text: HISTORY OF FLIGHTOn August 28, 2008, at 1434 Pacific daylight time, a Piper PA-31-350 (twin engine airplane), N212HB, experienced a loss of right engine power during en route climb a few minutes after departing from runway 7 at North Las Vegas Airport (VGT), Las Vegas, Nevada. Thereafter, the pilot terminated his intended flight to Palo Alto, California (PAO), and attempted an emergency landing back at VGT. While descending on short final approach, the airplane collided with several objects and ultimately crashed in a residential area about 1.25 miles from the departure runway. The airplane was substantially damaged by fire. The airline transport pilot, who was the sole occupant in the airplane, was fatally injured. Of the five persons who were located at the impacted private residence, one received minor injuries, and four were not injured. The flight was performed under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The airplane was owned and operated by Aeronet Supply, an airplane brokerage company based in Gardena, California. The flight originated from VGT about 1422.According to Aeronet's owner, the recently hired contract ferry (accident) pilot was intending to fly the airplane to Palo Alto (PAO), where the connection of previously installed ferry tanks and avionics would be completed. Thereafter, upon obtaining Federal Aviation Administration (FAA) approval, the accident pilot was to ferry the airplane to Korea for delivery to its prospective new owner.The National Transportation Safety Board investigator's review of recorded radar and audio data indicated that after the pilot took off from VGT's runway 7 (elevation 2,205 feet mean sea level (msl)), he commenced a counterclockwise left climbing turn to a westerly course. By 1427, the airplane had passed abeam and north of VGT and was climbing on a westerly track through 3,400 feet, as indicated by its altitude encoding Mode C transponder. By 1429, the airplane was about 5 miles west of VGT and had climbed to 3,900 feet, which was the maximum altitude gained during the accident flight. During the next minute, the airplane commenced a left turn to a southwesterly heading and descended to 3,600 feet. By 1431, the airplane had descended to 3,500 feet and was about 7 miles west of VGT, which was the location farthest west of the airport that was reached during the flight. The pilot reversed course, and while tracking in an easterly direction (toward VGT) at 1431:29, the pilot advised the Las Vegas Terminal Radar Approach Control (TRACON) facility that he was declaring an emergency and desired to immediately return to VGT. By this time, the airplane had descended to 3,100 feet. Without delay, the TRACON controller cleared the pilot as requested. At 1432:05, the pilot broadcast that he had an "engine failure rough engine." At this time, the airplane's altitude was 2,800 feet, and the airplane continued tracking toward runway 7. Its last recorded position was at 1433:48. At this time, the airplane had descended to 2,400 feet and was within about 400 feet of the initial point of impact (IPI). Three witnesses were located at their residences within approximately 1.5 miles of each other and 6 to 7 miles west of VGT. The witnesses reported observing the accident airplane as it flew past their locations, and they provided statements of their observations. The first witness stated that the airplane flew over her house. The witness stated "I heard several pops so I looked out my back window and saw the right side engine putting out black smoke." Thereafter, the airplane made a hard left turn and headed in an easterly direction toward VGT. The second witness reported that he observed the airplane flying in a southerly direction past his home. Thereafter, the airplane turned toward the east. The witness stated that he initially observed puffs of smoke, and then there was a continuous stream of smoke coming from the airplane's right engine. No smoke was seen coming from the left engine. The smoke was white. As the airplane proceeded east of his location (toward VGT) flames were noted beneath the airplane's right engine. He stated that the flames were orange. Then, there was a "ball of flame" below the area of the engine. There were no flames anywhere else beneath the airplane. The witness stated that he heard three "boom" sounds that were like a backfire as the airplane descended.The third witness provided the Safety Board investigator with a sketch documenting his observations regarding the airplane's flight track, fire, and smoke. The witness reported observing the airplane flying in a southerly direction over his residence. The witness stated that he lost sight of the airplane for a few seconds, and when he reacquired visual contact with it, the airplane was about 1 mile south of his location and was heading in an easterly direction toward VGT. The witness stated that he saw a "continuous stream" of white smoke streaming from the right engine of the airplane as it was descending in an easterly direction. The witness further reported that he observed fire and flames beneath the right engine. No fire was present beneath the right wing tip area. When the flames increased in size, he heard a couple of explosions and saw a fireball that got larger. The third witness also stated that the left engine produced two or three quick puffs of smoke. One smoke stream was about 20 feet long, and then the smoke stopped. At no time did he observe fire coming from the left engine. During the entire time the witness observed the airplane, he heard a continuous engine running sound, and at no time did he hear "sputtering." The witness also stated that the airplane's landing gear was retracted. As the airplane approached the airport, a witness driving on the street several houses away from the crash site observed it. The witness stated that as the airplane descended, she saw smoke and flames emanating from its right side. The airplane impacted power lines, nosed over, and crashed into a house in an inverted attitude. Thereafter, an explosion, fireball, and smoke were observed.The Safety Board investigator's examination of the accident site revealed evidence of a severed tree top, downed power lines, and the airplane's right wing tip in the street, yards west of the main wreckage. The airplane's fuselage came to rest in an inverted attitude on a concrete block wall between two houses. Several unidentified first responders reported to the Safety Board investigator that the airplane was engulfed in flames immediately upon impacting the ground. PERSONNEL INFORMATIONThe 38-year-old pilot held an airline transport pilot certificate. He had commercial privileges for single engine land and sea airplanes. The pilot also held an airframe and powerplant mechanic certificate with inspection authorization.According to the pilot's resume, dated August 26, 2008, his total flight time was 3,195.3 hours. He had 2,733.1 hours as pilot-in-command, and 797.7 hours in airplanes. The pilot reported to the airplane's owner that he had 100 hours of flying experience in the PA-31 model of airplane. In May 2007, the pilot was issued a first-class aviation medical certificate with the restriction that he wear corrective lenses. On this date, the pilot reported that his total flight time was 2,510 hours. A review of the pilot's initial flight training logbooks revealed no evidence of military flight training. The pilot had no reported previous flying experience in the accident airplane. The pilot was not familiar with the specific ferry tank installation in the accident airplane.AIRPLANE INFORMATIONThe Piper PA-31-350 "Chieftain," serial number 31-8152072, was manufactured in 1981. The FAA issued the airplane a standard airworthiness certificate in the normal category. The airplane was equipped with Lycoming model TIO- and LTIO-540-J2B (left and right) 350 horsepower engines, Garrett turbochargers, and Hartzell propellers. At the time of the accident flight, the airplane's total time was about 6,373 hours. The engines' total time since last major overhaul was about 26 hours.The operator reported that the airplane's weight during the accident flight was 6,600 pounds. The airplane's FAA certificated maximum gross weight is 7,000 pounds.Modifications to AirframeThe airplane's flight performance characteristics had been modified by, in part, installation of Boundary Layer Research, Inc., vortex generators, and Colemill Enterprises, Inc., Panther conversion winglets.According to the Boundary Layer Research's flight manual supplement included in the airplane's "Pilot's Operating Handbook" (POH), at the accident weight the single engine climb speed is about 105 knots (indicated airspeed). Fuel System Design and Fuel PumpsIn an unmodified