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Responsibilities:A Postdoctoral Research Associate is sought to participate in NIH funded research on retrovirus RNA biology. The duties and responsibilities involve molecular virology and chemical biology in cell culture model systems and primary cells. Specifically, the incumbent is responsible to:•Develop and perform RNA-protein complex characterizations. These entail RNA immunoprecipitations and in situ proximity ligation assay that evaluate RNP components in cells, and bioinformatics evaluations of RNA components. Prior computational expertise will be applied to new RNA seq datasets and to previously published datasets deposited in NCBI sanctioned databases;•Design and execute RNA tertiary structure predication and and analysis in context of RNAprotein complexes significant to cell homeostasis and recovery from stresses, including viral infections. Prior specialized knowledge of nucleic acid biochemistry and posttranscriptional gene regulation is required.•Integration of data from RNA interference and precise quantitation of RNA expression, stability and translational control, which includes polysome profiling and generating RNA seq and subsequent data analysis;•Analyzing literature, preparation of book chapters, authoritative reviews and research manuscripts that are peer-reviewed and published in the primary literature and experience-based design of experiments and predicting pitfalls in context of research grant submissions;•Continually working closely with lab members, the incumbent is a role model for constructive collaboration with other postdoctoral scientists and graduate students. The incumbent will stand out for their passion for discovery science and rigorous experimental acumen in well-controlled experiments and prioritizing reproducible results, qualities that are foundational to our continual record of high quality publications.
Required Qualifications:Doctorate degree and publication record.Preferred Qualifications:The ideal candidate has a Ph.D. in Microbiology or related field and passion for science writing. Individuals who are self-motivated with computational background are encouraged to apply.
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Tel: (202) 887-5872
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Email: email@example.com
Copyright © 2020 • American Council of Independent Laboratories


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Microsoft Dynamics 365 Licensing Demystified
Licensing has historically caused some pain. Even though most users don't exist in traditional departmental structures anymore, licensing by application has stayed in the same constrained parameters as it always has. Which is why the impending launch of Microsoft Dynamics 365, with an all new licensing model, is going to be revolutionary.
Microsoft Dynamics 365 is Microsoft's new approach to end-to-end business intelligence. Designed to improve productivity and collaboration in your business, Dynamics 365 is a cloud platform that fully integrates all of your data from business apps with Office 365, Power BI, Azure, and Cortana Intelligence.
No matter what your role is, everyone needs some access to data that is held in business apps. Although credit controllers should only need access to Finance, they are able to provide additional value to those numbers when they can see what's in the Sales pipeline. In the license by application model, only the lucky few that you've paid for have access to this data. When the time comes to find something that doesn't fall under your department, the reality is that you have to ring up a person with access and waste their time trying to find that information.
Pay For What You Need With Dynamics 365
The new licensing model in Dynamics 365 is inclusive, where roles are built around business outcomes. Everybody gets access to the functionality they need across Apps, Plans, and Team Members – the building blocks to the licensing structure. These three building blocks essentially offer you a spectrum of licenses to pick and choose from for one or many products, for any type of user, and for businesses of any size.
Here is an overview of what these new terms (Team Members, Apps, and Plans) mean:
Roles can be much more productive and effective when they have the opportunity to range across all the business apps deployed within the client. A Team Member license in Dynamics 365 gives read rights to all other apps. If you cover a person with this license, they can review data from all Dynamics 365 applications. Why is this such an exciting new offer? Because it means that there are no barriers for allowing your employees to consume information anymore.
One Team Member license instantly makes use rights and knowledge sharing accessible to all employees – which also puts an end to double licensing. You do not need to buy a separate license for someone that wants to read data in Dynamics AX and in Dynamics CRM. Team Member licenses are included in all Apps and Plans.
If you buy Dynamics 365 Enterprise Edition for Team Members, you get this:
- One SKU that covers all light use scenarios and knowledge sharing use rights
- Limited rights to power apps and flow so you're plugged into the platform
- A rich feature set in addition to collaboration tools
- Lower TCO! i.e buy more seats, pay less
Licensing by application is still relevant and available. With Dynamics 365, you have the option to buy applications individually or buy them through a Plan. The core applications available in Dynamics 365 are: Financials, Operations (Dynamics AX 2016), Sales, Field Service, Customer Service, Customer Insight, Project Service Automation, and Marketing. Power BI and Cortana Intelligence will be embedded in all apps. They will also come with two new extensibility apps, PowerApps and Flow, which allows you to pull data from any app and data source and build web apps and workflows based on all those data sources. You can buy Dynamics 365 apps on a standalone basis and add to them easily through Microsoft AppSource as you grow.
Licensing by Plan is a package of apps for companies with people who need to access multiple apps. This option is more affordable when you need a solution that caters to Joe who does Sales and a bit of Marketing and Mary who does Operations and Finance. Dynamics 365 takes these normal roles and adds value by giving these employees the flexibility they need to work in more than one app. By leveraging the integration across the Dynamics 365 platform, you are enabling your employees with more information to do their jobs better. You also have the ability to build whatever customized role within the span of the use rights in the plan. If you have a user who leaves, you can easily adjust what an employee uses or assign to other employees over time.
Here are the Plans available in the Dynamics 365 Enterprise Edition:
|Plan 1
|Dynamics 365 for Sales
Dynamics 365 for Customer Service
Dynamics 365 for Field Service
Dynamics 365 for Project Service Automation
+ Microsoft PowerApps and Microsoft Flow (only available through Plan)
|Plan 2
|Includes all the Plan 1 apps + Dynamics 365 for Operations (Dynamics AX 2016/Version 7)
Manufacturing and Supply Chain
Retail and Commerce
Dynamics 365 Enterprise Edition Licensing Guide
Dynamics 365 for Finance and Operations (formerly known as Dynamics 365 Enterprise Edition) is an ERP and CRM solution optimized for 250+ employees and includes the capabilities of Dynamics 365 …Get Guide
Note: Dynamics 365 Business Edition is currently only available for Financials. You can purchase per user for full users and for Team Members. Dynamics 365 Business Edition Plans will be available next year when Microsoft will also be releasing Sales and Marketing.
Choose Your License Based on User Type
In every business you have a mix of highly specialized employees and general employees. Because of this, Microsoft has segmented its licensing based on two broad categories of users: Light Users and Full Users.
- Light Users are your everyday people who read and consume data. They don't need full permissions to every single department, but in order to do light task like write reports, they still need to be able to see data across the company.
- Full Users are professional users, people who specialize in one business application. These are the employees with licensed business apps and full permissions today.
The fully inclusive licensing model in Dynamics 365 designed to support every employee. Every company has a mix of generalists and specialists. The licensing solution for Team Members encourages operational transparency, granting every employee access to the read rights to the business applications deployed within the client. Licensing by application is still a requirement for full users so you can still simply buy the Sales app and get the Sales app. But, the key component here is the ability to mix and match with Licensing by Plans, and that's where we think Dynamics 365 really stands out. You can now buy any combination of licenses that suit your specific needs which is something we have never seen before!
Contact Rand Group to Get Started
Whether you are in the market for an ERP software solution or you are a seasoned veteran who wants to take advantage of the hybrid cloud options in Dynamics 365, take the next step with Rand Group at your side. Not only are we experts in the business management industry, we are also in the top 1% of Microsoft partners in North America. We have the experience, training, and professional qualifications to help you build a solid foundation for all your technology needs, fully maximizing your investment in Dynamics 365 with minimal business disruption. Contact Rand Group today for a full assessment.
If you would like to see what Dynamics 365 looks like in action, check out our Dynamics 365 First Look Recap.
– Software Delivered as Promised. No Surprises.

subset: commoncrawl


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Fresh Start Healing & Guidance Session
Regular price
$ 130.00
A Chakratopia Exclusive, this session combines my most requested sessions:
- Chakra Balancing & Alignment
- Violet Flame Cord Cutting
- Messages from Spirit Reading
My team has nudged me to provide a comprehensive healing session that will be an energetic reset for your body, mind and spirit in ways that fortify you on all levels.
Chakra Balancing is the foundation of energy medicine and this session removes the congested energy from your aura and chakras, adds fresh healing life force energy to all your bodies (mental, emotional, spiritual, physical and energetic) and activates your innate ability to heal on all levels.
Cord Cutting uses the angels of the violet flame to sever and heal the unhealthy or negative cords that exist between you and another person or situation in your life..
Messages from Spirit is my exclusive 3 card reading that provides you with a theme for you overall for the season (currently Spring), the vibration behind what you are experiencing and some action steps to move forward for your highest good.
This session is done remotely and you receive a full report of the chakra work, the cord cutting and the 3 card reading delivering all your messages.
It truly is a way to honor everything you've experience, release it in gratitude and begin healing with fresh energy and intuitive guidance to use as a catalyst for inspired action.
PERFECT as a QUARTERLY Self Care Routine.


