and will lay out a road map with short- and long-term recommendations.
Although the Action Plan will bring forth more detailed actions, Federal agencies have already begun to implement high-priority Working Group recommendations. The interoperability of import data systems is the fourth of the six building blocks and is an essential component of import safety. By November 12, Federal agencies (including FDA) that rely on IT systems in their review of imported cargo must develop implementation plans to achieve interoperability with the International Trade Data System managed by CBP. This action is consistent with the Security and Accountability for Every (SAFE) Port Act of 2006. This action will ensure a single-window system for reporting on imports electronically.
The bill introduced by Chairman Dingell on September 20 contains a variety of provisions that relate to the safety of imported food and drugs in addition to other matters. The Administration has not yet taken a position on this legislation; however, we would be pleased to provide technical assistance to Committee and Subcommittee staff. We share Chairman Dingell's interest in enhancing the safety of imported products and look forward to continuing to work with him and his staff and others on the Committee and Subcommittee. We also look forward to working with you on the Action Plan discussed above.
Ensuring the safety of imported products is a significant task, but I want to assure you that FDA is diligently working to efficiently and effectively use the resources and authorities we have been provided by Congress to help protect American consumers. Thank you for the opportunity to discuss FDA's activities to enhance the safety of imported products. I would be happy to answer any questions .


text:
Herald Staff
OAK HARBOR — An Oak Harbor man, 27, was listed in satisfactory condition Monday after crashing his motorcycle this weekend on Whidbey Island.
The crash was reported about 10:45 a.m. Saturday near the intersection of Silver Lake Road and N. Green Road, about seven miles east of Oak Harbor, according to a Washington State Patrol memo.
Troopers believe the man was westbound on Green Road when his 2007 Kawasaki motorcycle left the roadway.
The man was flown via medical helicopter to Harborview Medical Center in Seattle, where he remained Monday. The investigation is continuing. Troopers do not believe drugs or alcohol were involved.


text:
Reading Level: Grade 8+
Russell was named for DJ's father. DJ was named for Russell's. Their dads were neighbors, best friends and coworkers. Both were firemen. They did everything together...including dying in the same fire.
When their small town hails both men as heroes, both their sons and widows are expected to attend function after function honoring the men. Although Russell is intensely proud of his father, he and DJ both wish the attention would end.
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5 Series DIY
Knowledge Is Power! ~ The place for do-it-yourself threads on a variety of topics. Start a thread describing a particular job (oil change, cooling system overhaul, brakes, shocks and springs, etc.) or search for one you need help with!
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DIY Article - How to Replace the Thrust Arms on your E39 540i - 56k No!
Most drivers of higher-mileage E39 BMW's have probably experienced the infamous shimmy that occurs in the front suspension at speeds between 50 and 60 MPH. The shimmy is often very pronounced when braking through the same speed range as well, giving the false impression of an out-of-round brake rotor. Assuming that your tires are properly balanced and aligned, and your lug nuts are properly tightened, the likeliest cause of this problem is worn out thrust arm bushings. Removing the thrust arms and installing new ones, or simply replacing the bushings once the thrust arms have been removed from the vehicle is a job that is well within the capabilities of a reasonably experienced shade-tree mechanic.
Whether you want to replace the entire arms or just the bushings is up to you, and the decision pretty much comes down to cost. The amount of work is about the same. The entire thrust arm assembly costs about $100 per side for OEM quality Lemforder units, whereas the bushings alone can be replaced for about $40. If you replace the whole arm, you're also getting a new ball joint on the front end, which probably isn't a bad idea on a higher mileage car. My feeling is, if you can't afford to drop $200 for a pair of new thrust arms, you really can't afford to be driving this car, especially in an era of $3.50 per gallon gasoline.
This is an illustrated do-it-yourself (DIY) write-up showing how to change the thrust arms on an E39 540i (model years 1997-2003). The subject car is a 1998 540iA. The job is conceptually the same on the 6-cylinder cars, but the front suspension and steering are somewhat different, so the pictures may not be an exact match. The procedure I followed is the one outlined in the Bentley manual. The driver's side of the car is shown in my pictures, but the passenger's side is identical.
This write-up is provided as a courtesy to other E39 enthusiasts, but your use of the information herein is entirely at your own risk. I assume no responsibility in the event of injury or adverse outcome resulting from the use of this information. Above all, BE SAFE and don't get in over your head. The labor for this task is only a few hundred dollars at a good, independent BMW mechanic's shop. It isn't worth life, limb or damage to your vehicle if you don't have the experience necessary to competently perform this procedure.
Suggested Tools and Supplies
-Floor jack
-2 jack stands
-4 blocks or car ramps
-Breaker bar with 4-inch extension, or tire wrench
-17mm socket for removing lug bolts
-13mm deep socket for removing sway bar bracket nuts
-16mm and 18mm socket and combination wrenches for loosening pinch nut and bolt on strut collar
-22mm combination wrench for removing ball joint nut
-21mm socket and combination wrenches for removing thrust arm bolt and nut
-Torque wrench
-Large screwdriver, chisel, or other strong, flat-bladed tool for prying open pinch collar on strut
-Various lengths of extensions, universal joints, etc. for your socket wrench are helpful
-Ball joint removal tool (highly recommended)
-Permanent marker pen or paint to scribe reference line on strut tube
-Denatured alcohol or lacquer thinner
1) Make sure the car has a full tank of gas before you start (this is important later you will need the weight of the fuel in the vehicle). Have the key in the ignition and unlock the steering wheel so you can turn the steering array as needed when you are working.
After loosening your lug bolts with the 17mm socket and breaker bar, get the car up on jacks. The front jack point for the E39 540i is shown in image #1 you want the jack on those four big dented-out triangle sections which all point to that hole in the middle. I strongly suggest padding your floor jack and jack stands with a folded rag to avoid tearing up your car. You do not need to remove the splash shield from the bottom of the vehicle.
Images 2 and 3 show the car up on jacks from the front and side. I keep the floor jack under the front jack point as an added measure of safety. Chock the rear wheels for safety.
