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Barcos en venta en Estados Unidos California
Contender 44 ST2019A demanda
With a beam of over twelve feet, length of 44 feet, 600 gallons of fuel capacity, and a 2,000 max HP rating, the 44ST is certain to deliver on the promise of "performance through innovation." Powered with triple or quad engine configurations, the boat excels in speed, performance, and reliability.Más20
Schaefer 25M2019A demanda
Quality and sophistication combine in this exclusive yacht. Its spacious, fully customizable interior integrates all areas of living with exquisite workmanship in every detail. Its excellent navigability with 3 engines ensures autonomy, speed and comfort. Come and see this combination of experience and passion in the Schaefer 25M and come aboard a new lifestyle standard on the sea.Más36
Palm Beach Motor Yachts PB522019A demanda
The Palm Beach 52 turns heads in a crowded field of run-of-the-mill yachts. A sleek, contemporary, high-performance vessel, the PB52 boasts an unmatched ride, incredible seaworthiness and meticulous joinery work. Sporty, aggressive power will take you as far as your heart desires, and unique safety features, such as our recessed walk-arounds that provide easy access to the foredecks, ensure you ride in comfort. Inside, the PB52 dazzles as well, with custom upholstery, solid teak cabinetry and an extended teak swim platform. Amenities line the yacht, including an induction cooktop, Fusion Apollo stereo system with Bose® Acoustimass in the salon. Experience a yacht like no other, inside and out.Más20
Mako 21 LTS Guide Pkg2019A demanda
The MAKO® 21 LTS Guide Package is a ferocious inshore predator that's set up for die-hard guides and professional anglers. Built to specs supplied by top redfish tournament pros, the 21 LTS sports our patented Rapid Planing System™ transom and MAKO performance fiberglass hull. This gets you on plane fast, increases engine efficiency and increases top-end speed by feeding air-free water directly into the prop. The hull/deck joint is chemically bonded 360° and mechanically fastened every 6" with stainless steel fasteners for a lifetime of durability. And the 21 LTS comes with a MAKO tandem-axle aluminum trailer and a Mercury® outboard—you can optionally power up to 225 horsepower. Backed by the MAKO® Assurance 5+Life—the best factory warranty in the business Minn Kota® Riptide® 24V, 80-lb. (36.29 kg) thrust, 62" (1.57 m) shaft trolling motor w/i-Pilot 2 Power-Pole® Pro Series II 8' (2.44 m) White shallow-water anchors 8" (20.32 cm) hydraulic jack plate Simrad® NSS9 evo2 9" (22.86 cm) chartplotter MFD Custom stainless steel steering wheel w/knob Pro-Air® aeration system for aft baitwell Starboard rod storage organizer & 2 console rod holders 3-bank, 30-amp trolling battery charger Powder-coated rails (Gray or White) Navico® C-MAP Insight™ HD mapping w/1-year subscription to Navico® Genesis™ Edge Standard 2-tone hull in Gulfstream Blue, Onyx Black, Pompano Silver, Seafoam Green, NEW Trigger Gray, Victory Red or Wahoo BlueMás541
Mako Pro Skiff 19 CC Guide Pkg2019A demanda
The MAKO® Pro Skiff 19 CC Guide Package is a spacious, smooth and stable craft that's loaded up with advanced options ready to serve the die-hard guide or hardcore inshore angler. Thanks to our award-winning Advanced Inverted V (AIV) hull with clear water channels and integrated anti-spray design, the Pro Skiff 19 provides brisk acceleration, amazing stability and a smooth, dry ride. With high-density, marine grade upholstery, expansive non-skid decks, two coolers and a 25-gal. baitwell, it's a great bot for both dedicated anglers and fun-loving families. And for your peace of mind, the Pro Skiff 19 is backed by MAKO Assurance 5+Life—the best factory warranty in the business. Backed by the MAKO® Assurance 5+Life—the best factory warranty in the business Advanced Inverted V (AIV) hull w/integrated anti-spray design for a smooth, stable & dry ride Minn Kota® Riptide® Terrova 24V, 80-lb. (36.29 kg) thrust, 54" (1.37 m) shaft trolling motor 2 Power-Pole® Pro Series II 8' (2.44 m) White shallow-water anchors Simrad® GO7 XSE w/TotalScan transducer BayStar™ hydraulic steering Pro-Air® aeration system for aft baitwell 2-bank trolling battery charger 4" (10.16 cm) hydraulic jack plate & smart tabs Tandem-axle trailer w/brakes, custom aluminum wheels w/13" (33.0 cm) tires, spare tire carrier w/matching spare, submersible LED lights & Sure Lube hubsMás44
Tahoe T162019A demanda
We're excited to bring you the all-new TAHOE® T16, the perfect boat for families who want a nimble sport boat but don't want a larger tow vehicle. Its 16' 5" length and 7' 6" beam provide plenty of space inside the cockpit for lounges with molded, gelcoated storage below, as well as a reversible backrest at the bow lounge for comfortable lounging while facing fore or aft. It also features aft swim platforms with a telescoping boarding ladder. Plus, with a package weight of 2,200 lbs., including boat, engine and trailer, the T16 can be towed with a Class 2 or larger hitch behind a mid-sized vehicle. The entire easy-to-own package starts at $15,995 with a Mercury® 60 FourStroke and custom-matched trailer. POWERGLIDE® fiberglass hull w/HYDROSTEP® lifting strakes Gelcoated foam-filled full-length fiberglass stringer system Bow seating w/molded-in storage & reversible backrest for facing fore or aft while lounging Rotomolded console w/acrylic windscreen, multifunction gauge, storage trays, water-resistant toggle switches & 12V outlet In-floor storage 3-across bench seat w/molded-in storage & flip-down seatback w/non-skid surface Aft sunpad w/flip-up cushions & storage below Aft swim platforms w/4-step, telescoping boarding ladder Custom-fit, single-axle trailer powder-coated w/GALVASHIELD® Impact corrosion & chip protectionMás421
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America's Home Cooking: Chocolate
|Episode Description
|Saturday, Dec 1, 2012 - 8:00 AM
Since the time of the ancient Aztecs chocolate has been the ultimate comfort food and guilty pleasure. Now we know that chocolate can actually be good for you! So we asked our viewers to send their favorite chocolate recipes for cakes, cookies, pies, souffles, sauces, brownies, fudge, truffles and mousse. We collected over 120 of these fabulous family treasures into our newest cookbook and then invited several of the people who sent them in to demonstrate in our kitchen. D
Mountain Time
|More America's Home Cooking: Chocolate on IDAHO (MT)
Saturday, Dec 1, 2012 - 8:00 AM
Saturday, Dec 7, 2013 - 8:00 AM

subset: commoncrawl


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What is AAT?
The Art & Architecture Thesaurus (AAT) (r) is a structured vocabulary for generic concepts related to art and architecture. It was developed by The Getty Research Institute to help research institutions become consistent in the terminology they use.Learn More
More Info
Exhibitions (2)
(TRAVELING) Rene Lalique: Enchanted by Glass
Chrysler Museum of Art 2017-09-14 through 2018-01-21
Lalique's fascination with glass as a jeweler and an industrialist is told in this traveling exhibition from the Corning Museum of Glass through the objects that he designed and made. Rene Lalique: Enchanted by Glass documents the stylistic and artistic changes that swept through France during its Third Republic. The exhibition displays glass objects from the end of the 19th century through the 1940s, including rare design drawings, jewelry, medallions, perfume bottles, automobile mascots, tableware, desk and smoking accessories, decorative vases, statuettes, and working molds and models. All objects are from the comprehensive collection of The Corning Museum of Glass. Curated by Kelley Elliott , curatorial assistant of modern glass, with the assistance of Tina Oldknow, curator of modern glass, this traveling exhibition from The Corning Museum of Glass includes approximately 250 objects.
Rene Lalique: Enchanted by Glass
Corning Museum of Glass 2014-05-16 through 2015-01-04
This major exhibition will bring together glass, jewelry, production molds, and design drawings by René Lalique (French, 1860─1945), dating from about 1893 to Lalique's death in 1945. As a successful jeweler Lalique experimented with glass in his designs, which eventually led to a career in which he fully embraced the material. His aesthetic choices in his designs informed the styles of Art Nouveau and Art Deco in France, and the objects he created have become iconic reflections of these periods. Lalique also embraced industrial innovations, like mass production, allowing luxury glass to be placed in more and more households around the world.
Publications (1)
Rene Lalique: Enchanted by Glass (2014) illustrated, p. 7, 252-253 (no. 4); BIB# 139598


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Type Safe Pattern Combinators, by Morten Rhiger
An ingenious set of combinators for expressing pattern matching in a type-safe way. No ADTs required. Opens up the possibility of programming languages where we can declare new binding forms just as we declare new functions. Revolutionary, but may have been hard to publish before Programming Pearls were created---it shows why they are a good idea.
<< Home
Broken link to the PDF. I guess you omitted the http:// when constructing the link with blogger, so it assumed you wanted the link to be relative to your blog.
oh, by "pattern matching" i had in mind "regexps" but it is really "on the way to macros for ML/Haskell" which is (to me) much more interesting. cool!
How does this approach relate to Tullsen's First-Class Patterns? From my brief skim, it would seem this paper relies on continuation-passing style for a full encoding of pattern matching, whereas Tullsen's patterns rely on a monadic encoding. There is a deep connection between the CPS and monads, so I suppose that shouldn't be surprising.Post a Comment
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Hampton Inn & SuitesSeattle Downtown700 - 5th Ave NorthSeattle, WA 98109(206) 282-7700
Click here to make an Online Reservation
The Hampton Inn & Suites Seattle Downtown/Seattle Center is conveniently located in the heart of Queen Anne, one of Seattle's most prestigious neighborhoods. Within a short walk from the hotel, you can visit Seattle's famous attractions such as the world renowned Space Needle, Experience Music Project, and the Pacific Science Center.
Just a few steps from the hotel you can also stroll along Seattle's popular art and entertainment district featuring the Seattle Opera House, Pacific Northwest Ballet, Seattle Repertory and the Intiman Theatre.
For those wanting to be right in the downtown core, we are just a few short blocks from the Seattle monorail that can whisk you to the fashionable shops of downtown and the city's business and financial district.
Opened in 1996, the Hampton Inn & Suites Seattle Downtown/Seattle Center feature 198 deluxe and comfortable guest rooms. We offer choices from King Deluxe to double bedded rooms, ideal for both business and leisure travelers. Our spacious two-room suites are well suited for extended stays and your VIPs.
So give us a try the next time you visit Seattle. Our friendly professional staff are highly trained and dedicated to make your stay most enjoyable.
Hampton Inn & Suites Seattle Downtown/Seattle Center700 5th Ave N. Seattle WA. 98109 · (206) 282-7700 phone · (206) 282-0899 faxwww.hamptoninn-seattle.com