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Heat oil in large heavy pot over medium-high heat. Add onions; cook, stirring occasionally, 7 minutes, until golden. Add garlic and chicken; cook, stirring, 6 minutes. Add paprika, salt, cumin, cinnamon and cayenne; cook 1 minute.
Add chicken broth, tomatoes and chickpeas. Bring to a boil. Lower heat to medium-low; simmer 5 minutes.
Add couscous, raisins and olives; stir to combine. Remove from heat. Cover pot; let stand 5 minutes.
To serve, fluff couscous gently with a fork. Serve with warm pita bread and garnish with lemon wedges, if desired.


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Miscreants loot jewelry worth Rs 40 lakh in Cuttack
Bhubaneswar: Miscreants on Tuesday night allegedly looted gold ornaments weighing about 200 grams from Maa Suna Dei Temple at Odiya Bazar in Cuttack. The ornaments are said to be worth Rs 4 lakh.
The culprits broke into the temple and decamped with the ornaments and other utensils from a steel almirah inside the temple.
The incident came to notice on Wednesday morning after the temple priest found the lock of the door broken at the temple's main entrance.
Also Read


text: Semidetached townhouse on the second line from beach in Mar Menor in the small village of Los Nietos, in front one big terrace where you have the entrance to the ground floor directly in to a large living room, thereafter a bedroom, a bathroom and a separate kitchen with exit to the back garden, the stairs to second floor originates from the living room where you will find two bedrooms and another bathroom, one of the bedrooms with access to the balcony and the other one with an exit to a sun terrace. The front terrace, back garden, the balcony and the sun terrace are shared with the attached town house. The property may need some works to be carried out. There is also an option to buy the townhouse attached, EH 92591, and to convert the two into one big house for the perfect holiday home by the sea.


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No matter what your destination is, there are many issues associated to family holidays. We tell you about well-liked trip spots, exciting weekend getaways, romantic honeymoon destinations, and tourist spots for household vacations. This bundle consists of 7-nights stay in the Starlight, Starbright or in The Doctorbird resort. As well, the package deal as well as contains varied seashore actions and journey water sports activities, scuba diving and golf.
This package deal presents a 7-nights trip to Jamaica for the the joyful couple. Some firms supply vacation packages for only teams, as this helps to chop down the prices drastically. Adventurous vacationers looking to explore Pigeon Forge independently can create their own trip bundle by way of a travel company or by way of some websites.
Look online for travel brokers who focus on all inclusive vacation packages. As for inns and resorts, they will let you e book on the day of your departure. Others include basic wedding ceremony packages with a ceremony, a cake, some gentle fare and a photo or two.
Consider which place is much stunning, protected and might really provide you with an inexpensive trip packages. Within the United States and Europe there are plenty of golf vacation resorts to go to. Golf Resorts of European nations offer varied facilities. One other great firm providing Italy trip packages is Virgin Vacations, a company that's well known on the planet of journey.
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A number of various kinds of lodging are offered below these trip packages, together with resorts, inns, rented cottages, and so on.
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Whether or not or not you've got ever been earlier than, Maui is all the time an ideal place to go to. That is the first essential step to realizing any dream trip to actually occur, and most especially with a Hawaiian trip trip. Final minute vacations are sometimes pricey, although, so most of the time you find yourself sitting round the house in your pajamas watching daytime TV and eating takeout.
As for ground transportation, some Maui trip packages include car leases. Whether or not you might be planning to go on a vacation with the household or on honeymoon or planning to tie a knot there or another function it is possible for you to to discover a bundle, which suits you, essentially the most.
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Jamaica is among the most most well-liked vacationer destinations and attractive islands of West Indies. To fight this, book a vacation bundle that features an activity plan that any teen will like. Many of the vacation packages have arrangements for pick-up on arrival, and the itinerary is quite versatile. The most popular Peru trip packages head from Lima to the Nazca Strains, Lake Titicaca, then Cuzco.
You also might wish to spend a while in St. Lucia or Barbados earlier than and after your stay on Bequia Island. If there shall be extra vacation time after visiting the locations on your must-see listing then you may add secondary issues to see. This is without doubt one of the most popular low-cost Caribbean vacations.
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The year is about to finish. On supply is essentially the most great of eats and drinks to select from, tons of games and enjoyable for your complete family on the most finances price. One Love Romance Package likewise contains 1-hour therapeutic massage for couple, personal guided tour in Little Bay, and the candlelit dinner facility at evening in your most well-liked place within the resort.