PA-31-350, fuel is routed from the wing fuel cells to the selector valve, the fuel filter, the fuel boost pump, the emergency fuel pump, the firewall shutoff, the engine driven fuel pump, and then to the fuel injectors. The engine driven fuel pump and its associated fuel line are located in the engine compartment forward of the turbocharger.According to the Piper Aircraft Company, each engine is equipped with an engine driven fuel pump, an emergency fuel pump, and a fuel boost pump. The engine driven fuel pumps run continuously, and they are not controllable by the pilot. The emergency fuel pumps are installed for emergency use in case the engine driven pumps fail. The emergency fuel pumps are also used for takeoff and landing and, when necessary, to prime the engines. Control switches for the emergency fuel pumps are located in the cockpit's overhead switch panel. The fuel boost pumps operate continuously and are provided to maintain fuel under pressure to the other fuel pumps. There are no fuel boost pump control switches. Each fuel boost pump is controlled by a separate circuit breaker, located in the circuit breaker control panel. The fuel boost pumps are activated when the master switch is turned on, and they continue to operate until the master switch is turned off or the fuel boost pump circuit breakers are pulled to the off position. Each wing contained an inboard main, outboard (auxiliary), and a nacelle fuel tank, which was located aft of the engine. The main and auxiliary tanks were standard Piper Aircraft components. The nacelle fuel tanks were installed prior to completion of the airplane's June 2008 annual inspection. Fuel System Tank ModificationThe original ferry pilot indicated that he had modified the fuel system to accommodate ferry fuel tanks. (The original ferry pilot was not the accident pilot. See the "Maintenance History" and the "Ferry Flight Arrangements" sections for additional information regarding the original ferry pilot.) This modification involved installing three ferry fuel tanks into the passenger cabin, and one ferry tank into the airplane's nose. These four tanks supplemented the existing six wing fuel tanks. The original ferry pilot stated that the connections between his ferry tanks and the airplane's fuel system required fabrication and installation of a flexible fuel line to the tee fitting he placed in each wing. These fuel lines and tee fittings were located between the wing's fuel selector valve and the fuel strainer. To restore the airplane to its original Piper factory design, these fabricated fuel lines would have to be removed. The pilot further stated that none of his modifications involved fuel line connections within the engine compartment. Pilot's Operating Handbook (POH) Information, Securing an EngineRegarding in-flight fires, the POH states, in part, that the pilot should move the firewall shutoff valve of the affected engine to the off position. Then, he should close the throttle, feather the propeller, place the mixture control in the idle cutoff position, close the engine's cowl flaps to reduce drag, and secure the engine. To secure the engine, the pilot should turn off the magneto switches, the emergency fuel pump switch, and the fuel selector. The pilot should also pull out the fuel boost pump circuit breaker. The landing gear should be extended when landing is assured. METEOROLOGICAL INFORMATIONDuring the airplane's approach to VGT at 1433, a controller advised the pilot that the local wind was "variable at four." At 1442, the following weather observation was taken at VGT: Wind calm; visibility 10 miles; sky clear; temperature 40 degrees Celsius; dew point 1 degree Celsius; and altimeter 29.77 inches of mercury.Several photographs of the accident scene were taken before and after arrival of local fire department personnel. The photographs show a column of smoke rising vertically upward above the accident site.WRECKAGE AND IMPACT INFORMATIONDuring an examination of the accident site and airplane wreckage, evidence was found indicating the airplane initially collided with and severed the top of a tree, at a height estimated between 50 and 75 feet above ground level. This initial point of impact (IPI) occurred about 1.25 miles west-southwest (251 degrees magnetic) from runway 7's threshold (elevation 2,204 feet msl), and about 650 feet south of the runway's extended centerline. Felled tree branches and Plexiglas airplane fragments were located a few yards from the branches. There was evidence that the airplane next collided with residential power lines suspended between poles. Downed power lines were located on the west side of a north-south oriented city street. The impacted lines were located about 150 feet east of the IPI. About 90 feet farther east, a few feet from a fire hydrant on the street's east curb, green navigation light lens fragments were located along with the airplane's partially burned right wing tip (winglet). The main wreckage was located about 70 feet east of the right winglet. This location was adjacent to a driveway on which there was a crushed automobile containing the airplane's right propeller assembly. The fragmented and melted main wreckage was next to a two story residence that had been partially consumed by fire. Remnants of the airplane's fuselage were found on the ground in this area, a few yards south of the house. The cockpit, associated components, and portions of the fuselage were also observed in this area. Some components were leaning against the north and south face of a block wall in an inverted attitude and were melted. In the main wreckage area, fragmented and melted airplane components were located comingled with the homeowner's property. This property was also destroyed by fire and included various pipes, fittings, and machinery amid other debris. The magnetic bearing and distance between the IPI and the main wreckage was about 095 degrees and 280 feet. The main wreckage elevation was about 2,260 feet msl.The global positioning system coordinates of the main wreckage were: 36 degrees 12.683 minutes north latitude by 115 degrees 13.479 minutes west longitude. MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy on the pilot was performed by the Clark County Coroner, Las Vegas. The autopsy report lists the cause of death as extensive thermal injury and multiple blunt force trauma. The FAA's Civil Aerospace Medical Institute performed forensic toxicology on specimens from the pilot. No evidence of carbon monoxide, cyanide, or ethanol was detected. In addition, no drugs of abuse were detected.TESTS AND RESEARCHPerformance Data, Climb and AirspeedThe radar data indicates that about 1429, the airplane began reversing course and descending below the 3,900-foot maximum altitude it had attained during the flight. At this time, the airplane's ground speed was 125 knots. By 1434, the airplane had descended to 2,400 feet, and it had slowed to 100 knots. The Safety Board investigator examined the Boundary Layer Research's flight manual supplement in the airplane's POH. Under the atmospheric conditions that prevailed at the time of the accident, an undamaged appropriately configured and properly flown PA-31-350 airplane should have had the capability to climb between 100 and 200 feet per minute with an inoperative engine. At the minimum, with one secured engine, an airplane should have had the capability to maintain altitude. Recorded Mode C altitude and flight track data indicates that the airplane descended from the time it reversed course until it impacted terrain. To achieve the aforementioned climb performance, the airplane must be flown at 105 knots, indicated airspeed (IAS). The radar data indicates that the airplane's speed decreased to a ground speed of 100 knots. (Note: assuming zero wind, ground speed equals true airspeed (TAS).) Under the existing atmospheric conditions, an airplane flying at a TAS of 100 knots would have an IAS of 89 knots. This IAS is 16 knots slower than the required 105 knots IAS specified in the POH to achieve maximum single engine climb performance.Maintenance HistoryIn June 2008, an annual inspection was performed on the airplane by a FAA certified repair station located in Ohio. According to logbook entries, at the time the airplane's total time was 6,352.4 hours (Hobbs meter 2,364.7 hours), and the engines' total time since major overhaul was 5.2 hours. Part of the maintenance accomplished involved installing nacelle fuel tanks and overhauled engine driven fuel pumps, engines, propellers, and turbochargers. Upon the repair station's completion of its maintenance, the original ferry pilot picked up the airplane and flew it to VGT.At VGT, after flying the airplane several hours, the original pilot had a