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text:
95A2BED7-A3B3-4F08-AC41-F7C883E9D2C2
Riley receives warm welcome from Cornhuskers
By Lincoln Journal Star
LINCOLN, Neb. — For many people in Nebraska, shaking the hand of a person you're meeting for the first time may just seem like what you do.
For a football player trying to make an impression with a new coach, it may have been a no-brainer.
Still, it stood out to new Nebraska coach Mike Riley that during a meeting with Nebraska players on Thursday evening that it seemed like each player came and shook his hand. Especially when Riley knows how hard it was for many of the players that Bo Pelini was fired.
"I was very impressed because they, almost one by one, a hundred-something guys it seemed like, came one by one and we shook hands; said who they were and said it was nice to meet me," Riley said Friday.
A few Nebraska players attended Friday's news conference, standing on the side of the room. Among them were juniors Givens Price and Daniel Davie, sophomore Michael Rose-Ivy and freshmen De'Mornay Pierson-El and AJ Bush.
The past few days have been a waiting game for the players. When will the new coach be hired? Who will it be?
Getting the chance to meet Riley was a relief.
"He just said the biggest thing we're going to need to heal and pull together is trust and respect," Price said. "If we can get those two factors in he said, and I think also, that we can be a great team."
Added Davie: "Where he's been, what he's about, how he's invested in us, guys kind of got on board. I think most of the locker room now is behind him. We're just ready to put in work and win the bowl game."
The meeting didn't last long, but Price could tell Riley is charismatic, and he was straight-forward with the players.
"I like the guy," Price said. "He's got a great attitude, great mindset, funny guy. There were concerns about his age (61). I don't really care about the age. He's doesn't even look that old. He looks really young. I'm just looking forward to next season with him."
Pierson-El said he's still getting over the firing of Bo Pelini, but also knows you have to move forward.
The last five days?
"A roller coaster," Pierson-El said. "It's just been up and down, questions from media (and everyone) of who we're going to get and everything like that. Just to hear it, and finally meet him, and hear him talk and everything, it's been a relief kind of."
Work to be done, says the freshman. Last night's meeting with Riley was just the start of the healing process.
"We still have to warm up to him," Pierson-El said. "We still have to gain trust and everything. There's a bond to be built. Just looking forward to building it."
Riley said he enjoyed meeting the players.
"I saw a group of very attentive young men," he said. "I visited with them a little bit and told them I was just proud to be here. That I know that they're facing a time of uncertainty."
Many of the players started trying to learn about Riley after the news came out Thursday morning. Price has been focused on school, and said he did all the research he needed during the team meeting.
"He's a good coach, great personality. I'm not going to let the record fool me," Price said. "From what he said to us last night, I look forward to this guy."
It's been a difficult week for the players since Pelini was fired on Sunday. The players met with Pelini off campus on Tuesday evening.
"It was just a final message telling us that he still cares for us and he loves us and has our best interest at heart, and he believe that we'll be fine with the guy they bring in," Price said.
When Pelini was fired, many players showed support for Pelini on Twitter. Senior Josh Mitchell posted a message on Friday apologizing for some of his previous comments that may have been interpreted as disrespect to the new coach.
"Bo Pelini was much more than a coach to me and I will forever be thankful for the opportunity he, Tom Osborne and the University of Nebraska gave me. … I understand football is a production-based business. I apologize to Coach Riley for my previous comments," Mitchell wrote. "This is not an accurate representation of who I am or who I was raised to be."
For each player, a coaching change is different. The seniors won't get to play their final game with Pelini. Some players may consider transferring.
"It's all across the board," Price said. "Different guys are trying to figure out what the next, best move is for them. Based on what some of the players have said I think a lot of the guys are staying, if not all of them. I don't see why they wouldn't.
"Besides football here, there's great resources, the school, the town, it's a safe environment. I don't see why anybody would transfer."
Nebraska's new football coach, Mike Riley, addresses the media at Memorial Stadium Friday. AP PHOTO

redpajama_set_name: RedPajamaCommonCrawl


text:
#pragma once

#include <faiss/Index.h>
#include <vector>

namespace faiss {
namespace gpu {

/// Utility function to translate (list id, offset) to a user index on
/// the CPU. In a cpp in order to use OpenMP.
void ivfOffsetToUserIndex(
        Index::idx_t* indices,
        int numLists,
        int queries,
        int k,
        const std::vector<std::vector<Index::idx_t>>& listOffsetToUserIndex);