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History Behind The Card: The Morane-Borel Monoplane.
Card #69 of 75, W.D.& H.O Wills, Aviation series 1911, Vice Regal Mixture – Green-back issue
- Léon Morane on April 11, 1885 in Paris, France – October 19, 1918 in Paris, France;
- Robert Morane on March 10, 1886, Paris France on – August 28, 1968 in Paris, France;
- Gabriel Borel in 1880 – 1944 (I also saw 1960 as a death date – this seems more common, but I present both because I can't confirm);
- Raymond Victor Gabriel Jules Saulnier in Paris, France on September 27, 1881 – March 4, 1964 in Chécy, France;
- Jules Charles Toussaint Védrines on December 21, 1881 in Saint-Denis, Paris, France – April 21, 1919 in Saint-Rambert-d'Albon, France.
I started this article figuring it would be short and sweet… nope.
Here's another example where different tobacco companies under Wills's produced a different card from one another.
Our last post showed Card No. 69 depicting the Morning Post dirigible of 1910, while this entry shows off a more recent 1911 Morane-Borel Monoplane. It's why people like me collect stuff… okay, I don't really know why I collect stuff… I just do.
According to the reverse of the card, this bird captured second-place in the British Daily Mail newspaper-sponsored Daily Mail Circuit of Britain contest, calling it one of the simplest, yet obviously successful machines around.
I've never heard of it, then again – before I started collecting these cards, there were many things I didn't know about pioneer aviation.
This is one of those cards that is difficult to research, mostly because there is little data on the people involved – and the fact that most of the success achieved came much later than the aeroplane depicted on the Wills's card.
What to do? I'll try to be as thorough as possible.
Let's first take a the people involved.
Leon and Robert Morane
I had mentioned Leon Morane in my blog about John Armstrong Drexel HERE.
As far as fame goes, the Morane brothers on July 19, 1910 became the first to fly a plane in excess of 100 kph (62.5 mph) at Issy-les-Moulineaux, with a peak speed of at 106.5 kph.
According to www.earlyaviators.com who plucked the headline: Frenchman Claims World's Aviation Record – Havre, Aug. 29, 1910 from the Daily Journal and Tribune newspaper of Knoxville, Tennessee, US of A on August 29, 1910 edition:
"In a flight in a monoplane here today, Leon Morane, a Frenchman, ascended to a height of 6,692 feet. At first it was claimed he went up 6,889 feet but on a revision of the figures the judges found that he had reached only 6,692 feet. They claim, however, that this constitutes a world's record as the flight of J. Armstrong Drexel, the American aviator, of 6,752 feet they assert has never been officially ratified. Mr. Drexel's flight was made at Lanark, Scotland, August 12. He used a Bleriot monoplane. The contention of the judges that Morane's flight of 6,692 feet constitutes a world's record is not borne out by the certificate issued August 20 by Kew observatory, which after testing the barograph carried by Mr. Drexel in his Lanark flight, gave him a record of 6, 752 feet."
Here's some more:
According to a newspaper article in The Day newspaper from New London, Connecticut from October 5, 1910:
More Aviators Come To Injury
Leon and Robert Morane Badly Hurt By Fall While Seeking Prize
Boissy, France, Oct. 5.—Leon Morane, who started at 9:48 o'clock this morning for Clermont-Ferrand in an attempt to win the Michelin aviation prize, fell here and sustained a broken leg. His brother Robert, who was a passenger, received a fracture of the skull.
Yup… that was the entire story, with the actual headline in the newspaper taking up more space than the copy.
The fact that the headline screams "More Aviators" begs the newspaper to describe who else had suffered an accident at this aviation event in France. How high an altitude did the Morane brothers fall from? What caused the accident? Eyewitness account?
Sometimes, all the news that's fit to print ain't happening. Which is where authors and bloggers like myself come in.
Basically, on October 5, 1910, Léon and Robert Morane flew in the Michelin Grand Prix event in an attempt to to win the Michelin Aviation Prize. To win, competitors had to fly from Paris to the summit of the Puy de Dôme in less than six hours. The Morane brothers attempt failed, as we saw in the newspaper article above, and both brothers were seriously injured.
There… that's how you can present a few MORE facts in two inches of newspaper copy.
While Leon always seemed to get top billing, the poor bugger died of the Spanish Flu in 1918.
His brother Robert, along with Raymond Saulnier, formed the Société des Aéroplanes Morane-Saulnier on October 10,1 911 in Paris, with factories in nearby Puteaux.
When WWI ended, Robert Morane continued with aviation, but was more interested in producing aircraft and aircraft equipment for commercial use such as tourism and pilot school: producing a single-seater with sky-high canopy in 1924, the MS230 school aircraft with sales of 1,100 aircraft in 1930, and the Hispano-Suiza engine of 860 horsepower built between 1936-1937.
Even though Robert Morane was a well-known commodity in the aviation industry, there's not much more information available on him after that date… which only means that when WWII started, their trainers and tourism aircraft weren't in much demand.
And then there was that whole occupation of France thing by Nazi Germany (I don't call Germany Germany during WWII… it really was Nazi Germany… and nothing like how the country is nowadays – beautiful country, and I think I have a thing for the women… damn that Girl's of Munich article I saw in Playboy as a kid)…
What we do know, however, is that after Robert's long life finally finished at a respectable 82 years of age, he was buried in the Père-Lachaise cemetery, where brother Léon Morane is, too.
But, because this blog aims to find as much about everyone as possible, there's more below.
Jules Védrines
Jules Védrines was a pilot… and not just any pilot, but a test pilot… and a test pilot in the days when aeroplane's had less power than some modern-day lawnmowers.
Born in Saint-Denis in Paris on December 21, 1881, he was brought up in what would have to be considered one of the "tough" parts of the city… a place that helped him develop a bit of a rough-and-tumble personality… which would actually help him in later years as a pilot, as being someone the common man could identify with.
He worked at the Gnome engine manufacturing factory before moving to England to work as aviator Robert Loraine's mechanic in 1910.
Loraine, while primarily a stage actor, does have some claim to fame within the aviation (and video game industry). Flying a Farman biplane, in September of 1910, he achieved a measure of fame for being the first to fly from England to Ireland… except he actually crash landed in the water about 60 meters (200 feet) from the shore… that's close enough, right?
Later that same month, Loraine was a pilot of one of two Bristol Boxkites which took part in the British Army maneuvers on Salisbury Plain, during which he sent the first radio signals to be sent from an aeroplane in Britain.
Who was the other guy? Well… that would be Bertram Dickson, who was just featured in Pioneers of Aviation – HERE.
Loraine, by the way is famous… thanks to his personal diary that is cited in the Oxford English Dictionary for containing the first written example of the word joystick to describe aircraft stick controls.
Back to Védrines. After returning to France, Védrines earned his pilot's license (No. 312) on December 7, 1910.
Globally, when newspapers couldn't get enough news on aviation, Védrines was a media darling. That love affair began when in April of 1911 he flew over a Catholic religious procession known as Mi-carême dropping bouquets of violets as the people entered the Place de la Concorde in Paris. Classy… like an angel from up on high…
In May of 1911, Védrines won the 1911 Paris to Madrid air race flying a Morane-Borel monoplane.
On July 22, 1911, he came second in the Daily Mail Circuit of Britain race (held annually between 1911-1914) – a circular route with 11 compulsory stops covering a distance of 1,010 miles (1,630 km).
You can see a video on YouTube featuring photo stills and some live motion picture work along with THE aviation song by clicking HERE. It won't let me embed – even when I type it in character by character.If the link doesn't work search YouTube by typing in: "Round Britain" air race in 1911
He also came third in the Circuit of Europe race, a race with a total of 990 miles (1,600 kilometers) flying from Paris-Liège France to Spa-Liège in France to Utrecht Netherlands to Brussels Belgium to Calais France to London England.
In 1912, flying a Deperdussin 1912 Racing Monoplane built by the Société de Production des Aéroplanes Deperdussin, he was the first person to fly an aircraft at more than 100 mph (160 kph) and he also won the 1912 Gordon Bennett Trophy race in a Deperdussin Monocoque aircraft.
In January of 1912, Védrines, a politically active fellow, flew a plane over the Chamber of Deputies in Paris, dropping political leaflets demanding they provide more aeroplanes for the French Army.
Later that year, Védrines ran for and lost a seat on the Chamber of Deputies for the constituency of Limoux. He ran as a Socialist, which wasn't a bad thing in 1912.
In 1913 he flew from Paris to Cairo in a Blériot monoplane. But upon arriving in Nancy, France, but officials were adamant to let him proceed, because they figured he would fly a short cut over German airspace.
Now I don't know why a Germany a mere one year away from WWI would not want anyone flying over their country – oh… right – but Védrines felt that up in the sky, there were no boundaries… that aviators should be able to fly anywhere and everywhere – screw international boundaries.
One hundred years later… despite his good intentions… a couple of global wars, more in Asia, and every nation on the planet becoming very protective of itself, airspace is rigidly controlled, and more or less observed unless you are China (in Japan) or Russia (also in Japan).
At that time, however, Védrines took off from Nancy pretending he would not fly over German airspace, but would change course for Prague when out of sight from the airfield. Sounds like a plan…
All well and good, but Védrines seems to have forgotten that he would be visible to the Germans in Germany whose airspace he was flying in.
He was tried in absentia by the Germans and sentenced to one year's imprisonment… which essentially means he should not go back to Germany. But he did…
Still on the same race, he pleases the Sultan of Constantinople (Istanbul) by dropping a Turkish flag atop the Imperial Palace.
Things went downhill again when in Cairo, Védrines became embroiled in an argument with a Mr. Roux, after Védrines accused him of some unpatriotic French behavior.
Roux asked for a duel… but Védrines wisely said he wasn't brave enough.
To resolve the dispute, the French Ligue Aerienne president Mr. Quinton told Védrines that the issue could only be resolved by the duel or him leaving Cairo.
So…. Védrines left Cairo, returned to Paris and then challenged Quinton to a duel in place of Roux. I'm guessing he found out that Roux may have been an established veteran at duels (IE he wins), whereas Quinton may have been a paper pusher. Always pick your battles, is the lesson here, I guess.
Védrines wanted to duel with pistols at 10 paces – and was all the rage in the Paris media of the day – but dueling experts quickly determined that Védrines had no right to issue the duel, and it was called off, probably with an apology… but I can not confirm that.
Jules Védrines' Last Flight
When WWI broke out -Védrines performed clandestine missions – landing behind enemy (German) lines to drop or pick up agents in his Blériot XXXV Ibis aircraft La Vache (The Cow) – pictured above. He flew some 1,000 hours of reconnaissance missions and was awarded Order of the Day for it in July of 1915.
The aircraft had a picture of a cow on it (not seen in the photo), but it was meant to be an homage to his family's roots in the Limousin region of France.
With the war over, on January 19, 1919 he landed his Caudron G.3 on the roof of the Galeries Lafayette department store in Paris, winning a 25,000 franc prize which had been offered before the war. After his death a stone commemorating the achievement was placed there.
Three months later, on 21 April 1919, he was killed when attempting to fly a Caudron C.23 long-range twin-engine night bomber after flying from Villacoublay, France to Rome, Italy, when the aeroplane's engine conked out. Both men died on the forced landing near Lyon.
Gabriel Borel
First off, there is almost no information available on the internet regarding Gabriel Borel. I cropped the image from a larger one over at www.thefirstairraces.net.
But, there is a PDF of a magazine article from Life in the Great Outdoors published on March 1, 1918. Of course the magazine is actually in French (La Vie au grand air), so I had to not only re-type it out as it appears in French, but feed it into an on-line language translator to get a whisper of what it all means in English.
I'll give you the gist:
To retrace the history of the Borel aviation house, is it not the history of the airplane itself?
The name of this mark is found indeed in almost all the victories of the heroic period of the debuts of the heaviest air.
(That is heavy-handed kiss-butt writing at its best).
In 1909, with an interest in the new sport of aviation, Gabriel (the article doesn't mention a brother, but Wikipedia does – unnamed, of course) opened up a pilot training flying school in Mourmelon, France.
According to the article – and this is difficult to figure out – Borel had a team of pilots who participated in various aviation meets which helped bring fame to Borel for the skill their flying skill.
Thanks to the success of these pilots, Borel began to try and construct his own aeroplanes, coming up with the Borel Monoplane via his factory known as the Establishment Borel.
Simplistic in design, in 1911 the Borel Monoplane won the Paris-Pau Cup (800 km = 497 miles), the first and second semi-annual prizes of the Pommery Cup, the Poitiers-Paris race (330 km = 205 miles in 2 1/2 hours) – which for many years constituted the world record of speed in straight line.
Other races include pilot Jules Charles Toussaint Védrines winning the Paris to Madrid race, being the only one to finish; a 1,500 kilometer (932 mile) race from Paris to Rome.
In a large race called the European Circuit (racing from city to city across Europe), Vedrines in a Morel Monoplane won seven out of 10 stages.
In a similar race across England covering 1,609 kilometers (1,000 miles), the Borel Monoplane came in seventh, but possessing decent speed.
The Borel Monoplane would later achieve a world record for altitude when it flew with three passengers… but I am assuming this includes the pilot.
While Borel's pilots are taking part ion various races with the Borel Monoplane, Borel is also building seaplanes, taking top prize in a seaplane race from Paris to Deauville—piloted by Geo Chemet.
By the time 1912 came around, aviation popularity began to wane. With fewer new people becoming involved in aviation, and even by 1913, country government interests not completely sold on the benefits of aeroplanes, things were tough all over.
With naught else to do, Borel tried to perfect his Borel Monoplane with new versions that he could sell to both France and other countries.
And despite the Wills's card above, Borel actually became famous for his – wait for it – Borel Seaplane. Man… he really needed someone to help him with the naming of his aircraft.
But then… war!
When what later became known as WWI broke out in 1914, many of Borel's workforce went in to the military forcing Borel's factory to close its doors.
But, by 1915, it became evident that good manufacturers of aeroplanes were actually needed, so Borel opened up the factory again in November of that year, gaining plenty of military orders for his aircraft.
In fact, the orders for aircraft were so heavy that Borel not only had his original factory, but opened up two others in Paris, including a subsidiary facility in Lyons, France.
It not only manufactured its own Borel Monoplanes, but also helped manufacture other aircraft such as the Nieuport, Spad and Caudron aeroplanes of various types.
For itself, Borel kept churning out plenty of his Borel Seaplanes and fighter planes, with the Borel Seaplane able to carry bombs and torpedoes to take out German submarines.
