Saturday, April 27, 2013
Wednesday, April 24, 2013
Sunday, April 21, 2013
Friday, April 19, 2013
Al Neuharth passes
Al Neuharth 1924-2013
Al Neuharth, a 1950 graduate of USD, a former editor of the Volante, creator of USA Today and founder of the Freedom Forum, died today. Neuharth turned 89 on March 22. He lived in Cocoa Beach, Fla.“It is my sad duty to report that our alumnus, benefactor and friend Al Neuharth has died,” stated President James W. Abbott. “He was a favorite of students, faculty and staff in part because he visited USD so often. He was in Vermillion three or four times a year.”Neuharth’s last visit was in October 2012 when he presented the Al Neuharth Award for Excellence in Media for the 26th time. As part of the annual Neuharth Award festivities Al always included time to interact with students, answer their questions and ask them questions of his own.In 2003, the “New” Armory at USD was renovated with a lead donation from the Freedom Forum and renamed the Al Neuharth Media Center. The building, bearing the words of the First Amendment, today houses the Volante, KYOT radio and television, the Department of Contemporary Media and Journalism, and South Dakota Public Broadcasting.“The state of South Dakota and the nation have lost a great media innovator, and USD has lost a wonderful alum and a dedicated supporter,” Abbott said.
Privacy Policy | Email Preferences Copyright 2011
Wednesday, April 17, 2013
Tuesday, April 16, 2013
William Tull's former residence
$2,295,000
NOW $1,995,000
NOW $1,995,000
Featured in Phoenix Home and Garden, this authentic adobe style home is located near the base of Camelback Mountain on one of the Town of Paradise Valley's premier streets. Formerly the residence of famed artist-builder Bill Tull, this tasteful Southwestern style home offers intimate spaces coupled with larger rooms for entertaining. A detached guest house, seven fireplaces, an artists studio and exercise room add to the functionality of this exquisite home. Dramatic mountain views, a sport court and lush backyard with pool complete this one of a kind property.
Monday, April 15, 2013
Why do people call people idiots?
An insecure person or a bully calls other people derogatory names. It reflects more poorly on the name caller than the "idiot."
Calling somebody else fat won't make you any skinnier. Calling someone stupid doesn't make you any smarter. All you can do in life is try to solve the problem in front of you.
Calling somebody else fat won't make you any skinnier. Calling someone stupid doesn't make you any smarter. All you can do in life is try to solve the problem in front of you.
Saturday, April 13, 2013
Too busy texting to autorotate?
Deadly medical copter crash blamed on pilot's texting
WASHINGTON (AP) - Texting by the pilot of a medical helicopter contributed to a crash that killed four people, federal accident investigators declared Tuesday, and they approved a safety alert cautioning all pilots against using cellphones or other distracting devices during critical operations.
It was the first fatal commercial aircraft accident investigated by the National Transportation Safety Board in which texting has been implicated. And it underscored the board's worries that distractions from electronic devices are a growing factor in incidents across all modes of transportation - planes, trains, cars, trucks and even ships.
The five-member board unanimously agreed that the helicopter crash was caused by a distracted and tired pilot who skipped preflight safety checks, which would have revealed his helicopter was low on fuel, and then, after he discovered his situation, decided to proceed with the fatal last leg of the flight.
The case "juxtaposes old issues of pilot decision making with a 21st century twist: distractions from portable electronic devices," said board Chairman Deborah Hersman.
The helicopter ran out of fuel, crashing into a farm field in clear weather early on the evening of Aug. 26, 2011, near Mosby, Mo., a little over a mile short of an airport. The pilot was killed, along with a patient being taken from one hospital to another, a flight nurse and a flight paramedic.
One board member, Earl Weener, dissented on the safety alert decision, saying the cases cited as the basis for it - including the medical helicopter accident - were the result of bad decisions by pilots without a direct connection to the use of distracting devices.
Other board members disagreed. "We see this as a problem that is emerging, and on that basis, let's try to get ahead of it," said board member Chris Hart.
The pilot, James Freudenberg, 34, of Rapid City, S.D., sent 25 text messages and received 60 more during the course of his 12-hour shift, including 20 messages exchanged during the hour and 41 minutes before the crash, according to investigators and a timeline prepared for the board.
Most of the messaging was with an off-duty female co-worker with whom Freudenberg had a long history of "frequent, intensive communications," and with whom he was planning to have dinner that night, said Bill Bramble, an NTSB expert on pilot psychology.
Three of the messages were sent, and five were received while the helicopter was in flight, although none in the final 11 minutes before it crashed, according to the NTSB timeline.
