text:
|59" (1.5m)
|Wing area:
|511 sq. in. (330 sq. cm)
|112.9 oz. (3.2kg)
|47" (1.205m)
|Center of gravity:
|2.9" - 3" back from the LE of the wing (75 - 78mm)
|Cirrus CS601BB standard for ailerons and flaps; Hitec HS-311 standard for elevator, rudder and throttle (31311S)
|Futaba 6EX "FASST" spread spectrum (FUTK6900, transmitter and receiver only)
|Futaba R606FS (FUTL7635, discontinued)
|Receiver battery:
|HydriMax Ultra 6.0v 2000mAh NiMH flat pack (HCAM6351)
|Engine requirements:
|.58 - .61 two-stroke glow/.70 - .91 four-stroke glow
|Engine as tested:
|Magnum XLS .61A two-stroke glow (210770); Magnum XL Pitts-style muffler (279945)
|Fuel as tested:
|Byron's 15% nitro/18% oil
|Propeller as tested:
|APC 12x7, DU-BRO 3" spinner
|Vinh Quang Model
|Catalog numbers:
|VQA034 (red), VQA035 (pink)
|Available from:
|Hobby People
|List price/suggested selling price (USD):
To my way of thinking, there are two modeling subjects which best represent the quintessential model airplane: One is WWII warbirds, and the other is high-performance, aerobatic air show planes like the Cap-10B.
After all, if you're going to roll, tumble, loop and/or spin, why not do it with a model whose prototype does those very things on a regular basis at air shows all over the world? Enter one of the latest models from Vinh Quang Model and Global Hobby, the VQ Model Cap-10B .60.
You may recall my assembly adventures with this same company's .40-sized P-51D. After that review was published here, Global Hobby's product developer Mike Greenshields worked as a liaison between the company and I to directly and immediately discuss my suggestions for improving the quality of both model and documentation. I'm honored to report that the good folks at VQ took all of my suggestions to heart and are implementing them as necessary in all future production runs of their models, many of which seem to have been implemented on this very model. That's real customer service from both VQ and Global and that's why I'm so proud to present this review.
The prototype, built by France's Avions Mudry & Cie., now Apex Aircraft, first flew in 1970. The current model, the Cap-10C, is still in production today. A total of more than 300 Caps have been built primarily as air show aircraft, but some Caps have found their way into the military fleets of several countries for use as trainer aircraft, including that of its home country. The name is an acronym for "Constructions Aéronautiques Parisiennes." Power for the Cap comes from the USA in the guise of a fuel-injected, 180-horsepower Lycoming AEIO-360.
VQ produces their Cap in two trim schemes. The "pink" scheme, with its French civil aviation ID of F-GAUH, is based on an actual aircraft owned and flown by a French aeronautics club. The "red" scheme which denotes the standard factory livery is the subject of this review and is similar to the pink scheme, but its registration of F-GDIN is that of a full-scale Cessna 152; those of you who feel guilty about adding incorrect decals to a scale subject need not worry in this case.
Let's begin!
You'll find your new Cap-10B packaged in a fairly attractive box featuring photos of both trim schemes, and while the box itself is nice and thick, the lid isn't; mine tore as I removed the box from its shipping carton.
Another thing you'll notice is the box art's mangled English which seems to be a direct translation from the alternate French text resulting in some rather strange syntax, not to mention a few misspellings. I don't speak French, so I can't vouch for that text's accuracy. Some badly translated English (no French at all) continues throughout the manual. I've suggested that VQ take advantage of their fairly new partnership with Global Hobby and electronically forward future manuals and box art for proofreading. In marketing, perception is reality and this beauty deserves the best possible presentation.
Both versions of the VQ Model Cap-10B .60 include:
You will need:
Like the P-51D before it, the Cap-10B came carefully and securely packaged. The hardware may look like a jumbled mess at first glance, but I can assure you from experience that it is not; the hardware comes packaged and organized in individual Ziploc-style bags.
VQ Model is unique among ARF manufacturers in their use of preprinted graphics over heavy-duty, adhesive-backed vinyl covering film. This gives the benefits of a low decal count and no chance of the graphics lifting off the covering over time. However, the thick vinyl is susceptible to temperature changes when new and will relax when exposed to sunlight; you'll need to frequently expose the components to outside temperature in order to acclimate the covering.
That covering is ironed over subassemblies which really mean business. The control surfaces and horizontal stabilzer are solid wood, hinged not with "credit card" CA hinges but with three-piece nylon hinges. This is also the first ARF I've ever completed which had both ailerons and flaps securely installed from the factory.
We begin by attaching the dihedral joiners to the center section of the wing. The manual recommends a test fit before securing everything with thirty-minute epoxy. A pair of 7mm wooden dowels are used to locate the front of the completed wing and need to protrude 10mm. You'll have to drill out the holes, but not too much. These dowels should be a reasonably snug fit.
You may also have to drill holes for the servo leads. They're shown in the illustrations, but my center section didn't have any. Should you need to drill holes as I did (see the photo), do so carefully since that's some rather soft balsa skinning that certer section. Use an X-Acto to square the openings as illustrated in the manual. It'll make it a lot easier to pass the plugs through later.
The manual shows the use of preinstalled "fishing lines" for the servo leads, but my kit had none and it seems they aren't necessary. You'll have no trouble fishing the lines through later on.
This is where I took some time to admire the craftsmanship of this model. All of the ribs of both wings and center section were either laser-cut balsa, plywood or hardwood and all fit together beautifully.
The aileron servos are next and, like those used on the P-51D, are Cirrus CS601BB ball-bearing standard servos. These servos are not only among the smoothest and most powerful standard servos on the market, they're a tremendous bargain at less than US$10 each through Hobby People. Start by trimming the covering from around the servo mount with an X-Acto. Attach a 6" servo extension to the servo lead; I suggest securely wrapping the connection with electrical tape to prevent separation. Run the plug out through the center section and mount the aileron servo in its cradle per the manual. I opted to use some DU-BRO socket head servo screws in lieu of the hardware supplied with the servos; it's just easier and faster to use socket heads and their built-in washers evenly spread the load across the mounting ferrules and bushings. They also look great. Remove the flap servo mounting plate, run it the short distance necessary to the end of the wing and out the same hole as the aileron lead. Repeat for the other side. When the leads are through, mix up some more thirty-minute epoxy and join each wing to the center section. The result is a solid, well-aligned unit with greatly improved construction over that of the P-51D with its too-soft sheeting.
Installing the aileron pushrods and horns is a straightforward task; just remember to use short lengths of fuel line over the clevises as a safety precaution not mentioned in the manual. Chuck a 5/64" (2mm) drill bit in your pin vise, drill the necessary holes per the instructions and take a moment to use that drill to ream the holes in the horns. Use an X-Acto to open up the holes in the backing plates ever so slightly. Use the enclosed 2x20mm screws; they're a perfect fit unlike those in the P-51D which proved to be too short.
On the other hand, get a couple of 2-56 pushrods and clevises for the flaps and their hidden servos. Here's where I ran into my first minor glitches.
Start by removing the covering over the slots which the pushrods will pass through and remove the preinstalled servo mounting plates. When mounting the flap servos to the preinstalled wooden blocks on the wing's servo panels, don't mount the servo all the way against the underside of that panel; you won't be able to reinstall it later. Instead, mount the servos (which in this case are two more Cirrus CS601 servos) as close to the top of the blocks as possible, but beware: Use your pin vise to drill pilot holes for the mounting screws. Otherwise, you're guaranteed to crack the mounting block. I found that out the hard way, but a bit of work with the pin vise and some CA and I was back in business, that is, until I tried to bend the pushrods. No dimensions are given, so it became a matter of trial and error which came at the cost of all four short pushrods included with the model. When bent too far, they snapped like twigs. Some DU-BRO 2-56 pushrods from my grooveyard of mangled monoplanes were bent to fit and cut to length. Basically, I bent the rods nearly 90 degrees behind the threads and another near-90 degree bend about the width of the servo in the opposite direction. The manual cautions you that one of the servos is a "revert servo. I assumed a servo reversing harness was necessary, and I happened to have one on hand, but it wasn't; both flaps moved in the proper direction when joined via a Y-harness, but quite a bit of bending and rebending was necessary to get everything to work right due to the aforementioned lack of dimensions and a non-scale drawing.
I opted to use the mix of Great Planes and DU-BRO pushrod clamps I had on hand. The manual says you'll need to purchase clamps, but there are some packaged with the model. Sadly, these are of the type which utilize a threaded, knurled nut and a drop of CA to retain the clamp to the servo arm. Perhaps it's just me, but I don't trust these types of clamps. For those of you more comfortable with z-bends, so much the better. I've never had a problem using clamps, but they do require some occasional inspection for wear and a quick snugging up with an allen wrench.
Installation of the fixed landing gear with their PVC and fiberglass fairings completes the wing. Trimming the PVC strut fairings isn't particularly difficult, but you're left with virtually no surface on which to CA the halves together. Once you do, slip the wheel pants and mounting plates over the axles and check the enclosed foam wheels for proper fit. Mine were too tight, but the #2 Phillips screwdriver I had on the bench was just the thing to ream out the holes. We'll have to see how the foam tires hold up after exposure to fuel. Some really good news: The enclosed wheel collars are a vast improvement over those which VQ provided with the P-51D with no tendency for the setscrew to strip out.
The plywood blocks which are meant to be used as the mounts for the wheel pants immediately began delaminating when I tried to screw down the first of the wheel pants...and this was after I drilled pilot holes with the pin vise. Nevertheless, there was enough bite to "keep the pants up" as it were. Some CA was used to reinforce the wood and all was well, at least for the time being.
Somehow, the other wheel fairing just didn't seem to fit the right way. No wonder: The top openings were different sizes...and even in slightly different locations. Even the overall dimensions between the left and right sides were off.