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International Accelerator School for Linear Colliders
19-27 May 2006
Sokendai, Hayama, Japan
Organized by ILC GDE, ICFA Beam Dynamics Panel and the International Linear Collider Steering Committee
The GDE, ICFA Beam Dynamics Panel and the International Linear Collider Steering Committee support and help organize the International Accelerator School for Linear Colliders. The primary focus of the school will be on the International Linear Collider (ILC), but it will also cover multi-TeV colliders, such as the Compact Linear Collider (CLIC). This seminar style school, which is intended for graduate students, postdocs and young researchers, will have homework but no exams or university credit. We welcome applications from physicists who are considering changing their career from experimental physics to accelerator physics. Students from around the globe will be accepted into this first global accelerator school for linear colliders.
- Linear Collider Basics
- Super Conducting & Warm RF Technology
- Beam Dynamics of Collider Linac & Damping Rings
- ILC and its Major Systems
- Detectors and Physics
Important Notes
- Maximum number of students is 80
- Accepted students will receive financial aid including travel (airfare, lodging, meals and local transportation)
- No registration fee
- Deadline for online application: February 15, 2006
More information
- First Announcement - 20 December 2005 (pdf)
- Committees
- Curriculum (pdf)
- Lecturers (pdf)
- Students (pdf)
- Program with links to lecture files NEW
- Homework problems and solutions NEW
2006 Online Application
Application is closed. Applicants will be informed in early March if they are accepted.
Hotel reservation for lecturers and organizers
Linear Collider Physics School 2006
Yoko Hayashi
1-1 Oho, Tsukuba, Ibaraki
305-0801 Japan
email: firstname.lastname@example.com
phone: +81-29-864-5214
fax: +81-29-864-3182
Maps and Transportation
Shonan Village Center
Shonan Village Map
Sokendai - The Graduate University for Advanced Studies
Useful Links and Time Tables


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This being my first entry to this blog, I'm excited to start by introducing my-self, not just because I'm being egocentric, but because by getting my name and thoughts out there, I'm hoping to be able to help writers find representation, learn about the industry and its emerging trends. In order to accomplish that, all a reader has to do is follow my blog. Who knows, a little quid pro quo can go a long way.
The short version of me is that I am an attorney, an author, and a literary agent, who not surprisingly loves to read and write. My reading tastes however are not limited to lengthy tomes of legal jargon. In fact, I am an avid reader of almost anything. If the content is useful, or there's a good story, or if it is interesting in the way that it is written, then I do not discriminate. I know that's a lot of qualifiers, but it's true. An example of something I would never say I enjoy reading about is colonoscopies. Yes, you read that correctly. I'm talking about the art of conducting this intrusive test, to put it mildly, for the purpose of determining the health of one's rectum and internal digestive organs, primarily the colon. However, I have recently read Dave Barry's Column on the subject, and it was so well and cleverly written that in spite of the subject matter, I found my-self chuckling, agreeing, and reading it to the end. Kuddos to Dave Barry! And that is exactly what I'm talking about. Even though his was a column and not a book or novel, it's still the perfect example. The prose and the point of view often trump the subject matter, albeit, not always.
I suppose that this may be a good time to tell everyone the type of submissions that I am currently accepting. In fiction, my passions are romance and cross genre romance; fantasy and non grotesque horror (good plot and well developed characters are the key, you will not woo me with blood and guts). I love everything vampires, especially sexy ones (who doesn't, right?), supernatural, science fiction (hard science is awesome, but if you're a brilliant physicist make sure that there is more than a good scientific breakthrough or idea.) I also want thrillers, suspense, and quality chick lit. For anyone who is wondering what is my definition of 'quality'... lets just say that I don't enjoy books written by wannabe socialites, or socialite has-beens, who ramble like mad people and expect to hold the reader's interest simply because they wrote the book, or because the book had a clever name. The second word in 'chick lit' stands for literature, and I expect just that. For non-fiction I like well done, helpful, and beautifully illustrated or photographed how-to books from wedding planning to bathroom remodeling. I am probably one of the few that will say that I'll consider almost anything about the legal practice and being a lawyer, from how to guides to tales about the practice; and I love a great memoir, if the journey is worth telling. I don't think that I need to spell that one out.
Other things about me. I am easy going and formalities are inconsequential, but I do expect people to follow the basic rules and not waste my time. I work hard, and I take my job seriously. Therefore, I also expect writers to do the same. I am critical and at times may be too honest with my clients. I say it the way I see it, but I do also tell clients what they are doing right. I appreciate talent, and I'm never short on compliments. I'm sort of a hybrid between Simon Cowell and Paula Abdul. The good thing about this is that my clients always know how I really feel about their work, and it's potential. I will not offer to represent anyone who I don't think is marketable and has a marketable product. And if people think I'm tough, so be it. At least they will be happy when I offer to represent them.
If I haven't scared you off yet, and you would like to submit your work for review, send me your query at email@example.com with the first two chapters of your novel. Do not send me queries without a sample of your work. It will just cause more of a delay. Please include your name and the title of your book in the subject line.
Follow me on Twitter at @mcorvisiero
Join my LinkedIn network
Become a friend on facebook
If you seek legal advice contact me at firstname.lastname@example.com or visit CorvisieroLaw. This blog is not intended to serve as legal advice of any kind, nor may it be construed to form a client relationship with the readers.


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From MeritBadgeDotOrg
A Den is a group of six to eight boys, within the pack. The den has two to three den meetings a month between pack meetings. The boys in a den building relationships with leaders and other boys are usually at the same grade level: Tiger Cub (first-graders), Wolf (second-graders), Bear (third-graders), and Webelos (fourth & fifth graders).
The den provides opportunities for activities that would be difficult with a large group. The den also provides leadership opportunities for the Cubs through the Denner program.
A very small pack of six or fewer boys may have only one den. A small pack of 9 - 14 may have a Tiger den, a combined Wolf and Bear den, and a combined Webelos I and II den. A pack of 15 or more should have at least one Tiger den, Wolf den, Bear den, Webelos I den, and Webelos II den. A pack of 50 to 90 will probably have two dens at each level. Packs of 100 or more will typically have at least three dens at each level.
A Den is not like a Patrol
A Cub Scout Den is very different from a Boy Scout Patrol. A den is run by an adult Den Leader with the aid of Assistant Den Leader(s). In Cub Scouts, the Den Leader plans, organizes, and runs den meetings and activities with the help of an Assistant Den Leader, Den Chief, and Denner. The Den Chief is a Boy Scout appointed to help the den. The Denner is a Cub Scout elected by the boys. The Den Leader represents the den at adult Den Leader Meetings.
In contrast, in Boy Scouts, the boys elect a member of their Patrol as their Patrol Leader who plans, organizes, and runs Patrol meetings and activities. The Patrol Leader represents the patrol at boy-led Patrol Leaders' Council meetings.
Webelos Den
A Webelos Den is a type of Cub Scout Den that helps provide the transition from Cub Scouts into Boy Scouts. The boys in a Webelos Den are given more responsibility, but the Webelos Den Leader still plans, organizes, and runs the den meetings and activities. The Webelos Scouts choose their own den name (usually from the list of Boy Scout patrols) and may wear a Boy Scout patrol patch on their uniform in place of the den number patch. The Insignia Guide refers to this insignia as a "Webelos den emblem" and notes that its use is "optional." The Webelos Den may also make their own flag based on the patrol emblem that they have chosen.
|— Cub Scout Leader Book, BSA No. 33221
Key Den Leaders
Each Den should have the following key leaders:
- Tiger Cub Den Leader, Cub Scout Den Leader, or Webelos Den Leader
- Assistant Cub Scout Den Leader or Assistant Webelos Den Leader
- Den Chief - a Boy Scout who assists a Cub Scout Den Leader or a Webelos Den Leader.
- Denner - a Cub Scout or Webelos Scout who is elected to be the temporary youth leader of his den or patrol.
- Cub Scout Pack Organization Chart
Cub Scout Expenses
In one weekend of Popcorn sales or other Fundraising, a Cub Scout can earn enough in his Individual Account for a year of adventures!
- $23 National registration, Boys' Life magazine, and Accident Insurance.
- $20 Program Materials: Tiger, Wolf, Bear, or Webelos book, rank patch, neckerchief, and slide.
- ____ Pack Expenses: Each Scout's fair share of Pack recharter, training, fees, equipment, etc.
- ____ Advancement: Awards, Belt Loops, patches, and more.
- ____ Activities: Pinewood Derby, trips, ball games, camping, and much more.
- ____ Camping: Day Camp, Resident Camp and Family Camping.
- ____ Equipment includes Uniforms, sleeping bags, tents, etc.


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Understanding video recording formats
How to tell your AVCHD from your MPEG
Heads up!Welcome to this article from the Crutchfield archives. Have fun reading it, but be aware that the information may be outdated and links may be broken.
If you plan to shoot video with a camcorder or DSLR, you'll run across an alphabet soup of recording formats, with names like AVCHD and MP4. How do you know which one will work best for your needs? In this article, we'll go over the various ways in which video is processed and stored, as well as the types of memory available.
Built-in flash memory and hard drive storage
Hard drive and flash memory camcorders store videos as data files to a small built-in hard drive or microchip, similar to the way we store files on our computers or MP3 players. These kinds of camcorders come with varying amounts of memory, and their potentially enormous storage capacity is one reason for their increasing popularity. Plus, this kind of memory can be reused thousands of times without degrading.
A quick note on the difference: the advantage of flash memory is that it doesn't have any moving parts, so it's considered more durable than hard drive memory. It's less susceptible to recording errors if the camera is being moved quickly or jerkily. And camcorders with flash memory generally record and access media faster than hard drive camcorders. Given the tiny size of flash memory, these camcorders can be built smaller and lighter, too. Hard drive camcorders are currently available in greater capacities; however, they are becoming harder to find as flash memory's capacity has increased and cost has declined.
Camcorders that use videotape and DVD-based storage can still be found, but they are quickly giving way to the solid-state, file-based media revolution. You can safely assume that flash memory is most manufacturers' storage medium of choice.
Recording to memory cards
Memory cards, a type of removable flash memory, are especially handy when you want to add extra storage capacity to your camcorder. Almost every new camcorder on the market offers some form of memory card compatibility. When you run out of room, you don't have to pick which video segments you'll discard — you can just pop in a new memory card. The most common types of memory cards found in camcorders are SD cards and Memory Sticks®.
A camcorder with a memory card slot might also be a good choice if you're interested in sharing video clips online. These cams make it easy to record video clips and images to the memory card and then pop it into a memory card reader or card slot on your computer. Then you can upload clips to a video-sharing site, like Facebook® or YouTube™, or email them to friends and family. Memory cards are repeatedly re-useable, and with the cost-per-gigabyte of computer storage dropping, you can simply copy your video files to a big hard drive attached to your home computer once you've shot the card full. Then erase the card, and you're ready for re-use.
Safety note: As with your precious family photos or irreplaceable documents, it's a good idea to make another copy of the above-mentioned hard drive from time to time if you wish to have it properly archived. Even better, make a regular schedule for backup and then keep one of the drives in a different humidity and temperature-controlled location. You'll be covered in case one of your devices meets with harm. Cloud storage (the ability to back up your files to servers on the Internet), while a great thing for many kinds of files, is not a good choice for video due to video's large file sizes. The amount of data you'd have to transfer would be unmanageable.
File formats and codecs
The various formats and codecs sound confusing, but they group around a single concept: each is a different way to compress a large video file so it takes up less space when you store it. The most frequently used video codecs for camcorders and DSLRs is MPEG-4. It's a very efficient codec with fantastic image quality that delivers an impressive image-quality to file-size ratio. When you see H.264 and AVCHD listed in a camera's specs, those are sub-families of the MPEG-4 grouping. This codec can be used to compress files up to 4K resolution.
We should not ignore the effect of data rate. Regardless of codec, the total amount of data required per second to construct/reconstruct the video signal has an impact on picture quality. Higher data rate means higher picture quality. This means your memory device — hard disk or flash memory — has to be able to deliver the data rate the codec demands. For this reason, you're seeing faster classes of SD cards and faster hard drives with greater transfer speeds. Even computer video cards have limits on the data rates they can handle. It's important that you have the fastest storage devices you can reasonably afford for good video performance. The latest camcorders are offering significantly higher data rates for their top-quality capture profiles than were prevalent even a couple of years ago.
For more information on what to do with your footage after you've recorded it, check out our article on watching, sharing, and editing your home movies.
Best Sellers in Video Cameras
Sony Handycam® FDR-AX53
4K Ultra HD camcorder with Wi-Fi® and 20X optical zoom
Canon VIXIA HF R80
HD camcorder with 32X optical zoom and Wi-Fi®
Sony Handycam® FDR-AX100
4K/30p Ultra HD camcorder with Wi-Fi® and NFC pairing
Christina from San DiegoPosted on 4/9/2016
Thank you for the information, but I still don't know what extension to use when trying to upload or view my photos/videos. I am not savvy at all when it comes to technology, so I was hoping for a bit more hands-on explanation. :)div>