} // namespace gpu
} // namespace faiss

redpajama_set_name: RedPajamaGithub


text:
David Gergen Aghast at Giuliani's Ukraine Trip: Will Impeachment 'Turn on the Word of a KGB Agent?'
Former presidential adviser David Gergen poured scorn on Rudy Giuliani's activities in Ukraine. The former New York mayor returned to Ukraine this week just as the House Judiciary Committee took up impeachment. Giuliani met a former KGB agent, in Kyiv in what most commentators believe is a very poorly timed trip.
"I think what he is doing, working with the person he's working with over there is so tainted that it poisons the whole effect of what he's trying to do," Gergen said.
"I mean to think the main point that's been reported, the main person he's been talking to — his father was head of intelligence for the KGB in Ukraine," Gergen said.
"The man himself graduated from a KGB school in Moscow," he said.
"And the man himself was a member of a fringe party in the parliament of Ukraine, a pro Russian party — are we now going to have impeachment turn on the word of a KGB agent?"
"Give me a break!" Gergen said.
Giuliani has met many questionable characters in his pursuit of dirt on Joe Biden, including corrupt former prosecutors. He returned to Ukraine in an effort to undermine the impeachment probe but his actions have not made thing any better.
Gergen has advised several presidents, including Richard Nixon, Ronald Reagan and Bill Clinton.
Watch the video above, via CNN.
CNNDavid GergenImpeachmentRudy GiulianiUkraine


Aromatically complex with citrus and honeysuckle notes on the nose and a plush feel on the palate, it consistently displays a fine balance of natural acidity and intense concentration.
Dr. Thanisch Riesling Classic is made from grapes grown in different single vineyards of the Thanisch estate. This wine is consistently well-balanced, harmonious and round, with delicate fresh fruit aromas.
A bold full red. Currant, pepper, smoke and leather on the nose. Pliant, succulent and sweet, with ripe acidity framing the berry and smoke flavors. The broad finish features firm tannins.
Vivid ruby. High pitched aromas and flavors of red currant and cherry, with white pepper and floral notes adding complexity. Fresh and precise, with very good back-end lift and cut.
The roots of Shiraz Viognier lie in France's northern Rhone Valley, particularly the rocky slopes of Cote Rotie, where Viognier has been traditionally used to make the quite deep and rustic local Syrah (Shiraz) more approachable. The secret to good Shiraz Viognier blends though lies in the 'co-fermentation' process, which basically means fermenting the Shiraz and Viognier grapes together to allow for better flavor integration. It also makes for a very attractive, bright purple colored fermentation to boot.
Deep brick red in color with aromas of spicy black pepper and red berries and hints of oak. In the palate is medium bodied soft and luscious. Berry flavors are nicely integrated with spicy black pepper through the mid palate. Some oak is evident on the finish combining with spices and hints of tumeric.
New Age comes from Bodega Valentin Bianchi, one of Argentina's oldest wineries and is an effervescent blend of citrus-y Sauvignon Blanc and fruity Torrentes; A light yellow/green colored wine, with fruity and floral aromas of great intensity. Balanced acidity leads to soft, semi-sweet and slightly effervescent flavors and mouth feel.
Vibrant citrus and tropical fruit aromas layered with rich vanilla and a brioche foundation. Fruit flavors on the palate include green apple and nectarine, with a texture reminiscent of lemon custard. The brilliant acidity carries these flavors through a long focused finish.
A saturated purple color, it delivers an expressive bouquet of wood smoke, pencil lead, mineral, blueberry, and blackberry. Layered and full-flavored on the palate, it is nicely balanced with the structure to evolve.
The 2009 Merlot shows off the beautifully aromatic and richly flavored character of this varietal at its very best. More expressive than most red wines, it opens with aromas of plum, dark cherries, cocoa and spice. Yet, it is in the flavors where Merlot really shows its versatility; rich and plush but with the definite bite of bright acidity.
Spring Mountain District Estate Cabernet Sauvignon is the flagship wine of Terra Valentine spanning all parts of the two estate vineyards. A blend of Wurtele Vineyard Cabernet as well as Cabernet, Merlot, and Cabernet Franc from the Yverdon Vineyard and the Terra Valentine estate, the wine shows the character of all elevations and the four soil types which accents the trademark flavors of cocoa powder and black currant.
This coming Friday we are going to have fun with spirits. David Ortiz Florida's Ambassador of The American Still Life Craft Spirits Collection will guide us with cocktail recipes and fun tasting notes.
Boyd & Blair Potato Vodka is a hands-on labor of love: the liquor made from scratch, each batch tasted 20 times and every bottle hand-signed. Their equipment was custom-made in Germany, but the potatoes are brought in from a local farm. Each step of the distillation process is manually controlled by Young, who, as the former CEO of a pharmaceutical-services company, has a background in chemistry. Orr was formerly vice president of the Greater Pittsburgh Area Chamber of Commerce. The vodka was named, respectively, for Orr's great-grandfather and Young's late father-in-law — a familial nod that honors the concept of following one's dream.
First Vintage of what has been a labor of love. His dream come true. Please join us to taste and congratulate him.
100% Vermentino grapes grown on the Spanus' Jankara estate in Sardinia.
you will find great balance between alcohol, acidity and fruit, as well as aromas of white flowers and almonds, with subtle, lingering tropical notes.
100 % Sangiovese from Ortona and San Salvo.
Intense and persistent fragrance, fruity (strawberry and sour black cherry) with a vinous note and a scent of wood medium-bodied, tannic and balanced.
A bouquet with aromas of dark, dried cherry, smoke, raspberry and violets. Vibrant on the palate, this medium bodied wine achieves fantastic balance with its good acidity levels and beautiful lengthy finish.
Brilliant ruby in color, the nose is intense and spicy, with a pleasing herbaceous note and touches of vanilla from the wood and excellent fruit, reminiscent of berries and underbrush. On the palate, shows delicacy, finesse and velvety texture.
Very intense, dark, deep ruby red; ample & complex nose of black cherry fruit, leather & game laced with subtle spice, vanilla, black pepper, dried flowers; palate shows ripe cherries, well integrated oak & spices, smooth, silky texture & layered complexity.