It could also be a lot stronger as I discovered later. The slightest bumps tore the screws and blocks right off. This is an easy fix; simply remove the blocks, drill through both the pants and mounts and run a 6-32 x 3/8 machine screw and nut through, securing the nuts with a dab of threadlocking compound. Be careful not to overtighten the bolts. As it is, you'll hear some protesting from the fiberglass, but the threadlocking compound will hold the nuts in place without the need to overtighten anything. Save yourself some frustration later on and do this at the onset. I've already discussed the issue with Global Hobby who in turn has promised to bring this to the attention of the factory.
Work on the fuselage begins with installing the engine, but before you do, take a moment once again to admire the workmanship. VQ Model has done an exemplary job with this unit. The fuselage is fully sheeted except for some stringers on the turtle deck. Take a look at the photos to see what I mean. Just be careful of the stringers. I managed to crack three slightly while fitting the wing, but some thin CA wicked in with a short length of extension tubing saved the day.
They've also greatly improved their documentation. Installing the engine on the P-51D was a study in frustration, resulting in an improperly mounted engine. Not so with this manual.
Like the P-51D, the bulkhead has the thrust angle built in, making the Cap-10B a natural for conversion to electric power. There's plenty of room behind it for a big li-po pack. Scribed draft lines on the front of the bulkhead make it easy to line up the strong, glass-filled nylon mounts. The manual is explicit in how every possible engine and muffler combination should be mounted.
Here's a tip: It isn't mentioned in the manual, and I found it down in the box too late to be able to take advantage of it, but included is a terrific little laser-scribed wooden template which will greatly simplify the installation.
You're even given the choice of mounting the throttle servo next to the engine or in the servo tray to help with the CG; I originally elected to mount a Hitec HS-311 standard servo next to the engine per the manual, figuring that a servo mounted this far forward would offset the one mounted in the tail for the rudder and that any CG issues could be accomplished by moving the battery and/or receiver Yes, there are four possible mounting locations, one on either side of the firewall and one on either side of the elevator servo depending on your choice of engine and configuration. How cool is that? Jumping ahead, I can tell you that I experienced some problems due to the rather short throw between servo and carburetor; even with a greatly shortened leftover Sullivan Gold-N-Cable cable instead of a pushrod, I had some problems with binding, not to mention serviceability. Adjusting the cable required removal of the fuel tank and just trying to get the servo and its arm in an out of the opening just wasn't worth the hassle. I wound up moving the servo back to its place on the servo tray. Much better. I now had far better control of the throttle. With the cable, it proved impossible to shut off the engine during its break-in without carefully placing my finger over the carb throat. It would prove to be a benefit later since the finished model balanced slightly nose-heavy anyway.
Getting back on track, the manual suggests holding the engine and mounts together, aligning the mounts to the bulkhead and to temporarily attach the mounts to the bulkhead in preparation for drilling the 11/64" mounting holes. Instead, I found that holding just the upper mount to the Magnum XLS .61A (itself reviewed here at RC Power) allowed me to center both the mount and the engine's centerline. I varied just a bit in my choice of mounting hardware, electing to use four DU-BRO 4x25 allen head bolts in conjunction with the factory washers and blind nuts.
Speaking of the manual, there's also a slight issue regarding the hole which must be drilled for the throttle pushrod. The place it shows is incorrect. It does show the proper placement of the hole for a four-stroke.
Once both mounts were in, I noticed that they weren't perfectly square with one another due to the the mounts themselves not being square where they contact the bulkhead. They weren't off by much, so all it really took was gently squeezing the mounts together when marking the holes for the engine mounting hardware.
Don't bother trying to use those enclosed bolts to bolt the engine to the mounts. They're too short.
Off to the hardware store for some stainless steel 6-32x1.25" Allen bolts, some #6 washers and lock washers and some 6-32 nuts. On went the engine with no further problems.
Installing the cowl, propeller and spinner is next, but if your engine is new (like mine), this is a good time to forego the cowl, jump ahead a few steps, install the fuel tank and break in your engine if you haven't done so on the bench. Get yourself a good 3" spinner while you're at it. An inexpensive 2" spinner which doesn't come close to complementing the quality of this model is included, one more suitable for a park flyer or a .40 nitro plane, nor does it fit; it's far too small an affair to use with the recommended 12x7 prop, and I can only guess that it was packed by mistake. I'm pleased to announce that the spinner found a new home in front of another plane of mine which had a damaged spinner. The DU-BRO 3" spinner I used needed some carving to clear the APC prop as it was. I've outlined the cowl installation a little later on.
If you do elect to break your engine in while mounted to the fuselage, mount the wing with the enclosed nylon bolts to keep oil out of the inside. Use a stand of suitable width; this is extremely important and I discovered the hard way that my Ernst Ultra-Stand was too narrow. The balsa skin along the front half of the belly is very thin and easily broken as I discovered. The torque of the big Magnum actually tried to push the top of the stand through the bottom of the plane. Fortunately, the damage was minimal and easily fixed by carefully pushing the wood back out with the handle of a screwdriver, applying thin CA with the help of an extension tube and ironing the covering back down.
Installing the tail starts with the horizontal stabilizer. As is the case with most ARFs, you'll need to remove the covering from the empennage with a sharp, new X-Acto. Unwrap the stabilzer, and remove the preinstalled elevator halves. They aren't glued in, so they'll slide right out. Here's where I noticed another nice detail on the part of VQ: The hinges are firmly glued to the elevator halves, meaning you won't have to worry about alignment problems with them when you do install the elevators.
The rest of the installation is typical. I installed the wing per the manual, measured 11 1/2" from the edges of the stab to the top of the tail and 33" from the topmost cowl mounting block back to the same edges.
We move on to the control horns which seem to be shown in the drawings as not squaring up with the elevator surfaces, which is how I elected to do it since the pushrods exit at an angle a bit too close to the elevators. Mounting the horns is as before with the ailerons and flaps.
The tailwheel and its PVC aerodynamic fairing are next. The screws used to mount the tailwheel bracket seemed a bit short, so I used a bit of CA to secure everything. This is where I found another neat little touch not shown in the manual: There's a tab below the bend in the wire which serves to spread the load more than just the wire itself could do. Again, another nice touch, but one which required a great bit of opening of the tail to accept. Likewise the slots on the tail for the prehinged rudder. Lots of carving was necessary before the hinges would fit.
Adding the rudder made for a real visual treat, by the way. It added both overall length and grace and I don't mind saying that this is becoming one of the most beautiful model planes I've ever had the opportunity to assemble.
The rudder servo, pushrod and horn go in next, completing the tail section. My parts bin yielded another DU-BRO pushrod since I'd destroyed all of the short factory rods trying to bend them for the flaps. There's a preinstalled fishing line for the servo lead, but don't forget to attach and secure a 12" extension first. Complete the tail with the installation of the elevator servo and its triple clamp which actuates the elevator pushrods. This is an excellent idea which I encountered in the P-51D. It eliminates a joining wire at the rear and allows for fine tuning the alignment of both elevator halves.
For safety, I slipped some short lengths of fuel tubing over each of the clevises as I'd done with the wing before calling it a day.
The next day, off I went to the club field to complete the engine break-in. It created quite a buzz, even with a couple of the regulars who fly giant scale. The time spent outside had the added benefit of acclimating the covering.
If you haven't yet installed the fuel tank, now's the time and do take a moment to install a piece of 1/4" foam rubber between the rear of the tank and the nearest bulkhead to help hold it in place. Otherwise, all that's holding it is the rubber stopper. I'd learn later on that this is a necessary step, but one not covered in the manual. I'd installed it less the foam in order to break in the engine and I once again have to give VQ Model credit for their thoughtful pre-bending of the vent tube. Another thoughtful touch is the fact that the pressure line from the muffler connects to a nipple on the tank itself, leaving a third, unused hole in the stopper for an extra tube, line and clunk to drain the tank via a second fuel dot should you wish to. Mine came out at this time in order to install a DU-BRO Kwik-Fill fueling valve (catalog number 334) on the cowl and to relocate the throttle servo. Make sure that you plug the filler line if you use the DU-BRO valve or something similar. I plugged it internally with a screw screwed into a short piece of fuel line before replacing it. This setup would later prove to work just fine.
I also installed the cowl itself, using the old trick of using strips of masking tape over the mounting blocks and fuselage, measuring back one inch from the center of the block and drawing a line between that spot and the fuselage. Measure the distance back from the glow plug and high-speed needle and do the same thing, marking the cowl at those spots once it's installed. The included 2x20mm mounting screws are called for for attaching the cowl. Deviating ever so slightly, those allen head servo screws I'd used throughout the model just so happened to be 2x20mm and they not only look terrific, they'll make future engine access a lot easier. I got the hole for the glow plug on the money, but I was off just a hair for the high-speed needle due to slight, unnoticed interference from the top of the needle itself. Illustrations suggest different openings which need to be made depending on the muffler setup. My use of a Magnum Pitts muffler meant all I had to do was to open up the bottom rear of the cowl to clear the silicone exhaust pipes. I installed the prop and spinner and the front of the plane was finished.