VGT-based FAA certified repair station perform additional maintenance in part related to the air conditioner, gear door, vacuum pump and idle adjustment. This maintenance was accomplished in preparation for the airplane's export ferry flight. On July 28, 2008, at an airplane Hobbs meter time of 2,383.9 hours, the repair station recorded in the airplane's maintenance records that it had performed an engine run and leak check. The results were good. The VGT-based repair station personnel reported that it had test run the right engine between 20 and 30 minutes with its cowling removed. At the time of their maintenance, the ferry tanks had not been installed in the airplane. Also on July 28, 2008, the VGT repair station personnel returned the airplane to the original ferry pilot, and they did not see the airplane again.Thereafter, the original ferry pilot modified the airplane by installing the four additional fuel tanks in the fuselage to supplement the airplane's existing six tanks, and he also connected the ferry tanks to the airplane's existing FAA certificated fuel system. The connections involved installation of custom made fuel lines and fittings. (See "Fuel System Design and Fuel Pumps" for details.) Part of the ferry flight preparations to export the airplane to Korea involved acquiring FAA approval from the Las Vegas Flight Standards District Office (FSDO). The original ferry pilot submitted his export request to the FSDO for its approval.On August 10, 2008, the original ferry pilot recorded in the airplane's maintenance logbook the following statement: "I have reviewed all the current AD's for this aircraft and no further action is required at this time.... I certify that I have completed an inspection of this aircraft in accordance with the Piper PA31-350 Service Manual Annual Inspection Checklist and have found the aircraft to be in airworthy condition...." The original ferry pilot signed and dated the logbook with his Airframe and Powerplant mechanic certificate number and indicated that he had inspection authorization (IA). The airplane's Hobbs meter time was listed as 2,384.9 hours, and the airplane's total time was listed as 6,372.6 hours. The engines' and propellers' listed total time since overhaul was 25.4 hours. Having completed this maintenance, tank installations, and export document preparation, the original ferry pilot approached the Las Vegas FSDO with a request for ferry flight authorization. Ferry Flight ArrangementsFSDO personnel did not issue ferry flight approval to the original ferry pilot. Additionally, the original pilot was informed that, if the airplane was to be flown to another FSDO (to acquire ferry flight approval), prior to flight the installed ferry tanks had to be disconnected from the airplane's Piper factory fuel system thereby returning the airplane to its original FAA approved configuration.The original ferry pilot then notified the airplane's owner-operator (Aeronet) that he was unable to acquire FDSO approval to export the airplane to Korea in the desired time frame. As a result, Aeronet discharged the original ferry pilot and hired another ferry pilot (the accident pilot). The accident pilot was to pick up the airplane in VGT and fly it to PAO, where the accident pilot opined the FAA would be more responsive to the request for export.On August 26, 2008, the newly hired accident pilot signed a contract with Aeronet to fly the accident airplane from VGT to Korea, via PAO. The flight was to occur on or after August 28, 2008. In part, the contract specified that Aeronet "...shall provide aircraft in airworthy condition and in compliance with aircraft type certificate...." The owner of Aeronet and the original ferry pilot reported to the Safety Board investigator that the accident pilot was aware his flight from VGT to PAO was not considered a ferry flight. The accident pilot advised the original ferry pilot that he would fly on an airline to Las Vegas, arriving there at 1040 on August 28, 2008. Thereafter, he would proceed to VGT to pick up the accident airplane. He planned to fly the airplane from VGT to PAO, whereupon he would obtain the required export/ferry flight authorization from the FAA. The accident pilot informed the original ferry pilot that he planned to depart VGT (on the accident flight) at 1400. The original ferry pilot asserted to the Safety Board investigator that he had informed the accident pilot of the requirement to disconnect the ferry tanks from the airplane's fuel system prior to his flight to PAO.Airframe Examination, Fire EvidenceThe airplane wreckage was initially examined at the accident site. Additional examinations of the airframe, engines, and propellers were performed following the airplane's recovery. In addition, maintenance records were reviewed regarding the installation of the fuel tanks and related plumbing.During the on scene investigation, the Safety Board investigator noted that the left engine was found in an exposed area of the crash site, whereas the right engine was located beneath debris and was somewhat shielded from fire. Most of the airplane's structure was consumed by fire. Portions that remained were laid out and examined. They principally consisted of right wing segments and its nacelle fuel tank, the right horizontal stabilizer and elevator, a portion of the cockpit roof, a portion of a passenger cabin interior fuel tank, and engine and propeller assemblies. Also, fractured and partially melted components (fuel system fittings) were found in the wreckage. A fire and explosion investigator from the Safety Board's Office of Research and Engineering, Materials Laboratory Division, Washington, D.C., also examined the wreckage. The investigator noted that the thermal damage to the left engine was uniform on its inboard and outboard sides. The investigator reported that the right wing's nacelle fuel tank exhibited evidence of having been over pressurized, as demonstrated by the outward bowing of its aluminum structure in all directions and split weld seams. In the airplane, the nacelle tank was installed aft of the right engine's firewall. The fire and explosion investigator further reported that the right engine sustained more thermal damage on its inboard side than on its outboard side. As photographically documented, severe thermal damage was observed in the vicinity of the turbocharger and engine driven fuel pump, which was partially melted on the inboard side of its circumference.Airframe Examination, ComponentsComponents from remnants of the airplane's electrical system, left and right wing fuel system, instrument panel, and landing gear assembly were examined. In pertinent part, the following observations were noted:SwitchesThe two left engine magneto switches and the two right engine magneto switches were found in the "ON" position. Both the left and right engine emergency fuel pump switches were found in the "ON" position. Fuel System, Right and Left WingsThe right and left wing root areas each contained a fuel shutoff valve and two electric fuel pumps. Also found at the crash site were two tee fittings that were not components of the manufactured Piper airplane. Specifically, at the crash site a tee fitting was identified by the original ferry pilot as being the tee fitting that was installed in the wing between the right wing's fuel selector valve and the fuel filter assembly. It was the fuel system component that connected a flexible fuel line to the ferry tanks. The fractured surfaces of the tee fitting component and the fuel selector component visually matched each other, which was consistent with the tee fitting having been connected to the airplane's fuel system at the time of the accident. According to the Piper participant, under the FAA approved fuel system configuration for the airplane, the tee fitting would not be installed, and a flexible fuel line would connect the fuel selector valve engine port to the fuel filter assembly. Installation of the tee fitting component was not a Piper approved design modification.During the on-scene wreckage examination, a 6-inch-long braided fuel line was found in an area of congealed aluminum material. No fittings were connected to either end of the fuel line. The fuel line was identified by the original ferry pilot as being the original fuel line for the airplane's fuel system, and he indicated that it should have been connected to the airplane's fuel system in lieu of the tee fitting.The right engine's fuel shutoff valve was found in the open position. The fuel tank selector valve was found in an open position, allowing fuel to flow from a wing tank to the engine. Landing Gear & Flight ControlsThe landing gear selector lever was found in the gear up position. The section of cockpit panel