text:
Deze lijst bevat de peerage van Ierland die werden aangesteld door de koningen en koninginnen van Ierland voor de Acts of Union van 1800.

Hertogen

De Hertog van Leinster
Maurice FitzGerald, 9de Hertog van Leinster
De Hertog van Abercorn
James Hamilton, 5de Hertog van Abercorn

Markiezen

De Markies van Waterford
John Beresford, 8ste Markies van Waterford
De Markies van Downshire
Nicholas Hill, 9de Markies van Downshire
De Markies van Donegall
Patrick Chichester, 8ste Markies van Donegall
De Markies van Headfort
Christopher Taylour, 7de Markies van Headfort
De Markies van Sligo
Jeremy Browne, 11de Markies van Sligo
De Markies van Ely
Charles John Tottenham, 9de Markies van Ely
De Markies van Londonderry
Frederick Aubrey Vane-Tempest-Stewart, 10de Markies van Londonderry
De Markies van Conyngham
Henry Conyngham, 8ste Markies van Conyngham

Graven

De Graaf van Cork en Orrery
John Boyle, 15de Graaf van Cork en Orrery
De Graaf van Westmeath
William Nugent, 13de Graaf van Westmeath
De Graaf van Meath
John Brabazon, 15de Graaf van Meath
De Graaf van Cavan
Roger Lambart, 13de Graaf van Cavan
De Graaf van Drogheda
Derry Moore, 12de Graaf van Drogheda
De Graaf van Granard
Peter Forbes, 10de Graaf van Granard
De Graaf van Darnley
Adam Bligh, 11de Graaf van Darnley
De Graaf van Bessborough
Myles Ponsonby, 12de Graaf van Bessborough
De Graaf van Carrick
David Butler, 10de Graaf van Carrick
De Graaf van Shannon
Richard Boyle, 9de Graaf van Shannon
De Graaf van Arran
Arthur Gore, 9de Graaf van Arran
De Graaf van Courtown
James Stopford, 9de Graaf van Courtown
De Graaf van Mexborough
John Savile, 8ste Graaf van Mexborough
De Graaf van  Winterton
David Turnour, 8ste Graaf van  Winterton
De Graaf van Kingston
Robert King-Tenison, 12de Graaf van Kingston
De Graaf van Roden
Robert Jocelyn, 10de Graaf van Roden
De Graaf van Lisburne
John Vaughan, 8ste Graaf van Lisburne
De Graaf van Clanwilliam
Patrick Meade, 8ste Graaf van Clanwilliam
De Graaf van Antrim
Alexander McDonnell, 9de Graaf van Antrim
De Graaf van Longford
Thomas Pakenham, 8ste Graaf van Longford
De Graaf van Portarlington
George Dawson-Damer, 7de Graaf van Portarlington
De Graaf van Mayo
Charles Bourke, 11de Graaf van Mayo
De Graaf van Annesley
Michael Annesley, 12de Graaf van Annesley
De Graaf van Enniskillen
Andrew Cole, 7de Graaf van Enniskillen
De Graaf van Erne
Henry Crichton, 6de Graaf van Erne
De Graaf van Lucan
Richard Bingham, 7de Graaf van Lucan  (Doodverklaard bij afwezigheid])
Erfgenaam: George Bingham, 8ste Graaf van Lucan
De Graaf van Belmore
John Lowry-Corry, 8ste  Graaf van Belmore
De Graaf van Castle Stewart
Arthur Stuart, 8ste Graaf van Castle Stewart
De Graaf van Donoughmore
Richard Hely-Hutchinson, 8ste Graaf van Donoughmore
De Graaf van Caledon
Nicholas Alexander, 7de Graaf van Caledon
De Graaf van Limerick
Edmund Pery, 7de Graaf van Limerick
De Graaf van Clancarty
Nicholas Le Poer Trench, 9de Graaf van Clancarty
De Graaf van Gosford
Charles Acheson, 7de Graaf van Gosford
De Graaf van Rosse
Brendan Parsons, 7de Graaf van Rosse
De Graaf van Normanton
Shaun Agar, 6de Graaf van Normanton
De Graaf van Kilmorey
Richard Needham 6de Graaf van Kilmorey
De Graaf van Listowel
Francis Hare, 6de Graaf van Listowel
De Graaf van Norbury
Richard Graham-Toler, 7de Graaf van Norbury
De Graaf van Ranfurly
Gerald Knox, 7de Graaf van Ranfurly