The cockpit floor and seats are next, the former attaching via four 2x10mm screws. The seats are next and attach with a bit of CA. Be careful: There are a definite top and bottom to the seats, but this may not be apparent at first. I installed mine with the longer side serving as the back, applying the CA to the surface with the injection marks. The underside of that floor makes a great place to mount a flat battery pack, and so I did with the help of some Velcro. No recommendation is made regarding the capacity of the battery, but with seven standard servos onboard, I went with a HydraMax 6.0v 2000mAh flat pack. I installed the receiver as well, wrapping it in foam and attaching it to the servo tray with some zip ties. There's no mention as to the location of a receiver power switch and there seems to be an opening on the servo tray where I mounted the receiver, but I didn't see the point of an internally mounted switch. A heavy-duty JR deluxe switch harness (JRPA001) was mounted to the left side of the plane next to the receiver. It's larger than the standard Futaba switch I'd planned on using, but the extra insurance of a top-quality switch such as this offsets the aesthetics, which really aren't bad.
Trimming the canopy can be done with ordinary scissors if you don't have Lexan scissors. Die-cut stickers are provided for the frame as well as clear instructions, but I discovered that some were too short. No problem; some extra sticker material cut to fit solved the problem nicely, but that's another detail that VQ Model really should address sooner instead of later. It all goes back to perception of quality. As far as alignment of the canopy is concerned, it aligns well and the manual shows it in the proper position in relationship to the full-scale Cap-10, unlike the box art which shows the canopy too far back. Check against online photos of the full-scale plane to see what I mean.
Installation of the cowling decals and any optional sponsor decals complete the assembly of the Cap. If you have the red version as I do, be careful to install the starburst decals in their proper orientation. All three should tilt forward with the longer of the two black starbursts on the top. The manual simply shows the starbursts already installed, but neither the picture nor the decal sheet really show which decal goes where. They're also way too shiny for my taste. The sponsor decals are not, but a couple are printed slightly out of register. You may opt to trim around the starbursts with a good, sharp X-Acto, removing the shiny clear part.
I based my decal choice on the most tasteful photo on the VQ website, opting for the prototypical "CAP 10" decal on the tail, the Lycoming and Champion decals near the cowl and the Michelin decals on the wheel pants. That Lycoming decal is one that's off-register, but it doesn't look all that bad once applied.
Finally, you're at step 32, the CG and control range setup. The range values are given in both US and metric, but the US values are almost silly. It's far easier to set up the flaps for 20mm of throw as opposed to 51/64", isn't it?
This is where a computer radio is necessary since the ailerons call for an up throw of 15mm and a down throw of 10mm. Problem: The flaps on my Futaba 6EX are on channel six. So too is the flaperon function which would have allowed me to assign each servo its own channel. Solution: 15mm of throw in both directions since both ailerons are on channel one. Flaps and elevators are set to 20mm of throw, the rudder at between 45 and 50mm and the CG from 75 to 78mm back from the leading edge of the wing. No matter what part of the world you live in, ignore the US measurements. Few rulers I know of measure 25/64", 19/32" and the like. There isn't a suggestion of exponential value, but I went with 30% as a starting point on the low rate setting to soften what I felt would be some very lively response. This proved to be a near-perfect setting during the test flights. On the high rate side, I increased the expo as well as the throws by five percent. A quick check of the CG which is at the forward edge of the black simulated pilot and passenger steps showed that the CG was pretty close to right on the money with a slight nose-heavy attitude.
This was also my first opportunity to see the completed model. All I can say is: Stunning. Simply stunning. This is one of the most beautiful model aircraft I've ever seen.
As has been the case with my previous reviews, I recruited Dan Metz, president of the Coachella Valley Radio Control Club, to give the Cap-10B the once-over and fly the maiden and was he ever impressed with the looks and the overall construction of this model. Impressed as well were some other flyers on hand.
Some engine starting problems immediately manifested themselves, but once the cowl and prop were removed and the engine test-run without the cowl or spinner in place, the culprit turned out to be the needle valve block-off plug on the side of the carb which was visibly loose while the engine was running. Once that was tightened back down, zoom! The fuel tank had popped loose from its hole in the firewall during this time, so we used some paper towels and a discarded sleeve from a Starbucks coffee cup to temporarily secure the tank in place until I could do a proper fix, which came about later in the aforementioned form of a sheet of 1/4" foam rubber between a bulkhead and the rear of the tank. A quick low-power range check of the radio and of the control throws and we were ready.
With Dan at the controls, the flaps down and the nose pointed into the wind, the Cap streaked down the runway and was airborne inside of thirty feet (10m) thanks to the flaps as well as a rather brisk headwind which almost made the flaps unnecessary.
To say he was impressed was an understatement.
All it needed for hands-off straight and level flight was a couple of clicks of right aileron. We're talking fast straight and level as well, which I estimated at around 85 mph (140 km/h) at full throttle with an engine on its first flight since break-in.
Overall flight characteristics looked to be on par with some of the finest ARFs on the market today. Dan has a lot of years of RC flight to his credit, so when someone like that makes a string of enthisiatic comments on a model's performance, you take those comments at face value and beyond. Even with standard servos, the Cap was locked down and absolutely predictable. Dan had also commented on the Cap's impressive axial stability. Simply put, banking the wings resulted in a clean turn or roll with no discernible drop in altitude or the need to overcompensate with elevator. Nor was much elevator required for inverted flight. Since the Cap balanced a bit nose heavy, he wasn't surprised at having to add a bit of elevator, especially since it wanted to climb under acceleration during normal flight. Unlike a Yak, Extra, Sukhoi and the like, the Cap-10B has some dihedral which may have played a part. There appears to be a lot less wing loading here than meets the eye; I honestly thought that the thing would have been a flying brick given the relatively short wingspan. Thank goodness for the flaps; they really do their job. Quite well, I might add. A slow, "dirty" fly-by with the flaps down was so slow that I was certain that it would tip stall and crash, but if anything, the Cap actually wanted to climb even at what was basically a slow jogging speed.
Dan gunned the throttle, raised the flaps and put the Cap through some basic aerobatic manuevers which I've outlined below, all of which were near-flawless. Loops required a bit more rudder than he would have liked, but the culprit turned out to be slightly misaligned elevator halves. Landings were equally impressive. The flaps give plenty of lift, resulting in an elliptical-winged aerobat which glides in like a trainer. Frankly, it lands like no model plane of this type has a right to. I was certain it would tip stall at some point prior to that first flight, but I needn't have been concerned. His landing was one of the smoothest I'd ever seen with only a slight bounce from the foam tires and if we had an audience, they'd have been yelling and clapping their approval. Even he was surprised at how well it landed.
After a quick double-check of the control surfaces and a quick wipedown of the underbelly and it was my turn.
Ground handling was great with my only concern being that the foam tires had clearly soaked up some fuel or oil based on the tracks they left, but nothing prepared me for just how great this bird would fly once it got in the air. Once more the Cap faced the wind, I brough up the throttle and it was off into a clear desert sky.
It turns out that Dan had every reason to be impressed. I was expecting a tail heavy, tip-stalling handful of an airplane; it was the first time I had preflight butterflies in a long time. Unlike the ridiculously nose-heavy P-51D which required nearly three ounces of extra weight at the tail, the Cap-10B was just nose-heavy enough to fly perfectly without the need for extra weight. I was very glad at this point that I relocated the throttle servo and used a plastic spinner instead of the aluminum one recommended online.
I'd overcompensated with a bit too much up elevator on takeoff which almost sent the Cap vertical, but I was able to keep things under control. Within mere seconds, I felt as if I'd been flying this plane for years. I'd expected it to be difficult to fly, but the overall performance was simply stellar; VQ's own website claims that the Cap-10B is suitable for beginning aerobatic pilots and I believe them. The recommended control throws made for enthusiastic response while the 30% expo kept that enthusiasm in check. I tried some basic victory rolls, some good old loop-the-loops and a couple of Immelmann turns and the Cap responded in kind with only the slightest course deviation in the loops due to the misaligned elevator. Just flying straight and level around the pattern was tremendous fun. At no time did I feel as if I were wrestling the controls just to keep it in the air.
Sadly, I had to cut that first flight of mine short before trying the high rates since we hadn't refueled it before I took off. I lowered the flaps, scrubbed off some of the Cap's considerable speed on final and in she came for a glass-smooth, three-point landing, perhaps among the best I'd ever done and possibly better than Dan's since I didn't bounce it on the mains. Even the act of lowering the flaps had very little effect on the Cap at speed, causing little more than a bit of upward thrust. The landing was a bit too fast since Dan had shut off the engine by using the trim instead of the throttle cutoff and though we thought we'd corrected it, the big Magnum .61 was still idling, well, just a bit too fast. Other than that, it was easily one of the most enjoyable flights I'd ever experienced. I taxied back to the flight line while resetting the throttle trim and gave the Cap the once-over. The only evidence it had flown other than some oil and a bit of desert dust was that of foam rubber dust from the visibly worn tires. Low-bounce rubber tires are definitely in this plane's future.
Subsequent and more relaxed flights a few days later were just as wonderful. I was more aggressive still with the Cap; about the only weakness I found was in the vertical performance, at least with a 12x7 prop. It was very good, but far from unlimited. I left it nose up until it stalled and the stall was graceful and controllable. Just beautiful. If you go with the same setup as I, you'll find that the vertical performance is nearly unlimited so long as you don't nose it up ninety degrees.