in which the control column and landing gear selector were located was fire damaged. Also, the panel was bent and was separated from adjacent structure. The landing gear's left main down lock was found engaged, and the up lock was present. The up lock was not distorted. The gear actuator was found extended, and this is consistent with the gear being down and locked, according to the Piper participant.The rudder trim position was measured, and it was found in the full left rudder trim setting. The actuators were found for both the left and right wing flaps and the engine's cowl flaps. The actuator positions corresponded to the wing flaps being fully retracted (up) and the engine's cowl flaps being open. Propeller ExaminationUnder Safety Board investigator observation, the propeller assemblies were examined by personnel at Hartzell Propeller, Inc. In summary, the Hartzell participant indicated that the left propeller exhibited deformation and impact signatures consistent with rotation with power on, as noted by scoring, torsional twisting, and a missing blade tip. Hartzell engineering staff calculated that, based upon blade angle-related witness marks, at impact the left engine was producing its maximum rated horsepower.The right propeller exhibited signatures consistent with little or no rotational energy at the time of impact. The blades appeared to have been feathered. No discrepancies were noted with either propeller assembly that would have precluded normal operation. Engine ExaminationBoth Lycoming engines and all of the accessories were fire damaged. Following the external examination of the left engine, the Lycoming Engine participant opined that no evidence was found that would have precluded it from making power prior to impact. The left engine's fuel pump sustained notably less thermal damage than the right engine's fuel pump.Regarding the right engine, no evidence of a preimpact mechanical malfunction was found. The right engine's crankshaft was rotated. Thumb compression was noted in all cylinders except cylinder numbers 3 and 6, which were thermally distressed. No evidence of any internal engine component malfunction was observed. The attached engine driven fuel pump had sustained fire damage in the area of the fuel outlet port. A localized area of the pump's housing was missing in this area. According to the Lycoming engine participant, this is consistent with the fuel supply line "B" nut being loose, a failed fuel line, or an engine driven fuel pump anomaly. The fuel supply line and its connecting components were not located. Turbocharger Examination Both the left and right engine's Garrett turbochargers were fire damaged. The right engine's turbocharger was found secure to its mountings. No preimpact exhaust system disconnects were observed. The turbocharger compressor and turbine impellers remained intact and appeared undamaged. The turbine was free to hand rotate and was devoid of foreign object ingestion damage. Each exhaust system clamp was found secure. The exhaust bypass valve (wastegate) remained securely attached. No anomalies were noted regarding the turbocharger's installation. Engine Driven Fuel Pump ExaminationThe engine driven fuel pumps were also examined by the Safety Board's Office of Research and Engineering, Materials Laboratory Division. Noted evidence consisted of globules of resolidified metal and areas of missing material consistent with the pumps having been engulfed in fire. As observed and photographed in side-by-side comparisons, there was more fire damage, distortion and missing material to the right pump than to the left pump.ADDITIONAL INFORMATIONResponding to In-Flight FiresAs published in the FAA's "Airplane Flying Handbook," (FAA publication H-8083-3A , Chapter 16) "A fire in flight demands immediate and decisive action. The pilot therefore must be familiar with the procedures outlined to meet this emergency contained in the AFM/POH for the particular airplane." If the engine compartment fire is oil-fed, thick black smoke may be evident. A fuel-fed fire may produce bright orange flames."An in-flight engine compartment fire is usually caused by a failure that allows a flammable substance such as fuel, oil or hydraulic fluid to come in contact with a hot surface. This may be caused by a mechanical failure of the engine itself, an engine driven accessory, a defective induction or exhaust system, or a broken line. Engine compartment fires may also result from maintenance errors, such as improperly installed/fastened lines and/or fittings resulting in leaks.""By the time a pilot becomes aware of an in-flight engine compartment fire, it usually is well developed. Unless the airplane manufacturer directs otherwise in the AFM/POH, the first step on discovering a fire should be to shut off the fuel supply to the engine by placing the mixture control in the idle cut off position and the fuel selector shutoff valve to the OFF position."


text:
Apala Guha
United States
- City, State: Charlottesville, VA
- Geographic Location: North America
Immigrant Women Experiences
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text: Hubert Laws hits an 80s groove here – but the shift doesn't seem to dampen his soul at all! At some points, the rhythms are a bit more pronounced than before – bouncy and funky at points, with a slight nod to the clubs – yet other points still have that soft, airy finish that made Laws' flute such a big hit earlier in the 70s – mixed here with some nice vocals from Rod McNeill and Eloise Laws too. Most of the album's still instrumental, though – and other players include Bobby Lyle on acoustic piano, Randy Waldman on Fender Rhodes, Nathan East on bass, and Ndugu Chancler on drums. Titles include "Stay With Me", "Morning Star", "Life Cycles", "Gonna Be Happy", "Make It Last", and "Happy Anniversary". © 1996-2014, Dusty Groove, Inc.


text:
Humidity 14%
Winds 19.6mph
Humidity 14%
Winds 19.6mph
Humidity 14%
Winds 8.1mph
Oct 4, 2010 8:30 AM by Associated Press
Mountain pine beetles are a well-known danger to Rocky Mountain forests. New research shows the pests are making changes to the water supply and soil, too.
The University of Wyoming is looking to establish the impact of the pine beetles epidemic on mountain snowpack. Botany professor Brent Ewers tells the Casper Star-Tribune that as the beetles kill pine trees and the trees lose their needles, snowpack rises. But once the trees fall, he says, snowpack lessens because of wind and lack of shade.
Ewers says that dead trees cause more moisture in soil and streams because the trees aren't using the water themselves. But the stronger flows cause erosion.
UW researchers are also looking at how the tree kills affect carbon levels in the soil.
5 hours ago


text:
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text:
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SCHOOLS & KIDSPortola Valley schools: Audit shows lax oversight
What has emerged from the recent forensic audit of the school district finances overseen by Tim Hanretty is a picture of...Original post made on Jun. 26, 2012
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SCHOOLS & KIDSSequoia high school board: Sarver, Thomsen elected
Incumbents Alan Sarver and Chris Thomsen were elected Tuesday to two seats on the board of the Sequoia Union High School...Original post made on Nov. 6, 2013
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AROUND TOWNEnvironmental report opens door for comment to FAA about aircraft noise
For some residents of Portola Valley, Woodside and nearby communities, the current level of commercial aircraft noise in...Original post made on Apr. 8, 2014
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MENLO PARKMeasure L headed for second court challenge
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OTHER TOPICSPolice calls: Bag burgled from black BMW
Crime and accident reports from Ladera, Woodside, Menlo Park, and West Menlo Park. Read the full story here http://www.almanacnews.com/news/show_story.php?id=13725...Original post made on Jun. 3, 2013
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AROUND TOWNSan Mateo County sheriff's deputy arrested for alleged molestation
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AROUND TOWNGuest opinion: Concern over church use of council chambers
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See the UK's best short films
LSFF is an annual event that presents the best in UK short film-making talent. For a couple of weeks in January we take over London's best independent cinemas and venues to showcase some amazing short films. Oh, and we throw in a bunch of live music and parties too. So let's get to know each other — come find us on Facebook or follow us on Twitter.