2) Lower the front sway bar you need to do this to get room to reach the bolt that holds the bushing side of the thrust arm to the frame. The sway bar is held to the frame by two, large gold-colored brackets one on each side of the car. You can see it in image #4 on the left side of the picture.
Remove the two nuts from the studs using a 13mm socket wrench, and pull off the brackets. The sway bar will only drop an inch or two, but that's all you need. You don't even need to remove the rubber bushings that are under the brackets you can see one of these bushings in image #5.
The large bolt you will eventually remove to drop the bushing side of the thrust arm from the frame can be seen above and to the left of the rubber bushing on the sway bar in image #5.
3) Image #6 shows the bottom of the strut tube and the steering knuckle. At the bottom of the strut tube you can see two large nuts. The rear nut is the one that fastens the ball joint side of the thrust arm to the steering knuckle. The bottom of the strut tube is so close to those nuts that you can't get a wrench or ball joint puller on them. This necessitates lowering the steering knuckle.
In order to lower the steering knuckle (slide it down the strut tube), it will be necessary to loosen the pinch bolt in image #7 (also seen from the bolt end near the top of image #6). I used a 16mm wrench on the bolt and an 18mm wrench on the nut to do this. PRIOR TO LOOSENING IT, clean the area where the strut tube comes out the bottom of the pinch collar, and using paint or permanent marker, draw a line exactly where the strut comes out of the collar so you can properly reposition it later.
After you have loosened the pinch bolt (there is no need to remove it entirely), stick a large, heavyweight screwdriver, a large chisel or some other prying tool right in that slot where you see the middle of the pinch bolt in image #7, and pry the collar open a small amount. You can also stick a small chisel in the slot and then use a wrench to turn the chisel and pry the collar apart this very closely simulates the special tool BMW dealer mechanics uses for this task. Either way, it will take a bit of force.
When the collar is open sufficiently far, grab the brake caliper or rotor and slide the steering knuckle down on the strut tube by pulling downward it only needs to come down an inch to an inch and a half. Look at image #8 you can see the clean, shiny part of the strut tube that was exposed after I slid the steering knuckle down. You may need to jiggle the steering knuckle assembly a bit, but it is heavy and should slide down without too much trouble.
4) As you can see in image #8, there is now enough room to get a wrench on the ball joint nut. Remove the nut using a 22mm combination wrench.
Now, the hard part pressing the ball joint stud out of the steering knuckle. It is in there TIGHT. I would not do this job without a ball joint press of the type you see in image #9 and #10. I bought mine at ZDMAK Tools (www.zdmak.com) for $40, and it's a pretty decent unit. There are many sources, and you can pay less, or a whole lot more - up to $263 for the gods-honest BMW tool.
I have read posts from guys who say they've been able to remove the ball joint using a pickle fork, or by banging on the top of the stud. You're on your own if you decide to go that route. I rejected that option from the start. Space is just too limited, and you're talking about banging around on aluminum suspension components here.
HOWEVER YOU DO IT, DON'T DON'T DON'T DAMAGE THE BALL JOINT AND BALL JOINT STUD IF YOU'RE JUST GOING TO CHANGE OUT THE BUSHINGS AND WILL BE RE-USING THE OLD THRUST ARM AND BALL JOINT. If you're replacing the whole thrust arm, then this isn't an issue. The steering knuckle will look like image #11 when you finally get the ball joint stud out.
5) Now we're ready to remove the bushing side of the thrust arm from the frame. This is easy by comparison to the last step. Image #12 shows you what it looks like in place.
Image #13 shows the 21mm socket wrench on the bolt that goes through the center of the bushing and holds the thrust arm to the frame. You can also see the end of the bolt in Image #5. You may need to jiggle the steering back and forth a little bit to get the socket wrench on the bolt I did this just by grabbing the brake rotor and turning the steering a tad. There's not a lot of extra room to maneuver. You'll also need to have a 21mm combination wrench on the nut to keep it from slipping.
Once you have the nut off, pull the bolt out and you can drop the thrust arm. Again, you may need to jiggle the steering a bit this way or that to give yourself room to pull the bolt. Image #14 shows how the frame side looks with the thrust arm removed. Image #15 shows the old thrust arm with bushing, ball joint and retaining bolt and nut. At this point, you're halfway there on the driver's side, and the hardest part of the job is behind you.
If you're only replacing the thrust arm bushing and are re-using the old thrust arm and ball joint, this is where you will press the bad bushing out of the thrust arm and re-install the new one. I went with all new thrust arms, so I regret that I can't provide you with any counsel on this step. I understand it is possible to do this yourself, though it's a lot less trouble to simply take your old thrust arms to a mechanic's shop that has a hydraulic press and remove/replace your bushings that way.
6) Image #16 is a picture of the new Lemforder thrust arm. Leave the protective cap in place over the ball joint stud until the last minute when you are ready to push it into its hole on the steering knuckle. Wiggle the bushing side of the thrust arm into its place in the bracket on the frame of the car. Push the 21mm bolt back in and thread the nut back on. DO NOT TORQUE THE BOLT DOWN AT THIS TIME! Just put the nut on the bolt and hand-tighten it. Image #17 shows the new thrust arm in place on the bushing/frame side.
7) Remove the protective safety cap and insert the ball joint stud in its hole on the steering knuckle. Thread the 22mm nut onto the stud and tighten it. As you tighten the nut, it pulls the ball joint into its proper position there's nothing special you have to do here. See Image #18. Using your torque wrench, tighten the 22mm nut to 80Nm (59 ft-lb).
8) Reposition (raise) the steering knuckle on the strut and tighten the pinch bolt. Using your torque wrench, tighten the pinch bolt to 81Nm (60 ft-lb). Again, this took a 16mm wrench on the bolt and an 18mm wrench on the nut on my car.
10) Use denatured alcohol or lacquer thinner to clean your brake rotors if you grabbed them with your hands at some point during the procedure. Put the wheels back on the car and torque down the lug bolts. The lug bolts are 17mm, and should be torqued to 120NM (89 ft-lb) plus or minus 10Nm (7 ft-lb).