Rolls were astonishingly graceful given how well the axial control is.
My first landing sure must have been better than average since my subsequent landings, while very good, exhibited the same bounce from the mains that Dan experienced. In fact, just taxiing to the runway caused the tail to bounce on the slightest bump. Once in the air, this plane wants to fly and comes in hot even at a slow idle and with extended flaps. Result: The slightest contact with the runway bounced the plane back in the air a good ten inches, taking two or three bounces and most of the runway to bring it to a stop.
Given the fact that this is a model of a fully aerobatic air show plane, it should come as no surprise to learn that pretty much any non-3D aerobatic manuevers you care to try should be a few flicks of the sticks away.
What was so impressive was the fact the Cap did them so well and so effortlessly. The combination of a well-balanced airframe coupled with a high-revving, big-block two-stroke make for some of the most enjoyable sport flying you'll ever do. All that shattered the illusion of watching a full-scale Cap in action was the empty pilot's seat.
To recap, Dan was careful on that first flight, limiting his aerobatic manuevers to basic rolls and loops. One thing was immediately apparent: The Magnum XLS .61A is a perfect match for the Cap, effortlessly pulling it into huge, magnificent loops.
I was slightly more aggressive, putting the Cap through loops, victory rolls, Immelmann turns, stall turns and inverted flight once I got a feel for the controls. All were as easily performed as on a simulator. Although I hadn't tried anything beyond those basics on that first flight, I can tell you that a couple of half Cubans came off without a hitch on its next flights a few days later; I generally like to get about seven or eight flights on a model before I really cut loose, but this inspires so much confidence I may just have to bang sticks sooner than later. As a sport scale plane, it isn't set up nor does it seem to be intended for 3D flight, but rather scale-like aerobatics.
Control surface alignment is critical for accuracy, so be extra careful in aligning them properly.
If you're new to aerobatics, I can think of no better way to build confidence than by flying this model.
No, since it has none of the self-righting, slow-responding and comparatively slow-flying characteristics of a trainer. The Cap-10B is a very stable model, but everything happens really, really fast in comparison to a trainer and it'll go exactly where you tell it to. A pilot with little or no experience might put this model in an attitude that he or she might not be able to recover from. The manual also assumes that one has modeling experience. An intermediate pilot considering taking the step from simply boring holes in the sky to learning aerobatic maneuvers will have a fun time learning them with this model. I see no reason why this fine model couldn't be used to teach aerobatic skills to experienced pilots via a buddy box setup.
VQ Model has hit a proverbial grand slam with the Cap-10B. Virtually all of the building, setup and quality control issues I'd faced with the P-51D were almost entirely absent. In their place was a well-built, smooth flying, fast and highly maneuverable sport scale plane on par with the best the market has to offer. Proper and careful setup will result in one of the sweetest models of any scale and configuration you're likely to fly. With the exception of the delicate stringers and possibly the soft balsa underbelly, the Cap-10B has a solid heft to it; couple the overall construction and those hefty three-piece hinges with careful handling and you'll be wowing the crowds on the flight line for many a season to come.
All you'll have to do is to get past some poorly translated English and a few minor problems related to the hardware and the wheel pants and you're home free.
If an aerobatic .60 is on your short list of models, please allow me to offer some assistance in closing.
Take whatever list you have, throw it away, get to a Hobby People store or order online from them and get your own VQ Model Cap-10B .60 ARF. The chances are really good that this incredible model will be the favorite of your fleet. It has become far and away my favorite glow-powered plane after only five flights as of this writing.
Yes, this model really is that good.
I'll see you here at RCGroups and at the field!
Minuses are comparatively minor:
|Thread Tools
Nice review.... I've had my eye on their warbirds for a while... but that vinyl covering makes me nervous... especially living in Arizona.
A few suggestions:
Your attached pictures are too small. 800x600 is a good size for RCG. Yours are 320x213 and not much bigger than the thumbnails.
On your video... you need to turn off the auto focus and perhaps get a camera that has image stabilization ...
Other than that, very thorough.
At first, the pictures were actually too big. 2.1 megapixels was as low as the camera goes and this system rejected all of them or they were deleted by an admin soon after I uploaded them. I went through Image Shack to reduce them...and it seems I went the other way based on their suggestions.
As for the camera, it's a still camera with video capabilities and a viewfinder really prone to washout. Still learning to use it (blush).
I'm here in the desert as well and so far, so good with the covering. It's weird stuff; it immediately relaxes when you bring it outside but it eventually firms back up. I don't know if VQ sells the covering itself, but they should.
I would like to see some hard aerobatic results, spins flat spins, lomcevacs, knifedge, snaps etc. I had a 1/4 scale Yellow Aircraft Cap 10B and it was my favirite aerobatic plane because it did all these things well. If I knew this plane could come close to doing it I'd be sucked in and electrify it.
Cheers, Raul
Sorry about the video (blush once more). Had the camera on an incorrect setting and with a viewfinder washed out by the sun. No earthquakes, but I was standing right on the San Andreas Fault at the time. Really!
Now that I have a bit more flying time on it, I plan to really run it through its paces and report back. It rolls just beautifully and I should be able to snap roll it with no problem. There sure is enough rudder area to do a proper knife edge and based solely on those criteria, a lomcevak shouldn't be a problem, or so I hope. A lom is a bit outside my skill level as is a flat spin, but I can get someone with the proper skill to give it a try and I'll report back later when they do.
Sounds great. If it does it will put the Cap 232s Yaks etc to shame. Couldn't get any of them to do Lomcevac. Mine would do two in a row and if you held the controls in, it would go into a Knifedge spin on its own.
I have some good news and bad news to report.
Good news: I tried doing some knife edges and I have to tell you, I have never, ever flown such accurate, on-the-nose and easily performed KE's such as this model is capable of.
And yes, it'll snap roll without breaking a sweat. Just too much darn fun.
Bad news: I'm thinking that the little nylon retainer which held the elevator pushrod clamp in place let go. It came out of a stall turn nose down and would not straighten up. The engine and ailerons were responding but the elevator, alas, could not.
Lawn dart all over the desert.
Should have used a metal clamp instead of the nylon one, but that's coulda-woulda-shoulda.
In any event, I maintain my original position: Buy this model. You will love it.
Good to know. Ordered mine today. I'll let you know how it works on hydro power Are you going to order another one??
I am SO tempted. Facing a slight cash crunch, so it wouldn't be anytime soon. I'm glad you ordered one! I'm really interested in learning how well the electrical conversion will go. There's a lot of room up front for some big li-pos where the fuel tank would normally go and you'll have a nice, flat firewall to mount a motor. I don't know if you'll need to add weight, though. Mine balanced perfectly without needing any, but of course, I had an engine up front.
Don't think I'll have trouble with the CG as the Twist 3D 40 and the Pulse 40 both came out OK without adding weight. Hopefully it should be here on Friday. Thanks for everything.
P.S. I won't forget that stab horn thing.
Man.... And I was gonna "convince you" to let me try some KE spins with it.... I would have volunteered to be your drunken biplane pilot and put her through her paces....... Since I haven't the time to fix "big bird" since the "big move"....... I am off to Scottsdale this weekend, so I will be a ghost AGAIN...
hopefully I will actually be able to devote some time to the hobby next week.
Take care bud! sorry to hear about the lawn dart....... KM
|Thread Tools
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|Thread Starter
|Last Post
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Billionaires Database
This Silk contains data about billionaires, where they live, how much money they have, what industry they are in, and how old they are.
About this site
This site was created with Silk, a platform for collections of information. The data was collected from Forbes.com. We thank Import.io for helping us obtain the data.
What to buy with your billion:
You could start off with 33 Mercedes's like this one from 1954, auctioned for $30 Million in 2013:
Or you can have exactly one thousand of Hublot's "One Million" watches:
Unfortunately, your billion dollar will not get you close to the world's most expensive home. You will have to double that to build a home like the Antilia residence complex in Mumbai, India:
But, while you're living in India, you will find you couldn't score better on The Economist's Big Mac Index. You're able to get 600 Million (chicken) burgers:
Billionaires, an introduction
There are over 1600 billionaires in the world - thats billion with a B. Their combined net worth dwarfs the economies of all the world's countries, save the United States and China (incidentally the two countries that also house the most billionaires)!
Click here for the complete Forbes Billionaires list. Keep reading to find out more about the world's top 0.00002%! Lets start with the elite among the elite.
Top 10 billionaires:
In total there are 69 countries with billionaires, but more than half of all billionaires live in one of 4 countries: the US, China, Russia of Germany. A distribution per country shows that almost a third of all billionaires, about 500, live in the United States; China is a distant second, home to 152 billionaires.
In what industries are these people active? Where did they make their money? It turns out that the oil and business sectors only produce a handful of billionaires. Real money apparently is in the fashion and retail industry; in investments; and in real estate.
How about age? How unusual is it to meet a very young or very old billionaire?
First a list of billionaires under 40 and a distribution per country. There are only 39 billionaires under 40, which makes up less than a quarter of 1%.
Again, we see more or less the same distribution per country, with an even larger proportion of young US billionaires.
Filtering for billionaires 85 years or older still gets you a list of over 100 persons. This means there are three times more geriatric billionaires than young ones, although they still only make up a little over a half percent.