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Lehman Township's supervisors expressed aggravation at their latest board meeting March 20 about actions taken by the National Park Service in the Delaware Water Gap National Recreation Area, including one earlier this month that appears to have established Community Drive as a one-way street.
Lehman Township's supervisors expressed aggravation at their latest board meeting March 20 about actions taken by the National Park Service in the Delaware Water Gap National Recreation Area, including one earlier this month that appears to have established Community Drive as a one-way street.
Motorists driving northbound to Milford can not turn right off Route 209 onto Community Drive or left going southbound toward Stroudsburg, according to posted signs that show the turn arrow with a slash through it.
Motorists driving southbound seeing a traffic backup no longer can cross Route 209 and use Community Drive as a bypass.
Community Drive falls under the jurisdiction of Middle Smithfield but it has a contract with Lehman for snow clearing. Because Community Drive is not a National Park Service road but leads onto Route 209 in the park, the NPS cannot post a "Do Not Enter" sign. Instead, local officials contend the NPS worked around it with the "no turn" signs.
Lehman Township Board of Supervisors Chairman John Sivick at the supervisors meeting last week said the township never was notified and said he understood Middle Smithfield never was notified in advance.
"Middle Smithfield was not notified in advance of the Park Service placing signage along our road that does not allow access to our road," said Middle Smithfield Board of Supervisors Chairman Annette Atkinson in an email response that she said represents the sentiment jointly held by the three-person board that includes Mike Dwyer and Mitchell Marcus.
A Delaware Water Gap National Recreation Area official claims advance notifications were sent to both townships.
Sivick said Lehman Township sent a letter March 8 and that Middle Smithfield sent one March 15 requesting a meeting with DWGNRA Superintendent John Donahue on the matter.
Kathleen Sandt, public information officer and acting management assistant for the DWGNRA, said her offices received letters from both townships on the above dates but tells it differently.
"Community Drive remains a two-way road," Sandt wrote in an email response. "Drivers may make a right turn onto Community Drive if they are heading northbound on 209. Left turns from the southbound lane are now prohibited."
Now wait a minute: I drove that way last weekend and I saw "no turn" signs for Community Drive on both sides of Route 209. My photographs of both are with this column.
Sandt wrote about the southbound one, "The decision was prompted by the results of a traffic safety study that was completed by the NPS and Federal Highway Administration in 2008-2009. The study recommended that the park take this action to reduce automobile accidents at that location.
"The park held public hearings to gather input from local residents and stakeholders as the study was being conducted and then held a public meeting and issued a news release notifying the public, which includes local township supervisors, of the results of the study and the actions that would be taken to implement it."
Sandt said the Route 209 traffic safety improvement project includes many changes, including major changes to the intersection of Bushkill Falls Road and Route 209.
The National Park Service is installing or replacing 337 signs at a $430,000 cost in the dark brown national park color and other signs, such as stop signs, with the brown color backing. That, frankly, is an attractive addition to the area and better specifies certain locations.
"Installing the 'no left turn' sign was only one item in a comprehensive plan that sought public input from the beginning," wrote Sandt. "The park was also very up front about announcing the results and recommendations to the public through the media and public meetings. Both townships were notified of the traffic safety improvements that would take place and had a chance to weigh in. They are listed as consulting parties in the final document. Incidentally, anyone caught vandalizing the sign (including covering it up with a trash bag) will be cited by rangers."
And if, as Sandt contends, Community Drive "remains a two-way road" and someone does make a right turn going north on Route 209, a road traversing the National Park, after passing the "No Right Turn" sign, will they be cited by the park rangers for an illegal turn? Sandt sent no response to that.
On the south end of Community Drive at River Road , a stop sign remains for cars going southbound.
In the past, the NPS has commented on roads in the area and made it publicly known that it prefers River Road to be a one-way road, pointing how many residents use it as a bypass road through the park to avoid Route 209 traffic.
As for the letters mailed to the NPS in early March by both townships, Sandt writes, "The park responded to those letters and Superintendent (John) Donahue personally delivered a copy of the study to the Middle Smithfield supervisors' office on March 8, which was actually before we received their letter. He spoke directly to Mr. Dwyer (Editor's Note: Dwyer's also the township roadmaster) and at that time offered to meet later that day on one of several dates and times over the following two weeks. No one has responded to his invitation."
Atkinson differed in her email response.
"The township did respond to Mr. Donahue's invitation to meet; our response was to offer alternate dates for the joint meeting between the Park Service, Middle Smithfield Township, Lehman Township and PennDOT." Atkinson wrote.
"In Kathleen's email, she talked of public hearings in 2008 and 2009," Atkinson wrote. "When she says 'Both townships were notified of the traffic safety improvements that would take place and had a chance to weigh in,' she is talking about the public hearings from 2008 and 2009. That was way before Mike and I, or even Mitchell, were around. That is different than receiving a letter saying, 'We'll be putting signs up next week ... etc.' Middle Smithfield Township received no advance notification stating when and where the Park Service would place signs that affect our road. Usually we receive notices a few weeks in advance of anyone putting up signs in the township."
It's not the only issue that has visibly rankled the Lehman supervisors who said they received a letter from the National Park Service office telling them to change the name on one sign for Briscoe Mountain Road and to leave the "e" off Brisco. A google map lists it without an "e."
It might not seem a big deal as the township has been going through readdressing for this year but Sivick pointed out at the March 20 meeting that the township researched the name and found it with an "e."
Sandt differs.
"The road was named after the Brisco family and has always been Brisco until about 15 years ago when the 'e' was inadvertently added," Sandt wrote in her email. "It went essentially unnoticed, but as we are going through the process of installing new signage throughout the park, the mistake was caught and is being corrected. It's editing a typo that managed to persist until people thought it was correct."
What put the friction with the Park Service over the top for Lehman was when the Park Service changed some of the stop signs in the area to the ones compliant with the National Park Service on roads such as Brodhead Road. You can tell the difference, says Supervisor Paul Menditto, because the NPS stop signs are on wooden posts, not the metal ones of the state and municipalities. And the back side of the NPS sign has a brown backing instead of the metallic one.
"We were never told about this. They just took our signs," Sivick said. "I want our signs back — they cost money from our residents' taxes — and I want an apology from the Park Service for their doing this.
"This is a lesson of Big Brother doing what they want," Sivick added.
And, listening to both townships' side of it, not the only one.
The townships supervisors are big on scheduling meetings to iron out things, and it could be a good time for all sides to sit together now to talk it out.
Stay tuned. There could be a lot more to come on this.
In other news, East Stroudsburg North Little League continues to prepare for its April 20 opening day that starts at 9 a.m. and got a boost recently from Home Depot that contributed dugouts at Middle Smithfield Elementary for the girls softball program that will be built with the help of league volunteers. Home Depot also has helped the concession stand upgrade at Resica Field with appliances as well as paint and material. "Home Depot has been a big help for us for this year," said league President Raquel Barbera.
The league meets 7 p.m. on the second Friday of reach month and moved the meetings to more centrally located Middle Smithfield Township building. The next meeting is April 12.