Burggraven

De Burggraaf van Gormanston
Jenico Preston, 17de Burggraaf van Gormanston
De Burggraaf van Mountgarret
Piers Butler, 18de Burggraaf van Mountgarret
De Burggraaf van Valentia
Francis Annesley, 16de Burggraaf van Valentia
De Burggraaf van Dillon
Henry Dillon, 22ste Burggraaf van Dillon
De Burggraaf van  Massereene en Ferrard
John Skeffington, 14de Burggraaf van  Massereene en Ferrard
De Burggraaf van  Charlemont
John Caulfeild, 15de Burggraaf van  Charlemont
De Burggraaf van Downe
Richard Dawnay, 12de Burggraaf van Downe
De Burggraaf van Molesworth
Robert Molesworth, 12de Burggraaf van Molesworth
De Burggraaf van Chetwynd
Adam Chetwynd, 10de Burggraaf van Chetwynd
De Burggraaf van Midleton
Alan Brodrick, 12de Burggraaf van Midleton
De Burggraaf van Boyne
Gustavus Hamilton-Russell, 11de Burggraaf van Boyne
De Burggraaf van Gage
Nicholas Gage, 8ste Burggraaf van Gage
De Burggraaf van Galway
George Monckton, 12de Burggraaf van Galway
De Burggraaf van Powerscourt
Mervyn Wingfield, 10de Burggraaf van Powerscourt
De Burggraaf van Ashbrook
Michael Flower, 11de Burggraaf van Ashbrook
De Burggraaf van Southwell
Pyers Southwell, 7de Burggraaf van Southwell
De Burggraaf van de Vesci
Thomas Vesey, 7de Burggraaf van de Vesci
De Burggraaf van Lifford
Edward Hewitt, 8ste Burggraaf van Lifford
De Burggraaf van Bangor
William Ward, 8ste Burggraaf van Bangor
De Burggraaf van Doneraile
Richard St Leger, 10de Burggraaf van Doneraile
De Burggraaf van Harberton
Henry Pomeroy, 11de Burggraaf van Harberton
De Burggraaf van Hawarden
Robert Maude, 9de Burggraaf van Hawarden
De Burggraaf van Monck
Charles Monck, 7de Burggraaf van Monck
De Burggraaf van Gort
Foley Vereker, 9de Burggraaf van Gort