subset: commoncrawl


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RALEIGH, N.C. -- What is a "dirty bomb?" How does a gas mask work? Does a Sidewinder missile go sideways?
A man with the apropos name of Marshall Brain tries to explain these and other modern marvels on his Web site, www.howstuffworks.com, where articles try to demystify everything from antioxidants to tornadoes to cloning.
With the United States at war in the Middle East, there's a new emphasis on the tools of combat.
"Military weapons today involve a lot of technology, so we cover it from the technological aspect," Brain said. "There is tremendous interest in body armor and machine guns."
The site currently features an article on M1 tanks, along with information on nonmilitary topics -- rotary engines, the Segway two-wheeled vehicle and dieting.
In a new book published by the company, "More How Stuff Works" (Wiley Publishing, $24.99), at least 11 of more than 100 articles cover military topics from the Apache helicopter to body armor and machine guns.
Brain, 41, said about 150,000 hits are recorded on his Web site daily and the military ranks about fourth in popularity behind computer, electronics and automotive topics.
Brain founded the company after starting the Web site at home in 1998 while on leave from a high-tech job. The former N.C. State University professor began the company with venture capital in 2000 and has expanded from a tiny enterprise to a staff of 18 in Cary and a sales office in Los Angeles.
In addition to the Web site, How Stuff Works publishes a children's magazine and produces television segments.
The company is privately held and doesn't disclose any financial information.
Brain said topics in the books he sells and the free Web site are inspired by news events. Work on the latest book, published in November, started last January.
"If you think back to what was happening then, the war in Afghanistan was active and there still were a lot of reverberations from Sept. 11," he said. "It's a fact that's there's always a war going on and it's topical long term. If a weapons system becomes prominent in the news, we would cover it in order to satisfy our readers' curiosity."
The Web site contains about 40 articles so far on weapons, covering tanks, F-15 jets, dirty bombs, cruise missiles and gas masks. Others explain how C-4 explosives work and how an aircraft carrier operates -- especially timely since two carrier battle groups have been dispatched to the Persian Gulf.
The book's last chapter deals with machine guns, night vision devices, camouflage, body armor, gas masks, nuclear bombs, metal detectors, helicopters and grenades. That follows chapters on toys, water towers, fire engines, bad weather, black holes and comets, lasers and cloning, and CD burners.
Maj. Gary Tallman, spokesman for the 18th Airborne Corps at Fort Bragg, said the information used by How Stuff Works is unclassified, commonly available data that has been published elsewhere in the past.
In several cases, the Web site staff handled the real thing -- body armor and a dummy grenade -- to help write reports. But for reports on machine guns, explosives and helicopters, the staff used research material available to the public and military handout pictures.
Tallman said the Web site and book articles could have unintended benefits for the services.
"It's free publicity," he said. "Young men and women see this information and it may generate an interest in them to find out more about their military and possibly join."
Tallman said some in the military may feel that the less said about what they do, the better. But he believes "it's much better for us to have the American people understand and know as much as possible what we do."
In addition to information on operation of weapons, the articles contain nuggets about the weapons' effects.
The machine gun chapter says, "Machine guns have had a hand in dissolving nations, repressing revolutions, overthrowing governments and ending wars. The machine gun is one of the most important developments in the history of man."
© 2017. All Rights Reserved. Contact Us


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John: With college application season kicking in to full speed, Wes and I are dedicating this column to choosing colleges. If you're a senior, colleges are probably pressuring you to apply early-decision, in which the university provides a quick admission verdict in exchange for your promise not to apply anywhere else if admitted. In my opinion, this discriminates against low-income students who need to be able to compare financial aid offers in the spring. But even if you're applying for regular admission, it's best to begin the process as soon as possible to allow for last-minute crises.
While the average wage of a college graduate is nearly double that of nongrads, where you go to college will have far less of an impact than how you perform in school. A study comparing 1976 Ivy League graduates to those who were accepted to an Ivy League, but then chose to attend a less prestigious school, found that Ivy League graduates had the same median income 20 years after graduation. Half the members of the U.S. Senate attended public colleges, including Sam Brownback and Pat Roberts (both K-State grads).
There is no "wrong" college to attend, and what is important for one student may not be significant for another. While I'll weigh ROTC programs heavily in choosing my college, others might put more emphasis on sports, social atmosphere or the reputation of a department to which they are interested in applying.
Cost is obviously a front-burner issue for many parents, but if you're interested in an expensive school, apply anyway. In the spring you will learn how much financial aid you are eligible for, and then you can compare price tags. Consider also location and size. While some students may yearn to enjoy the independence at a faraway university, other prefer to swing by their parents' home on short notice.
Once you decide what is important in a college, it's time for research. Investigate colleges with a variety of sizes, cultures, locations and admission standards, and try to imagine how you would feel attending these colleges. Meanwhile, invest time in visiting nearby colleges, even those you are not interested in, to get a feel for different university styles. Finally, choose four to six schools you would most like to attend and get those applications rolling!
Wes: I'm with John all the way. However, I'd like to back up and address a more fundamental issue - whether to go to college or not. While there's probably some form of post-high school education for everyone, college may not be it. One of the most common and unfortunate situations I see in my practice is young people who did not really think through the choice to go to college, and/or parents who pressured them to go. Sometimes this works out in spite of the obvious peril of such pressure.
Often it does not.
It might seem that, if given a choice, most late teens would rather go to school than toil away at the various food service/construction/manufacturing/retail/etc., jobs available to them. However, that point is often realized only after they've done just that. There's something to be said for waiting a year if you really don't believe you're ready to take the big plunge John has laid out above.
But I'm not a big fan of spending that year underemployed, living off the folks, partying hard and sleeping in. In fact, I've previously suggested parents take strict measures for motionless grads. However, if teens spend a year or two out of high school, working, putting back a little money, having some fun and growing up, I think they'll be miles ahead of the reluctant, unhappy freshmen counting the days until they bomb out. That said, I also see a fair number of "nontraditional" or "returning" students who wish they had not taken this road. College can be a lot tougher when you have a family, full-time work and financial concerns.
Before blowing off school completely, the other thing to consider is whether trade school, junior college, military service or vocational-technical school is more your speed. I've seen many young people go to cosmetology or auto repair schools, then use their increased earning power to finance further study. When families are disappointed in this decision, I encourage them to reconsider. Nearly any post-secondary learning is useful, and the starting wages for an auto mechanic are more than decent. The same is true for computer systems, networking and information technology.
As John points out, a high school diploma will offer little edge down the road of life, except as it allows you to move on to the next classroom. We're all different, and there are scores of different education paths open to young adults. Whether you hit the books again three months after graduation, or wait a year or two, I encourage you to keep further learning in your plan. It's one of the best investments of time and money you'll make. We'll revisit this issue later in the year as seniors are beginning to make some final decisions about schools.
Next week: A recent online chatter asks whether 2006 families are too busy for the old-fashioned family dinner. The issue goes way beyond food.
- Dr. Wes Crenshaw is a board-certified family psychologist and director of the Family Therapy Institute Midwest. John Murray is a Free State High School senior. Opinions and advice given here are not meant as a substitute for psychological evaluation or therapy services. Send your questions about adolescent issues firstname.lastname@example.com. All correspondence is strictly confidential.
Copyright 2017 The Lawrence Journal-World. All rights reserved. This material may not be published, broadcast, rewritten or redistributed. We strive to uphold our values for every story published.


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Forest Whitaker, Oprah Winfrey, Cuba Gooding Jr., Terrence Howard, Alan Rickman, Jane Fonda, John Cusack, James Marsden, and Robin Williams. Sounds like a list of VIPs at a chic Hollywood getogether, right? In reality, those are just some of the faces that make appearances in "Lee Daniels The Butler."
"Working on this was hard because normally I make a film that's a moment in time – a summer, or a year, and that's it," Daniels said. "This one, on the other hand, was decades. There was one star after another. We start off with Robin Williams, and we move on to Vanessa Redgrave, and then to Mariah Carey and Lenny Kravitz and Cuba Gooding Jr. and Oprah Winfrey and Forest Whitaker and Terence Howard."
Yet, even with the multitude of stars showing up in the film, Daniels didn't want their familiar faces to be a distraction.
"Casting the presidents was the tricky part," he said, "because I didn't want an audience to be like, "Look at John Cusack playing President Nixon, or look at Robin Williams playing Eisenhower, or James Marsden playing Kennedy." You had to make them disappear, and to do that you had to not make them caricatures but instead just have them be human.
Winfrey, who plays Gloria Gaines in the film, had not graced the silver screen since in several years, but after working with her on "Precious" Daniels knew he wanted to work with her again.
"I told her after that film that I wanted to work with her again, only as an actor because I think she's an incredible talent," Daniels said. "I wanted her do something that would shake it up, so to speak. When I told her about this film, she liked the idea and so I went ahead with developing the character specifically for her, with the voices of the women I grew up with and know so intimately, breathing life into Gloria."
"Lee Daniels' The Butler" is set against the tumultuous political backdrop of 20th century America. Academy Award nominated director Lee Daniels' epic drama tells the story of fictional White House butler Cecil Gaines (Forest Whitaker), who serves during seven presidential administrations between 1957 and 1986.


text:
Share STEM
Bill & Melinda Gates Foundation
Microsoft Corporation
The Ballmer Group Philanthropy
The Boeing Company
Dean and Vicki Allen/Mckinstry Charitable Foundation
Bezos Family Foundation
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JPMorgan Chase & Co.
Urban Research Park CDE LLC
Bill Lewis
Schultz Family Foundation
The Paul G. Allen Family Foundation
A full list of our 2015 donors is available here.
Superheroes in STEM education - students, educators, parents, and community providers - explain STEM & equity, STEM & common core and next generation science standards, and STEM beyond the classroom.
©2016 Washington STEM


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Akshaye Khanna added to the cast of Sridevi's 'Maa'
The cast of Sridevi's next film, 'Maa', seems to be getting interesting by the day. After Nawazuddin Siddiqui, buzz is that Akshaye Khanna has come on board the film.
Also read: Nawazuddin Siddiqui's next film a thriller with Sridevi
Akshaye Khanna and Sridevi
The reticient actor was last seen in 'Gali Gali Chor Hai' (2012).
Also read: Sridevi to star in Boney Kapoor's next production
Akshaye also features in Rohit Dhawan's Dishoom. Looks like the actor is back in the reckoning.


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Anyone got one of these?
My flirtations with hardtail riding has come to an end and before I go straight back to a Turner 5 spot I want to look at my options.
I used to have one of the very early Reigns and it was a great bike, frame a bit heavy but could live with it.
Just wondering what the new one is like.