The helicopter was operated by a subsidiary of Air Methods Corp. of Englewood, Colo., the largest provider of air medical emergency transport services in the U.S. The company's policies prohibit the use of electronic devices by pilots during flight.
In January, the Federal Aviation Administration proposed regulations prohibiting airline flight crews from using cellphones and other wireless devices while a plane is in operation. The regulations are required by a law passed by Congress last year. Regulations already in place prohibit airline pilots from engaging in potentially distracting activities during critical phases of flight such as takeoffs, landings and taxiing.
In some cases, however, pilots are allowed to use tablet computers containing safety and navigation procedures known as "electronic flight bags," replacing paper documents.
The board concluded Freudenberg was fatigued as well as distracted. He had slept only five hours the night before, and the accident occurred at the end of his 12-hour shift.
He was told when he came on duty that the helicopter was low on fuel. But later in the day he missed several opportunities to correct the fuel situation before he took off for a hospital in Bethany, Mo., the first leg of the trip. Among those missed opportunities were failing to conduct a pre-flight check and to look at the craft's fuel gauge. Shortly after takeoff, he radioed that he had two hours of fuel. He apparently realized his mistake later during the flight.
While waiting on the ground in Bethany for the patient and the medical crew, Freudenberg exchanged text messages as he was reporting by radio to a company communications center that the helicopter was lower on fuel than he had originally thought. He told the communications center he had about 45 minutes worth of fuel, which investigators said they believe was a lie intended to cover up his earlier omissions and that he was in jeopardy of violating federal safety regulations.
In fact, the helicopter had 30 minutes of fuel left, investigators said. Federal Aviation Administration regulations require 20 minutes of reserve fuel at all times.
With no other place nearby to refuel, Freudenberg opted to continue the patient transfer to a hospital in Liberty, Mo., changing his flight plan enough for a stop at an airfield 32 minutes away for fuel. The helicopter stalled and crashed 30 minutes later.
A low fuel warning light might have alerted him to his true situation, but the light was set on "dim" for nighttime use and may not have been visible. A pre-flight check by the pilot, if it had been conducted, should have revealed the light was set in the wrong position, investigators said.
Although the pilot wasn't texting at the time of the crash, it's possible the messaging took his mind off his duties and caused him to skip safety steps he might have otherwise performed, said experts on human performance and cognitive distraction. People can't concentrate on two things at once; they can only shift their attention rapidly back and forth, the experts said. But as they do that, the sharpness of their focus begins to erode.
"People just have a limited ability to pay attention," said David Strayer, a professor of cognitive and neural science at the University of Utah. "It's one of the characteristics of how we are wired."
"If we have two things demanding attention, one will take attention away from other," he said. "If it happens while sitting behind a desk, it's not that big of a problem. But if you are sitting behind the wheel of a car or in the cockpit of an airplane, you start to get serious compromises in safety."
In October 2010, two Northwest Airlines pilots overflew their destination of Minneapolis-St. Paul International Airport by 100 miles while they were engrossed in working on flight schedules on their laptops.
A text message - especially one accompanied by an audible alert like a buzz or bell - interrupts a person's thoughts and can be hard to ignore, said Christopher Wickens, a University of Illinois professor emeritus of engineering and aviation psychology. If the subject of the email is especially engaging, or especially emotional, that also makes it hard to ignore, he said.
The helicopter pilot didn't have a history of safety problems and was regarded as a good, safe pilot by his co-workers. He was a former Army pilot, and NTSB investigators said his actions on the day of the accident were apparently "out of character."
It was the first fatal commercial aircraft accident investigated by the National Transportation Safety Board in which texting has been implicated. And it underscored the board's worries that distractions from electronic devices are a growing factor in incidents across all modes of transportation - planes, trains, cars, trucks and even ships.
The five-member board unanimously agreed that the helicopter crash was caused by a distracted and tired pilot who skipped preflight safety checks, which would have revealed his helicopter was low on fuel, and then, after he discovered his situation, decided to proceed with the fatal last leg of the flight.
The case "juxtaposes old issues of pilot decision making with a 21st century twist: distractions from portable electronic devices," said board Chairman Deborah Hersman.
The helicopter ran out of fuel, crashing into a farm field in clear weather early on the evening of Aug. 26, 2011, near Mosby, Mo., a little over a mile short of an airport. The pilot was killed, along with a patient being taken from one hospital to another, a flight nurse and a flight paramedic.
One board member, Earl Weener, dissented on the safety alert decision, saying the cases cited as the basis for it - including the medical helicopter accident - were the result of bad decisions by pilots without a direct connection to the use of distracting devices.