Baronnen

De baron van Kingsale
Nevinson de Courcy, 36ste baron van Kingsale
De baron van Dunsany
Randal Plunkett, 21ste baron van Dunsany
De baron van Trimlestown
Raymond Barnewall, 21ste baron van Trimlestown
De baron van Dunboyne
Richard Butler, 20ste/30ste baron van Dunboyne
De baron van Louth
Jonathan Plunkett, 17de baron van Louth
De baron van Inchiquin
Conor Myles John O'Brien, 18de baron van Inchiquin
De baron van Digby
Edward Digby, 12de baron van Digby
De baron van Carbery
Michael Evans-Freke, 12de baron van Carbery
De baron van Aylmer
Julian Aylmer, 14de baron van Aylmer
De baron van Farnham
Simon Maxwell, 13de baron van Farnham
De baron van Lisle
Nicholas Lysaght, 9de baron van Lisle
De baron van Newborough
Robert Wynn, 8ste baron van Newborough
De baron van Macdonald
Godfrey Macdonald, 8ste baron van Macdonald
De baron van Kensington
Hugh Edwardes, 8ste baron van Kensington
De baron van Massy
David Massy, 10de baron van Massy
De baron van Muskerry
Robert Deane, 9de baron van Muskerry
De baron van Sheffield,  Alderley en Eddisbury
Thomas Stanley, 8ste Baron Stanley of Alderley, 7th Baron van Eddisbury, 8ste Sheffield
De baron van Kilmaine
John Browne, 8ste baron van Kilmaine
De baron van Waterpark
Frederick Cavendish, 7de baron van Waterpark
De baron van Graves
Timothy Graves, 10de baron van Graves
De baron van Huntingfield
Joshua Vanneck, 7de baron van Huntingfield
De baron van Rossmore
William Westenra, 7de baron van Rossmore
De baron van Hotham
Henry Hotham, 8ste baron van Hotham
De baron van Crofton
Edward Crofton, 8ste baron van Crofton
De baron van ffrench
Robuck ffrench, 8ste baron van ffrench
De baron van Henley en Northington
Oliver Eden, 8th Baron Henley|Olvier Eden, 8ste baron van Henley, 6de Baron van Northington
De baron van Langford
Geoffrey Alexander Rowley-Conwy, 9de baron van Langford
De baron van Dufferin and Claneboye
John Blackwood, 11de baron van Dufferin and Claneboye
De baron van Henniker  en Hartismere
Mark Henniker-Major, 9de baron van Henniker  en Hartismere
De baron van Ventry
Andrew de Moleyns, 8ste baron van Ventry
De baron van Dunalley
Henry Prittie, 7de baron van Dunalley
De baron van Clanmorris
Simon Bingham, 8ste baron van Clanmorris
De baron van Ashtown
Roderick Trench, 8ste baron van Ashtown
De baron van Rendlesham
Charles Thellusson, 9de baron van Rendlesham
De baron van Castlemaine
Roland Handcock, 8ste baron van Castlemaine
De baron van Decies
Marcus Beresford, 7de baron van Decies
De baron van Garvagh
George Canning, 5de baron van Garvagh
De baron van Talbot of Malahide
John Arundell, 10de baron van Talbot of Malahide
De baron van Carew
Patrick Conolly-Carew, 7de baron van Carew
De baron van Oranmore en Browne en Mereworth
Dominick Browne, 5de baron van Oranmore en Browne en Mereworth
De baron van Bellew
Bryan Bellew, 8ste baron van Bellew
De baron van Fermoy
Maurice Roche, 6de baron van Fermoy
De baron van Rathdonnell
Thomas McClintock-Bunbury, 5de baron van Rathdonnell

redpajama_set_name: RedPajamaWikipedia


Further asserting himself as a premier jazz guitarist, Johnston presents his fifth recording as leader, the second with organist Joey DeFrancesco (the first was In-A-Chord). Idris Muhammad plays the drums with usual aplomb, and tenor saxophone legend Johnny Griffin shows up on two cuts. Johnston does a little bit of everything on this one. There's the midtempo swing of "The Song Is Ended," the funky R&B of "High-Heel Sneakers" (which recalls Jimmy Smith), and the waltzing "Wives and Lovers." On a dangerously slow version of "I Get Along Without You Very Well," Johnston adds some quicker lines. "All Through the Night," featuring Griffin on tenor, is smooth and swift. There are two Johnston originals -- "The Park" is an easy, no-frills bossa, while "For Thomas" (dedicated to Johnston's old college roommate, the late Thomas Chapin) is a swinging remembrance of more innocent days. The longest cut is another piece reminiscent of Jimmy Smith, Griffin's ten-minute-plus "You've Never Been There!" It features a blues groove with tenor sax/guitar unison, an element that Johnston is well-known for. Johnston is an accessible musician whose lyricism is ever-present but rarely flashy. Following in the tradition of legends like Grant Green, Wes Montgomery, and Pat Martino, he proves himself immensely capable on this fine CD, as he continues to grow and mature into one of the best in the business.