text: Forage Insurance Sign-up Deadline in July July 9, 2014 04:22 AM Tweet © Wyatt Bechtel TAGS: Marketing, Overseas December 18, 2014 By University News Release Email In spite of recent rains, livestock producers may be considering adding a layer of protection against drought loss on annual forage crops, and the deadline to sign up for that insurance is approaching, according to a Texas A&M AgriLife Extension Service specialist. The Rainfall Index – Annual Forage Insurance plan, referred to as RI-AF, is a risk policy designed to provide livestock producers the ability to buy protection against losses due to a lack of moisture, said DeDe Jones, AgriLife Extension risk management specialist in Amarillo. The sign-up deadline for RI-AF is July 15 for the fall growing season – Sept. 1, 2014-March 31, 2015, and Dec. 15 for the spring season – March 1-Sept. 30, 2015. All premium payments are due by Aug. 30, 2015. Jones said RI-AF is similar to Pasture Range and Forage Insurance, or PRF insurance, but the difference lies in the type of commodity covered. PRF covers perennial grasses such as pasture and hay, while RI-AF is strictly for annual forage crops, including but not limited to: winter small grains, such as wheat, oats, rye and triticale, and spring plantings such as sudan, haygrazer and millet. Under both insurance plans, payment is not determined by individual damages, but rather area losses based on a grid system, she said. A major difference between the two policies is that PRF allows producers to insure only a portion of their acreage, but RI-AF requires coverage on all certified acres not intended for grain production. Producers must also choose a maximum of threetwo-month intervals per growing season per year, Jones said. Insured acres are then spread between time periods, with no more than 40 percent of the acres placed in any interval. Coverage levels between 70 and 90 percent are available, she said. Once coverage is selected, the producer chooses a productivity factor between 60 and 150 percent. The productivity factor is a percentage of the established county base value for annual forage. Base value is a standard rate published by the Risk Management Agency for each county. The Rainfall Index determines RI-AF coverage, Jones said. This model uses National Oceanic and Atmospheric Climate Prediction Center data and a 12-by-12-mile grid system. Indemnities are calculated based on the deviation from normal precipitation within a grid for a specific period selected. Source: Texas A&M AgriLife Extension Service Back to news


text: Why is this on TOWERTALK? Subject: Re: [TowerTalk] [CQ-Contest] NAQP CW + Skimmer From: "Dave Hachadorian" <k6ll at arrl.net> Reply-to: Dave Hachadorian <k6ll at arrl.net> Date: Thu, 23 Dec 2010 10:25:54 -0700 The rule is now LESS clear because Skimmer is mentioned. Is Skimmer allowed in broadband mode (to find EVERY CQ'ing station, on EVERY band), or only narrowband mode (used only as a single-signal code reader)? If you allow broadband mode, the entire nature of the contest changes. My suggestion would be to return to the original rule, and add: "Broadband code readers (> 3 KHz input bandwidth) are not allowed. NCJ is not the only contest sponsor struggling with Skimmer issues. The Stew Perry 160 contest just went through a last-minute re-write of the rules addressing "Skimmer-like devices." Dave Hachadorian, K6LL Yuma, AZ -----Original Message----- From: Aldewey at aol.com Sent: Thursday, December 23, 2010 9:38 AM To: cq-contest at contesting.com Subject: Re: [CQ-Contest] NAQP CW + Skimmer I would like to take this opportunity to make a few comments on this subject on behalf of NCJ. When multi-channel band decoders for CW started to show up several years ago, there were strong feelings on both sides of this issue. Some felt strongly that, as long as there was no assistance from any source outside the station , including the Internet and packet cluster of course, than it should be treated like any other technological advance. Others felt that is it indistinguishable from packet spotting assistance and even, perhaps, superior to it. Although NCJ does not have an official "Contest Committee", issues related to the NCJ contests are discussed among all the NCJ contest managers. Often, input is solicited from others also. Final decisions rest with the Contest Manager for each of the 6 contests we sponsor. For the Sprints, it was obvious that the allowing the use of multi-channel band decoders made no sense because of the QSY rule. It really came down to being an issue for the CW NAQP. We decided to allow it in the Single Operator Class as long as there was no connection via the internet or any other outside source. In 2009, the NAQP rule was changed to state: "Technological methods of copying the information in the contest exchange are permitted as long as they are entirely contained within the station." This rule was intended to allow technologies like CW Skimmer as long as they were self contained within the station. It has been in place for two years. Ironically, because we did NOT get any feedback on this, we began to suspect that they rule was unclear. Did some people, perhaps, think this was referring to MASTERDAT and Contest Exchange Data bases? So, for 2011, we change the rule to state: "Technological methods of copying the information in the contest exchange (e.g. CW Skimmer, Code Readers, etc.) are permitted as long as all components are entirely contained within the station." So we have not CHANGED the rule - we have only CLARIFIED it. Also, we understand the danger of identifying a specific tool such as CW Skimmer in the rules but, at this point in time, this is what contesters are aware of. This is why we identified it as an example. As new technologies arrive, this will have to be revisited. The fact that adding CW Skimmer as an example rather than just using the words "technological methods" sort of proves this point. I realize that this is a very sensitive subject. In fact, I cover this topic in a little more detail in my editorial for the Jan/Feb , 2011 issue of NCJ. I also realize that this will not make everyone happy. Personally, I do not plan to use CW Skimmer myself in NAQP as I enjoy the challenge of finding the multipliers myself. 73, Al, K0AD In a message dated 12/23/2010 6:47:48 A.M. Central Standard Time, k1ttt at verizon.net writes: that just goes to prove my point that brand names should be avoided. CW Skimmer is well known for generating spotting information so many people see that name and assume that is its only purpose. but it also makes a nice audio passband code reader. In this case it is lumped in with 'code readers' for copy 'exchange information', after specifically excluding all sources of spotting information... so 'obviously' the writer of the rule change understands that it can be used just as a code reader and wants to allow that while excluding the user from decoding a whole band for spotting purposes. While this is an improvement over other ways of writing the rule, it would still be better to leave off that brand name software and just state that audio bandwidth code readers are ok for making contacts. Dec 23, 2010 06:44:53 AM, daven2nl at gmail.com wrote: I normally bite my tongue when these discussions come up, however I'm quite surprised and even more disappointed at the apparent rule change in the NAQP that allows local CW Skimmer usage by single operators. I am curious how this rule change came about - was there any previous discussion? Does NCJ even have a contest committee? Granted, I may not currently have a dog in this fight since I am currently stationed overseas, however the NAQP has always been a favorite contest of mine, and I was fortunate to have had a measure of success over the past decade of participating in the CW event. I most certainly was planning on participating competitively again upon reassignment stateside. With some prior knowledge of the NAQP, the way I see it, there are three basic requirements for a top finish in this event: (1) A favorable geographical location with good propagation (I.E West Coast in January; W9 and W4 in August). (2) A relatively good station, preferably SO2R capable. (3) The skill set required to effectively S&P and operate SO2R while maintaining rate, with an understanding of propagation. Perennial top ops such as W9RE, N2IC, KL9A, and N6MJ usually rack up anywhere from 200-400 QSOs through effective SO2R technique, which separates them from the rest. This is a true showing of skill and operator prowess. By adding a local skimmer, much of (3) is negated. In a minute or two, the CW Skimmer user can see *every station CQing on every band*. Every band opening. Every multiplier is shown. Sure - Skimmer picks up a lot of garbage, but it is easy to know that W0BH is in Kansas and my skimmer sees him on 10m where I need the state for a mult. It does not matter how good W9RE or N2IC is at skill set (3) above, because the computerized 2nd op of the CW Skimmer user will find it first in almost every instance. As a result, this rule change has serious implications which puts it separate from other contesting advances the Skimmer proponent uses as a defense. CW memory keyers and computer logging does not find QSOs for you. CW Skimmer does. With the elimination of (3) above, is there really any point in competing anyway? Sure - there are still some skills required, such as timing with SO2R, but the unscrupulous op only needs to blast away without an interlock. Again, I am disappointed that this change came about without even consulting with the perennial top finishers who have operated this contest for years. In my opinion, the change should have been the addition of an "unlimited" category, which allows single operators to use packet, a local skimmer, or the Reverse Beacon Network. There are no certificates issued for this contest, so I don't believe a new category would cause much heartache for the sponsors. I still fail to understand the psyche that seemingly portrays "Assisted" category participants in a negative light. This psyche leads people to either lie that they were unassisted, or try to force feed these game changing rules into the "One man and his radio" historical Single Operator Category. 73, Dave KH2/N2NL


text:
In my job as the assignment editor at the Northwest Florida Daily News, I get a fair amount of calls.
In my job as the assignment editor at the Northwest Florida Daily News, I get a fair amount of calls.
I could use more.
In 2013, I hope more people call with fun or touching stories about their friends and neighbors. I want to hear more about amazing animals and interesting, quirky people.I want to hear about public servants who go above and beyond and folks who chart an unusual course through life.
Every person has a story and I want to tell as many as possible in the next 12 months.
Unfortunately, too many of the calls I get are about disputes between individuals and businesses, or employees and employers. Those are the ones I can�t do much about.
Several times a week someone calls me about a business that sold a bad car or a defective washing machine or promised a service that wasn�t delivered. Or they are angry at judges, law enforcement officers, ex-spouses or landlords, and they call the newspaper because they don�t know who else to call. They feel angry, cheated and powerless.
I understand. It seems we never outgrow our need to tell on somebody who does us wrong.
As adults, we don�t have many outlets. We can complain to our friends and family members. We can contact the Better Business Bureau, which may at some point help others from feeling our pain. We can write letters of complaint or post our grumblings on Facebook.
But despite the psychic and financial injustice of it all, I can�t help you.
I�m sorry, I�m sorry, I�m sorry � we cannot write about the vast majority of those disagreements.
There�s one more category that doesn�t quite fit into our daily news cycle.
At least once a month, I get calls about a local resident turning 100. We are simply living longer.
That�s a story I wish we could do, but it happens too often to warrant a story each time.
Naturally, callers disagree with my decisions. They argue or they call repeatedly.
I try to be patient.
And when the phone rings, I continue to hope for the best. It�s like gambling, really � plunging your hand into murky water and hoping to find a gold coin.
Be my gold coin in 2013! Call 315-4478 or email me at firstname.lastname@example.com when you see or hear something fun.
Here�s to a great New Year!
Contact Daily News Staff Writer Wendy Victora at 850-315-4478 or email@example.com. Follow her on Twitter @WendyVnwfdn


text:
A roundup of new proposed Crew logos as designed by fans not named Justin Bell
Justin Bell's 28 in 28 project has been really fun to follow as a fan of both the Crew and the city of Columbus. From the start, we've wanted this project to be more than just Bell's work, though. Each of Bell's posts at massivecityffc.com have included a call to fellow designers (amateur or otherwise) to submit designs for their own mock-ups. We got a single submission the first week of 28 in 28, but since then the designs have steadily trickled in to ye ol' email inbox. Presented herein are the designs we've received so far, along with any explanations included by the designer.
To submit your own design, email Justin at email@example.com.
FIRST SUBMISSION: Darin Carr, @settingthetable
Carr says:Well, after lots of thought and frustration on how this came along, I have a submission for your "28 in 28." I won't say it's truly original, and it's derivative of many great concepts but then again aren't most soccer club logos/crests anyway? :) On BigSoccer I had a design discussion post on why the Crew's redesign had to be somewhat generic due to the myriad of things about Columbus that make it tough to be represented in a single crest. I'm not from Columbus and don't know all the things about the city other than what I learn from you guys from Massive Report. For my logo idea I used Bayern Munich as one inspiration. Many Bundesliga crests are generic in nature to the untrained eye, yet have subtle meaning. The center of Bayern Munich's crest is from the flag of Bavaria, the state Munich is in. Even though Bayern is considered a national club, it has simple references to its city and state. With that I created the logo attached. Basic items: When you desaturate the Ohio state flag it resembles what I have in the center of the redesigned crest with the dark triangle and gray and white stripes. The year of the club's first season in MLS (96) is in the center of the flag circle. There are small hard hat icons in the outer circle that act as separators between "Columbus Crew" and "Soccer Club." At large formats the hard hats would be clearly visible and are a subtle tribute to the Crew's origins, yet at smaller treatments they simply look like basic shapes as seen on my shirt example. The overall generic nature, like Bundesliga crests, give a nod to the German influence in Columbus. My design abilities are nowhere close to your talents, and at times I struggled and almost decided to give up. But this came around eventually and met most of what I was going after. SECOND SUBMISSION: "The Wrecking Buckyball of Ohio" by Dawn Eos
Dawn writes:More of a rough draft than a fully realized logo -- a more representative (and more interesting?) font should be substituted for Futura Condensed Extra Bold; the crane is probably too abstract; there would seem to be scope for additional ornamentation (perhaps a sublimated brick wall pattern, suggesting a target for the wrecking ball?). On another hand: it does do the job of identifying the Columbus Crew soccer club with a minimum of fuss. (Yes, the Telstar buckyball is a cliché, but the thing is, clichés work. And better the buckyball than another FC-ing FC.) THIRD SUBMISSION: Larry Johnson, @HelltownBeer


text:
/usr/bin/ld: final link failed: No space left on device is the error coming when I'm trying to complie Open Source code project
I have about 7GB free space over the Disk so I think that cannot be the cause of the issue.
I have read some where, that if source file is too big the linker error like this can be encountered; this can be true because source file is really huge. If the linker is giving an error due to file size then what can be done to solve the problem.