10) NOW we're going to tighten the bushing bolts on the thrust arms. The car needs to be LEVEL and SITTING ON ITS TIRES up on blocks or ramps, about 8 inches off the ground in front AND back. The car needs to be at spec ride height before you torque down the bolts. In addition to a full tank of gas (remember this?), you need about 150 pounds in each front seat, 150 pounds in the middle of the back seat, and 45 pounds in the trunk. If you're really anal you can measure and adjust the ride height further following the procedure in the Bentley manual, but this gets you plenty close enough. NOW you can get under the car and torque down the bolts that hold the bushing side of the thrust arm to the frame. Torque these 21mm bolts to 110Nm (81 ft-lb).
11) Re-install the sway bar brackets, making sure that the little nub on the rubber bushing fits in the corresponding hole in each bracket (See Image #5). Torque the 13mm nuts to 24Nm (18 ft-lb).
12) Lower the car to the ground and enjoy your shimmy-free ride! Incidentally, it is not necessary to have an alignment done following this procedure.
Hey guys, a couple of edits to this write-up. Thanks to CHIVAS for the suggestions.
Regarding the ball joint removal tool: There are a number of different styles of tools, and depending on the one you get, you'll be doing a little bit of trial and error to figure out how best to position it for maximum effect. With some of them, the fit is better if you pry the ball joint boot up and out of the way. I simply used a hammer to lightly tap the bottom of the tool into position over the boot.
It takes a lot of force from the tool to break the ball joint loose. Towards the end, I had a rag wrapped around the wrench to pad it, I was torquing so hard on the tool. Just about the time you're thinking "this is not going to work", it breaks loose. Now here's a "heads-up" - when it finally does, it's with an explosive report like a pistol shot, so be ready for it. I thought I'd broken something when I heard it the first time.
Regarding removal of the large bolts that hold the bushing side of the thrust arm to the frame: The ones on my car slid out very easily, but I've had other guys tell me that theirs took a little more work to remove, and that they had to use pliers. This may be due to water or some other fluid having seeped in and seizing the bolt.
After replacing your thrust arm, do you have to realignment the car?
Thanks in advance,
I used the same ball joint tool from ZDMAK. Hit the stud with a good shot of PB before clamping down the tool. I tightened it until it got difficult to go much further with the wrench. Left to go out to eat, and when I got back the ball joint had popped loose! So I did the same thing to the other arm.. clamped the tool down and went to bed. Woke up and the same result.. So have a little patience and no need to kill yourself turning that wrench until the arm pops loose.
What is the best option for proper ride height? I don't really have 500lb of weights laying around.
Thrust rod
I just got an estmate for my 850i , they want to change the thrust rods and bushings and the ball joint
thrust rod and bushings at a cost of 1000, CAN dollars
and lower ball joint s at a cost of1400. CAN dollars.
are you saying that if i replaced the entire thrustrod assembly that the lower balljoints are included.
Part Number??? I see at different places "control arms" only that look similar. Nothing for "thrust arms". Thanks a million!
bmwfans.info has great diagrams and parts cross refereces.
nice car.
The postings on this thread have been most helpful and I have been fortunate enough to take advantage of the notes and postings in my latest Endeavour with my 2001 540I v8 - and the front-end shimmy. I, too, had the infamous front end shimmy between 45-50 and 70 mph. After reading this thread and may I take this opportunity to thank my esteemed colleagues for their summations of their adventures; because without them, you wouldnt be reading this drivel - and listening to my mechanic tell me $1200.00 was the price for the rear control ball-joints, I decided to have some fun and do it myself.
My comments are intended as additional detail to the above thread and is in no way intended to be construed as a criticism of the text of this thread; quite the opposite. You will encounter considerable tongue-in-cheek dialogue; sorry, that is how I write. Without humor, why do we work on our own cars??? I already know ALL of the deleted expletives associated with this sport; my grandfather was a mechanic from 1918 until he retired in 1965. He would only supervise, I had to do all of the work, but his language we are all rank amateurs.
1. Lowering the strut to reach the nut for loosening the front and/or rear control arms: Instead of a half to one inch for space to loosen the nut, I suggest at least two to three inches to leave room for a three to four pound sledge to drive the bolt from the aluminum frame if necessary, once the nut is removed. MY experience is the bolt really does not want to come out; it appears to be very comfortable there. A lot of BP and/or WD-40 C4 if you have it- on the bolt is an absolute necessity.
2. The Ball Joint Separator tool pictured here actually required at least a four pound baby sledge to drive the tool between the members. Once in position, while attempting to force the ball joint out of the frame, the tool broke; btw, the ball joint did not come out. $40.00 down the drain. The aluminum tool, in my opinion, is too light for this duty. I purchased the similar tool from FreightHouse Heavy gauge STEEL for about $15.00. In ten minutes, I had both rear ball joints removed.
BTW, on the drivers side, while the ball-joint did pop-out, please be advised that there is a steel insert within the Aluminum frame that came out with my ball-joint. I had no warning about this. I subsequently: had to press the steel insert off of the old ball joint fixture press the steel insert back into the same aluminum frame opening using the same ball joint separator tool used to extract the ball joint initially. I can explain, in excruciating detail, if it happens to you and you need assistance.
3. Because I was removing the rear control arms and because I am a masochist and the cost each front control arm was under $50.00 each and because the front control arm was in the way of replacing the rears, not to mention 1280 more dollars I decided to replace both the front and the rear at once. After all, you are there and so are the front control arms, and they are in the way.
4. Removing the front control arms cannot be accomplished using either ball joint tool mentioned herein the tools are too small, the jaws do not open fully enough to accommodate the front control arm bolt. The good news is, the front control arms are easier than the rear to replace; just more fun/challenging to remove. As I mentioned earlier, these ball joints really do not want to come out; the fronts are no different than the rears.