Set in 16th-century France, The Italian Woman depicts the transformation of Catherine DeMedici from a scorned and humiliated wife to a powerful and vindictive queen mother who will let no one stand in her way. Catherine's human relationships, even with her own children, are nothing more than a means to an end to her. The one notable exception is her devoted and loving relationship with Henry, her favorite child. Catherine also has somewhat tender feelings for the Prince of Conde, brother-in-law of her archenemy, but she does not allow romantic inclinations to interfere with political ambitions.
Jeanne, Queen of Navarre, is Catherine's enemy and foil. As a young princess, Jeanne wins a fight to marry the man she loves. Upon inheriting the throne, she appoints her husband king. Jeanne's hardships are legion, but she undergoes them with Spartan endurance. Unlike Catherine, Jeanne is vicious only when circumstances force her hand. She is a human being first, a queen second.
Love, lust, and ambition combine in this novel to create an intricately woven, well researched tale. As a protagonist, Catherine leaves something to be desired, since she is too one-dimensionally wicked to be sympathetic to a reader. For someone whose interest is in history told through human terms, it is Jeanne's story which delivers humanity. As such, I found myself much more invested in Jeanne's character than Catherine's.
Catherine's lack of sympathy aside, this is mostly a page-turner which vividly portrays a fascinating period in European history. The novel is recommended without reservation.


text:
Boy, 3, Accidentally Shoots Mother Dead in Chicago Car Park with Gun He Found on Backseat
By Manthan C.
March 15, 2022 12:55 +08
Covid update: China goes back to lockdown as world opens up
A trip to the supermarket turned fatal this weekend when a 3-year-old boy found a gun in the backseat of a vehicle, picked it up and accidentally shot his mother dead.
Dejah Bennet, 22, was pronounced dead at University of Chicago Medical Center at 9:34 p.m. Saturday, according to information from the Cook County medical examiner's office.
She was rushed to the hospital after emergency responders located her suffering from a gunshot wound in the parking lot of a supermarket in Dolton, officials said.
Gun Left Unattended, Boy's Father Taken into Custody
Dejah Bennet and her 3-year-old son. Facebook
The shooting happened after Bennet and her son went grocery shopping. Soon after Bennet put the child in his car seat and sat down in the driver's seat, the toddler found the weapon that had been left unattended. The boy discharged the firearm and the bullet struck Bennet's upper body, killing her.
Authorities said the boy's father was in custody after indicating that he owned the gun. As on Monday, no charges had been filed against him.
"This could have been prevented," Dolton activist Andrew Holmes said on Sunday as he visited the supermarket to hand out gun locks and speak to shoppers about the importance of gun safety. "All it takes is a second: unlock it, thread it through the barrel, bring it back around, put it in and lock it back," Holmes told WLS-TV. "If you leave it, secure it."
Accidental Shootings by Children
"Guns kill, especially when it gets in the hands of children and it's not the child's fault," Holmes continued. "It's the adult's fault because they have a responsibility to keep these guns locked down and away from these kids."
Holmes said people often forget they've left their gun in the car, underscoring the importance of having the weapon locked — no matter where it's stored.
"Some people put these guns in the seat, they don't take it in the house and they forget when they come out in the morning that their children are getting inside of the car. And all of a sudden, that gun rolls out from underneath the seat of the car and the child gets a hold of it," he added.
According to data analyzed by advocacy group Everytown for Gun Safety, there were 2,070 accidental shootings by children in the United States between 2015 and 2021. So far this year there have been at least 43 unintentional shootings by children in the U.S., resulting in 16 deaths and 29 injuries. Last year, there were at least 379 unintentional shootings by children nationwide, resulting in 154 deaths and 244 injuries, the group said.
Minnesota Teen, 13, Accidentally Fires Gun Killing 5-Year-Old While Recording Video at Thanksgiving
Who Was Shamaya Lynn? Florida Mom Shot Dead by Toddler While on Zoom Call as Coworkers Watch in Horror