text:
Red Gill Mega Vibe Swimbait Lures - Sunset
Red Gill Mega Vibe Swimbait Lures - Sunset
Available in 1 size:
Available in 1 size:
150mm / 6" length,
2 lures per pack.
Includes 2 Hooks.
The new Red Gill Mega Vibe Lures are super tough, ultra realistic, technically advanced swim baits perfect for large predatory fish. Grooved body for maximum vibration. Paddle tail with ball bearing rattle inside. Injected with Factor A (Aniseed) strike stimulant proven to induce more takes. Fitted with Mustad 6/0 32786 hooks.


text:
Altova announced the availability of Version 2011 Release 3 of MissionKit, its integrated suite of XML, database, and UML tools. This release is built with new functionality for creating digital signatures for XML documents across multiple MissionKit tools, through support for XML Signature as defined by the W3C.
Other important new features include native support for mapping HIPAA 5010 transactions in the company's own MapForce product, a brand new PXF file format to enable Portable XML Forms in XMLSpy, StyleVision, and Authentic — all of which are ®-branded products.
"The huge increase in the digital exchange of data has been accompanied by increasing calls from our users to add support for embedded security features such as XML digital signatures to our tool suite. By adding support for XML Signature to several of our MissionKit tools, we've made it easy for users to both assign and verify digital signatures associated with XML-based file types," said Alexander Falk, president and CEO for Altova.
"We are also very excited to announce a new, revolutionary file format for sharing interactive Authentic eForms, which can be viewed and edited in the free Authentic Community Edition. The PXF is a first in the industry: a truly portable XML form that allows business users to easily update and share data in valid XML documents. We have plans to implement PXF here at Altova to facilitate business data exchange and look forward to hearing about solutions our customers implement with this powerful new functionality," added Falk.