Other board members disagreed. "We see this as a problem that is emerging, and on that basis, let's try to get ahead of it," said board member Chris Hart.
The pilot, James Freudenberg, 34, of Rapid City, S.D., sent 25 text messages and received 60 more during the course of his 12-hour shift, including 20 messages exchanged during the hour and 41 minutes before the crash, according to investigators and a timeline prepared for the board.
Most of the messaging was with an off-duty female co-worker with whom Freudenberg had a long history of "frequent, intensive communications," and with whom he was planning to have dinner that night, said Bill Bramble, an NTSB expert on pilot psychology.
Three of the messages were sent, and five were received while the helicopter was in flight, although none in the final 11 minutes before it crashed, according to the NTSB timeline.
The helicopter was operated by a subsidiary of Air Methods Corp. of Englewood, Colo., the largest provider of air medical emergency transport services in the U.S. The company's policies prohibit the use of electronic devices by pilots during flight.
In January, the Federal Aviation Administration proposed regulations prohibiting airline flight crews from using cellphones and other wireless devices while a plane is in operation. The regulations are required by a law passed by Congress last year. Regulations already in place prohibit airline pilots from engaging in potentially distracting activities during critical phases of flight such as takeoffs, landings and taxiing.
In some cases, however, pilots are allowed to use tablet computers containing safety and navigation procedures known as "electronic flight bags," replacing paper documents.
The board concluded Freudenberg was fatigued as well as distracted. He had slept only five hours the night before, and the accident occurred at the end of his 12-hour shift.
He was told when he came on duty that the helicopter was low on fuel. But later in the day he missed several opportunities to correct the fuel situation before he took off for a hospital in Bethany, Mo., the first leg of the trip. Among those missed opportunities were failing to conduct a pre-flight check and to look at the craft's fuel gauge. Shortly after takeoff, he radioed that he had two hours of fuel. He apparently realized his mistake later during the flight.
While waiting on the ground in Bethany for the patient and the medical crew, Freudenberg exchanged text messages as he was reporting by radio to a company communications center that the helicopter was lower on fuel than he had originally thought. He told the communications center he had about 45 minutes worth of fuel, which investigators said they believe was a lie intended to cover up his earlier omissions and that he was in jeopardy of violating federal safety regulations.
In fact, the helicopter had 30 minutes of fuel left, investigators said. Federal Aviation Administration regulations require 20 minutes of reserve fuel at all times.
With no other place nearby to refuel, Freudenberg opted to continue the patient transfer to a hospital in Liberty, Mo., changing his flight plan enough for a stop at an airfield 32 minutes away for fuel. The helicopter stalled and crashed 30 minutes later.
A low fuel warning light might have alerted him to his true situation, but the light was set on "dim" for nighttime use and may not have been visible. A pre-flight check by the pilot, if it had been conducted, should have revealed the light was set in the wrong position, investigators said.
Although the pilot wasn't texting at the time of the crash, it's possible the messaging took his mind off his duties and caused him to skip safety steps he might have otherwise performed, said experts on human performance and cognitive distraction. People can't concentrate on two things at once; they can only shift their attention rapidly back and forth, the experts said. But as they do that, the sharpness of their focus begins to erode.
"People just have a limited ability to pay attention," said David Strayer, a professor of cognitive and neural science at the University of Utah. "It's one of the characteristics of how we are wired."
"If we have two things demanding attention, one will take attention away from other," he said. "If it happens while sitting behind a desk, it's not that big of a problem. But if you are sitting behind the wheel of a car or in the cockpit of an airplane, you start to get serious compromises in safety."
In October 2010, two Northwest Airlines pilots overflew their destination of Minneapolis-St. Paul International Airport by 100 miles while they were engrossed in working on flight schedules on their laptops.
A text message - especially one accompanied by an audible alert like a buzz or bell - interrupts a person's thoughts and can be hard to ignore, said Christopher Wickens, a University of Illinois professor emeritus of engineering and aviation psychology. If the subject of the email is especially engaging, or especially emotional, that also makes it hard to ignore, he said.
The helicopter pilot didn't have a history of safety problems and was regarded as a good, safe pilot by his co-workers. He was a former Army pilot, and NTSB investigators said his actions on the day of the accident were apparently "out of character."