Submissions are now open for the 12th London Short Film Festival (9 — 18 January)
Blog: Latest Post
LSFF 2014 Short Film Submissions
31 October 2014
We breakdown our thoughts on making the selection for the 2014 Festival in the wake of filmmakers being informed


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Thank you for selecting Restore America! You have come to the right place. Founded on the principals of superior customer service, competitive pricing, and of course quality workmanship, Restore America has been servicing customers in New York City, Lower Westchester, Long Island and New Jersey for over 12 years.
Restore America has built its reputation based upon reliability, while our dedication to personalized service and customer relations remains second to none. You will find that close attention is paid to the smallest detail. Our team proudly stands by their work as they strive for quality and excellence at every task.
Performing every task safely is prudent to our success. Every Restore America worker is up to date on all OSHA safety rules and regulations. With a goal to please, you will find that when choosing Restore America you are guaranteed quality and craftsmanship that cannot be found anywhere else.
Monday thru Friday 9am-5pm with full 24 hour emergency service and Bucket Truck service.


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Fra Wikipedia, den frie encyklopædi
I Einsteins specielle og almene relativitetsteori er tid og det tredimensionelle rum slået sammen til en enkel firedimensionel mangfoldighed kaldet rumtid. Et punkt i rumtiden bliver benævnt en hændelse. Enhver hændelse har fire koordinater: (t, x, y, z).
Relaterede artikler[redigér | redigér wikikode]
Relaterede science-fiction artikler:
Eksterne henvisninger[redigér | redigér wikikode]
- Webarchive backup: NatNet: Hvordan virker naturkræfterne?
- Google: Relativity, Special Relativity
- Robert Rutkiewicz: Explaining Particle Force Citat: "...Particles move together not because there is something pulling them together, they all are traveling in the straightest line possible, its just that space is curved..."
- University of Illinois: Spacetime Wrinkles (med video).
- Caltech: Spacetime 101
- KU.dk, Michael Cramer Andersen: Geometry Around Black Holes A WWW Exhibition in Relativistic Computer Dynamics and Visualization.
- Physics FAQ, By Martin Hogbin, 11 February 1998, What causes Gravity? Citat: "...[Dette bud indeholder ikke kvantemekanikkens teori!] The world we live in consists of four dimensions, the three space dimensions and one that is not exactly time but is related to time (it is in fact time multiplied by the square root of -1 [i, j, det imaginære 'fortegn']). This is not at all easy to understand but it means that space-time as we call it has some rather weird properties. In particular, when you move through one of the space dimensions you also travel, unwittingly, through time...."
- Stanford: What is Gravity Probe B? Physicists and engineers at Stanford University have created a wide range of exotic technologies to perform a satellite experiment that will probe the very foundations of space time.
- Stanford: The Geodetic Effect: Measuring the Curvature of Space-time Citat: "... Third, most important, Gravity Probe B investigates the gravitational action of moving matter. Matter moving through space-time can be thought of as creating a new force -- gravitomagnetism -- which John Wheeler..."
- Stanford, Dr. Sten Odenwald, Special & General Relativity Questions and Answers:
- How are electromagnetism and space-time related, and can electromagnetic fields exert a force on space-time?
- What happens in the space between gravitating bodies?
- If space exists, what is it?
- What is the relationship between space and time?
- Does space have more than 3 dimensions?
- What is the simplest evidence that there are more than 4 dimensions?
- How do you explain Einstein's relativity theory to a 12 year old?
- Is gravity the exchange of gravitons, or the curvature of space-time?
- What happens to the fabric of space-time when an object moves through it near the speed of light?
- Does 'now' have a size instead of being a point in spacetime?
- Number 660 #2, November 4, 2003, Physics News Update: Acceleration Disrupts Quantum Teleportation Citat: "...While this effect is small for typical accelerations in Earthly labs the result shows an interesting relationship between the effects of space-time motion and the quantum world..."
- Number 562 #1, October 23, 2001 Physics News Update: Loop Quantum Gravity Citat: "...Loop Quantum Gravity (LQG), rival of string theory in the quest to unite quantum mechanics with general relativity...In loop theory, the merger is attempted by imagining that space itself consists of moveable tiny loops..."
- Dewey B. Larson: Citat: "...Time is the reciprocal of space... Instead of space and time we have have space-time..."


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Reviewed by: redvelvet
(Read all my reviews)
Photos: (click for full-size)
Title: Fun Fun
Date: Sep 30, 2012
This product put a new spin on the classic egg race. All the kids enjoyed the game. The only compaint I have is I had to put two small peices of tape on all the eggs to keep them together. Other wise they will keep popping apart. But I quickly figured this out as I was opening the game BEFORE we started playing. So therefore we did not have any issues during the actual game.
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Reviewed by: Tasahena
Title: More fun with real eggs
Date: Jun 25, 2012
This is a good product for an indoor party. But the kids lost intrest real quick at an outside party espicaly since only 5 could play at once better off to puy plastic spoons and real eggs ifyoudont want a mess boil the eggs first.
Reviewed by: ReneeV
Location: Columbus, OH
Title: Fun Game!
Date: Jun 24, 2012
I bought this game to play at my 6 year old's birthday party. The kids loved playing it. The eggs easily fall apart when dropped, making the ball fall out of it. It's a nice way to play a classic game without using a real egg and making a mess.
Reviewed by: gabfernan
Location: Providence,RI
Title: okay purchase
Date: May 31, 2011
it a great prouduct to keep the kids entertaint but i though it came with the cones and it did not.
Reviewed by: goodybagmom
Location: Central Vermont
Title: fun game
Date: Mar 25, 2011
Used this in an 11 yr. old girl b-day party and the girls had a lot of fun. They moved on fairly quickly to something else, but there are lots of variations that could be created with this game.
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Man injured in hit-and-run crash
Fountain Police are asking for help to find the driver of a hit-and-run crash.
A man was hit by a vehicle Saturday night while he was walking in the area of S. Highway 85 and Cattail Marsh Rd.
Police were unable to find the vehicle involved, but did find debris. The suspect vehicle is believed to be a truck. Police say it should have damage to the passenger side, front headlight area.
The victim, a 44-year-old man, suffered injuries to his left side. He was taken to the hospital. His condition is unknown at this time.
If you have any information about the crash, you're asked to call the Fountain Police Department at (719) 382-8555 or CrimeStoppers at (719) 634-STOP (7867).
Copyright 2014 KRDO. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.


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We make it policy to give you a written estimate
in advance of starting work. If during the course of a repair additional
work becomes indicated, you will be contacted for permission. Most important
we do only what is necessary. Furthermore, we use no cut-rate
parts in our work; only those that we know to be proper and dependable.
& R Automotive is qualified to do the necessary service work on your
car in order to keep your warranty valid. We will perform the service,
stamp your warranty book and let you know of any needed or upcoming items
that should be taken care of by your cars warranty policy.
You can expect a warranty of 12 months or 12,000
miles on our work.
We accept Visa, MasterCard, checks & cash
as payment.
Meet our staff and judge for yourself (Monday
through Friday 7:30 - 5:30). Call us to answer any questions or
to make an appointment (650 325-3900).


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- Expansion & Growth
- Branding & Retail
- Appointments
Derjin builds news US$180m packaging plant in China
CHINA – Taiwanese cosmetic and personal care packaging converter Derkwei has broken ground for a new plant in Haimen, Jiangsu province in China.