text:
Cyntoia Brown
-- Craig Kielburger
http://www.twitter.com/ CyntoiaBrown
Seeking Changes in the irrational and illogical Juvenile sentencing laws, we developed the One Child at a Time Network. One Child will highlight, Advocate and Campaign for the end of life without Parole for all Juvenile Defendants, seek the abolishment of Juveniles tried in Adult Court rooms and fight for recognition of the benefits of Rehabilative methods rather than Retributive.
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text:
Bombardier Dash 8
|Dash 8
|Flybe Q400
|Turboprop airliner
|de Havilland Canada
Bombardier Aerospace
|First flight
|June 20, 1983
|1984 with NorOntair
|In production, in service
|Primary users
Horizon Air
|Number built
|1169 (as of September 30, 2015)[1]
|Unit cost
100 US$13 million
Q200 US$13 million
Q300 US$17 million
Q400 US$35 million[2]
|Developed from
|de Havilland Canada Dash 7
The Bombardier Dash 8 or Q-Series, previously known as the de Havilland Canada Dash 8 or DHC-8, is a series of twin-engined, medium range, turboprop airliners. Introduced by de Havilland Canada (DHC) in 1984, they are now produced by Bombardier Aerospace. Over 1,000 Dash 8s of all models have been built,[3] with Bombardier forecasting a total production run of 1,192 aircraft of all variants through to 2016.[4]
The Dash 8 was developed from the de Havilland Canada Dash 7, which featured extreme short take-off and landing (STOL) performance. With the Dash 8, DHC focused on improving cruise performance and lowering operational costs. The engine chosen was the Pratt & Whitney Canada PW100. The aircraft has been delivered in four series. The Series 100 has a maximum capacity of 39, the Series 200 has the same capacity but offers more powerful engines, the Series 300 is a stretched, 50-seat version, and the Series 400 is further stretched to 78 passengers. Models delivered after 1997 have cabin noise suppression and are designated with the prefix "Q".[5] Production of the Series 100 ceased in 2005, and the Q200 and Q300 in 2009.
- 1 Design and development
- 2 Operational history
- 3 Variants
- 4 Operators
- 5 Q400 latest orders
- 6 Orders and deliveries
- 7 Incidents and accidents
- 8 Specifications
- 9 See also
- 10 References
- 11 External links
Design and development
In the 1970s, de Havilland Canada had invested heavily in its Dash 7 project, concentrating on STOL and short-field performance, the company's traditional area of expertise. Using four medium-power engines with large four-bladed propellers resulted in comparatively lower noise levels which, combined with its excellent STOL characteristics, made the Dash 7 suitable for operating from small in-city airports, a market DHC felt would be compelling. However, only a handful of air carriers employed the Dash 7, as most regional airlines were more interested in operational costs than short-field performance.
In 1980, de Havilland responded by dropping the short-field performance requirement and adapting the basic Dash 7 layout to use only two, more powerful engines. Its favoured engine supplier, Pratt & Whitney Canada, developed the new PW100 series engines for the role, more than doubling the power from its PT6. Originally designated the PT7A-2R engine, it later became the PW120. When the Dash 8 rolled out on April 19, 1983, more than 3,800 hours of testing had been accumulated over two years on five PW100 series test engines. Certification of the PW120 followed in late 1983.[6]
Distinguishing features of the Dash 8 design are the large T-tail intended to keep the tail free of prop wash during takeoff, a very high aspect ratio wing, the elongated engine nacelles also holding the rearward-folding landing gear, and the pointed nose profile. First flight was on June 20, 1983, and the airliner entered service in 1984 with NorOntair. In 1984, Piedmont Airlines, formerly Henson Airlines, was the first US customer for the Dash 8.
The Dash 8 design has better cruise performance than the Dash 7, is less expensive to operate and much less expensive to maintain, due largely to having only two engines. The Dash 8 has the lowest cost per passenger mile of any regional airliner of the era.[when?] It is a little noisier than the Dash 7 and cannot match the STOL performance of its earlier DHC forebears, although it is still able to operate from small airports with 3,000 ft (910 m) runways, compared to the 2,200 ft (670 m) required by a fully laden Dash 7.
In April 2008, Bombardier announced that production of the classic versions (Series 100, 200, 300) would be ended, leaving the Series 400 as the only Dash 8 still in production. A total of 671 Dash 8 classics were produced, the last one delivered to Air Nelson in May 2008.[7]
Bombardier proposed development of a 90-seat stretch of the Q400 with two plug-in segments, called the Q400X project, in 2007.[8] In response to this project, as of November 2007[update], ATR was studying a 90-seat stretch.[9]
In June 2009, Bombardier commercial aircraft president Gary Scott indicated that the Q400X will be "definitely part of our future" for possible introduction in 2013–14, although he has not detailed the size of the proposed version or committed to an introduction date.[10]
As of July 2010, Bombardier's vice president, Phillipe Poutissou made comments explaining the company was still studying the prospects of designing the Q400X and talking with potential customers. At the time, Bombardier was not as committed to the Q400X as it had been previously.[11] As of May 2011, Bombardier was still strongly committed to the stretch, but envisioned it as more likely as a 2015 or later launch, complicating launch date matters were new powerplants to come online in 2016 from GE and PWC.[12] As of February 2012, Bombardier was still studying the issue, however as of 2011, launch date is no longer targeted for the 2014 range. At least a three-year delay was envisioned.[13]
In October 2012, a joint development deal with a government-led South Korean consortium was revealed, to develop a 90-seater turboprop regional airliner, targeting a 2019 launch date. The consortium would include Korea Aerospace Industries and Korean Air Lines.[14]
Operational history
The Dash 8 was introduced at a particularly advantageous time; most airlines were in the process of adding new aircraft to their fleets as the airline industry expanded greatly in the 1980s. The older generation of regional airliners from the 1950s and 1960s were nearing retirement, leading to high sales figures. De Havilland Canada was unable to meet the demand with sufficient production.
In 1988, Boeing bought the company in a bid to improve production at DHC's Downsview Airport plants, as well as better position itself to compete for a new Air Canada order for large intercontinental airliners.[citation needed] Air Canada was a Crown corporation at the time, and both Boeing and Airbus were competing heavily via political channels for the contract. It was eventually won by Airbus, which received an order for 34 A320 aircraft in a highly controversial move. The allegations of bribery are today known as the Airbus affair. Following its failure in the competition,[citation needed] Boeing immediately put de Havilland Canada up for sale. The company was eventually purchased by Bombardier in 1992.
All Dash 8s delivered from the second quarter of 1996 (including all Series 400s) include the Active Noise and Vibration Suppression (ANVS) system designed to reduce cabin noise and vibration levels to nearly those of jet airliners. To emphasize their quietness, Bombardier renamed the Dash 8 models as the Q-Series turboprops (Q200, Q300 and Q400).[5]
The Dash 8–100 is no longer in production, with the last Dash 8–102 built in 2005. Production of the Q200 and Q300 ceased in May 2009.[15]
Regional jet competition
The introduction of the regional jet altered the sales picture. Although more expensive than turboprops, regional jets allow airlines to operate passenger services on routes not suitable for turboprops. Turboprop aircraft have lower fuel consumption and can operate from shorter runways than regional jets, but have higher engine maintenance costs, shorter ranges and lower cruising speeds.[16]
The market for new aircraft to replace existing turboprops once again grew in the mid-1990s, and DHC responded with the improved "Series 400" design.
When world oil prices drove up short-haul airfares in 2006, an increasing number of airlines that had bought regional jets began to reassess turboprop regional airliners, which use about 30–60% less fuel than regional jets. Although the market does not appear to be as robust as in the 1980s when the first Dash 8s were introduced, 2007 saw increased sales of the only two 40+ seat regional turboprops still in western production, Bombardier's Q400 and its competitor, the ATR series of 50–70 seat turboprops. The Q400 has a cruising speed close to that of most regional jets, and its mature engines and systems require less frequent maintenance, reducing its disadvantage.[17]
According to Bombardier marketing, the aircraft breaks even with about 1/3 of its seats filled (or 1/4 with more closely spaced seats), making it particularly attractive on routes with varying passenger numbers where many seats would be empty on some flights. For example, Island Air in Hawaii calculated that the use of a 50-seat Regional Jet would break even at 45 passenger seats compared to the Q400's 35–36 seats (around 55% breakeven load factor). Most short-haul routes are less than 350 miles (500 km), so the time spent on taxiing, takeoff and landing virtually eliminates a competing jet's speed advantage. As the Q400's 360 knot (414 mph, 667 km/h) cruise speed approaches jet speeds, short-haul airlines can usually replace a regional jet with a Q400 without changing their gate-to-gate schedules.[18]
Bombardier has singled out the Q400 for more aggressive marketing, launching a website centered around the aircraft.[19] The aircraft is also being considered for a further stretched version (currently designated Q400X) to compete in the 90-seat market range.[20] Bombardier commercial aircraft president Gary Scott has affirmed that 2013–2014 is "the sort of time period we're looking at today" for offering a stretched version of the Q400 turboprop.[21]
Series 100
- DHC-8-100 series
- Original 37–39 passenger version that entered service in 1984. The original engine was the PW120A (CAA validated on December 13, 1985); later units used the PW121 (CAA validated on February 22, 1990). Rated engine power is 1,800 shp (1,340 kW).
- 1984 variant powered by either two PW120 or PW120A engines and a 33,000 lb (15,000 kg) takeoff weight.
- 1986 variant powered by either two PW120A or PW121 engines and a 34,500 lb (15,650 kg) takeoff weight.
- 1987 variant powered by two PW121 engines and a 34,500 lb (15,650 kg) takeoff weight (can be modified for a 35,200 lb [15,950 kg] take-off weight)
- 1990 variant powered by two PW120A engines with revised Heath Tecna interior.
- 1992 variant powered by two PW121 engines and a 36,300 lb (16,450 kg) takeoff weight.
- Two aircraft for Maritime Pollution Surveillance, operated by Transport Canada, equipped with the MSS 6000 Surveillance system.[22]
- Military transport version for the Canadian Forces in Europe.
- Military navigation training version for the Canadian Forces. Used to train Canadian and allied nation's ACSOs and AESOPs [23]
- E-9A Widget
- A United States Air Force range control aircraft equipped with AN/APS-143(V)-1 radar that operates out of Tyndall AFB, Florida to ensure that the overwater military ranges in the Gulf of Mexico are clear of civilian boats and aircraft during live fire tests of air-launched missiles and other hazardous military activities. Two aircraft are assigned to the 82d Aerial Targets Squadron for the support of training missions.[24] An E-9 can detect a person in a life raft in the water up to 25 miles away.[25]
Series 200
- DHC-8-200 Series
- Series 100 airframe with more powerful Pratt & Whitney Canada PW123 engines (rated at 2,150 shp or 1,600 kW) for improved performance also capable of carrying 37 to 39 passengers.
- 1995 variant powered by two PW123C engines.
- 1995 variant powered by two PW123D engines.
- Version of the DHC-8-200 with the ANVS system.
Series 300
- DHC-8-300 Series
- Stretched 3.43 metres (11.3 ft) over the Series 100/200, a 50–56 passenger version that entered service in 1989. The Q300 is powered by the Pratt & Whitney PW123 or PW123B or PW123E, rated at 2,380–2,500 shp or 1,774–1,864 kW.
- 1989 variant powered by two PW123 engines
- 1990 variant powered by two PW123A engines with revised Heath Tecna interior. In addition, the landing gear design changed to a slightly swept back design intended to prevent tail strikes.[citation needed]
- 1992 variant powered by two PW123B engines
- 1995 variant powered by two PW123E engines
- Version of the DHC-8-300 with increased payload.
- Version of the DHC-8-300 with the ANVS system.
- Upgraded variant with L3 for maritime surveillance platform.
Series 400
- 1999 variant with a maximum of 68 passengers.
- 1999 variant with a maximum of 70 passengers.
- 1999 variant with a maximum of 78 passengers.
- Stretched and improved 70–78 passenger version that entered service in 2000. Its 360 knot (667 km/h) cruise speed is 60–90 knots (111–166 km/h) higher than its competitors/predecessors. Powered by PW150A engines rated at 5,071 shp (3,781 kW) at maximum power (4,850 shp or 3,620 kW maximum continuous rated). The maximum operating altitude is 25,000 ft (7,600 m) for the standard version, although a version with drop-down oxygen masks is offered, which increases maximum operating altitude to 27,000 ft (8,200 m). All Q400s include the ANVS system.
- Q400NextGen
- Version of the Q400 with updated cabins, lighting, windows, overhead bins, landing gear, as well as reduced fuel and maintenance costs. Extra Capacity variant with a maximum of 86 passengers.[26]
- 2 Q400 adapted to the water bombing role by Cascade Aerospace for the French Sécurité Civile.[27] The tanker mode can carry 2,600 U.S. gallons of retardant, foam or water and travel at 340 knots.
- 2007 converted for use as a maritime patrol aircraft.
- 2008 converted pallet freighter variant with a payload of 9000 kg.
- Cargo combi. Seats 50 passengers plus 8200 lbs of payload. First delivery in 2015.
Q400 latest orders
|18 June 2013
|Arik Air
|4 October 2013
|19 November 2013
|Nok Air
|Launch customer for high-density 86 seat variation.
|18 December 2013
|Air Côte d'Ivoire
|3 February 2014
|Lessor Palma Holding Limited
|9 February 2014
|Falcon Aviation Services
|27 March 2014
|Converted options for WestJet Encore.
|31 March 2014
|Nok Air
|Converted 2 options from original order on 19 November 2013.
|31 March 2014
|Island Air
|23 April 2014
|Abu Dhabi Aviation
|8 July 2014
|Qazaq Air
|15 July 2014
|Horizon Air
|Retains 7 options.
|16 July 2014
|Nok Air
|Converts Two Q400 NextGen Aircraft Purchase Rights to Firm Order. BBD Press Release.[28]
|29 July 2014
|Converted options for WestJet Encore.
|30 July 2014
|Ryukyu Air Commuter
|Launch customer for cargo-combi variant.[29]
|10 November 2014
|Falcon Aviation Services
|BBD Press Release.[30]
|31 December 2014
|BBD Press Release.[31]
|22 January 2015
|Horizon Air
|Converted 2 options to firm order. Bombardier Press Release.[32]
|2 February 2015
|Jazz Air
|Launch New Extended Service Program for Dash 8–300. Bombardier Press Release.[33]
|12 February 2015
|17 March 2015
|Lessor Palma Holding Limited
|Leased to RwandAir. Bombardier Press Release.[35]
|13 April 2015
|Air Côte d'Ivoire
|Bombardier Press Release.[36]
|15 June 2015
|WestJet Encore
|Converted options[37]
|29 December 2015
|Ethiopian Airlines
|Bombardier Press Release.[38]
Orders and deliveries
|Model Series
|Series 100
|Series 200
|Series 300
|Series 400
|Grand Total
Program Status Report – Q-Series aircraft, September 30, 2015[1]
Incidents and accidents
Notable accidents
- April 15, 1988: Horizon Air Flight 2658, operated by DHC-8-102 N819PH suffered an engine fire on climb-out from Seattle/Tacoma International Airport. An emergency landing was made but the aircraft struck equipment on the ground before crashing into two jetways. N819PH was destroyed by fire; there were no fatalities.[39]
- November 21, 1990: a Bangkok Airways DHC-8-103 crashed on Koh Samui while attempting to land in heavy rain and high winds. All 38 people on board died.[40]