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The Prisoner of Zenda (Selznick International). From the day of its publication, 43 years ago, Anthony Hope's famed Ruritanian romance was a dramatic natural. Since 1895 The Prisoner of Zenda has swashbuckled over the stages of the English-speaking world. In 1922 Rex Ingram produced a silent cinema version. Last week Producer David Selznick gave this colorful hardy perennial the finest treatment it has ever had. Slicked up by Screenwriters Wells Root and John L. Balderston, well-cast, well-acted and beautifully staged, The Prisoner of Zenda will hardly hearten those who want Hollywood to...
Cinema: The New Pictures: Sep. 13, 1937
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My Prof. told mentioned Ruby today, and how its a combination of pearl, smalltalk, and python. A new scripting language.
Just wanted to know if anyone uses it, and if its worth using.
If you would like to read about it, here is the site. I havent looked at it much, personally.


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DWU Choral Union rehearsals beginning today
The DWU Choral Union will begin rehearsals at 7 p.m. today. The Choral Union is a choir consisting of DWU students, faculty and staff members and Mitchell-area community members. With the start of a new semester, the group invites additional singers to participate.
Membership to the DWU Choral Union is open to any singer high school age or older. The choir is especially in need of tenors and basses. Community members pay a $20-$30 music fee for the semester. Rehearsals will be from 7 to 8:30 p.m. Tuesdays. Those interested in the DWU Choral Union may contact Dr. Clint Desmond at firstname.lastname@example.com or at 995-2676.
The Choral Union will perform "A Salute to Broadway" on Feb. 16. This will feature music from "Les Miserables" and also from composers Stephen Sondheim and Rodgers and Hammerstein. Some members of the Choral Union will sing solos and ensembles at the performance.
The Choral Union will also join forces with the Wesleyan Choir on April 22 to perform two masterpieces of American music: Bernstein's "Chichester Psalms" and both sets of Aaron Copland's "Old American Songs."
Bernstein is best known for having composed "West Side Story" and these psalms have a hint of this style. Copland's music is pure Americana with elements of folk, country, gospel and spirituals.


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The sources did not know what the officer approached by Dr. Lynne Fenton did with the information she passed along. They said, however, that the officer was recently interviewed, with an attorney present, by the Aurora Police Department as a part of the ongoing investigation of the shooting.
Fenton would have had to have serious concerns to break confidentiality with her patient to reach out to the police officer or others, the sources said. Under Colorado law, a psychiatrist can legally breach a pledge of confidentiality with a patient if he or she becomes aware of a serious and imminent threat that their patient might cause harm to others. ...
jpw wrote:wonder what kind of psychotropic medications he had him on......public has a right to know this.
public has a right to know this.
John D. wrote:Remember 30 - 35 years ago when Bill Gothard used to say, "All mental illness is caused by irresponsibility"? I wonder if that statement is still true today.


text: Hi, I am new to audis and the forum. I know there are loads of threads on central locking faults, i have looked and read most of them. My issue is similar but different in some ways. My central locking doesnt work by remote key or key. I unlock the drivers door and sometimes the alarm will go off, once it has opened all the doors but only once. Locking from the drivers door most the time it locks all the doors and boot but sometimes not. The inner button is very intermittent and will unlock all the door normally with in 5 mins of driving off, not always through. I have check and WD40 the CCM the carpet was wet but the module looked untouched and dry. After WD40 all the connectors the inner button worked to unlock but wouldnt lock. The interior lights work but when opening the door they strobe on and off. When i bought the car the guy said the remote central locking has never worked since he has had it. I suspect the driver door lock, but from reading other threads the windows dont go down ever and the remote fob doesnt work ever. Any ideas...? can i check the function of the driver door lock whether it is working or not. Thanks


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1970 Lass, Donna 09/06/70
Nevada Missing Persons
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1970 Lass, Donna 09/06/70
Stateline NV 26 YO
- July 27, 2006 12:41 AM (GMT)
Donna Lass
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Donna Lass was a nurse and a possible victim of the Zodiac Killer.
Donna Lass was the daughter of James P. Lass (August 28, 1897 March 30, 1973) and of Frances Mary (Kukar) Lass (November 24, 1900 August 5, 1982). Lass' father had been a farmer in the area of Beresford, South Dakota. Donna resided in California before moving to the area of Lake Tahoe, Nevada in May of 1970.
Donna Lass worked as a nurse at the Sahara in Stateline, Nevada. On September 6, 1970, the twenty-five year old nurse signed her last entry in her log book at about 1:50AM. Lass was never seen leaving the Sahara; but, her car was found at her apartment complex at Stateline. Lass was never seen again.
The next day, Lass' landlord and employer were both received calls from an unknown male. He told them that Lass was ill and had left because of a family emergency; but, the call proved to be a hoax. A month later, a paste-up postcard was received by the San Francisco Chronicle, hinting that Lass' disappearance was connected to the Zodiac Killer. Six months later, another paste-up postcard was received by the San Francisco Chronicle, the San Francisco Examiner, and the San Francisco Times. In spite of the postcards, there was no solid evidence to connect Donna Lass' disappearance with the Zodiac Killer
- July 27, 2006 12:45 AM (GMT)
Donna Lass was a pretty twenty-five year old woman with frosted blonde hair and blue eyes. She worked as a nurse at the Sahara hotel in Stateline, Nevada and was by all accounts a "good girl". On Labor Day, September 6, 1970 Ms. Lass disappeared and some believe she was abducted from work by the Zodiac killer. The following day, a man called the Sahara Hotel to say that Ms. Lass was sick and would not be coming in. This man also called her landlord to tell him that she was leaving and not coming back. It was reasoned that the man who called had something to do with her disappearance, but authorities were at a loss to determine her whereabouts and feared the worst.
One month later the San Francisco Chronicle received a postcard paste-up. There were 13 holes (each one representing a victim) and a cross drawn with human blood on the card. (Ms. Lass' ?) Six months after she vanished another paste-up postcard was sent to the San Francisco Chronicle, the San Francisco Examiner, and the Times. On the back of the card was a picture of Incline (death?) Village
in the area of Lake Tahoe. The pasted-on words read: "Sought victim 12," "Pass Lake Tahoe areas," "Sierra Club," "Peek through the pines," and "around in the snow." As time passed, the disappearance of Donna Lass faded from memory.
In 1976, Mr. Otto Fredericks, the retired Postmaster of Norden, CA, was hiking just past Claire Tappan Lodge (very near Norden) when he discovered a circle of wood on the side of the path that was 14 feet in diameter. On the inside there was a square arrangement of wood and in the center of that, a triangle with a cross, composed of 13 stones.
The postcard that was sent to the newspapers shortly after Ms. Lass' disappearance stated, "Pass (Past/Path?) Lake Tahoe areas" and "Sierra Club". The Tappan Lodge was owned by the Sierra Club and built by them in 1934. The 13 stones comprising the cross fit with the October 1970 postcard that had 13 holes punched in it and a cross that was drawn in human blood.
Mr. Fredericks carefully photographed the "gravesite" but it wasn't until several years later that his discovery was revealed to Harvey Hines, a former police investigator. Later, Hines informed Dave Peterson, a Zodiac expert and retired police reporter. Peterson later excavated the site. A pair of woman's crushed sunglasses were found about 14 inches under the soil. The sunglasses were
entirely green (frame and lenses) and were the same type supposedly worn by Ms. Lass. Earlier, when Peterson saw the photos of the site he immediately identified the structure ( of wood and stone) as Rosicrucian symbols, a society with which Charles Manson and Zodiac suspect Bruce Davis were very familiar. Peterson later mulled over the possibility that Ms. Lass' killer rhymed Donner Pass (the site was on Donner Summit) with Donna Lass. Zodiac had concocted a "poem" that referred to murder victim Cheri Jo Bates and inscribed it on a desk in 1966.
Another point of interest is the fact that a former wife of Roman Polanski (husband of Sharon Tate, who was murdered by the Manson Family) was a Polish actress who's name was Lass.
- December 27, 2006 07:49 PM (GMT)
Donna Ann Lass
Above: Lass, circa 1971
Vital Statistics at Time of Disappearance
Missing Since: September 6, 1971 from South Lake Tahoe, California
Classification: Endangered Missing
Date Of Birth: November 3, 1944
Age: 26 years old
Height and Weight: 5'4, 135 pounds
Distinguishing Characteristics: Caucasian female. Blonde hair, blue eyes.
Details of Disappearance
Lass was last seen in South Lake Tahoe, California on September 6, 1971. She worked as a registered nurse at the first aid station at the Sahara Hotel-Casino and her last logbook entry was timed at 1:50 a.m. Lass's car was found parked near her apartment in Stateline, Nevada, but nobody saw her leave the casino.
The day after Lass's disapperance, an unidentified male called her place of employment and her landlord to say she would be absent due to a family emergency. Lass was not actually having a family emergency at the time. The caller has never been identified. All of her personal belongings were left behind at her home, except her purse and the clothes she was wearing the night she vanished.
A postcard purportedly from the serial killer nicknamed the Zodiac implied that he had killed Lass. The Zodiac sent many written messages to newspapers and police claiming responsibility for disappearances and murders, but Lass's abduction does not fit his profile and the postcard was later found to have been forged by a police investigator. The Zodiac has never been identified. He is still considered a possible suspect in the 1970 disappearance of Robin Graham, however.
Lass's case remains unsolved. She is missing under suspicious circumstances.
Investigating Agency
If you have any information concerning this case, please contact:
South Lake Tahoe Police Department
Source Information
California Attorney General's Office
The Zodiac Killer
Enter the World of the Zodiac Killer
The Doe Network
The San Diego Union Tribune
Updated 2 times since October 12, 2004.
Last updated March 25, 2006; details of disappearance updated.
Charley Project Home
- December 27, 2006 07:50 PM (GMT)
- September 2, 2009 06:56 AM (GMT)
Garrido in Reno when Tahoe woman vanished in 1970
By Frank X. Mullen Jr. firstname.lastname@example.com September 1, 2009
Post a Comment RecommendPrint this pageE-mail this articleShare
Del.icio.usFacebookDiggRedditNewsvineBuzz up!TwitterThe sister of a 25-year-old woman who was abducted from South Lake Tahoe in 1970 said she wonders if the suspect in the 1991 kidnapping of Jaycee Lee Dugard is connected to the 39-year-old mystery.
"As soon as I heard about the (Dugard) case last week, I thought that this could be something related to my sister's disappearance," said Mary Pilker of Sioux Falls, S.D., the sister of Donna Ann Lass. Lass was a nurse at the Sahara Hotel-Casino who vanished Sept. 6, 1970, after leaving work at the casino and never arrived home.
Phillip Craig Garrido, 58, is charged with the kidnapping and rape of Dugard, who was then 11 years old and waiting for a school bus near her South Lake Tahoe home when she was forced into a car. Garrido allegedly imprisoned Dugard in his backyard in Antioch, Calif., for 18 years.
In 1976, Garrido kidnapped a 25-year-old woman from a South Lake Tahoe parking lot and raped her in a Reno warehouse in a space he prepared for the crime. An hour before that woman was abducted, police said Garrido attempted to kidnap another woman from a South Lake Tahoe parking lot.
Garrido's relatives, contacted Monday, said Phillip Garrido moved to Reno from California when he was about 19 years old. That places him in the area when Lass disappeared in 1970.
Lt. Les Lovell of the El Dorado County Sheriff's Office said late Monday that Lass' disappearance "has haunted the Tahoe Basin" for 39 years. He said the news that the suspect in the Dugard case was reportedly in Reno in 1970 may be a good lead.
Lovell said he will discuss the matter with FBI agents assigned to the Lass case.
"There are a lot of similarities among these cases," Pilker said Monday. "I've been trying to get through to the South Lake Tahoe police to look into this."
Previous reports on the Lass case have linked her disappearance to the Zodiac killer, but no connection has ever been proven. The Zodiac was a serial killer who terrorized the Northern California in the late 1960s.
The Reno police detective who worked on the 1976 kidnapping and rape case that put Garrido in federal prison in Kansas for 11 years said he recalled Garrido's name as soon as he heard it on the news last week.
"I looked him up and there he was in my 'attaboy' file" said former Reno police Detective Dan DeMaranville, now a federal security officer. "I remember (Garrido). He was a tall, nice-looking young man, but he was one sick puppy."
Garrido, who was 25 in 1976, had prepared a space in a Reno mini warehouse with rugs, a spotlight, a movie projector, pornographic magazines and sex toys. He kidnapped a 25-year-old casino worker, brought the victim to the warehouse and raped her.
He was arrested when Reno police officer Clifford Conrad, who saw a car parked next to the warehouse and a broken door lock, entered and interrupted the crime.
"(Conrad) was on the ball," DeMaranville said. "I was proud of him. I'm still proud of him today."
He said the Garrido didn't strike him as a killer, but it was uncertain what Garrido planned to do with his 1976 victim after he raped her.
Ron Garrido, the suspect's brother, told the San Francisco Chronicle this week that the brothers grew up in Brentwood, Calif., with their parents, Manuel and Pat Garrido. Their childhood was relatively unremarkable, he said, until Phillip Garrido began acting out, using LSD and dealing drugs.
Phillip Garrido graduated from Liberty High School in 1969 and moved to Reno shortly afterward, his brother said. He fled California after learning that fellow drug dealers "had a contract out on him," Ron Garrido said.
Phillip Garrido would have been 19 years old when Lass disappeared. By 1976, he was living on Market Street in Reno, court documents said.
Authorities in California are looking at Garrido in connection with the murders of prostitutes in the 1990s and also in connection with abductions of young girls that occurred after Garrido was paroled in Nevada in 1988. He served seven months in Nevada State Prison for the sexual assault connected with the 1976 kidnapping.
He came back to Nevada to serve a 5 years to life sentence after serving 11 years in Leavenworth Federal Penitentiary in Kansas. He was eligible for parole before he arrived in the state, officials said, and was released in 1988 as a federal parolee.
"I doubt if (the 1976 kidnapping) was his first sex crime," Pilker said. "If he was in Reno in 1970, you need to see if he was connected to my sister's disappearance."
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There's always something fun, interesting, exciting, and tasty to experience in Tucker County. In addition to all the informational links in our main categories, here are some more.
Traveling 219. The Seneca Trail
Beneath the pavement, the highway known as US 219 has a story to tell
Mountain Music Trail
The Mountain Music Trail promotes the traditional music, dance, and folkways of the Allegheny Mountain region of West Virginia in Monroe, Greenbrier, Pocahontas, Randolph, and Tucker Counties, and shares a cultural experience that brings together visitors and residents alike, to enjoy and participate in traditional mountain folkway.
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The vision of the Friends of the Cheat's, Cheat River Water Trail Committee, is to establish recreational water trails for non-motorized boaters in the Cheat River Watershed. What is a Water Trail? In short, a water trail is a trail for boats. It is a network of access points, resting places and attractions for users of human powered craft on lakes and rivers.
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DescriptionYour cat or kitten will adore these Stackable Play Boxes! Cats just love things to hide in, especially boxes. They love being able to surprise and pounce on others or just peek out of them. Whatever your feline friend likes to do � these boxes with all their openings and even a circular tube will definitely fit the bill! The great thing about the boxes is that you can decide what shape to place them in, or perhaps keep altering the layout. Made from eco-friendly, corrugated cardboard, the play boxes are so easy to assemble and fit together and even include cardboard balls. Your cat will have hours of fun playing, exploring and hiding and maybe even scratching and chewing!
6 x Hexagon Boxes - each 45 x 45 x 36cm high with openings at both ends
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Please note this product is not indestructible, all play should be supervised. Replace toy once worn.
Customer Ratings & Reviews
Ferrets like it but fall through posted on 25/12/2012 by hilaryanderson
We got it for our ferrets and they like chasing through it Only issue as another reviewer mentioned is too many holes the ferrets fall straight through Would have been nice if some boxes had holes on only three or four sides so nesting boxes But well add cardboard sides and the boxes are durable strong and massive
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My cats love playing together in these only problem was they didnt like all the holes between the boxes so had to cut up some cardboard to fill some of themalso the cardboard toys although simple kept them entertained for hours