Taiwanese converter to invest US$10m in Vietnam plant expansion
VIETNAM – Peiyu Plastics Corp has plans to upgrade its packaging plant in Vietnam to expand in the domestic market, as well as to use the facility as...
US liquid packaging converter opens Chinese manufacturing facility
CHINA – Flexible liquid packaging solutions converter Liqui-Box has officially opened its new manufacturing facility in China to support customers in Asian markets.
Australian product packaging converter opens US$21m box plant
AUSTRALIA – Zacpac Australasia Pty Ltd has opened a new US$21.6 million (A$25 million) manufacturing facility that will help the company extend its reach across the east coast.
F&N aims to gain foothold in Southeast Asian food and beverage markets
SINGAPORE – Fraser & Neave Limited (F&N) is looking to grow in Vietnam, Myanmer and Indonesia by leveraging both ThaiBev and its distribution and bottling systems in Singapore,...
Japanese pharma giant eyes Indochina market entry through Thai subsidiary
INDOCHINA – Japanese pharmaceutical giant Takeda Pharmaceutical is expanding to the Indochina markets of Vietnam, Myanmar, Laos and Cambodia.
Nestlé inaugurates major Dairy Farming Institute in China
CHINA – Nestle has opened its Dairy Farming Institute in Northeast China in an effort to help modernise Chinese dairy farming practices to enable farmers to meet the...
Thai bottler sells est brand to Thai Beverage
THAILAND – Local bottler Sermsuk Public Company is selling its "est" cola beverage brand and trademark to Thai Beverage Public Company Limited's subsidiary International Beverage Holdings Ltd for...
DKSH to distribute BASF colorants in Asia
ASIA - DKSH and BTC Chemical Distribution, a subsidiary of BASF, will start a strategic collaboration for colorants in the personal care and household industries in 14 Asian...
AGI-Shorewood sells off Chinese print business to US packaging converter
CHINA – US packaging converter Multi Packaging Solutions (MPS) is acquiring the Asian print businesses of AGI-Shorewood in China.
Avery Dennison names new President and Chief Operating Officer
US - Avery Dennison Corporation's board of directors has elected Mitchell R. Butier as president and chief operating officer, effective 1 November 2014.
Xeikon appoints managing director for Asia Pacific business
ASIA – Xeikon has appointed Bent Serritslev as Managing Director Xeikon Asia Pacific (ASPAC) to manage the company's continuing growth in this region.
Pro-Pac expands in Australia with acquisition of flexible packaging converter
AUSTRALIA – Pro-Pac Packaging Ltd has acquired Nelson Joyce & Co Pty Ltd (NJC), a flexible packaging converter based in New South Wales.
Henkel strengthens adhesive production and R&D capabilities in Asia
CHINA – Henkel is acquiring The Bergquist Company to strengthen the adhesive, sealants and functional coatings company's capabilities in adhesive technologies in Asia Pacific.
UK company acquires Malaysian security seals manufacturer
MALAYSIA – Essentra plc is acquiring Malaysian tamper evident security seals manufacturer Abric Berhad for about £28 million (RM 146 million).
Clariant to acquire Chinese healthcare packaging company VitaPac
HONG KONG – Clariant is acquiring Chinese healthcare packaging converter VitaPac for an undisclosed sum as part of its strategy to round out its healthcare packaging portfolio.


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Role of the Trust Board
As a Board of a public service body, the Trust Board forms the collective strategic and operational leadership of the Northern Devon Healthcare NHS Trust and brings together its Executive Directors with independent Non-Executive Directors from outside the organisation to retain full and effective control over the Trust's business.
Trust Board members have corporate responsibility for:
- Being responsible for managing the Trust on a day-to-day basis;
- Setting the strategic direction of the Trust within the policy and funding framework laid down by Parliament;
- Defining annual and longer term objectives and agreeing plans to achieve them;
- Overseeing the delivery of planned results by monitoring performance against agreed objectives and targets, ensuring corrective action is taken when necessary;
- Ensuring the organisation develops in line with the needs of the Commissioners, the stakeholder community and wider NHS;
- Establishing an effective system of corporate governance; and
- Safeguarding the public reputation of the Trust.
The roles and responsibilities of the Chairman, Non-Executive Directors, Chief Executive and Executive Directors are set out in the Board Operating Framework.
Members of the Trust Board
The Trust Board comprises six Non-Executive Directors, including the Chairman, and five Executive Directors.
Non-Executive Directors
- Roger French, Chairman
- Lesley Crawford, Non-Executive Director
- Dr Tim Douglas-Riley, Non-Executive Director
- Pauline Geen, Non-Executive Director
- Nick Lewis, Deputy Chairman
- Chris Snow, Non-Executive Director
Executive Directors
- Dr Alison Diamond, Chief Executive
- Andy Robinson, Deputy Chief Executive and Director of Finance & Performance
- Kevin Marsh, Director of Nursing
- Janet Phipps, Interim Director of Operations
- Vacancy, Medical Director
Other Associate Directors play a key role in the management and the business of the Trust, including:
- Andy Ibbs, Commercial Director
- Iain Roy, Director of Facilities
- Darryn Allcorn, Interim Director of Workforce and Organisational Development
Details of the Trust Board members' backgrounds and experience and the key roles they play in the organisation can be found in the Directors' profiles.
Meetings of the Trust Board
Board meetings of the Northern Devon Healthcare NHS Trust are open to staff, the press and the public. Guidance notes are available on how the Board meetings work and on how to submit a written question on matters being discussed at the Board meeting.
All Board meetings will commence at 10.00am. Board meetings are held in venues across Devon.
- 27th May 2014 at North Devon District Hospital
- 22nd July 2014 at Exeter International Office Park
- 23rd September 2014 at North Devon District Hospital
- 25th November 2014 at North Devon District Hospital
- 27th January 2015 at North Devon District Hospital
- 24th March 2015 at North Devon District Hospital
- North Devon District Hospital – Chichester Boardroom
- North Devon District hospital, Raleigh Park, Barnstaple, EX31 4JB
- Exeter International Office Park – the Boardroom
- Unit 1, Exeter International Office Park, Clyst Honiton, Exeter, EX5 2HL
The agenda and papers for Board meetings may be viewed on the Trust's website and will be made available at least two working days before the Board meeting.
The final approved minutes are made available within five working days following approval by the Board.
If you have particular requirements in respect of access or assistance, or for further information, please contact Dr Juliet Cross, Trust Secretary on 01271 314073 or email firstname.lastname@example.com
Register of Interests
In accordance with the NHS Code of Accountability, all Board Directors are required to declare interests which are relevant and material to the NHS Board of which they are a member.
Details of interests which are relevant and material are set out in section 7 of the Trust's Standing Orders. Any other interests should be declared if in doubt. Examples include:
- Secondary employment – public or private employment, including consultancies and self-employment, including employment or voluntary employment or other NHS employers / organisations.
- Financial agreements – any connection with an organisation, entity or company considering entering with or having entered into a financial agreement with the Trust, including but not limited to, lenders or banks.
On appointment, Board members must declare any personal or business interest which may influence or may be perceived to influence their judgement in the exercise of their public duties in the course of conducting NHS business.