The1918 magazine article continues that thanks to efforts by Borel and his seaplanes, it will hopefully put an end to Germany's maritime attacks.
The article goes on to say that if, "at the beginning of the hostilities, we had been willing to trust these machines, we could have achieved very brilliant success."
It takes a further potshot at the French military for not understanding just how important aircraft like the Borel Seaplane could have been in ending the war sooner, rather than still later (it did not end until November of 1918).
The article then goes on about the factory worker: "Let us add, in conclusion, that in Borel's factories, as in almost all factories of airplanes, a large number of female labor is employed which gives all satisfaction.
"We asked the famous builder what he thought of the post-war period from the point of view of the aviation industry. Mr. Gabriel Borel was very affirmative."
In Borel's words: "I have already seen an evolution of aviation, and I believe that, although it does not occupy a position as large as it is today, it will nevertheless have a very real importance.
"Probably less rapid aircraft with an interesting commercial speed will be used, which will make it possible to carry out large-scale transport operations and to provide services in the colonial and postal sectors.
"On the other hand, it is evident that today's huge factories will find themselves occupied in different domains, but very useful to the country.
"One can also trust industrial sportsmen: since the beginning of the history of sport in France, they have shown enough smart activity so that the Country can count on water when the Pail will flourish again.
"It is true that we are delighted with the precious collaboration of our builders for the post-war period, but only on condition that the state is interested in making a great effort."
Interesting… Borel was quite correct in his prediction that the aeroplane would have great commercial value once the war was over.
So… from what I have been able to determine, the French aircraft Morane-Borel Monoplane as depicted on the card above was designed by Raymond Saulnier, with the initial aircraft built by the Morane brothers and Gabriel Borel.
But let's go back a bit.
Les Établissements Borel is a French aviation manufacturing company that was founded in 1909 by Gabriel Borel. That's fine.
Borel and his brother (can't figure out what his name was) opened up a flying school soon after in Mourmelon, France.
On October 10, 1911, Gabriel Borel, Raymond Saulnier, Léon and Robert Morane joined forces to create the Société Anonyme des Aeropanes Morane-Borel-Saulnier, in Paris, France.
They build the Morane-Borel Monoplane.
From the July 20, 1912 edition of Flight magazine, we learn quite a bit about out the aircraft's particulars.
We are able to publish this week two photographs of the aeroplane that the Societe Anonyme des Aeroplanes Borel are entering for the War Office Competitions. The pilot Chambenoit has been engaged to fly it at Salisbury.
In the machine, except that it is slightly larger all round in order to account for the extra weight of and (accommodation for the passenger, there is little evidence of difference from the single-seater model which, with that master pilot Vedrines at the lever, carried
everything before it in the events of 1911. That machine was undoubtedly a very good one, being designed by M. Saulnier. It was then called the Morane monoplane. Some time later its style was changed to the Morane-Borel monoplane. Another period, and a split occurred in the firm, Leon Morane and M. Saulnier branching off, forming their own company and creating the Morane-Saulnier monoplanes. So the name of the monoplane changed again—now it is the Borel monoplane.
But throughout all these changes of administration the design of the machine remained practically unaltered, and so it remains to-day.
To the more or less casual observer, about the only point at which this two-seater Borel differs, except as regards size and passenger accommodation, from Vedrines' machine in the Circuit of Britain, is in the design of the tail. On this present monoplane, the elevators
are formed by balanced flaps hinged to the rear edge of the stabilizer. But even this is not a totally original point. It has been standard practice with the Borel monoplane for the past few months. In its general outline the monoplane follows the design of the Bleiiot to a very great extent. Its only fundamental points of difference from that monoplane are that its landing gear is of the wheel and skid type, its wings have no dihedral angle, and that they are reversed in shape to the Bleriot.
By this latter statement we mean that the Borel wings possess the same characteristic rounded tips as the Bleriot, but they fly with the bigger curve leading. In flight, the wings are somewhat analogous to a Chauviere propeller-blade, and score on two points—this form of tip reduces to a great extent " end losses," and a very powerful correcting warp is obtained.
The present monoplane is equipped with one of the new 12 litre 80-h.p. Gnome engines, protruding from the front of the fuselage without any bearing between crank-case and propeller. The seats are arranged in tandem.
Here's something interesting… according to an April 15, 1911 edition of l'Aérophile, they have specifications for the Morane-Borel Monoplane.
This date implies that it was actually designed and constructed BEFORE the forming of the Société Anonyme des Aeropanes Morane-Borel-Saulnier.
Near as I can tell, the initial aircraft design was the brainchild of Saulnier… and since IT was called a Morane Monoplane, either Morane and his manufacturing facility were the ones to build the first version of the plane discussed here, or they were the ones putting up the money to build it and actually built it.
I have no proof over which way it went down, suffice to say that Morane had his name on the finished product.
Specifications from l'Aérophile, April 15, 1911, p. 170 show:
- Crew: one;
- Length: 6.50 meters (21 feet 6 inches);
- Wingspan: 9.50 meters (31 feet 1 inches);
- Wing area: 14 square meters (151 square feet);
- Empty weight: 200 kilograms (441 pounds);
- Gross weight: 430 kilograms (948 pounds);
- Motor: 1 × Gnome Omega 7-cylinder air-cooled rotary piston engine, creating 50 horsepower;
- Maximum speed: 111 km/h (69 mph).
However… data found at the Canadian Aviation and Space Museum website have slightly different numbers… and despite having data from "the day" per l'Aérophile, there's a real reason why the Canadian data might actually be more correct… you'll have to go down a bit more to find out why that is.
Specifications (per the Canadian Aviation and Space Museum)
- Length: 7 meters (23 feet);
- Wingspan: 9.1 meters (30 feet);
- Height: 2.7 meters (9 feet);
- Empty weight: 259 kilograms (550 pounds);
- Gross weight: 320 kilograms (700 pounds);
- Motor: 1 × Gnome Omega 7-cylinder air-cooled rotary piston engine, creating 50 horsepower;
- Maximum speed: 115 kilometers per hour (70 miles per hour).
What do the differences mean?
Either one source or the other is incorrect – and I'm pretty sure the Canadian museum is correct, OR… the manufacturers simply were making changes to the over all design of the plane as they gained more knowledge.
There is also a much later military version capable of pushing 80 horsepower…
Anyhow, after the initial Morane Monoplane debuted, changes to its design ensued and it became known as the Morane-Borel Monoplane (per the description in the Flight magazine write-up).
A short while later, Borel was out, and a new design was put into affect by Morane and Saulnier who formed their own business for their own Morane-Saulnier Monoplanes.
The former Morane-Borel Monoplane (our card) was now simply renamed the Borel Monoplane.
I know… holy crap, right? That was confusing. But accurate (thanks Flight magazine).
Continuing to clarify re: the French magazine article – which seemed to just present the side that Borel was the only one who had a hand in the Borel Monoplane (which might be correct), let's take a look at the other guys who were involved with Borel, namely Morane-Saulnier.
I'm pulling THIS from Wikipedia:
"Together, Morane and Saulnier's first aircraft was the Model A, a development of a monoplane design produced by the Morane company (sometimes called Morane-Borel, from the brothers partnership with Gabriel Borel). Using a wing-warping mechanism for control, this was the type in which Jules Védrines won the Paris-Madrid race on May 26, 1911."
Okay… so far so good… it's a real bugger to combine two magazine articles (one in French) with the Wikipedia entry.
"In 1911 a Model A Monoplane was launched propelled by a Gnome engine of 50 hp."
But… Morane-Saulnier began working on creating a hydroplane version of the Model A Monoplane… a seaplane with a crew of two, achieving its first flight sometime in 1913.
The 50 horsepower Gnome engine was replaced with the more powerful Gnome Lamda rotary motor capable of producing 80 horsepower.
Other changes to the Seaplane version was that the pilot sat forward, slightly shifted to the right, to allow a better view for the second crewman in the back seat.
Borel Seaplane Specifications (from the July 26, 1913 edition of Flight magazine):
- Crew: one. Later editions: two;
- Capacity: one passenger;
- Length: 8.38 meters (27 feet 6 inches);
- Wingspan: 11.68 meters (38 feet 4 inches);
- Wing area: 18square meters (190 square feet);
- Powerplant: 1 × Gnome Lambda seven-cylinder rotary engine, pushing out 80 horsepower;
- Propellers: 2-bladed, 2.59 meters (8 feet 6 inches) diameter.
In 1917 the Navy acquired a French Borel aircraft to be used in the School of Naval Aviation. Photos show that this aircraft might be the one produced in 1913.
But we are talking about a four-year gap… so you can be sure that during the war, and the way that it forces manufacturers to come up with bigger and better weapons, the 1913 Borel Seaplane was long obsolete by 1917.
When WWI ended in November 11 of 1918, Borel's aviation factories suffered a steep decline from 1919 on.
Lastly… I came across a website hosted by the Canadian Aviation and Space Museum… which is supposed to be pretty much up on their history of aviation.
They actually have a Morane-Borel Monoplane on display in its collection…. except they call it the Borel-Morane Monoplane… with the two names reversed.
According to the Canadian museum, the basic design of the monoplane was inspired by the Blériot XI, a French monoplane developed by Louis Blériot and Raymond Saulnier… Saulnier, of course, was part of the Société anonyme des aéroplanes Morane-Borel-Saulnier… so yeah… a Saulnier designed aeroplane.
Saulnier only worked briefly with Blériot, before leaving him to work on his own aeroplane… and then to join his childhood friend Leon Morane and Gilbert Borel to construct the Borel-Morane or Morane-Borel.
You might ask yourself just why this blog writer allows the Canadian museum to call it what it does, when it's obviously a Morane-Borel Monoplane.
Well… the Canadian Aviation and Space Museum are actually the owner of that aeroplane in the above photo – the only known such Morane-Borel or Borel-Moran Monoplane known to still exist. That's why. They own it. They are a museum of world renown… they can call it what they like.
Who knows… maybe they are correct, and everyone else is wrong. I would love some clarification, however.
The Monoplane, according to the Canadian museum describes the single-seat aircraft has having: a simple V-leg landing gear with a small skid beside each wheel, a tall double tail skid, elliptical wingtips and a high rectangular rudder. The tailplane is fitted with tip elevators and the aft fuselage was sometimes left uncovered. The wing is braced with wires attached to a pyramidal pylon and the aircraft was usually powered by a cowled Anzani or Gnome engine of about 50 hp. The number of ribs in the Borel-Morane wings varied with the aircraft version.
That information can be found at http://casmuseum.techno-science.ca/en/collection-research/artifact-borel-morane-monoplane.php.
The actual aircraft in the possession of the museum can be traced back to the original owner: imported to the U.S. from France in 1912 by Belgian exhibition pilot Georges Mestach and his manager and mechanic Ernest Mathis.
The museum did the research showing that Mestach and Mathis took the plane across North America to make money stunt flying, with visits including Quebec City, Sherbrooke and Winnipeg (all in Canada, of course).
The aircraft crashed several times, once in Winnipeg, where the harsh prairie winds proved too much for the Borel-Morane. Another crash occurred during an air meet in Chicago, and resulted in North America's first midair collision fatality. Earl S. Daugherty, an American exhibition pilot, then acquired and flew the aircraft and it remained in his family's possession until the Museum purchased it in 2002.
It's also safe to say that when the museum acquired the aeroplane, it was hardly in flyable condition… perhaps during restoration different wing lengths were considered from what we saw per l'Aérophile.
Geez… the Canadian Aviation and Space Museum mentions in its write-up North America's first mid-air collision but does not state when, where exactly, between whom or even how it happened. I would think that an important omission.
Let me look… hmm… on September 14, 1912 at Cicero Aviation Field in Chicago, Illinois, Pilot Howard W. Gill was killed and pilot Georges Mestach in the Borel-Morane Monoplane was injured when their aircrafts collided in the mid-air during a race.
Wikipedia lists the date as September 20, 1912, but that date is incorrect, I believe… because there was no meet held on September 20… it was over by then. Proof of that as follows…
The following three images are from http://www.lincolnbeachey.com/cicart.html
As the final event of the day, Howard Gill and Tony Jannus raced biplanes around a course marked by pylons. That race had been completed, but Gill had not yet landed when officials told George Mestach to take-off.
Mestach believed he was to be the only one aloft, racing against the clock, not other aeroplanes, and failed to see Gill's biplane ahead and below him. The landing gear of Mestach's Morane-Borel monoplane struck and fractured the tail structure of Howard Gill's Wright Model EX biplane. Mestach managed to make a safe but hard landing and was badly cut, but Gill perished after his uncontrollable biplane fell 50 feet. to the ground.
According to http://www.lincolnbeachey.com/cicart.html:
A crisis ensued. Heated complaints were openly voiced by aviators that the race should not have been held that late in the day, when the sun was low and visibility was decreased. Before Gill and Jannus started their race, Gill told officials (A.C.I. members, many of whom were not aviators) that it was too dark to race and that an accident would happen if more than one aeroplane went up. Statements were made later that the Meet's officials had forced the aviators to fly in the deepening darkness, for fear of disappointing the crowd. Mestach stated that he had also protested flying in the darkness, and had been assured that his machine would be the only one flying. Incensed aviators adopted their own rules and conditions under which they would continue to participate in the Meet… one of those conditions was that no contests were to be held under unfavorable weather or lighting conditions. The aviators placed the responsibility for Gill's death squarely on the shoulders of the Meet's officials for allowing their poor judgment to endanger the aviators. Aviators, it seems, did not blame Mestach for Gill's fatal plunge.
Anyhow, that's about all I can find on the Morane-Borel or Borel-Moran monoplane.
A confusing entry to be sure. I think I spent weeks researching this one… probably longer than it took to build one back in the day from scratch.
As mentioned, I would love it if someone could clarify the actual NAME of the aircraft. I know its semantics, but I believe it's important… and probably was important to both Morane and Borel… perhaps they had their own private battles as to which name should be placed first.
I'm also looking for confirmation on the death date of Borel (see very top of the article).
This, dear reader, is why I write this stuff out. It doesn't seem right to me that people who gave so much of their very existence on this planet, have confusing histories. Please help me out, if you can.