Thursday, April 11, 2013
AZZAM
Azzam is a private yacht built by Lürssen Yachts and launched on 5 April 2013. At 180 m (590 ft) in length she is the largest private yacht in the world.[1]
Eng. Mubarak Saad al Ahbabi directed the construction of Azzam, with technical engineering by Lürssen, exterior design by Nauta Yachts and interior design by Crhistophe Leoni. Following a year of engineering, the yacht was built in three years, which is a record building time according to Superyacht Times. Among the original specifications was the ability to travel at high speed in warm and shallow waters, while providing luxurious and sophisticated accommodation[2].
Amongst many other features the yacht has a main salon with a length of 29 metres and a beam of 18 metres with an open plan and no pillars. She will travel in excess of 30 knots, powered by a combination of 2 gas turbines and 2 diesel engines with a total of 94,000 horse powers [3].
said to be built for Sheikh Khalifa Bin Zayed Al Nahyan
Wednesday, April 10, 2013
Roasted Morita Cream Sauce
Roasted Morita Cream Sauce
recipe at a glance
ready in: over 5 hrs
serves/makes: 2 cups
ready in: over 5 hrsserves/makes: 2 cups
ingredients:
1/2 cup whipping cream
1/2 cup plain yogurt
2 fresh morita chilies
1 cup whole milk
2 tablespoons olive oil
1 1/2 tablespoon flour
1 teaspoon salt
1/2 cup plain yogurt
2 fresh morita chilies
1 cup whole milk
2 tablespoons olive oil
1 1/2 tablespoon flour
1 teaspoon salt
directions:
Make thick cream by pouring the whipping cream into a small saucepan and cooking it on low heat until it is lukewarm. (It must not go above 100°.)
Remove from heat and stir in the yogurt. Pour into a clear glass jar and cover with a loose cap or clear plastic food wrap. Place in a warm place (80° to 90°), such as the top of the refrigerator.
Let the cream develop for 12 to 24 hours. Stir gently and chill for 4 to 8 hours.
Remove the stems and seeds from the chilies and cut into I-inch pieces.
Put the chilies and milk in a food processor or blender and blend on medium setting until smooth.
Heat the milk and chili mixture in a medium-sized saucepan over medium-low heat.
In another saucepan, blend the olive oil and flour. Cook over medium heat, stirring constantly for 2 to 3 minutes. After about 3 minutes, begin gently whisking in the heated milk and chili mixture. Continue to cook and stir until smooth and thickened. Whisk in the thick cream.
Serve warm over potatoes or fresh vegetables.
Remove from heat and stir in the yogurt. Pour into a clear glass jar and cover with a loose cap or clear plastic food wrap. Place in a warm place (80° to 90°), such as the top of the refrigerator.
Let the cream develop for 12 to 24 hours. Stir gently and chill for 4 to 8 hours.
Remove the stems and seeds from the chilies and cut into I-inch pieces.
Put the chilies and milk in a food processor or blender and blend on medium setting until smooth.
Heat the milk and chili mixture in a medium-sized saucepan over medium-low heat.
In another saucepan, blend the olive oil and flour. Cook over medium heat, stirring constantly for 2 to 3 minutes. After about 3 minutes, begin gently whisking in the heated milk and chili mixture. Continue to cook and stir until smooth and thickened. Whisk in the thick cream.
Serve warm over potatoes or fresh vegetables.
Tuesday, April 9, 2013
one down
Built in 2010, this soft contemporary home sits on a 2+ acre lot and boasts 9,078 square feet of luxurious living including a guest house and 6 car garage. The lavish estate includes 5 bedrooms including the separate guest house, 6 baths, 2 powder rooms, great room, den/office, media/game room, dining room with butlers pantry and wine closet, gourmet kitchen, luxurious master and guest suites and 4 fireplaces. Fine finishes include limestone and wood flooring and the extensive use of granite.The home incorporates many energy saving features including integrated solar roof panels solar heated pool with retractable cover, covered patios and barbecue area that equate to very very low electric bills, typically averaging below $300 per month. Home is 1 mile north of Thompson Peak - very private
$4,499,500
PENDING
$2,499,900
One of a kind masterpiece designed by architect Lash McDaniel nestled underneath Pinnacle Peak. Completely private nothing between the home and the Peak with spectacular views of the McDowell Mtns. and city lights to the south. The home is a work of art with outdoor spaces from nearly every room to enjoy the fabulous views including inviting fireplace, spectacular pool, spa and water features. Inside there is a living, Dining and family rooms; 4 bedrooms, including 2 master suites, each with their own baths, 2 powder rooms, and a gourmet eat in kitchen with center island. Exquisite finishes include beamed ceilings, Venetian plaster, stone floors and 6 fireplaces. Recently expanded A/C garage/''Man Cave'' will hold up to 4 cars with lounge to enjoy TV-music, views & toys. A Must See!