6. In order to remove the front control arms conveniently, without any manual labor use a pneumatic hammer!!! I used a hammer with 90PSI, 4.5cfm and 3200 blows per minute- BPM. Three healthy bursts ----with mucho BP and WD40 on the bolt- and the stud will submit. The new front control arm will slide right into position bushing first and ball joint last at least it did for me. And, let me tell you a short story, I beat the bejesus out of those studs with my 4-lb sledge and they wouldnt budge. But, the pneumatic hammer took maybe 5 minutes three bursts with the hammer and liberal dose of BP and WD40.
7. Now that we have the old OUT, Let us turn our attention to installing the new parts:
a. Always install the BUSHING end first, both front and rear. The front will slide in without any considerable labor The ball joint slides right in at least it did for me.
B. Regarding the rear control ball joint installation: I used a hydraulic jack to support the ball-joint while the stud of the ball-joint is inserted into the hole and then slowly rotate the steering wheel from left to right until the stud finds it way into the hole. So do not force the stud into the hole in the aluminum frame. Instead, use the jack to support the ball joint from the bottom while not forcing - but guiding - the stud into the opening. While rotating the steering wheel from left to right, SLOWLY, one-quarter turn at a time, the guided stud will find its way in. Tighten up and away we go.
Another note: For what it is worth: each new appliance new part will come with its own bolt. I did NOT have good luck with these they refuse to snug up to tighten to the new ball joint. Therefore, I used the OLD nuts, and they worked fine. Just an FYI Your mileage may vary
6. So, I replaced the rear and the fronts, in the same excercise. Not for everyone but it worked for me.
7. If you have more specific questions - believe me I had plenty - I will be happy to relate my experience as reply to your questions. I apologize for the lack of pictures, I really was busy Thinking, cursing, wondering why my god had forsaken me, etc. etc. ..
I'll be ordering my arms from Mark at EACTuning, and ball joint removal tool from Harbor Freight.
My question is it looks like the final two steps in this process are a - tighten bushing side of arms down, then b - tighten sway bar bolts down.
However, it looks like this job gets done under load with the car resting on it's wheels and about 400lbs of weight inside. I'm not sure if this was addressed but those that have done this work, is there an alternative to buggin your wife, neighbor, kids, dogs to sit in your car while you tighten bolts down?
Though not very exact, my thinking to ensure proper alignment/height after this install is to mark each bolt and stud with paint that indicates where the original position was before I loosened the part.
Could that work?
- 2008 R350 Mercedes Wagon
- 2003 M3 Coupe - Alpine SMG
- 2001 530i - 5 speed, Anthracite Metallic, Sport Package
Last edited by aa240sx; 09-01-2010 at 01:23 PM.
Very doable job. Total time for this DIY was just 3.5 hours. Specific to 525I owners out there, I do have additional advice to help you along in this DIY.
1 - Universals for the socket wrench - NOT NEEDED. You'll be able to reach every single bolt either with a socket or spanner and turning the steering wheel to accommodate the wrench. Also, there's a step where you have to loosen and then lower the sway bar to get at the thrust arm. Again, I think that's specific to the design of the 540's, but for the 525I, there is no need to touch the sway bar or it's end links.
2 - You'll definitely be removing body panels under the car. The panels that will have to be removed are: lower 1/2 fender well, lower engine cover, and there's even a cover for the bushing side of the tension strut as well. So you'll be making good use of that 10mm socket, 8mm socket, and philips screwdriver.
3 - Keep an allen wrench handy. I may have overlooked it or not read the directions from various DIY's, but you will definitely need an allen wrench to hold down the ball joint bolt as you are tightening it down and setting it into the steering knuckle with your 21 or 22mm spanner wrench. However, once your ball joint seats itself in the knuckle you should be good.
4 - As for pre-tensioning the bushing side when you tighten it down per BMW specs, (150lbs in the rear seat, 50 lbs. weight in the trunk, yada yada). I didn't do that. I basically took a measurement from the ground to the bottom center of the fender before I did the work. When I was done, I had my 200lb. dad sit right on the radiator area (ahhh! oooh! - no worries that area seems to be able to hold a lot more than 200lbs.). I got under the car and torqued down the bushing bolts to spec. Took another measurement and got a spot on match.
Lastly, the ball joint removal tool is a must have for this job. Be sure you've really jammed the fork side into the ball joint crevice and that the hammer part that fits over the threaded bolt covers it well. Tighten like crazy and POP! (I wore earplugs, but it is very loud)
Seat of the pants result? Simply awesome. No more shimmies at 40-50mph and no more shimmies when braking at any speed. Definitely tighter steering around corners. As for comments from other threads about car driving like it's new again, I can't say that. But who knows, maybe when it comes time to change the upper control arm, links and other ball joints, I may get that feeling.
Props to Hotswimmer for this awesome DIY.
- 2008 R350 Mercedes Wagon
- 2003 M3 Coupe - Alpine SMG
- 2001 530i - 5 speed, Anthracite Metallic, Sport Package
Last edited by aa240sx; 09-13-2010 at 09:08 AM.
I have the same shimmy under hard braking but I had my thrust arm bushings replaced awhile ago and the shimmy is back. Could the entire thrust arm be bad?
Depends, have you had other suspension components replaced before? If you know the history of the car and are running on original suspension, you're definitely on borrowed time.
My 2003 car had 113K when I did this job, the thrust arm's ball joints which I replaced with new were literally wobbling. I know the rest of my suspension is probably in the same condition or worse. If I were you, I would start with the thrust arms (even if they were replaced, they typically have to be renewed again every 75K), but plan to replace most of the front and possible rear suspension.
Just typing those words, gives me pause thinking about the mountain of work that lay ahead for me in the not too distant future!
- 2008 R350 Mercedes Wagon
- 2003 M3 Coupe - Alpine SMG
- 2001 530i - 5 speed, Anthracite Metallic, Sport Package
Great wright up! I recently received my powflex bushings in the mail and after looking at your pictures it sees like i could make a tool to press the old bushing out while the ball joint is still attached. I was thinking a large c-clamp, a welding machine and two perfect sized pieces of pipe. Im going to give it a try and i will post pictures if im successful. It seems like someone has always already made a specialty tool when it comes to things like this so im going to do some more searching on the internet.