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HMinfo Occasional Research Papers are individually commissioned research papers on existing or emerging issues in home design and home modifications for older people, for people with disability, or for carers. Read more about Occasional Research Papers.
Found 19 results.
Authors Bridge, C., Davy, L., Kay, M., Li, A., Sivaraman, V., Thorne, J.
Published 21st November 2013
People over the age of 65 are an increasing demographic in regional cities, and there is a need for neighbourhood built environments to be as supporti...
Read more about "A user appraisal of the contribution of built environment factors to the independence and wellbeing of older people in two NSW regional town centres"
Authors Bridge, C.
Published 1st January 2005
Response to the Accessible Housing Australia Paper which discusses housing trends and potential policy instruments for increased accessible housing.
Read more about "Accessible Housing in Australia: HMMinfo Consultation Paper Response"
Authors Bridge, C.
Published 1st May 2003
This occasional paper seeks to address some of the relevant knowledge required by therapists in prescribing grabrails to improve safety and functional...
Read more about "Basic biomechanical and anatomical principles underpinning grabrail prescription for sit-to-stand transfers"
Authors Adams, T., Bridge, C., Davy, L.
Published 31st July 2014
This paper considers the design requirements of carers of young people with disability. Most young people with disability live in the home of their ca...
Read more about "Caring for the Carer: Home design and modification for carers of young people with disability"
Authors Bridge, C.
Published 1st May 2005
A question and answer sheet that aims to clarify the many variables in relation to children's anthropometrics for determining home modifications.
Read more about "Considerations for Using Anthropometrics to Determine Modifications for Children"
Authors Bridge, C., Chaudhary, K., Hodges, L.
Published 13th November 2007
This report was written, at the request of the NSW Department of Ageing, Disability and Home Care (ADHC), for service providers, architects, interior ...
Read more about "Dementia Design Guidelines: Home and Community Care Capital Works Program"
Authors Bridge, C., Jung, Y.
Published 1st March 2012
This research seeks to provide a comprehensive understanding of the current design, installation and use of demountable ramps. Through understanding t...
Read more about "Demountable ramps: A qualitative assessment of value for people with mobility impairments."
Authors Bleasdale, M., Bridge, C., McNamara, N., Zmudzki, F.
Published 6th August 2014
Despite a vast amount of research into home modifications in Australia and their benefits for government and individuals, there exists a significant k...
Read more about "DIY Home Modifications: Point-of-Sale Support for People with Disability and their Carers Positioning Paper"
Authors Bridge, C., Carnemolla, P., Maalsen, S., O'Neil, S., Zmudzki, F.
Published 4th April 2016
Television shows like The Block and House Rules are fuelling a do it yourself revolution, and this reserach conforms that older people, people with di...
Read more about "DIY Home Modifications: What information is required at point-of-sale? Final Report"
Authors Bridge, C., Hodges, L.
Published 1st August 2007
This report analyses the reported client usage and client information pertaining to Home and Community Care (HACC) Program for HACC-funded home modifi...
Read more about "Evaluation of the national and NSW HACC-funded home modification and home maintenance service usage as reported by the 2001/2002"
Authors Bridge, C., Fishpool, J.
Published 30th April 2012
This report will provide a summation of current evidence of home modification follow-up and clear guidelines for occupational therapists t...
Read more about "Follow-up efficacy post environmental modifications; a guide for clinical practice."
Report from surveys conducted regarding the case studies area of the HMinfo website. The case study prototype was made public when the HMinfo Clearing...
Read more about "HMinfo Case Studies Evaluation"
Authors Bridge, C., Carnemolla, P.
Published 11th July 2014
There is a relationship between home modifications and community care provision. This research seeks to better understand the potential of home modifi...
Read more about "Home Modifications and Their Impact on Waged Care Substitution"
Authors Bridge, C., Davy, L., Millikan, L., Walls, R.
Published 1st July 2012
Current housing provision for Aboriginal people is inappropriate due to its lack of cultural relevance, incompatibility with the geographic landscape,...
Read more about "Home Modifications in Aboriginal Housing"
Authors Bridge, C., Martindale, K.
Published 1st November 2002
This research directly addresses the information needs of Home Modification and Maintenance services. Information can be defined as facts told or hear...
Read more about "Information Needs of Home Modification and Maintenance Services in NSW"
Authors Bridge, C., Cowell, F., Mathews, S.
Published 1st July 2007
This research examined the home modification information needs of occupational therapists in New South Wales. Increasing numbers of people with disabi...
Read more about "Information Needs of Occupational Therapists Practicing in NSW"
Authors Bridge, C., Cruikshank, A.
Published 1st April 2004
This paper explores the home modification information needs of peak consumer organisations in NSW. It considers where consumer peaks locate the inform...
Read more about "Information Needs of Peak Consumer Organisations within NSW"
Background: People with mobility limitations might have difficulty accessing different parts of their homes, especially the entrance. There are a numb...
Read more about "Landscape Modification: an alternative to residential access ramps and lifts"
Authors Jung, Y., Millikan, L.
Published 1st November 2009
This study is exploratory by nature, and aims to present comprehensive features of rural home modification in Australia.
Based on the findings, this ...
Read more about "Rural Home Modification: Overview and Policy Issues in Rural and Regional Australia"
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Dos Picos was built by Rancon in 1983 as a "spec" industrial park with office facilities. It is located on the Diaz industrial corridor and has had a variety of tenants over the years. Rancon managed the project until it was sold in the mid 1990s.
Name: Dos Picos
Location: Diaz Road, Temecula, 92591
General Description: Small industrial park
Square Footage: 22,000