G650 List
6001 G650 N650GA
6002 G650 N652GD crashed 2/4/11
6003 G650 N653GD (N211HS)
6004 G650 N650GD
6005 G650 N655GD (N914BD)
6006 G650 N606GD to M-YGVI 7/1
6007 G650 N711SW
6008 G650 N762MS
6009 G650 N609GD to VQ-BNZ 26/2
6010 G650 N100A
6011 G650 N102BG
6012 G650 N524EA
6013 G650 N650PH
6014 G650 N100ES
6015 G650 N1AL
6016 G650
6017 G650 N617GA (N886WT)
6018 G650 N673HA
6019 G650 N609GA (N650RR)
6020 G650 N520GA (N922H ntu?)
6021 G650 N305CC
6022 G650 N722GA (N650HC)
6024 G650 N624GA (N1KE)
6027 G650 N607GA (N521HN)
6038 G650 N638GD (N278L)
6051 G650 N601GA (N650TP)
Deliveries to customers = 12
6002 G650 N652GD crashed 2/4/11
6003 G650 N653GD (N211HS)
6004 G650 N650GD
6005 G650 N655GD (N914BD)
6006 G650 N606GD to M-YGVI 7/1
6007 G650 N711SW
6008 G650 N762MS
6009 G650 N609GD to VQ-BNZ 26/2
6010 G650 N100A
6011 G650 N102BG
6012 G650 N524EA
6013 G650 N650PH
6014 G650 N100ES
6015 G650 N1AL
6016 G650
6017 G650 N617GA (N886WT)
6018 G650 N673HA
6019 G650 N609GA (N650RR)
6020 G650 N520GA (N922H ntu?)
6021 G650 N305CC
6022 G650 N722GA (N650HC)
6024 G650 N624GA (N1KE)
6027 G650 N607GA (N521HN)
6038 G650 N638GD (N278L)
6051 G650 N601GA (N650TP)
Deliveries to customers = 12
Monday, April 8, 2013
something concrete
Thursday, April 04, 2013
Chapter 10 Quiz: Olivia Ward
- Why does the Sun shine?
Gravitational contraction made the Sun's core hot enough to sustain nuclear fusion. The Sun shines because of gravitational equilibrium, which balances between the outward push of pressure and the inward pull of gravity, and energy balance between the energy released by fusion in the core and the energy radiated into space from the surface of the Sun. - What is the Sun's structure?
The Sun's innermost layer is the core, where energy is generated by nuclear fusion. Working outward, the next layers are the radiation zone, where energy is transported upward by protons, and then the convection zone, where energy is transported upward by rising hot gas. Next lies the photosphere, the visible surface of the sun from which protons can freely escape into space. The chromosphere, the middle layer of solar atmosphere, is above the photosphere. Lastly is the outermost layer of the solar atmosphere, the corona. - How does nuclear fusion occur in the Sun?
The core's temperature and density allow for fusion of H into He, which occurs because of the proton-proton chain. Two protons fuse to make a deuterium nucleus. The deuterium nucleus and a proton fuse to make a nucleus of helium-3. Two helium-3 nuclei fuse to form helium-4, releasing two excess protons in the process.The fusion rate is sensitive to temperature, so gravitational equilibrium and energy balance act as a thermostat to keep the rate of fusion steady. - How does the energy from fusion get out of the Sun?
Energy from fusion is taken to the surface of the Sun through convection. Energy moves through the core and the radiation zone in the form of randomly bouncing photons. After the energy emerges from the radiation zone, convection carries it to the photosphere, where it is radiated as light. Energy produced in the core takes hundreds of thousands of years to reach the photosphere. - How do we know what is happening inside the Sun?
We know what is happening inside of the Sun through theoretical mathematical models of the solar interior which use the laws of physics which are checked through observing solar vibrations and solar neutrinos. These observations can also be checked by observing the Sun's size, surface temperature, and energy output. - What causes solar activity?
Convection and the rotation pattern of the Sun cause solar activity. The gas motions stretch and twist the Sun's magnetic field which are responsible for sunspots, solar flares, solar prominences, and coronal mass ejections, as well as for heating the gas in the chromosphere and the corona. During periods of high solar activity, bursts of charged particles eject from the Sun which can disrupt power grids and communication satellites. - How does solar activity vary with time?
The sunspot cycle, an 11-year cycle, refers to a variation in the number of sunspots on the Sun's surface. The magnetic field flip-flops about every 11 years. This causes a 22-year magnetic cycle.
Saturday, April 6, 2013
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