text:
Shit Elon Says - Transcript - AIAA Houston 2007
Alright, thank you for having me here. I appreciate the invitation and I expect I'll be visiting Houston quite frequently in the future, given the COTS contract. You've got a great city and I always enjoy visiting. I'm going to talk about SpaceX, give you a little background, talk about the last launch that we had and tell you about the other things we're doing, long term, and I probably should leave some time for questions because I often find that's the best part of any presentation. I'd like to interact with you and really address anything that you're curious about.
SpaceX was founded about five years ago. The long term goal is to really dramatically improve the cost and reliability of space transportation. It doesn't help if you just improve the cost but the reliability suffers. Reliability is, in fact, our priority at SpaceX and cost is after that. The initial market is small government and commercial satellites with the Falcon 1. The idea behind the Falcon 1 is that it is built as a scale model so we could test out the technologies and, when we make mistakes they're made at a smaller scale, rather than jump immediately to a large rocket and make mistakes that cost ten times as much. So that's the strategy we've been executing. I think it's worked out reasonably well so far.
It's worth pointing out that the plan for SpaceX from the very beginning was always human transportation. So, can we really make some progress in helping humanity become a true spacefaring civilization, where a large number of people can afford to go to space and where it's not limited to just a small number of people per year. If we can help set space transportation on a path with continuous improvement and comparable reliability as we saw with aviation - the other similarities with aviation is that it's extremely risky, extremely expensive, but over time that improved to the point where today you can buy a non-stop flight from Houston to London, a return ticket for $500. That never used to be possible and then even when it was possible initially it used to cost ten times that amount and now it's quite affordable. That was brought about by there being constant improvement in aviation over time. If we can help make that happen, then I think SpaceX will have been successful. "If all we do is be yet another satellite launcher or something like that or ultimately only as good as Soyuz in cost per person to orbit, that would be okay, but really not a success in my book."
The long term outlook is, can SpaceX help establish a permanent presence beyond Earth? Personally I think, if we (humanity) can help establish life on another planet and extend life to make it multiplanetary, then I think that would really be one of the most important things that we could ever achieve. If you think about the important milestones in the history of life itself, and that means going beyond the colloquial concerns of humanity, initially there was single celled life and then there was multicellular life, then things acquired skeletons and that allowed the transition from the oceans to land, and then we had the development of mammals. There's probably about ten or twelve really big milestones in the history of life itself. I think, on that same scale would fit life becoming multiplanetary. I think it's at least as important as life going from the oceans to land, and arguably more important. To the best of our knowledge life exists only on Earth, so, if we don't at some point propagate beyond Earth then, if there's some calamity that befalls life here that will extinguish it. For all we know that might be the extinguishment of life itself. So, I think it's really important that we try to do it. If humanity is going to be able to do it then it requires at least orders of magnitude reduction in the cost of space transportation, and much more reliable space transportation as well.
SpaceX operates on a Silicon Valley mode of operation. Flat hierarchy, closely packed cubes, high engineer to manager ratio, lots of prototype iteration, and a best-idea-wins type of philosophy, where what matters is the merits of the argument not the status of the arguer. We started with three people five years ago and we're now over three hundred, and I think we'll probably be over four hundred within 12 months. So, we're growing pretty quickly. We're currently at 100,000 square feet of office and manufacturing space near LAX, about 2 miles south of LAX, and we're expanding to half a million square feet later this year. We have a big propulsion test facility in Texas. Just half way between Austin and Dallas. If anyone has heard of a little town called McGregor, that's where our test facility is, and we've got launch complexes in Kwajalein, Kwajalein is currently our primary launch facility. We have a dormant facility at Vandenburg and you may have read that we were recently awarded launch pad 40 at Cape Canaveral, which is a great launch pad. It was used to launch the Titan IV heavy lift vehicle until about a year ago.
This is what our first building looked like five years ago. This is what the building looks like that we've moving to later this year, that gigantic thing. The ceiling height is about 60 feet. It was used to build 747 fuselages until last year. These are some pictures of our Texas test facilities. We have a number of propulsion test stands and structural test stands. These are the Falcon 9 test stands. The one on the left is where we'll be doing the stage hold down firings of the Falcon 9. As you can see, it's a very big stand. The top of the concrete is about 130 feet and the, what we call, the stairway to heaven is this narrow stairwell that goes up about another 100 feet. It's the tallest thing for 20 or 30 miles, so we had to put an FAA beacon on top, so planes don't fly into it. There's a construction elevator on the one right and then the plumbing goes up the other right. On the right hand side, is the structural test stand for the Falcon 9 thrust fairing. That's what takes the nine engines of the Falcon 9 and those hydraulics are capable of crushing down with about a million and a half pounds of force. So it's a very stout structure.