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Opening up your own contracting company is a brand new experience that requires serious preparation. Just like priming a wall to paint, you need to build a foundation. These seven tips show you how to start a business that will stand the test of time. Read more
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Should drugs be legal?
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March 20th, 2005, 02:48 PM
Awesome Poster
Join Date: March 21, 2004
Location: England - United Kingdom
Unbiased data is hard to come by.
Goverment websites and data is VERY biased. You must realise that, the government bias data for their own means,
If anyone wants immediate advice don\'t hestitate to contact to me on AIM (AOL instant messenger) - aim: vodkasmodka
Eccentric! Not egocentric!


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Einstein class visited Pizza Express recently to learn about healthy eating. The children were given the opportunity to make their own pizza. It was a lot of fun!
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Written by Steve Turner
Photography by Kevin Diossi
As the call to the lanes echoes from the speakers, the pressure is on. Racing a 1,200-horsepower turbocharged Camaro is no simple task. The team has a plan. Before Isaac Reed fires up the 427-cube LS, there are things to attend to. His son Michael checks the tire pressure, while his wife Tammy runs down a printed and laminated pre-race checklist, marking each item with a dry-erase marker before the team heads to the staging lanes ready for whatever awaits them.
"Any problem is expected to be investigated and counter-measured, so that's kind of why I am so critical," Reed says of his auto industry-bred attention to detail. "What can we do to make sure that never happens again. One of the runs when we were learning and just starting to take the car out, we kept forgetting to turn the CO2bottle on. It wasn't long after that I came home with a laminated list."
Pulling to the starting line a camera documents every action as Reed calmly runs through his process. From burnout to staging and shifting to dropping the 'chute, he tries to follow the same process each time. The racing is precise, but it the thrill of that turbocharged push out the back door never wanes, nor does the passion to compete. Reed not only races heads-up with the Camaro, but he competes in another form of racing requiring endurance and mental toughness.
Endurance Racing
"I have done several Iron Man events, and local stuff, so I am also racing in the triathlon scene too, so I try to do it all," he said. "For the triathlons, I have a laminated sheet that I check off before race morning because there are a lot of little things that you can easily forget that will drastically affect your race. It's along the same lines (as the drag racing list)."
While that dedication to process comes from his work as a manager for an automaker with exacting quality standards, it was a nearly pilgrimage to the Circle City that fostered a love for the competition that is heads-up drag racing.
"My dad and I always had a love for muscle cars," Reed explained. "My dad took me to the US Nationals every year in Indy and loved it ever since."
Eventually, he started bracket racing in a 1963 Nova SS. He experienced some success racing this car, but he still craved the competition of heads-up racing. As such he set out to build a fast, competitive machine.
"The overall competition of true heads-up drag racing is really where it's at. I dabbled in the bracket racing, but I found very quickly that it wasn't satisfying my itch," Reed said. "Then the desire came to do some heads-up racing, and I slowly started transitioning from a bracket racer to where I wanted to land as a heads-up drag racer."
Thrill of Competition
While the draw of running faster and competing heads-up was undeniable, the man who fostered Reed's love for drag racing also inspired this race car build.
"This build was always a dream for my dad and I to build a car together before I lost him as a child. Once I had a son of my own I wanted to do this lifelong project with him," Reed told us.
Doing so meant making some sacrifices. Without the benefit of sponsors, he started construction on this 1998 Camaro Z28. With the support of his family, they skipped out on some traditional activities like vacations and dining out to direct that money toward building a competitive racer. Despite those sacrifices, the process still took a long time to complete.
"It took a total of two and a half years from the start to getting it, really, where it needed to be," Reed said. "There's a lot of stuff that normal families would do that basically got put on hold — from vacations to going out to dinner. It took a joint effort between my wife and I being on the same page about things and where we wanted to go with it and what it was going to take to get there."
Rock-Solid Support
As you might imagine, putting that much time and expense into a race car would be impossible without an understanding spouse. Fortunately, Reed's better half grew up around dirt track racing, so she knew all to well the effort and expense required to create a competitive race car.
"She is basically the rock. A lot of people's wife's are not as open," Reed said. "If you want to buy a $10,000 set of heads versus a used set that is a couple thousand dollars, we built the car to be competitive so that was the direction. This is what we need. Basically there was no complaining. If this is what we need to be competitive, that's what we need."
With that kind of backing and a lot of dedication to the program, Reed's vision became a reality. Powered by a Dart block-based, 427-cube LS, this fourth-gen Camaro packs a big Precision turbo that pushes it to four-digit horsepower. It's backed by a RPM-prepped Turbo 400 automatic and follows the orders of a Haltech engine management system.
In 2017 Reed and his team took his dream creation into battle with the NMCA's top-notch racers in the Edelbrock Xtreme Street and Real Street Shootout ranks.
It took a while to sort out the gearing and rein in the car's wheelies, but Reed and his team stuck with it. In addition to his racing program, Reed runs triathlons, so he knows all about preparing and persisting. Eventually he and his team dialed in the gearing and suspension to rein in those aggressive launches.
"Staying calm and making sure everything is done before we get to the line," he said of the essentials of a solid pass. "It's a big rush to have a successful run with this car."
Getting Real
Along the way to dialing in the car, Reed started running in the Real Street Shootout against other LS-powered machines. He found the fellow competitors welcoming and helpful, which was a refreshing change from the cutthroat nature of some heads-up classes. However, eventually life had to take a front seat. Building a house, changing jobs, and such kept Reed away from the track for a while.
With those things settled, he plans to return to racing on the regular. Real Street would be his preferred path, but that depends on how he modifies the car to meet the latest rulebook requirements.
"Real Street really fit me well because it seems like all the main guys in that category really meshed well together. Everybody seemed like they were trying to help each other. It's not like a cutthroat-style program," Reed said. "When I struggled, there were other Real Street guys that would come over and offer help and do anything that I need them to do. It was really nice, kind of like a welcoming, open-arms approach."
Though he might step up to a faster class, time will tell. Whichever class he ends up pursuing, Reed says that it's important to keep your mind open and know "How to listen and never think you know everything there is to know."
The Details
Owner/Driver:Isaac Reed
Hometown:Columbus, Indiana
Class: Real Street Shootout
Crew: Chris Anderson, Kevin Mitchell, and family
Car Make/Model/Year:1998 Camaro Z28
Engine:LS V8
Engine Builder:Carlyle Racing
Displacement:427 cubic inches
Bore:4.125 inches
Stroke:4 inches
Cylinder Heads:All Pro
Camshaft:COMP Cams
EFI System:Haltech tuned by Patrick Barnhill at PTP Racing
Power Adder:Precision Turbo
Spark Plugs:NGK
Headers and Exhaust:Custom by Jared at Carlyle Racing
Transmission:Turbo 400
Transmission Builder:Rodney Massengale at RPM Transmissions
Torque Converter: Pro Torque
Chassis builder:Burkhart
Suspension (Front):Menscer
Suspension (Rear):Menscer
Brakes (Front): Strange Engineering disc
Brakes (Rear): Strange Engineering disc
Wheels (front): Weld Racing
Wheels (Rear):Weld Racing
Tires (Front): Moroso
Tires (Rear):Mickey Thompson
Body modifications: Sheetmetal wing, parachute
Body components:Fiberglass hood
Safety equipment: SFI roll cage, Kirkey seats
Vehicle Weight:3,100 pounds
Quickest ET: n/a
Best 60-foot: n/a
Fastest mph: n/a