Thanks again,
Joe Randall
I just did this to solve my "50 mph shimmy" so I thought I'd throw in a couple observations.
First a great write-up. This is the reason I decided to replace my thrust arms myself. Kudos to Hotswimmer and others comments. I used EACtuning thrust arms with the HD inserts. Mark shipped them the same day. Great service.
I did use the ZDMAK press but I had problems with it. First make sure that the bottom lever of the press tool is oriented like the picture, flip it if it isn't. That was a no brainer
I tried for more than a few hours to press the first ball joint out but each time I tightened the press it would eventually force itself backwards and off the ball joint stud. After a bunch of resets, wiggling, repositioning the knuckle, and hammering it back in I decided to drop the bushing side of the thrust arm. That solved my problem. Lowering the arm let me drive the press into the knuckle until the threads hit. It must be that close or it will wedge itself off when tightening.
Check the ball joint bushing for movement as you press the ball joint out (see image #11 center piece). It is pressed into the knuckle and you don't want it to come out seized to the ball joint stud. My driver side bushing pressed half out of the knuckle when the ball joint (luckily) released. I was watching for this on the passenger side. It was 3/4 of the way pressed out when I stopped to regroup. Luckily I did because a minute later the ball joint let go and solved my problem.
I recommend if this happens you just take a breather and see if the ball joint will let go by itself. My guess is that it will pop out if you give it some time. I pressed both the bushings back into the knuckle with a large bolt, a few washers, and also by placing the ball joint "washer/spacer" on the top side of the knuckle.
Hope this helps. My shimmy is gone and the car feels tighter.
1999 540iA
well I made a press tool to remove the old bushings. I haven't tried to use it yet wish me luck! I the pipe end that is welded to the clamp is just sch 10 2.5" pipe. The other end "pusher part" has been machined out of 3" round stock. [IMG][IMG][IMG][/IMG][/IMG][/IMG]
Joe Randall
Joe Randall
Joe Randall
Well my home made tool was a failure. I bent the #### out of the clamp trying to push the old bushing out. Oh well, now my punishment is that I have to be without my 5 until the ball joint press gets here from ZDMAK tools.
Joe Randall
Great DIY write up. Very useful. I will be doing this procedure myself at some point in the next couple of weeks on my M5, presumably it is the same??
With regards to adding ballast to the car before torquing up the bush bolts, is there another way round it? Unfortunately, I don't have 225kg of ballast kicking around in my garage, or a a family of four??
I am in the same boat as Bazzer......... any other ways of getting proper ride height without the weight??? and just to be clear I have a 525 the thrust arm is the straight arm towards the rear which has the ball joint entering up from the bottom into the knuckle correct?????? I know the differ from the 540....
Just want to thank everyone who's contributed to this thread. I swapped my control arms out for the Meyle HD at 108k miles and it went pretty smoothly thanks to the detailed write-ups. I used the Harbor Freight Ball joint separator as others have mentioned and the balljoints separated easily.
When tightening down the balljoint, I found it tricky to tighten the 22mm nut while holding counter torque with the 5.5mm-6mm L shaped allen key. Tightening the 22mm nut by itself just causes the balljoint thread to rotate with the nut without counter torque. Despite lowering the hub assembly from the shock , there's still very little clearance to fit the allen key on the end of the balljoint thread. Wiggling the steering back and forth was necessary to get proper clearance. When tightening the bushing side of the arm, I used my jack to raise the hub to "preload" the suspension to simulate the static ride height. Probably not the most accurate way of doing it, but time will tell if they fail prematurely.
Interestingly, the old control arms/bushing that came out was labeled Contitech instead of lemforder, so not sure if these were the original stock or the prior owner had swapped them out once. Despite significant cracks and tears in the old bushings, I never had the classic low speed "shimmy" just some steering vagueness. The new bushings actually don't feel all that different.
I'm aware of how old this thread is but it was a great asset when replacing my thrust arms. I wanted to recommend a tool that can be purchased locally and for cheap for popping the ball joints loose.
If you have a Harbor Freight store near you, simply purchase their ball joint separator, Part # 99849.
"3/4" Forged Ball Point Joint Separator
Item # 99849 Manufacturer: U.S. General"
When I went to the local store in Raleigh, they had 9 of these in stock and they only cost $18 out the door. Using this tool made popping the ball joints out the easiest part of the job. I turned the hub to where the wheels were mostly straight, positioned the tool and held it in place while I began tightening the drive bolt. This was done after liberally applying PB Blaster(or your choice of penetrating spray). After a moderate amount of rotations on the bolt, I gave each ball joint around 2 minutes to sit. Even with only moderate pressure(nothing near excessive) with turning the bolt on the tool, both ball joints popped quickly.
It was a great relief to have this part of the job out of the way. The part where I got hung up is adjusting the spindle up and down on the shock/strut tube. Make sure you utilize a decent sized chisel and apply torque to it with the closed end of a wrench. Be careful to mark the original location of the shock/struts.
After finishing, Ive come to realize that my front ride height has inadvertently been raised by about half an inch. This, in turn, has messed with my headlights with the auto-leveling headlight feature.
Just thought id throw out some advice as this seems to be a very ubiquitous repair.
Last edited by Rchhockey68; 01-03-2012 at 05:01 PM.
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text:
There Is a Global Islamic Awakening
There Is a Global Islamic Awakening
In his opening address to a meeting organised by the European Council for Fatwa and Research, Sheikh Yusuf al-Qaradawi said that there is an Islamic awakening in all parts of the world.