Any amendments, additions or removals to the Register of Interests must be recorded as soon as is practicable.
The Register of Interests is formally updated on a quarterly basis.
Register of Interests – Quarter 2 (pdf)


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Hot videoLast night on "Late Night With Seth Meyers," Andy Samberg showed off a photo of the hilarious gift David Copperfield gave a soon-to-be-wed Samberg last year.�Screen...
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Wildcats win four out of five matches
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With good reason, people flock to Florida and the Caribbean to escape the brutal chill of winter. But in the Big Apple, where taxis are the everyday mode of transportation, winters aren�t so bad. In fact, there�s so much to do in New York City in...
We love a bit of orange or lemon zest in these scones.DRIED CHERRY SCONES� 3 cups all-purpose flour� 1/2 cup sugar� 2 t baking powder� 1/4 t baking soda� 1/2 t salt� 1/2 cup (1 stick) cold butter, cut into small pieces� 1/2 cup sour cream
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Hard Time
A Baltimore Writer Celebrates a New Life Off Drugs and off the Streets
"Guard, help! Guard!" a frantic con screamed. I tensed, listening. His voice was filled with terror. He had tried to escape the horror of this dark drama by cutting his wrist. Death was preferable to life in a cage, until he saw his lifeblood dripping on the floor. He panicked and called for help.
This was me during my prime, 25 and at the top of my game as a player in a corrupt life centered around narcotics, when I was cut down and sentenced to three buffaloes running wild--15 years in the Maryland State Penitentiary.
"Shut the fuck up, bitch motherfucker," a deranged con in the next cell yelled. He couldn't concentrate on his art with all the noise. He was drawing a picture of Jesus on his steel wall with his shit. The guy with a brief death wish wrapped a shirt around his wrist and sat on the floor and cried.
I got on my knees and made the most important prayer of my life. I promised God that if I got out of this viper pit with my sanity, I would use my experiences as a writer to become a role model and help black kids avoid the pitfalls I had succumbed to in life. The next morning I wrote Judge George Solter. He ultimately sent me to a federal drug prison in Kentucky, and after serving a little more than three years, I came home, moved to D.C., and began a new life at a newspaper. But I'm getting ahead of my story.
I got turned out on the Avenue at 15 playing jazz alto sax in the Alhambra. If I couldn't get a gig, I would sit in and play for the sheer joy. I was aware that jazz was black history--syncopated West African sounds turned into the blues, ragtime, and the hip swing of Louis Armstrong, America's ambassador of jazz.
Music was my first love. If hip-hop had been out, I would have laid some tracks, dropped a record, and become a self-made millionaire, for I loved to talk shit. I learned early to be proud of our music and the old-style black hustlers, so unlike the thugs of today.
"Goddamn, Bird," Gangster cooed as I played in the Alhambra one night. Lights winked, cigarette smoke twirled in blue clouds, and ice tinkled in glasses. Short, stocky, and jet-black, Gangster laughed, flashing a gold tooth. He bit down on his cigar and said, "You sweet as Charlie motherfucking Parker, boy."
He took me outside during the next set. We sat in his customized Cadillac snorting heroin and cocaine. Outside in the windy night, a panoramic parade of players and hustlers passed by in the cold, indigo, neon-lit glow.
I nodded off for the first time into dreams of drug-induced euphoria.
Drugs were only in certain areas then, but the influx of heroin didn't stay in the red-light districts. The demand was too great. Driven by aggressive drug dealers, and people who wanted to experiment and experience the danger of the culture, heroin began to arrive in every part of the city.
For me, drugs were a greased slide into a roller-coaster life of ups and downs. Even when it seemed like fun, I was imprisoned, chained to the next fix. Yet during the worst of those times--and perhaps this is what ultimately kept me hooked--heroin and cocaine allowed me to cope, rationalize being a failure, condone living off my wits like a jaguar predator in the jungle.
One morning shortly after I arrived at the penitentiary, I met the legendary Tunnel Joe.
When I was a kid living in Baltimore's McCulloh Homes projects in the '50s, Tunnel Joe had painstakingly dug his way from his cell, under the barb-wired walls and gun towers, straight out of the joint into freedom. Took him three years. At night he dug, and every morning he carried the dirt into the prison yard in bulging pockets and scattered the debris.
I saw him on the yard one day. Old, bent, hands gnarled with arthritis, and a guard on each side of him. I went up to him and, in a voice that was as soft and respectful as I could make it, said, "Sir, I remember that glorious night you escaped. Everybody in the projects poured outside. I was a little kid and remember us standing there celebrating like Joe Louis had just won another fight. The white lady whose pocketbook you snatched said if she'd known it was you, Tunnel Joe, desperate, not trying to hurt nobody, just get some seed money, she swore she would never have told the police. For that week that you were free, you made all of us free. My grandmother fell in love with you."
I didn't tell him that she also cried when John Dillinger was killed. My grandmother just naturally rooted for the underdog.
He flashed a gummy smile and tears fell down his grizzled, white-stubbled face. I never saw him again. Later I heard that he made the ultimate escape. He died in his cell one night, quietly, peacefully, while he slept.
God, I wish I could put down the impact that man had on me. His brilliant feat of engineering said to me that a man--even a black man confined to prison--can do anything he wants in life. It was the message I had promised God on my knees to deliver to kids one day.
The telling of his experiences can't help but motivate even cynical and callus-toughened street kids' minds with the message that anything in America is possible where there is still life and desire for change.
Even escaping from prison. Even coming back from the dead into a bright new drug-free life. No longer a walking zombie, a shell with only enough consciousness left solely to search for that next fix of tragic magic.
I speak from painful experience. Recently, I celebrated my fourth year clean of heroin and cocaine. Took all my life to get that clean time. It came after Washington, D.C., Judge Bruce Beaudin let me cop to possession with intent to distribute cocaine five years ago. The Washington View magazine, where I worked, couldn't meet the payroll. Without savings because I was chipping a little heroin here and there, I got evicted and ended up in a shelter.
A rising young drug lord, Shorty Fat Man, who loved me like a surrogate father, gave me product to sling in America's largest nonprofit shelter, located in the shadow of the Capitol, down the street from where I'd worked as a police reporter, next to the D.C. Court where I found myself in front of Judge Beaudin.
The judge, familiar with my newspaper work, shook his head sadly and said he just didn't understand about drugs. I was a three-time loser and facing 20 to 30 years.
There is nothing sadder than dying in prison an old man. Ask Tunnel Joe.
He said he would put me back on the street if I got treatment and wrote him an essay. It was the final bit of inspiration I needed. That night I went to see Shorty Fat Man, and for the last time we walked through the dangerous courts and alleyways of the projects. Like any father, he wanted to assist his two sons in achieving the American dream. I told him to buy a liquor store in his wife's name and sell legal dope.
As we embraced and said a fond farewell, I also told him that the drama might darken. In the next act he might find himself in the penitentiary or, worse, the cemetery.
Round about midnight, I checked in to the veterans hospital. Told them I'd tried to commit suicide and needed help. And after a year, I came back to where it all started to fulfill that promise I had made to God in prison so many years ago.