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Spirit Archer
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There is a realm in which spirits reside, unable to pass on because they've been bounded to Earth. In need of dire help to keep them out of mischief, Felica seeks help from a human girl..
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There is a good little witch that helps those in need. What happens when the little witch is unable to use her magic on herself to gain the attention of the one she admires the most?
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The 2016 SuperValu TidyTowns competition is now open for entries, and this year marks the 25th anniversary of SuperValu's sponsorship of the competition. Officially launched by Alan Kelly T. D., Minister for the Environment, Community and Local Government, the competition is a catalyst for voluntary activity and community participation across the country.
2015 saw record entries to the competition and 2016 will be the competition's 58th year. The work the generation of volunteers involved in TidyTowns carry out is significant in preserving Ireland's reputation as a clean and green destination to live in, do business in and to visit. It also gives communities a vehicle to come together to take ownership of their own locality and effect positive change.
In reference to the competition, Alan Kelly, T.D. said "The SuperValu TidyTowns Competition not only brings huge environmental benefits to communities but it also encourages community development. The competition recognises the work of the TidyTowns volunteers, from the planning stage to the completion of projects. Generations of volunteers on TidyTowns committees have been improving the environment in which we live for 58 years and have helped to transform the appearance of our towns and villages and to promote Ireland's image abroad. The sense of place that develops when communities work together and take ownership of their own surroundings is evident where TidyTowns committees are active."
Speaking at the launch, Des O'Mahony, SuperValu Marketing Manager said "2016 marks a landmark year for SuperValu as it reaches the 25th anniversary of its sponsorship of TidyTowns. This is one of the longest running sponsorships in Ireland and one that we are extremely proud to be associated with down through the years."
"We believe in the power and value of helping to build vibrant local communities and TidyTowns is a perfect partnership for SuperValu. With 221 stores nationwide, our retailers are uniquely positioned to work with TidyTowns committees to build sustainable communities that we will be proud to pass on to future generations."
The closing date for receipt of entries for this year's competitions is 20th May 2016. Entry forms to the SuperValu TidyTowns competition can be obtained from the TidyTowns Unit in the Department of the Environment, Community and Local Government – Phone (096-24309) or by visiting www.tidytowns.ie or www.supervalu.ie. For entry to the Special Competitions please download your entry form at www.tidytowns.ie


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Deciding to get divorced – or having the decision thrust upon you – is one of the most difficult times you will ever face.Learn More
Major life changes such as divorce, parenting, and the need for a pre- or post-nuptial agreement require a trusted attorney to provide advice, counsel, and problem solving at the highest levels. Haskin Law has more than 45 years of experience and a thorough understanding of the challenges that can arise. And, we understand your need to protect and preserve your assets while reaching an agreement. We will listen to you and work with you to chart the right course of action to accomplish your goals.
Haskin Law has years of experience, born of years of dedication to mediation, settlements, litigation, and appeals. Lyle Haskin is an active member in family law professional associations in DuPage County. When our family law clients are also business owners and professionals, we collaborate with your attorney and accountant to find the best approach to business valuation and ownership issues. We never lose sight of your need to create solutions for your family, your business and yourself. Haskin Law is able to work with you to build solutions to whatever challenges arise from a divorce, and we have outside resources to create a new or revised estate plan and business succession plan.
Deciding to get divorced – or having the decision thrust upon you – is one of the most difficult times you will ever face.Learn More
Collaborative divorces provide a time efficient process in which lawyers help navigate the increasingly-complex Illinois divorce issues.Learn More
A prenuptial agreement allows you and your intended spouse to determine how your property is handled if you divorce.Learn More
In parenting decision-making, the principles remain the same. Either parents or courts decide what is in a child's best interests.Learn More
Providing the best representation for clients who seek to reverse or modify a trial court decision or those who seek to have the trial court decision affirmed.Learn More
Lyle was recommended to me by a friend. Not only is he a top notch and professional, you will benefit from his wealth of experience about probable outcomes and receive guidance to protect yourself. I believe this firm to be the best I could have retained and have recommended them to others. Although of course, ours is a business relationship, I believe their team cares about me and my family and will fight for me resulting in the best possible outcome. This is an experienced and trustworthy firm you want by your side.