- January 6, 1993: Lufthansa Cityline Flight 5634 crashed short of the runway near Paris-Charles de Gaulle Airport, France. Four of the 23 passengers and crew died.[41]
- June 9, 1995: Ansett New Zealand Flight 703, a Dash 8–102 flying from Auckland Airport to Palmerston North crashed on the western slopes of the Tararua Ranges and 16 km east of Palmerston North Airport during an instrument approach in inclement weather; four occupants died.
- February 12, 2009: Colgan Air Flight 3407 a Q400, from Newark Liberty International Airport to Buffalo Niagara International Airport, stalled and crashed into a house in Clarence Center, New York, while preparing to land at the airport. All 49 people on board, including four crew (and one off duty pilot), in addition to one person on the ground, died. Two other people on the ground received minor injuries. The National Transportation Safety Board determined that the aircraft had no known mechanical or computer malfunctions (including the auto-pilot), and pilot error, including a "startle and confusion" response by the captain, was the primary contributor to the accident.[42][43][44][45]
- November 23, 2009: a DHC-8-200, being operated on behalf of United States Africa Command, made an emergency landing at Tarakigné, Mali and was substantially damaged when the undercarriage collapsed and the starboard wing was ripped off. The incident was caused by the aircraft running out of fuel 29 seconds prior to the forced landing. The captain had opted not to refuel at the previous departure airport.[46]
- October 13, 2011: an Airlines PNG Dash 8–102, registration P2-MCJ, crashed about 20 km (12 mi) south of Madang in Papua New Guinea while en route from Lae with 32 people on board. The aircraft subsequently ignited, resulting in 28 deaths. Both pilots, as well as a flight attendant and a passenger, survived. Following the accident, Airlines PNG grounded its fleet of 12 Dash 8 aircraft. The crash was determined to be caused by pilot error.[47][48]
- April 9, 2012: Air Tanzania Dash 8 5H-MWG was written off at Kigoma Airport, Tanzania in an aborted take off. All 39 people on board survived.[49]
- On 30 September 2015, Luxair Flight 9562, operating a Bombardier Q400 LX-LGH, made a wheels-up landing at Saarbrücken Airport. The aircraft was severely damaged.[50]
Major landing gear incidents
In September 2007, two separate incidents of similar landing gear failures occurred within four days of each other on SAS Dash 8-Q400 aircraft. A third incident occurred in October 2007, leading to the withdrawal of the type from the airline's fleet.
On September 9, 2007 the crew of Scandinavian Airlines (SAS) Flight 1209, en route from Copenhagen to Aalborg, reported problems with the locking mechanism of the right side landing gear, and Aalborg Airport was prepared for an emergency landing. Shortly after touchdown the right main gear collapsed and the airliner skidded off the runway while fragments of the right propeller shot against the cabin and the right engine caught fire. Of 69 passengers and four crew on board, 11 were sent to hospital, five with minor injuries.[51][52][53] The accident was filmed by a local news channel (TV2-Nord) and broadcast live on national television.
Three days later on September 12, Scandinavian Airlines Flight 2748 from Copenhagen to Palanga had a similar problem with the landing gear, forcing the aircraft to land in Vilnius international airport (Lithuania). No passengers or crew were injured.[54] Immediately after this incident SAS grounded all 33 Q400 airliners in its fleet and, a few hours later, Bombardier recommended that all Q400s with more than 10,000 flights be grounded until further notice.[55] This affected about 60 aircraft, out of 140 Q400s then in service.
On October 27, 2007, Scandinavian Airlines Flight 2867 en route from Bergen to Copenhagen had severe problems with the landing gear during landing in Kastrup Airport. The right wing gear did not deploy properly (or partially), and the aircraft skidded off the runway in a controlled emergency landing. The Q400 was carrying 38 passengers, two infants and four crew members on board. No injuries were reported.[56][57] The next day, SAS permanently removed its entire Dash 8 Q400 fleet from service.[58] In a press release on October 28, 2007, the company's president said: "Confidence in the Q400 has diminished considerably and our customers are becoming increasingly doubtful about flying in this type of aircraft. Accordingly, with the Board of Directors' approval, I have decided to immediately remove Dash 8 Q400 aircraft from service."[56][58][59] The preliminary Danish investigation determined the latest Q400 incident was unrelated to the airline's earlier corrosion problems, in this particular case caused by a misplaced O-ring found blocking the orifice in the restrictor valve.[60]
In all, eight Q400s had landing gear failures while landing during 2007: four in Denmark, one in Germany, one in Japan, one in Lithuania and one in South Korea. In November 2007, it was revealed that the Swedish Civil Aviation Administration had begun an investigation and found Scandinavian Airlines System culpable of cutting corners in its maintenance department. The airline reportedly made 2,300 flights in which safety equipment was not up to standard.[61] On March 10, 2008, SAS ordered 27 more aircraft from Bombardier in a compensation deal: 14 Q400 NextGen turboprops and 13 CRJ900 jets.[62]
|Series 100[2]
|Series 200[63]
|Series 300[64]
|Series 400[65]
|Unit cost (US$)
|$12.5 million
|$13 million
|$17 million
|$27 million
|Entered service
|Typical passenger seating
|37 (Single Class)
|50 (Single Class)
|78 (Single Class)
|Passenger seating range
|Aircraft dimensions
|Overall length
|73 ft (22.25 m)
|84 ft 3 in (25.68 m)
|107 ft 8 in (32.81 m)
|Height (to top of horizontal tail)
|24 ft 7 in (7.49 m)
|27 ft 3 in (8.3 m)
|Fuselage diameter
|8 ft 10 in (2.69 m)
|Maximum cabin width
|8 ft 3 in (2.51 m)
|Cabin length
|29 ft 10 in (9.1 m)
|41 ft 4 in (12.6 m)
|61 ft 8 in (18.8 m)
|Wingspan (geometric)
|84 ft 11 in (25.89 m)
|90 ft (27.43 m)
|93 ft 2 in (28.4 m)
|Wing area (reference)
|585.55 ft² (54.4 m²)
|604.93 ft² (56.2 m²)
|679.20 ft² (63.1 m²)
|Basic operating data
|Cockpit Crew
|Cabin Crew
|Typical cruise speed
|310 mph (500 km/h) 269 knots
|334 mph (537 km/h) 290 knots
|328 mph (528 km/h) 285 knots
|414 mph (667 km/h) 360 knots
|Maximum operating altitude
|25,000 ft (7,620 m)
|27,000 ft (8,230 m)
|Range (w/typical pax)
|1,020 nautical miles (1,174 statute miles / 1,889 km)
|925 nautical miles (1,065 statute miles / 1,713 km)
|841 nautical miles (968 statute miles / 1,558 km)
|1,362 nautical miles (1,567 statute miles / 2,522 km)
|Range (w/LR tanks)
|1,264 miles (2,034 km)
|Takeoff run at MTOW
|2,625 ft (800 m)
|3,865 ft (1,178 m)
|4,600 ft (1,402 m)
|Design weights
|Maximum takeoff weight
|36,300 lb (16,470 kg)
|43,000 lb (19,500 kg)
|64,500 lb (29,260 kg)
|Maximum landing weight
|34,500 lb (15,650 kg)
|42,000 lb (19,050 kg)
|61,750 lb (28,010 kg)
|Maximum zero fuel weight
|32,400 lb (14,700 kg)
|39,500 lb (17,920 kg)
|57,000 lb (25,850 kg)
|Maximum fuel capacity
|848 US gal (3,210 L)
|1,748 US gal (6,616 L)
|Typical operating weight empty
|23,111 lb (10,483 kg)
|25,995 lb (11,791 kg)
|37,886 lb (17,185 kg)
|Typical payload weight
|7,511 lb (3,407 kg)
|11,327 lb (5,138 kg)
|19,114 lb (8,670 kg)
See also
- Related development
- Aircraft of comparable role, configuration and era
- Antonov An-140
- British Aerospace ATP
- British Aerospace Jetstream 41
- Dornier 328
- Embraer EMB 120 Brasilia
- Fokker F27 Friendship
- Fokker 50
- Handley Page Dart Herald
- Ilyushin Il-114
- Saab 340
- Saab 2000
- Xian MA60
- Related lists
- ↑ 1.0 1.1 "Commercial Aircraft Program Status Reports – Bombardier Q-Series." Bombardier.
- ↑ 2.0 2.1 "Production and cost information." Deagle.com. Retrieved: December 24, 2009.
- ↑ "Bombardier Celebrates Aviation Milestones: 1,000th Dash 8/Q-Series Turboprop and 400th Global Business Jet." bombardier.com, November 12, 2010. Retrieved: November 13, 2010.
- ↑ Aviation Week & Space Technology, October 29, 2007, p. 65.
- ↑ 5.0 5.1 Eden 2008, p. 119.
- ↑ Kinsey 1983
- ↑ "Dash 8: Complete list." Airfleets.net. Retrieved: December 24, 2009.
- ↑ Masters, Coco. "Giving Props to the New Turbos." Time, August 23, 2007. Retrieved: February 13, 2009.
- ↑ Kingsley-Jones, Max. "ATR floats idea of stretched model to tackle 90-seat sector". Flight International, November 14, 2007. Retrieved: February 13, 2009.
- ↑ Kirby, Mary. "Paris Air Show: Bombardier says Q400X 'definitely part of our future'." flightglobal.com, June 2009. Retrieved: June 16, 2009.
- ↑ Ranson, Lori. "Farnborough: Bombardier noncommittal on timing of Q400X." Flightglobal, July 26, 2010. Retrieved: December 8, 2011.
- ↑ Ranson, Lori. "Bombardier sees post-2015 entry for stretched Q400." Flight International, May 26, 2011; Retrieved: September 29, 2012.
- ↑ Trimble, Stephen. "In focus: Turboprop engine duel strikes up for 90-seater." Flight International, February 27, 2012. Retrieved: September 29, 2012.
- ↑ Choi, Kyong-Ae. "South Korea Consortium in Talks With Bombardier About Developing Passenger Plane -Source." Wall Street Journal, October 8, 2012. Retrieved: October 10, 2012.
- ↑ "Bombardier to discontinue Q200/Q300 in 2009." Flight Global, April 8, 2008. Retrieved: April 9, 2008.
- ↑ Burgner, Norbert. "Dornier 328 Jet: The "Real" regional jet?" Flug Review, March 30, 1997. Retrieved: December 24, 2009.
- ↑ Masters, Coco. "Giving Props to the New Turbos." Time (magazine), November 16, 2008. Retrieved: April 11, 2009.
- ↑ "Q400 Performance." q400.com. Retrieved: 10 August 2010. Quote accompanying performance charts: "The Q400's exceptional cruise speed, placing it on a par with jet block times up to over 400 miles (640 km), provides the flexibility needed to fly longer sectors."
- ↑ "Bombardier Q400" q400nextgen.com. Retrieved: June 4, 2013.
- ↑ Kingsley-Jones, Max. "Dubai 2007: ATR floats idea of stretched model to tackle 90-seat sector." Flight International, November 16, 2008. Retrieved: April 11, 2009.
- ↑ Sobie, Brendan. "Bombardier still studying Q400X." flightglobal.com, 9 September 2008. Retrieved: March 27, 2010.
- ↑ "Three MSS 6000 Systems for Canada." Swedish Space Corporation, July 2010. Retrieved: July 29, 2010.
- ↑ "CT142 Dash-8." Department of National Defence, March 2007. Retrieved: July 29, 2010.
- ↑ Davis, Staff Sgt. Bennie J. III. "E-9A crews survey gulf, track missiles."[dead link] USAF. Retrieved: October 22, 2008.
- ↑ "Air Cache: Dash 8." air.blastmagazine.com. Retrieved: January 5, 2013.
- ↑ 26.0 26.1 Deveau, Scott. "Q400 Extra Capacity." q400nextgen.com. Retrieved: April 1, 2014.
- ↑ "Q400 Air Tanker Conversion." cascadeaerospace.com. Retrieved: August 10, 2010.
- ↑ "Low-Cost Carrier Nok Air Converts Two Q400 NextGen Aircraft Purchase Rights to Firm; Now Has Six on Order" bombardier.com. Retrieved: April 16, 2015.
- ↑ "Japan's Ryukyu Air Commuter Unveiled as Launch Customer for Bombardier Q400 Cargo-Combi Variant; Purchased Five of the Type" bombardier.com. Retrieved: September 30, 2015.
- ↑ "Falcon Aviation Services places firm order for three Bombardier Q400 NextGen turboprop aircraft." bombardier.com. Retrieved: December 26, 2014.
- ↑ "Bombardier and GE Capital Aviation Services sign firm purchase agreement with options for up to 15 Q400 NextGen Aircraft." bombardier.com. Retrieved: December 26, 2014.
- ↑ "Alaska Air Group purchases two more Bombardier Q400 NextGen Aircraft." bombardier.com. Retrieved: January 14, 2015.
- ↑ "Bombardier and Chorus sign purchase agreement for up to 23 Q400 NextGen Aircraft and launch New Extended Service Program for Dash 8–300 Aircraft." bombardier.com. Retrieved: February 2, 2015.
- ↑ "Die Luxair erneuert ihre Flotte." Luxemburger Wort, February 6, 2015. Retrieved: February 7, 2015.
- ↑ "Lessor Palma Holding Limited orders fifth Bombardier Q400 NextGen Turboprop Airliner." bombardier.com. Retrieved: March 17, 2015.
- ↑ "Air Côte d'Ivoire orders two more Bombardier Q400 NextGen Turboprop Aircraft." bombardier.com. Retrieved: April 14, 2015.
- ↑ Young, Sarah (2015-06-15). "Swiss opts for bigger Bombardier planes; WestJet Encore orders six more Q400s". The Globe & Mail.<templatestyles src="Module:Citation/CS1/styles.css"></templatestyles>
- ↑ "Ethiopian Airlines to Increase Bombardier Q400 Turboprop Fleet with a Follow-on Order for Two Aircraft" bombardier.com. Retrieved: December 29, 2015.
- ↑ "N819PH Accident description." Aviation Safety Network. Retrieved: July 30, 2014.
- ↑ "Koh Samui crash." Plane Crash Info. Retrieved: March 9, 2014.
- ↑ "Accident Report: de Havilland Canada DHC-8-3110, January 6, 1993." Aviation Safety Network. Retrieved: July 17, 2011.
- ↑ "'Ice build-up' on crashed plane." BBC, February 14, 2009. Retrieved: July 17, 2011.
- ↑ "Plane crash in NY state kills 49." BBC News, February 13, 2009. Retrieved: August 15, 2009.
- ↑ "Pilot error caused 2009 crash near Buffalo, NTSB rules." CNN, 2 February 2010.
- ↑ Grady, Mary. "NTSB Concludes Pilot's Actions Caused Colgan Crash." avweb.com, February 2010. Retrieved: February 3, 2010.
- ↑ "Accident description: de Havilland Canada DHC-8-200, November 23, 2009." Aviation Safety Network. Retrieved: November 26, 2009.
- ↑ "Crash: PNG DH8A near Madang on Oct 13th 2011, both propellers oversped." avherald.com. Retrieved: January 5, 2013.
- ↑ "Aussie pilot survives plane crash in Papua New Guinea which killed 28 others." AAP, October 14, 2011.
- ↑ Hradecky, Simon. "Accident: Tanzania DH8C at Kigoma on Apr 9th 2012, runway excursion on rejected takeof." avherald.com, April 9, 2012. Retrieved: April 11, 2012.
- ↑ "Luxair-Maschinn brécht Start of a kënnt um Bauch un d'Halen" (in Luxembourgish). RTL Télé Lëtzebuerg. Retrieved 30 September 2015. <templatestyles src="Module:Citation/CS1/styles.css"></templatestyles>
- ↑ "SAS-fly forulykket under landing (Danish)." politiken.dk. Retrieved: December 24, 2009.
- ↑ Dansk fly nødlandet med 76 om bord (Danish)
- ↑ "Regarding Scandinavian Airlines flight SK1209." Scandinavian Airlines release, Scandinavian Airlines, September 9, 2007. Retrieved: September 9, 2007.
- ↑ "Regarding Scandinavian Airlines flight SK2748." SAS Group, September 12, 2007. Retrieved: April 11, 2009.
- ↑ "Bombardier Makes Recommendations Following recent Q400 aircraft right main landing gear incidents." bombardier.com. Retrieved: December 24, 2009.
- ↑ 56.0 56.1 "Regarding Scandinavian Airlines flight SK 2867." yhp.waymaker.net. Retrieved: August 10, 2010.
- ↑ "Dash 8-fly forulykket i Kastrup." Politiken. Retrieved: December 24, 2009.
- ↑ 58.0 58.1 "SAS removes Dash 8 Q400 from service permanently."
- ↑ Moody, Elyse. "SAS Permanently Grounds Q400s After Third Incident."
- ↑ "Havarikommissionen, LN-RDI – Preliminary Report."[dead link] 'http://www.hcl.dk, November 3, 2007. Retrieved: November 15, 2007.
- ↑ "Plane crash disaster narrowly avoided." The Copenhagen Post, September 10, 2007. Retrieved: September 10, 2015.
- ↑ "Bombardier settles claim with SAS over Q400 turboprops." CBC News, March 10, 2008. Retrieved: August 27, 2008.
- ↑ "Bombardier Q200 specifications."[dead link] bombardier.com. Retrieved: April 6, 2008.
- ↑ "Bombardier Q300 specifications." bombardier.com. Retrieved: April 6, 2008. Archived December 4, 2008 at the Wayback Machine
- ↑ "Bombardier Q400 specifications." bombardier.com. Retrieved: April 6, 2008. Archived January 14, 2006 at the Wayback Machine
- ↑ FAA Type Certificate Data Sheet
- Eden, Paul E. Civil Aircraft Today: The World's Most Successful Commercial Aircraft. London: Amber Books, 2008. ISBN 978-1-90570-486-6.
- Hotson, Fred W. The De Havilland Canada Story. Toronto: Canav Books, 1983. ISBN 978-0-96907-032-0.
- Kinsey, I. "Dash 8 is Born". Canadian Aviation Magazine, June 1983.
- Winchester, Jim. "De Havilland Canada DHC-8 Dash 8." Civil Aircraft (The Aviation Factfile). London: Grange Books plc, 2004. ISBN 978-0-83686-903-3.
External links
|Wikimedia Commons has media related to De Havilland Canada DHC-8.
- Articles with dead external links from August 2013
- CS1 maint: Unrecognized language
- Articles with dead external links from July 2011
- Vague or ambiguous time from September 2014
- Articles with unsourced statements from April 2008
- Pages with broken file links
- Articles with unsourced statements from November 2014
- De Havilland Canada aircraft
- Bombardier Aerospace aircraft
- Canadian airliners 1980–1989
- Twin-engined tractor aircraft
- High-wing aircraft
- Turboprop aircraft
- Bombardier Dash 8
- T-tail aircraft