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If you've ever wondered how the simple pressing of a button on the remote control can summon legions of different characters for your personal entertainment, you are not alone. "We all know that televisions are complicated pieces of machinery," write the producers of Idiot Box, an evening of sketch comedy at the Buntport Theater, 717 Lipan Street. "While we all have a vague notion of how they work -- tiny people trapped inside are forced to act out every channel -- many of us are confused about the specifics."The twelfth original collaboration between Buntport and the Idiot Box comedy troupe, the show aims to clarify precisely how the magic that is television occurs.
"It's the fairies that live inside the TV," troupe member Samantha Schmitz expertly explains. "The fairies tie everything together."
Idiot Box highlights the on- and off-screen challenges of five such TV fairies, who are doomed to live out most of their lives trapped inside the boob tube. The audience serves as a sort of remote control, changing quickly from one channel to another.
"There are about eight sketches that serve as episodes," says Schmitz. "The five fairies act out each one as different characters and snap back to their fairy identities during the brief breaks between shows."
And you thought there were just a bunch of wires in there.
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Idiot Box opens at 8 p.m. tonight and runs Thursdays through Sundays through December 21. Tickets are $15, $10 for students and seniors (December 14 is "pay what you can" night). For details, log on to www.buntport.com. -- Adam Cayton-Holland
Merry Chucklemas
Hope for the Holidays brings a grin
It's hard to stay happy during this figgy-puddin'-laced season. The static urging folks to shop is amped higher each passing day, and the endless loop of Christmas carols is enough to make you loopy. As Buddy the Elf knows, becoming "an angry dwarf" in December is not unusual.So the folks at the Comedy Works are trying a little counter-programming to inspire holiday cheer, decorated with the tinsel of giving. For the eighth year, the Larimer Square laff pit will host Hope for the Holidays, a gathering of national touring comedians to benefit the disabled-sports program at Children's Hospital. And these Yule fools will be relentless in their pursuit of chuckles: With acts ranging from veterinarian Kevin Fitzgerald to KYGO's "Mudflap" McGrew expected to unwrap their humor bombs, the evening should slay any sleigh-hatin' naysayers.
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© 2008 MLB Advanced Media, L.P. All rights reserved.
Gossage, Williams tied together
Two set to enter Hall recall tough time in 1984 Series
By Barry M. Bloom / MLB.com
NEW YORK -- The two men -- Rich "Goose" Gossage and Dick Williams -- can joke about it now, but it was no laughing matter during Game 5 of the World Series played between the Padres and the Tigers at Tiger Stadium on Oct. 14, 1984. Four years before Kirk Gibson hobbled off the bench in the ninth inning at Dodger Stadium to hit his still heralded pinch-hit homer off Dennis Eckersley to win Game 1 for the Dodgers over the A's, the left-handed power hitter demolished Gossage and the Padres to end that series. Williams was the manager and Gossage the closer on that 1984 San Diego team, and both will be inducted into the National Baseball Hall of Fame on July 27 in Cooperstown, N.Y. And when Williams was elected by a Veterans Committee on Dec. 4, the closer called his manager with heartfelt congratulations. "I picked up the phone and this is what he said: 'This is the guy who should have walked Kirk Gibson,'" Williams' wife, Norma said. "I just said, 'Oh, hi, Goose!'" The game and the series were coming apart in the eighth inning with the Padres trailing, 5-4, runners at second and third, two out and Gibson, who had already homered in the game, coming to the plate. Williams wagged four fingers from the Padres dugout toward catcher Terry Kennedy, signaling an intentional walk. Gossage balked. "He doesn't want to do it," Kennedy barked to Williams, who immediately launched out of the dugout to the mound where a heated confrontation ensued. "Dick, as you know, was a very tough guy," Gossage said on Wednesday. "And no nonsense. So Dick calls timeout, runs out to the mound and asks, 'What the heck is going on out here? You don't want to walk him? You want to go after him? Then go ahead and go after him.'" Williams had barely settled back in the dugout when Gibson launched a three-run shot into the right-field upper deck in the old ballyard. Final score, 8-4. Said Williams: "It wasn't a hard home run, it just broke three seats." To add a little perspective to Goose's mission, Gibson had been 1-for-9 with seven strikeouts in his career against Gossage coming into that at-bat. Earlier in the game, after Gibson had belted Mark Thurmond for a two-run, first-inning homer, Tim Lollar, a left-handed pitcher on the squad, goaded Gossage in the bullpen about pitching to Gibson. "I own him," Gossage recalled saying on Wednesday. "As I said it, it was like, 'Oh, I better take that back. Don't say that.' I just kind of got it out of my mind immediately. And then later on in the game, here's Gibson up." Gossage was beside himself in the clubhouse after the Tigers closed out that World Series in five games. When reporters gathered around his locker, he issued a rare apology to his manager, who took umbrage then, but now tells Goose not to worry about it. "Heck, we wouldn't have gotten to that point without him," Williams said about a closer who won 10 games and saved 25 more during the regular season and finished off the Cubs in Game 5 of the National League Championship Series. Gossage, though, said it took awhile to shake the angst of that defeat. "I was sitting in front of my locker, and I said to myself, 'I can't believe this guy just hit a home run off me,'" Gossage recalled. "If I faced him 50 times I'd probably strike him out 30 times. So I'm sitting in front of my locker and I'm just kind of numb, shaking my head. And I looked over at Lollar, who had baited me. He's got his hat and his uniform pulled over his head. "I didn't want to scream it, because it was a very solemn clubhouse, but I pointed at him and said, 'That's your home run. That's not my home run. That's your fault.' That's the way it happened. I always had somebody to blame."
Barry M. Bloom is a national reporter for MLB.com. This story was not subject to the approval of Major League Baseball or its clubs.