Homeless, I started off by renting a room for the next three years at the Maryland Center for Veterans Education and Training in Baltimore. It is the best veterans facility in the country. They send men and women who have served in the military to college, treat them for drugs, and give them time to re-evaluate their life and set a new course for the future.
Right from jump street, I started writing a column for the Baltimore Afro-American newspaper. Since it was only $25 a pop, I didn't have to report it to welfare. It was humbling, but it paid my rent. Eventually, I stopped going to my therapist. All I wanted to talk about was how my man Tom Wolfe overcame the same thing I had, clinical depression, and wrote another award-winning book, A Man in Full. No matter that I lived in a shelter, I was getting paid for my writing. Tom Wolfe was my peer.
I left the therapist's office and never went back. For the first time I came to realize that what had begun in emulation of my jazz heroes like Miles Davis, Charlie Parker, and Billie Holiday had led me on a less than merry chase. I thought drugs would raise my musical consciousness, but they only put me in a prison--even when I was out on the street.
Three months ago, I finally welcomed myself back home. I entered my own apartment, around the corner from where I spent my early teens, but I'm a million miles away.
I may not hit a home run every day, but I'm back in the game, doing my part. And if to secure our children's future each of us must teach one, then I'm doing my job in the most effective, positive way I know how--by writing.
Changing the lives of our children is an awesome responsibility. Crack cocaine and AIDS were the worst two things that ever happened to the black community. I can't stop AIDS, but I can teach about drugs, for that intoxicating culture has always been a dominant part of my life. And now that I'm drug free, I am deeply ashamed. There is an urgency inside my soul to make amends, and to help this world be a better place.
This much I know: Very few of the kids who desire a lavish lifestyle financed by drug money and inspired by a hip-hop culture of aggression and attitude achieve their dreams. Youngsters today want to be independent of a racist society that has never had African-American interests at heart. So with drugs as the perfect justification, they become outlaws.
Prison is an occupational hazard, the price one pays for an outlaw life of supposed independence. These kids don't understand that education is the key to freedom in America. Most hustlers, instead of buying out designer boutiques with fabulous women on their arm, struggle to buy groceries.
But once behind bars, the psychology of confinement kicks in. To justify this living horror, cons brag how they didn't buckle under racist rule. "I rather be a man in prison than live like a coward in the street," a sap might crack. "Damn right, I got paid. I was a motherfucker out there. And when I get out it's on."
It is this image--not the one of the beautiful black man who loves and guides his children and supports his family--that causes the collective grief. We have to change that.
Thanks For the Memories (12/23/2009)
2007: I had a borderline awful time in Bucharest—and I kind of miss it
Vini Vidi Vito (4/8/2009)
Vito Simone came to Baltimore, saw opportunity, and conjured a real estate fantasy
Preacher, Teacher, Forger, Spy (4/16/2008)
From Bounty Hunter to Bible Thumper, Pastor Anthony Hill Presents a Paradox
Back to School (4/30/2003)
Baltimore's Public Schools Failed Rodell Bailey-El. Sojourner-Douglass College Redeemed Him.
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South Bucks Mini Soccer Conference Follow @BucksMiniSoccer
Frequently Asked Questions (F.A.Q.)
Interesting questions sent in via our feedback form.
Where can I play football?
Find out which Football Clubs are most convenient for you to train at simply by looking at our maps. Some teams have websites for you to find out more online, otherwise try sending a feedback form to us and we will try to make contact for you. Players please make sure your parent knows that you are applying.
Some clubs no longer have spare places in some age groups, and getting a place at training does not guarantee you a place at fixtures in some clubs. Ask the Team Manager about his policy.
Where are Team Manager contact details?
We do not release contact details for mail shot purposes, instead this web site is able to carry advertising. We've not got contacts listed on the web site because it's considered bad practice to publish name, address or phone numbers on the Internet due to various privacy, fraud and security scams we want to avoid. Age Group rep contact details are sent to registered Team Managers twice a year. If you are a Team Manager that hasn't received this pack please ask your Club Secretary to let the SBMSC Secretary know.
Can Under 8 year old teams play six a side matches?
SBMSC uses the 5 a side format in its games in age groups up to Under 8, though previously it was 6 a side. Timid players can no longer "hide" and have had to work harder and surprised everyone with they could achieve. More about team sizes ...
When can I start to play in football matches?
The SBMSC does not organise fixtures for under six age group. Previously a player could only represent his/her club in a match against another club if his/her age was 6 on 31st August. From season starting September 2014, a rule change allows a player to be in a match from his/her 6th birthday. However players just turned 6 can only play in U7 matches; it is not allowed to play up in U8 games. If in doubt, use the online age eligibility checker.
Is it too late to join this season? - I've only just got my team going?
The SBMSC allows new teams to join at two points in the year: registering in June for a September start or registering in November to start in January. To join your team needs to meet certain other requirements including affiliation to a county F.A. Read our constitution or Enquire about joining
Should teams and players be forced to play their fixture backlog despite cold weather?
No, there is absolutely no pressure on Team Managers to play their fixtures or clear their backlogs because the South Bucks Mini Soccer Conference (SBMSC) is non-competitive and so all team Managers are permitted to cancel fixtures without any penalty or loss of prestige. SBMSC has guidelines about abandoning matches in adverse weather.
What club insurance cover does the SBMSC provide?
All clubs ae required to affiliate to the Berks And Bucks FA, and this gives them insurance. It is provided via the SBMSC.
Can my team have its shirts spronsored by a brewery?
No, the FA regards alcohol-related sponsorship inappropriate for children's football. Any strip should observe all recognised advertising standards and in particular those laid down by the Advertising Standards Authority. The inclusion on or incorporation in any item of clothing or equipment of anything distasteful, threatening, abusive, indecent, insulting, racist or otherwise ethically or morally offensive is prohibited (FA handbook regulation D1). Regulation D4 also excludes any product or service or other activity which is detrimental to the welfare, health or general interest of young persons (alcohol is included in this category).
I can only get old fixture listings
If you only get the fixtures for an earlier half of the season your browser may have stored the previous version on your PC. For a quick solution press the refresh button on your browser or hold down "CTRL" button on your keyboard then press the "F5" key and this should do the trick.
If the problem persists on other pages and other websites and you've got Microsoft IE then a long term fix is to click Tools>>Internet Options. Then in the "General" tab click "Settings" then unselect "never" by selecting either "automatic" or "On every visit to page" .
Do the start times for Conference matches alter or are they the same?
For Conference matches starting in September it is up to the team managers to mutually agree a time on Sunday mornings, though in practice the home team often is constrained by pitch availability baring in mind other age groups will also need to play. This means the Away team should try to fit in with the time slot(s) that the Home team has to offer. Normally team managers inform their players directly, and the Conference does not collect or publish times on the website.
Why not publish League Tables?
It has been shown that a focus on results has a detrimental effect on the broad base development and some individuals progress in football. As a result of this experience the SBMSC clubs have decided not to publish the scores or results of matches. However, we do run a Fairplay league which measures sporting behaviour shown by a teams supporters, players and officials. These tables get published once or twice a season.
Do the start times for tournaments alter or are they the same?
Summer Tournaments are run by Clubs, not by the Conference, so timings are entirely set by the organising club.
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