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JINPAT slip ring for servomechanism is used at the servo system to measure the actual position of the mechanical system compared to the control input. For the unit, internal wire diagram and special shielding in modular design make a complete solution for the interference of encoder signal. It can integrate transmission of various signals like control signal / CANBus, Profibus, Profinet, and so on. Integration of gas/liquid rotary joint is supported.
◆ No (encoder signal) interference
◆ Transmit varied signals: Encoder signal, control signal/ CANBus/ Profibus, and Profinet etc.
◆ Stable current & signal transmission
◆ Modular design in internal wire diagram and special shielding, avoids encoder signal interference or code error
◆ Be able to integrate with gas/liquid rotary joint
◆ Isolation between rings: ≥ 45dB
◆ Customization available
◆ Long service life


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Hikbi DVD
Artists: FP Go, Adrian Landicho, RC Pagtalunan, Lav Diaz, Carme Sanchez, Nino Valencia
This is a story about Ram who is a discreet but promiscouos gay guy who frequents malls, bars and third-run theaters in search of a sex partner until he met Jay who works as a trike driver and fell madly in love.
From then on, his sexacapade stops losing its rainbow color when he submits exclusively to Jay overwhelmed by the feelings that he is most happy even just seeing him until he finds out that Jay has long been a call boy and is occassionally selling himself to hungry homosexuals including a best friend.
If it is what we call "nakahanap ng katapat" or "equal footing" episode in life, then such an episode in Ram's life is a very sad story to tell as he struggles a year's depression that almost consumed his life in the same time that Jay on the other hand had gotten a girl pregnant.
The depression had been doubly pressing that Ram's life was total knockout--- a deterioration brought about by more promiscuity, drugs, alcohol, rock n roll, etc. thinking these things could alleviate the pain so to forget the sad experience.
Until HIKBI came, the baby girl Jay is blessed with the girl he met in school.
While hurting and feeling pathetic because he could not stop Jay from his sideline callboy business, Ram starts to pick up his pieces.
He is at his happiest when Jay and Tisah would come to his house from time to time with the baby whom he calls Hikbi to reminsice the painful memories he has had with Jay.
Being given moments and days with Hikbi is in itself a consolation that there could have been somehow love and respect out there, out in that presumptous relationship.
Being with them and having Ram part of their humble family is a redemption of all the unimaginable pain and crazy feelings, struggle and devastation in Ram's life.
Directed by Felbert P. Go.
Click to WATCH TRAILER


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With Bellotti a step away, Kelly looks to put his stamp on Oregon
"Happy St. Patrick's Day!" exclaimed the new top Duck, who, it turned out, was making up for lost time. He'd forgotten it was St. Paddy's Day until a post-lunch staff meeting. "I saw it in my day planner," he said. "It's not like [defensive coordinator] Nick Aliotti's gonna remind me."
While he wasn't sporting green on Tuesday, Kelly will soon be taking home a lot more of it. Four days prior -- and a year earlier than most people expected -- Mike Bellotti announced he'd coached his final football game in Eugene. Bellotti will now ascend to the AD's office, where he will serve as oracle and sounding board for Kelly. The 45-year-old Kelly has never been a head coach, and as recently as 2006 occupied a pantry-sized office at Division I-AA New Hampshire, where, as offensive coordinator, he spent his time devising schemes to move the ball against the likes of Hofstra and Rhode Island.
A junkie for offensive football, Kelly loved nothing more than a road trip -- "research and development," he called it -- to talk to other coaches about what was working for them. Boston College, Clemson, the Carolinas -- UNC and N.C. State -- Georgia Tech, Florida State, Wake Forest, he hit up them all. "Everybody was always really receptive," he told me, "because no one was ever playing New Hampshire."
He was especially intrigued by overachieving offenses -- coaches doing more with less, "schools having more success than they were supposed to be having," he said.
Kelly will be the first to tell you that description no longer applies at Oregon. That is the principle legacy Bellotti left, and he set a generous table for his heir. It's easy to take for granted what Oregon football is today: a post-season fixture -- 12 bowls in the last 14 years -- with space-age facilities and a legacy of great quarterback play. But those parts are less then the sum of Bellotti's signal accomplishment.
As Eugene Register-Guard columnist Ron Bellamy wrote, Bellotti "made people care about Oregon football. Not just in Oregon, and not just Oregon fans. In his 14-year tenure as head coach, the Ducks became nationally relevant, and the university became known for an athletic program beyond track and field."
Following the '04 season Bellotti brought in fellow spread-head Gary Crowton, who was more than happy to share his wisdom with a I-AA coach on a fact-finding mission -- a guy by the name of Kelly. They stayed in touch. Shortly after the 2006 season, on his final day at a coaching clinic, Bellotti got a call from Crowton, whom LSU was wooing.
"I've just spent five days with seven thousand coaches," Bellotti later recalled, "and the day I'm leaving, Gary said, 'By the way, I'm probably going to take this job."
Before he bailed, Crowton recommended Kelly, who seemed a reach -- New Hampshire? -- until he unlocked the potential of a spindly playmaking quarterback named Dennis Dixon in 2007. With a mind-bending array of zone reads, play action and, when the need arose, straight power, Kelly's bunch led the Pac-10 in scoring and total offense, finishing ahead of USC, whose late-season loss in Autzen Stadium cost the Trojans a shot at the national title.
With Kelly transforming another rough diamond quarterback into a polished, dangerous weapon -- this time sophomore juco transfer Jeremiah Masoli -- the Ducks improved on '07, winning 10 games and finishing the season ranked No. 9 in 2008. Bellotti and his masters had seen enough. They anointed Kelly successor last December and he joined a growing college football caste known as head-coach-in-waiting (See Texas, Florida State, Purdue, Kentucky).
He didn't have long to wait. After wavering last week, Bellotti finally pulled the trigger on Friday the 13th, resolving to begin the next phase of his career.
Now, Kelly will attempt not only to sustain Bellotti's success, but to build on it. It's up to him to prove he's more than just some mad scientist with a head full of X's and O's. He's already known as a tireless, effective and unapologetically ambitious recruiter. More than ever, the Ducks are willing to go after the best players in the country. Oregon made Terrelle Pryor's short list last year, and finished third in the Bryce Brown sweepstakes last week. After choosing Tennessee, Brown, the Wichita-based running back, opined that, while Oregon's offense was "nice and flashy," the Vols' system would better prepare him for the NFL.
"I must not have done a good enough job educating him," Kelly said, "on how productive our backs are. Our offense produced two thousand-yard rushers this year" -- Jeremiah Johnson (1,201 yards) and LaGarrett Blount (1,002). "And I'm not exactly sure, but I thinkJonathan Stewart was the 13th pick in the draft" after the '07 season. "I guess we gotta get a kid in the top 10."
The Granite State native possesses a slight edge that Oregonians tend to attribute to his roots "back east." Asked to cite the main differences between himself and Bellotti, he says: "I talk a lot faster."
Where Bellotti acted as a CEO, Kelly will be more hands-on. "I'm still going to be really involved in what we're doing offensively," he said. "I got the job because of my offensive background, so I'm not just gonna sit back and let someone else run the offense."
That's good news for Ducks fans, who have become accustomed to leading the Pac-10 in scoring. They'd love to see the balance of power in the Pac-10 shift back to the Northwest, where it resided in the early part of the decade before Pete Carroll returned USC to greatness.
Speaking of 'SC, the Trojans must break in a new quarterback next season, and won't be as smothering on defense. But Kelly's not making any predictions.
"No bulletin board material here," he said, laughing. "All I know is, we're extremely focused on our opener against Boise State."
So focused, in fact, that he forgot St. Patrick's Day.


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Supply your visitors a prefer to remember that with this starfish crowned embellished wood trinket field. Because the present or to carry a few treats this field will make sure you please.
24 General Seaside Subject Bins
You are going to obtain 2 units of 12
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Measurement: 2 three/four x 2 three/four x 2″ H


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At the 2014 Annual Meeting in San Francisco, Executive Officer Sally Hillsman, met with the Committee on Professional Ethics (COPE) and suggested that it was time to revise the Code of Ethics. Revisions were last made to the Code 20 years ago, and a great deal of change had taken place. Regulatory and technological advances have had striking impacts on the field. At the time, the Department of Health and Human Services was about to announce changes to The Common Rule, which governs the vast majority of human subjects research efforts.
If you are a student at a public college or university in Arkansas, Colorado, Georgia, Idaho, Kansas, Mississippi, Oregon, Texas, Utah, or Wisconsin, the person sitting next to you in class may legally have a handgun under that collegiate sweatshirt he or she is wearing. In these 10 states, legislation allows students and faculty members who have concealed weapon licenses to bring their weapons, such as handguns, to campus. In 2014, bills proposing similar legislation were introduced in 14 states.
Tropes and stereotypes exist in the many comparisons of the responses to COVID-19 in China and the United States. I focus here on a less mentioned reason: the differing imaginaries of the public held by policymakers and scientific and medical experts.


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"Greece is picking up the pieces from the latest bout of civil unrest, when thousands of angry protestors flooded the streets. That's after Parliament gave the green light to tough new cuts, in order to secure a further financial lifeline from the EU. European officials welcomed the move. But Greeks could not have been less happy with the pending austerity, as they gathered in the centre of Athens on the second day of a general strike. Protestors threw stones at police, smashed windows and set fire to property. Police responded with tear gas and stun grenades. Clashes continued overnight. Dozens of police and protestors were injured, while many demonstrators were detained."
Be prepared for the next great transfer of wealth. Buy physical silver and storable food.


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One of the things that changes instantly when you have a baby is your relationship to sleep. It usually becomes scarce and precious, and everyone has advice. Much less talked about is the continuing nighttime struggle between parents and their young kids. Because by the time your child is a year or two old, any competent parent has it under control, right? Kids go to sleep and parents get to have their night. Adam Mansbach drew back the curtain on this ridiculous fallacy. Read more →
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