Islam has been constantly on the agenda in recent years. There have been attempts, the results sometimes of ignorance and sometimes of deliberate propaganda, to portray excesses that do not actually represent the true faith as standing for Islam. Yet this misinformation has been a failure. Because Allah has said in the Qur'an that He will bring the true faith cleansed of all such superstition to prevail on Earth. The increased interest in the true faith, particularly of late, shows that this promise of Allah's reported in verses is rapidly taking place. People with no knowledge of the true faith are beginning their investigations into the true faith by reading the Qur'an. And when they read the Qur'an they are profoundly affected by Allah's revelation they find there. In the Qur'an, these people find the knowledge of the true faith that they have been unable to find in the corrupted scriptures of the other divine religions. The words of Allah's contain infinite wisdom. No book compares to the Qur'an. Not even if everyone in the world were to work together could they produce a text comparable to the Qur'an. Thanks to this power of the Qur'an, an Islamic awakening is taking place right across the world.


text:
Gordon Stove, left, CEO, and Alan Goodwin, VP of operations, North America, for Adrok, look over some of the technology the company uses to explore for underground minerals and energy resources. The company has chosen Prince Edward Island as its Canadian base of operations.
©Guardian photo by Heather Taweel
A Scottish company with technology that can find underground minerals and energy resources has decided to make Prince Edward Island its Canadian home.
Adrok uses electromagnetic beams to penetrate rock, seawater and earth in order to survey for natural resources.
This patented technology offers companies the ability to search for oil, gas and minerals without the damaging effects of exploratory drilling.
On Monday, Adrok announced it has chosen P.E.I. as its Canadian base of operations.
"We were in Alberta last week and there were a lot of eyebrows raised when we said we were based in P.E.I. because they all thought they've got the oil so we should be there, but actually the province of P.E.I. has got everything we need to grow as a company," said Alan Goodwin, vice-president of operations for Adrok.
"We've had lots of support, the people here have been fantastic in terms of setting up our economic plans and our financial plans, so that's been very supportive," said managing director and co-founder Gordon Stove.
The provincial government has committed $11,000 as part of a rental incentive together with a labour rebate that could reach $201,000 if the company reaches its target of hiring six Island employees by the end of 2015.
Innovation Minister Allen Roach said the province is excited by the work that Adrok performs and was only too happy to help the company set up shop in Charlottetown.
"We see that there's great opportunity for that type of business here in North America," Roach said.
"They've proven their product in other countries around the world. They came to Canada, they looked at various locations, they chose to come to Prince Edward Island and we're extremely pleased with that."
Adrok will provide a base to service existing clients in the region as well as developing business within Canada's booming mineral exploration industry.
The new base will create six jobs for geophysics and field technicians who will gather and analyze data on site before sending it back to the company's Edinburgh headquarters for further analysis.
There will also be a sales and marketing function in order to build a client base in the region.
Stove said his company's low-power multi-frequency radio wave technology allows it to probe subsurface areas offers prospective developers the ability to identify lucrative underground or underwater resources in more environmentally sensitive way.
It also costs significantly less than normal drilling costs for test wells.
Adrok's decision to base its headquarters in the province was not necessarily linked to a desire for oil or gas surveying in Prince Edward Island.
But Stove did say the company would be willing to do some exploratory work here.
"We plan to develop our offshore capability here in the Maritimes. In the east coast of Canada there's great opportunities to find more sources of energy," Stove said.
"I think certainly that Minister Sheridan will be interested in what this company has to offer, and if we do look for things in P.E.I. then we have the company here," Roach added.
Adrok conducted its first commercial exploration in 2007 in Morocco and has since used its patented technology to assist energy and mineral exploration in the North Sea, Europe, North America, Australia and Asia.


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ST. LOUIS, MO -- Consumer packaged goods giant Post Holdings has acquired Nestlé's sports-nutrition business, dominated by the PowerBar and Musashi brands. Terms of the transaction, expected to close during Post's fiscal third quarter, were not disclosed.
Headquartered in St. Louis, Post makes Grape-Nuts, Honeycomb and other cereals.
The company said Nestle's PowerBar and Musashi brands will boost its current active nutrition portfolio, which includes the Premier Protein and Joint Juice brands, as well as Dymatize and Supreme protein powders, bars and nutritional supplements.
With its expanded offerings, Post now expects its combined sports-nutrition brands to generate about $550 million in annual revenue.


text:
Physical Health Care
The University of Pennsylvania Student Health Services provides primary medical care for all Curtis students. The fee for the 2014-15 year is $1,050, which includes all primary-care visits. No insurance or co-pay required.
For information about local specialists for musician-related injuries, or about the clinicians or routine clinical care at Penn Student Health Service contact associate dean, Laurel Grady.
Penn Student Health Services
3535 Market Street, Suite 100
Appointments: (215) 746-3535
- SEPTA #21 bus (36th and Walnut streets)
- Evening shuttle service from 20th and Locust streets
- Taxi (Only in case of medical emergency, present a dated receipt to associate dean of student and academic affairs, Dan McDougall, for reimbursement.)
Finding a doctor
Curtis encourages students to use the resources at Penn Student Health Service, which can help you locate a doctor or specialist. Students who obtain insurance coverage through Curtis should find a doctor in-network. Students who do not have insurance through Curtis can find a doctor through the University of Pennsylvania Health System or Thomas Jefferson University Hospitals.
Physical fitness
Curtis encourages students to enhance their general health and performance-related health by exercising routinely. Physical fitness particularly benefits musicians, who have prolonged rehearsals and performances. Develop lifelong exercise habits now to help reduce injury and improve your musical performance. Read "Student Health 101" online each month, and attend the health and wellness workshops presented by the Office of Student Services. Curtis reimburses students $100 per semester toward gym and health club fees; contact Dan McDougall, associate dean of student and academic affairs, for more information.
A number of students are also provided with individual exercise training with the Zarett Fitness and Rehab Center. Additional information will be available prior to the start of the school year.


text:
2'nd this one and there should be a man on now to create new scripts to build out the ability to auto recognize the printers on a network and scrape data....