text:
Crossware has released a modular set of tools for the ARM7 microcontrollers. Based upon Crossware's comprehensive ARM Development Suite, the modular system breaks out the components required to support various families of ARM7 chips. This lets developers on a limited budget benefit, for their chosen ARM7 variants, from all of the advanced features of the Crossware tools.
A base package provides the tool chain, including a C/C++ compiler, linker and standard libraries, as well as the ARM core simulator, source level debugger, Jaguar USB JTAG debugger interface, and the Embedded Development Studio IDE.
Developers can then select modules to add to this base package that will provide additional features specific to the variants supported by the modules. The additional features provided include C header files for the specific variants, Code Creation Wizards that will generate configuration and application code for the on-chip peripherals, simulator extensions to simulate on-chip peripherals, and debugging extensions for programming on-chip and, where appropriate, external memory. If a developer decides to target a different ARM7 family, then the module for that family can be purchased and added to the developer's existing environment.


text:
- Rosacea-like conditions
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Rosacea-like conditions: Medical conditions highly related to or similar to rosacea. More detailed information about the symptoms, causes, and treatments of Rosacea-like conditions is available below.
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At Recovery PT you get dedicated 1-on-1 attention from a Licensed Physical Therapist (not a "PT assistant" or "trainer") for your entire course of treatment. All of our PTs have specialized expertise and most have doctorate (DPT) degrees.Meet Our PTs ›
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As a Recovery PT patient you'll have access to unique patient benefits including convenient online scheduling, web-based home exercise programs, and use of fully-equipped NY Sports Club facilities during your treatment.See Why We're Different ›
Why choose Recovery PT?
Recovery Physical Therapy (RPT) is a different kind of physical therapy company.
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text:
Listen to the Cancer.Net Podcast: Just for Teens - Cancer and School, adapted from this content.
After you are diagnosed with cancer, one of your concerns may be how to handle both school and treatment. Depending on your treatment plan, you may be able to continue to attend school and keep up with schoolwork, with short breaks for appointments and treatment. Or, you may need to take more time off from school.
Talking with the school staff
Because you may need to take a long break from school, be absent more than usual, or find it hard to keep up with schoolwork, it's important for your parents to contact the school to discuss these concerns. Depending on the school, you may need to talk with the guidance counselor, principal, school nurse, and/or your teachers. Talk about some of the following topics before treatment begins and before returning to school after a long absence:
Attendance, since you may need to miss days or classes for treatment and appointments
Permission to wear a hat or scarf in school if treatment causes your hair to fall out and you prefer to keep your head covered
Activities that you may not be able to participate in, such as gym class
The possibility of having fewer classes
Some hospitals have educational coordinators or social workers who can meet with school staff to explain your situation and needs. If possible, ask your doctor to give you an estimate for how long and how often you may be away from school.
Staying involved
There may be times during treatment when you can't go to school on a regular basis. However, staying involved with school can help you feel like you're missing less and make it easier to return when you are ready. Here's how to stay involved:
Keep in touch with your friends online, through texting, instant messaging, video chats, e-mail, phone calls, or visits.
Ask a friend to take notes for you if you need to miss a class.
Ask teachers if you can photocopy their notes, record their class, or reduce your homework load, if possible.
Consider asking for a reduced class schedule if possible – maybe you can skip a gym class or an elective class and concentrate on core subjects such as math and English.
Ask your teachers if they would be willing to e-mail you assignments or send work home with a sibling or friend.
Consider getting a tutor or hospital teacher to help you with your work from home or the hospital.
Try to arrange to attend school for special events that are important to you.
Remember that your health has to come first while you are receiving treatment for cancer and recovering. Side effects from your treatment, such as extreme tiredness, called fatigue, and feeling like you need to throw up, called nausea, may make it difficult to concentrate on schoolwork or to spend a lot of time with friends. Try not to feel embarrassed or upset if you need extra time to complete schoolwork or don't feel like being with your friends.
Interacting with your classmates
Your classmates will react to your cancer differently. How they react may depend on how much school you miss or if your appearance changes, such as if you temporarily lose your hair. Here are some tips that may help you talk with your classmates and prepare yourself for their reactions:
Ask a parent or teacher to give the class some basic information about the cancer and treatment. Or, if you feel comfortable, ask your teachers to arrange a time for you to tell the class about the cancer.
If you decide to tell your classmates yourself, decide what you're going to say; you may want a parent or the school counselor to be there to help answer questions. If you feel you are in control, you will be more comfortable and the conversation will flow more smoothly.
If you decide to have someone else, such as a parent or a counselor do the talking, decide whether you want to be there and how much you want people to know.
If you're going to be away from school for a long time, consider visiting for a couple of half-days or for a few hours before going back full-time. You can also ask a friend or two to meet you outside school on your first few days back, so you don't have to walk in alone.
Be prepared to answer questions, but if someone asks you something you don't want to answer, it's fine to say, "I'd rather not talk about that."
Be prepared for insensitive comments or questions, and try not to let them upset you.
Any information you feel comfortable giving can go a long way toward helping your classmates better understand your situation. Many people are just curious and simply want to help. Don't forget that you don't have to deal with any issues with your classmates by yourself. If you need help, talk with someone you trust, such as your parents, a teacher, or the school counselor.
Keeping up with schoolwork
It's natural to want to keep up with your usual school schedule or jump right back in after being away for a while, but going to school can be tiring during and after cancer. Take it easy at first and don't overdo things. Your health is the most important priority.
If you find that school is harder than it used to be or you have more difficulty keeping up with your schoolwork, ask for help. Some cancers and treatments can make it harder to concentrate, remember things, understand what you read, or write, which can make it difficult to keep up in class. Some of these problems may be temporary, but some may last longer.
Not everyone will have difficulties with learning during and after cancer treatment, but if you notice a difference in how you learn, there are things you can do. Talk openly with your parents and doctor about your worries. They can help you work with your teachers and guidance counselor to help you adjust to these changes. For example, teachers may let you take more time during tests, use a computer to take notes, or record classes.