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Kids Safe and Smokefree (KiSS) (KiSS)
This study has been completed.
Temple University
ClinicalTrials.gov Identifier:
First Posted: December 10, 2012
Last Update Posted: August 31, 2016
Children's Hospital of Philadelphia
St. Christopher's Hospital for Children
Information provided by (Responsible Party):
Temple University
- Full Text View
- Tabular View
- No Study Results Posted
- Disclaimer
- How to Read a Study Record
Detailed Description:
The study's primary aim is to test the hypothesis that an intervention integrating pediatric clinic-level quality improvement with home-level behavioral counseling (CQI+BC) will result in greater reductions in child cotinine (a biomarker of secondhand smoke exposure) and reported cigarettes exposed/day than a clinic-level quality improvement plus attention control intervention (CQI+A). A secondary aim is to test the hypothesis that relative to CQI+A, CQI+BC will result in higher cotinine-verified, 7-day point prevalence quit rate among parents.
|Second Hand Tobacco Smoke Nicotine Dependence
|Behavioral: Clinic Quality Improvement + Behavioral Counseling Behavioral: Clinic Quality Improvement + Attention Control
|Study Type:
|Study Design:
|Allocation: Randomized
Intervention Model: Parallel Assignment
Masking: Double (Investigator, Outcomes Assessor)
Primary Purpose: Treatment
|Official Title:
|Pediatrician Advice, Family Counseling & SHS Reduction for Underserved Children
Resource links provided by NLM:
MedlinePlus related topics: SmokingU.S. FDA Resources
Further study details as provided by Temple University:
Primary Outcome Measures:
- Child urine cotinine [ Time Frame: up to 12 months ]Child urine cotinine is a biomarker for assessing second-hand smoke exposure. We anticipate the CQI+BC treatment group will experience a greater reduction in child urine cotinine over time than the CQI+A control group.
- Parent-reported second-hand smoke exposure in cigarettes per day [ Time Frame: up to 12 months ]Parental report of cigarettes child is exposed to each day in the home and car by all sources during the 7 days prior to assessment. We anticipate the CQI+BC treatment group will report greater reductions in second-hand smoke exposure over time than the CQI+A control group.
Secondary Outcome Measures:
- Parent-reported cotinine-verified 7-day point prevalence abstinence [ Time Frame: 7 days prior to 12 week and 12 month assessments ]When a participant reports smoking abstinence, we will bioverify their smoking status.
|Estimated Enrollment:
|Study Start Date:
|March 2012
|Study Completion Date:
|June 2016
|Primary Completion Date:
|June 2016 (Final data collection date for primary outcome measure)
|Assigned Interventions
Experimental: Clinic Quality Improvement + Behavioral Counseling
This multilevel intervention includes advice and a referral from a pediatrician, behavioral counseling by study staff, and community systems navigation, all designed to reduce pediatric secondhand smoke exposure. Over the course of 12 weeks participants receive a home visit designed to orient them to the program and trained health counselors provide multiple individualized phone counseling sessions designed to build coping skills, urge management skills, and self-efficacy. Counseling also includes assistance with goal setting and navigation of local resources.
|Behavioral: Clinic Quality Improvement + Behavioral Counseling
Active Comparator: Clinic Quality Improvement + Attention Control
The attention control intervention parallels the format of the experimental group but focuses on family nutrition information. The intervention includes a home visit to orient the participant to the program and multiple phone counseling sessions conducted by a trained health counselor.
|Behavioral: Clinic Quality Improvement + Attention Control
Detailed Description:
Child secondhand smoke exposure (SHSe) is a significant public health problem that has been linked to asthma, acute respiratory illnesses, otitis, and SIDS, and is associated with increased risk of cancers, cardiovascular disease, and behavior problems. This project will test the effectiveness of a comprehensive multilevel intervention to reduce young children's SHSe in minority and medically underserved communities known to have the highest SHSe-related morbidity and mortality risk. First, we will provide a clinic-level quality improvement (CQI) intervention to improve the care of pediatric patients with SHSe in four pediatric clinics in North and West Philadelphia. We will then randomize eligible parents visiting the CQI clinics into either a home-level behavioral counseling intervention (CQI+BC) or a home-level attention control intervention (CQI+A). In addition to clinic-level intervention, CQI+BC provides personalized, behavioral counseling with intensive skills training and support where SHSe occurs (in the home), as well as systems navigation to facilitate access to and effective use of reimbursable nicotine replacement therapy and smoking cessation medication. Participants will complete assessments at pre-treatment, 3-month end of treatment, and 12-month follow-up.
Information from the National Library of Medicine
Choosing to participate in a study is an important personal decision. Talk with your doctor and family members or friends about deciding to join a study. To learn more about this study, you or your doctor may contact the study research staff using the contacts provided below. For general information, Learn About Clinical Studies.
|Ages Eligible for Study:
|18 Years and older (Adult, Senior)
|Sexes Eligible for Study:
|Accepts Healthy Volunteers:
Inclusion Criteria:
- at least 18 years of age
- English-speaking
- parent or legal guardian of child under 11 years old who lives with him/her
- daily smoker
Exclusion Criteria:
- non-nicotine drug dependence
- psychiatric disturbance (bipolar, schizophrenia, psychosis)
- pregnant
- inadequate health literacy
Contacts and Locations
Information from the National Library of Medicine
To learn more about this study, you or your doctor may contact the study research staff using the contact information provided by the sponsor.
To learn more about this study, you or your doctor may contact the study research staff using the contact information provided by the sponsor.
Please refer to this study by its ClinicalTrials.gov identifier (NCT number): NCT01745393
Please refer to this study by its ClinicalTrials.gov identifier (NCT number): NCT01745393
|United States, Pennsylvania
|Children's Hospital of Philadephia
|Philadelphia, Pennsylvania, United States, 19104
|Temple University
|Philadelphia, Pennsylvania, United States, 19122
|St. Christopher's Hospital for Children
|Philadelphia, Pennsylvania, United States, 19134
|Temple University Hospital System
|Philadelphia, Pennsylvania, United States, 19140
Sponsors and Collaborators
Temple University
Children's Hospital of Philadelphia
St. Christopher's Hospital for Children
|Principal Investigator:
|Brad Collins, PhD
|Temple University
|Principal Investigator:
|Stephen Lepore, PhD
|Temple University
More Information
Publications automatically indexed to this study by ClinicalTrials.gov Identifier (NCT Number):
Keywords provided by Temple University:
Additional relevant MeSH terms:
Publications automatically indexed to this study by ClinicalTrials.gov Identifier (NCT Number):
Lepore SJ, Winickoff JP, Moughan B, Bryant-Stephens TC, Taylor DR, Fleece D, Davey A, Nair US, Godfrey M, Collins BN. Kids Safe and Smokefree (KiSS): a randomized controlled trial of a multilevel intervention to reduce secondhand tobacco smoke exposure in children. BMC Public Health. 2013 Aug 30;13:792. doi: 10.1186/1471-2458-13-792.
|Responsible Party:
|Temple University
|ClinicalTrials.gov Identifier:
|NCT01745393 History of Changes
|Other Study ID Numbers:
R01CA158361 ( U.S. NIH Grant/Contract )
|First Submitted:
|November 12, 2012
|First Posted:
|December 10, 2012
|Last Update Posted:
|August 31, 2016
|Last Verified:
|August 2016
Keywords provided by Temple University:
Smoking Cessation
Secondhand Smoke
Passive Smoking
Nicotine Replacement Products
Additional relevant MeSH terms:
Tobacco Use Disorder
Substance-Related Disorders
Chemically-Induced Disorders
Mental Disorders


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