Exciting times! I wish to stay awake all night long and know whats going on at ShmooCon! Unfortunately, I havent been there evar! Anyways, about Praeda, it helps you to leverage Multifunction Printers during penetration tests and gain access to other core network systems! It is a known fact that most printers are left unsecured in an organization with default passwords and sometimes the network interface is open to the internet! This is evident from several of our Shodan Queries and Google Dorks. Incidentally, Praeda means to plunder, spoils of war, booty taken in a war (penetration test in our case!).
By taking advantage of poor printer security and vulnerabilities during penetration testing we are able to harvest a wealth of information from MFP devices including user-names, email addresses, user address books, authentication information including SMB, Email, LDAP passwords, etc. Sometimes, they could also aid you in remote retrieval of prints, faxes, scan copies! Certain printer installations could also allow you to access the HTTP interface, and make a configuration copy! This could allow you to further see the internals! In short, PRAEDA is designed to automate some of the information gathering from network appliances through web-management interfaces such as printers and network appliances.
This open source tool is programmed in Perl and has several modules that focus on almost 28 devices in all! The module to be used is enumerated from the different models of printers using Title page and Server type responses from the printer management page.
Its required Perl modules are:
Sample syntax:
praeto.pl TARGET_FILE TCP_PORT PROJECT_NAME OUTPUT_FILE
All of the results will create a folder called project1 and save all information in that folder. Also will create a log file called data-file.log to hold information.
Link: Download Praeda Beta (praeda.tgz.gz)
2'nd this one and there should be a man on now to create new scripts to build out the ability to auto recognize the printers on a network and scrape data....
Interested in trying this so I downloaded and this was the results.. Any idea what went wrong??
root@bt:/home/downloads/praeda/praeda# ./praeda.pl target.lst 80 project1 data-file
Can't locate HTML/TagParser.pm in @INC (@INC contains: /etc/perl /usr/local/lib/perl/5.10.1 /usr/local/share/perl/5.10.1 /usr/lib/perl5 /usr/share/perl5 /usr/lib/perl/5.10 /usr/share/perl/5.10 /usr/local/lib/site_perl .) at ./praeda.pl line 41.
BEGIN failed--compilation aborted at ./praeda.pl line 41.
Please, see at OP Required Perl Modules
"If you aim the gun at your foot and pull the trigger, it's
UNIX's job to ensure reliable delivery of the bullet to
where you aimed the gun (in this case, Mr. Foot)."
When I go to install the modules, after cross checking each name...
Here is the results
root@contego:~# apt-get install libhtml-parser-perl
Reading package lists... Done
Building dependency tree
Reading state information... Done
libhtml-parser-perl is already the newest version.
0 upgraded, 0 newly installed, 0 to remove and 0 not upgraded.
root@contego:~# perl -v
This is perl, v5.10.1 (*) built for x86_64-linux-gnu-thread-multi
Copyright 1987-2009, Larry Wall
Perl may be copied only under the terms of either the Artistic License or the
GNU General Public License, which may be found in the Perl 5 source kit.
Complete documentation for Perl, including FAQ lists, should be found on
this system using "man perl" or "perldoc perl". If you have access to the
Internet, point your browser at http://www.perl.org/, the Perl Home Page.
What am I missing??
Last edited by furt1maggr3d10r; 07-24-2011 at 10:48 PM.
Champion, do the following ....
Regards,Code:# cpan cpan > install HTML::TagParser cpan > install URI::Fetch cpan > exit # ./praeda.pl .......
"If you aim the gun at your foot and pull the trigger, it's
UNIX's job to ensure reliable delivery of the bullet to
where you aimed the gun (in this case, Mr. Foot)."
That did the trick. Thanks for the assist and teaching me to fish...


text:
Related: Two Los Angeles County supervisors push for local control of ONT | ONT special section
View: Agenda item | Agenda amendment | Ontario letter | ARSAC letter
The Los Angeles County Board of Supervisors has joined more than 100 government entities and officials calling into question the management of L.A./Ontario International Airport and advocating it would be better under local control.
Supervisors passed a motion on Tuesday urging Los Angeles World Airports and the city of Los Angeles to transfer control of Ontario agency. LAWA oversees Ontario and Los Angeles International airports.
The board's support for local management of the mid-sized airport will be detailed in a letter to be sent to LAWA as well as Los Angeles Mayor Antonio Villaraigosa and Ontario Mayor Paul Leon.
"I am pleased that the board approved my motion to support the city of Ontario's efforts to regain control of its airport. LAWA and the city of Los Angeles should be held to the 2006 settlement agreement, which expires in 2015, in which they committed, among several key priorities, to focus on regionalization of air traffic in order to avoid a lawsuit," Supervisor Don Knabe said in a statement.
The motion was co-authored by Knabe, who has been critical of LAWA's management in recent months.
"Unfortunately, all evidence suggests that they have not made a good faith effort, so they should negotiate a mutually beneficial agreement that gives local control back to Ontario. This would benefit the whole region now and also prepare us for future growth," he said.
For more than three years, Ontario officials have been waged in a battle with LAWA over the cause of significant passenger traffic decline at Ontario Airport in recent years.
Airport officials have blamed the economy and a change in the way airlines do business for Ontario Airport's struggles. Airlines have shifted their operations in recent years and reduced the frequency of flights.
Ontario officials say the agency has also failed to market the airport. For more than a year, it has launched an aggressive campaign to take back operations of the airport.
Supervisors passed Tuesday's motion 4-0 with little discussion at their meeting at the Hall of Administration in Los Angeles.
Supervisor Mark Ridley-Thomas abstained.
Supervisor Zev Yarosavsky made an amendment to the motion stating that the transfer must include a "mutually beneficial purchase price and (be done) in a manner that avoids unwarranted litigation and protects the financial interests of Ontario and Los Angeles as well as the interests of all those who use LAX and ONT. "
Knabe has also asked that a report on airport regionalization, which the board instructed its CEO to conduct at the supervisor's request in late February, be discussed at the board's next meeting on May 14.
In 2005, Los Angeles County was among several entities and cities to challenge the environmental reports associated with LAWA's master plan to modernize LAX.
The following year, all the parties involved, including Los Angeles County, agreed to drop a lawsuit over the environmental reports against LAWA if it would agree to spread air traffic across the regional airports.
"Seven years later, it is well understood that LAWA has not kept its promises to those communities, whose health and quality of life is so dramatically impacted by the presence of LAX in their backyard," said Denise Ng, a representative with the Service Employees International Union United Service Workers West at LAX.
The union has come out in support of modernization of LAX but does not favor moving the runways.
Coincidentally, the Los Angeles City Council was taking up the item on LAX's modernization plans almost simultaneously as the supervisors took a stance on the Ontario Airport item.
Council members voted Tuesday to move forward with a proposal to change the runway configuration at LAX.
"It is past time for LAWA to return local control of Ontario International Airport. LAWA has neglected their responsibility here, and residents of Los Angeles County and the Inland Empire are suffering as a result," Ng said.
LAWA had fought back several attempts from Ontario to enter negotiations until late last year, when Los Angeles top administrative officer made the recommendation.
On April 11, following months of closed-door meetings and after failing to reach an amicable resolution on the airport's value with Los Angeles, Ontario filed a claim seeking to dissolve the 1967 joint-powers agreement.
As part of the JPA, Los Angeles assumed management of the airport, which had been struggling, from Ontario.
The airport was formally transferred to Los Angeles in 1985.


text:
Driven a Whale Lately?
What could beluga whales—which can grow up to 37 feet long—and cars possibly have in common? Read More »3 Comments
What Does It Mean to "Misuse" Opioids?
Opioid pain medications are now the single deadliest drug in the U.S. Read More »12 Comments
What Is an Opioid?
Many people misusing prescription opioids get addicted to these drugs, and the consequences are sometimes fatal. Read More »11 Comments
Nine Tips to Help You Cope With Stress
Too much stress can be bad for your health. Luckily, there are healthy ways to keep stress under control. Read More »8 Comments
Is Caffeine Really Addictive?
Many people talk about being "addicted" to their morning coffee or energy drink! But is caffeine truly addictive? Read More »26 Comments


text:
Changes related to "Care este functia pentru procesat toate elementele unei liste ?"
From HaskellWiki
This is a list of changes made recently to pages linked from a specified page (or to members of a specified category). Pages on your watchlist are bold.
No changes on linked pages during the given period.


text:
|index by Group
|index by Distribution
|index by Vendor
|index by creation date
|index by Name
|Name: mcrypt
|Distribution: openSUSE 12.1
|Version: 2.6.8
|Vendor: openSUSE
|Release: 19.1.2
|Build date: Sat Oct 29 08:26:51 2011
|Group: Productivity/Security
|Build host: build26
|Size: 196163
|Source RPM: mcrypt-2.6.8-19.1.2.src.rpm
|Packager: http://bugs.opensuse.org
|Url: http://mcrypt.sourceforge.net/
|Summary: Replacement for the crypt Command
A replacement for the old unix crypt(1) command. Mcrypt uses the following encryption (block) algorithms: BLOWFISH, DES, TripleDES, 3-WAY, SAFER-SK64, SAFER-SK128, CAST-128, RC2 TEA (extended), TWOFISH, RC6, IDEA, and GOST. The Unix crypt algorithm is also included to allow compatibility with the crypt(1) command. CBC, ECB, OFB, and CFB modes of encryption are supported.
* Tue Mar 22 2011 firstname.lastname@example.com - fix build, the autoreconf is needed again after libtool update * Mon Jan 03 2011 firstname.lastname@example.com - Remove mcrypt-2.6.8-gettext.patch, it's not needed. Do not call autoreconf, it just breaks the build. * Sun Oct 31 2010 firstname.lastname@example.com - Use %_smp_mflags * Thu Aug 06 2009 firstname.lastname@example.com - mcrypt-2.6.8-missing-fclose.patch (bnc#527721) * Fri Apr 24 2009 email@example.com - added mcrypt-native-by-default.patch (partially resolve bnc#385951) - openpgp format handling is seriously broken, so make native format default like in Fedora and Debian - added mcrypt-manpage-fix.patch - fix typos in manpage * Mon Jan 19 2009 email@example.com - updated to 2.6.8 * Updated non valid C code to comply with standard ANSI C Affects openpgp code - removed obsoleted overflow.patch * Wed Jan 16 2008 firstname.lastname@example.com - updated to 2.6.7 * corrected bugs related to freeing mhash (const) data * corrected bugs in the win32 random gatherer * THE CODE IS NOW UNDER GPLv3! * Wed Jul 18 2007 email@example.com - updated to 2.6.6 * corrections in getpass() * updates in OpenPGP code * made the OpenPGP file format the default - fixed uninitialized variable in rfc2440.c (uninitialized.patch) * Fri May 04 2007 firstname.lastname@example.com - updated to 2.6.5 (maintenance update) - cleaned spec file * Mon Apr 02 2007 email@example.com - add zlib-devel BuildRequires
/usr/bin/mcrypt /usr/bin/mdecrypt /usr/share/doc/packages/mcrypt /usr/share/doc/packages/mcrypt/AUTHORS /usr/share/doc/packages/mcrypt/ChangeLog /usr/share/doc/packages/mcrypt/FORMAT /usr/share/doc/packages/mcrypt/NEWS /usr/share/doc/packages/mcrypt/README /usr/share/doc/packages/mcrypt/THANKS /usr/share/doc/packages/mcrypt/TODO /usr/share/doc/packages/mcrypt/magic /usr/share/doc/packages/mcrypt/sample.mcryptrc /usr/share/locale/cs/LC_MESSAGES/mcrypt.mo /usr/share/locale/de/LC_MESSAGES/mcrypt.mo /usr/share/locale/el/LC_MESSAGES/mcrypt.mo /usr/share/locale/es_AR/LC_MESSAGES/mcrypt.mo /usr/share/locale/pl/LC_MESSAGES/mcrypt.mo /usr/share/man/man1/mcrypt.1.gz
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Fabrice Bellet, Mon Jul 10 03:42:25 2017