Now I'm going to talk about the SpaceX track record to-date, which is a good predictor of future performance. The Falcon 1 was really developed from a clean sheet, to on the launch pad, in three years, and that includes the entire vehicle. The entire vehicle was designed and tested at SpaceX, almost, there were a few key pieces that were procured outside. We have a very high mass fraction first stage - 94.5% propellant mass fraction first stage. There's about 0.2% residuals included in that. Which I think might be the highest mass fraction first stage in the world, currently. I think the previous record was held by the Titan III first stage. That includes a recovery system, so there's a parachute system included there. The upper stage is pressure fed. We built the fairing, and the stage/fairing separation systems. It's worth noting that the Merlin 1A engine, the main engine on Falcon 1 is only the second American-built booster engine to see flight in about 25 years. The other one was the RS-68 for the Delta IV and before that was the space shuttle main engine. It's actually the first new American hydrocarbon engine to see flight since the '60s.
There's also Kestrel which is the upper stage engine that we developed and that's a pressure fed engine, restartable, pretty good ISP. We've got a low cost avionics system which has the advantage of, since this is designed in the 21st century and uses 21st century electronics for the guidance and control, the Falcon 1 has the first non-explosive orbital flight termination system approved by range safety. So when the range safety officer presses the stop button it just shuts off the engines, it doesn't explode the rocket. We initially set up at Vandenburg and then were forced to move to Kwajalein. So we have two launch sites and control centers. We started out with a price of roughly $7M for the Falcon 1 four years ago, and we've kept that price constant which is actually a decline in the price if you take inflation into account.
So, this is two years after starting the company and we have the qualification article of Falcon 1 on the launch pad at Vandenburg, and then about six months later we did the static fire. We had sound for this but it's not working for some reason. Unfortunately, we were forced to move from Vandenburg to Kwajalein. From May of 2005 to November of 2005 we were able to set up a launch facility at Kwajalein, which is quite difficult because the island we were given in the Kwajalein Atoll was - just had nothing on it. So we had to bring in power, water, RP - rocket propellant (kerosene), all the pressurants, offices, that sort of thing. We had many challenges - liquid oxygen in particular. Since Kwajalein is 5000 miles away from California and over 2000 miles away from Hawaii which is the nearest source of liquid oxygen. But we managed to have our first countdown right on Thanksgiving 2005, had turkey on the island. It took us four countdowns to get to the first test flight, which was in March of 2006. I need to edit this video because it has about 60 seconds worth of precursor. I think it's worth seeing this timeline because many people don't realize that we actually had the vehicle designed, built, and ready to go three years after starting the company. Unfortunately, the launch site issue caused us to delay it by another year, effectively. This flight, I'll talk about - hopefully it'll take off in a minute. The sad thing is that the problem with the first flight was a corrosion issue due to the Kwaj climate. It's a problem that would not have occurred at the launch site at Vandenburg.
[video of rocket launching] Unfortunately, ya know, it came back later. The telemetry actually showed that there was a kerosene leak at the turbopump inlet pressure transducer which started about 400 seconds prior to liftoff. You couldn't see it because the wind was blowing and kerosene is actually very difficult to see. When the wind's blowing you can't actually see that it's leaking. The failure review board, which was actually co-chaired by Pete Worden of NASA/Ames, concluded that it was due to corrosion - stress corrosion cracking of the aluminum 'B' nut on the engine. That leak ignited a few seconds prior to start and the fire basically burned through the entire powered flight, and about 25 seconds into the flight it burned through a helium pneumatic line resulting in losses in helium pressurant and that caused the pump prevalves to shut and essentially turning off the engine. Other than that, everything looked good. The vehicle was proceeding along its designed trajectory within 0.2 degrees. All first stage systems were nominal, and all avionics were nominal.
We took a bunch of corrective action. We improved vehicle robustness by eliminating as many fittings as possible and going to orbital tube welds, replacing aluminum fittings with stainless steel at a slight mass penalty - actually, the stainless fittings cost less than the aluminum fittings so this was a cost savings I suppose. There were a number of other changes. We also added more detailed procedures, more personnel per process, so a couple sign off is required by all work - a technician, a responsible engineer and an independent QA person are required to sign off on all work on flight hardware - and then close-out photos. We also went through ISO-9001 certification last year. The biggest single change is, we messed up software monitoring launch and automation. We were monitoring approximately 30 variables. We went to monitoring 800, including both the vehicle and the ground support equipment, and we would have caught the fuel leak if we had this system in place. The countdown is now also fully automated which reduces the potential for human error and allows us to review the data. It also allows us to take some number of personnel out of the countdown process. People that were basically just doing the job that the computer is doing. So, although we added people on the QA side of things, we were able to reduce people on the launch ops side by having increased automation. So I think that's pretty good.
As far as Demo Flight 2, which took place in March, we just finished the post-flight review with our customer which shows that the only orbit critical issue was the lack of slosh baffles in the second stage LOX tank which caused a coupling of the controller slosh modes. We did obtain full telemetry and video past nominal ignition. There were actually three dishes following the vehicle and although some dishes were - fortunately, at any given point there was one dish with a good signal - so we were able to splice together telemetry and video and get a full mission duration. All system in flight were tested and demonstrated a high response at launch. If you were following it closely, we were able to light the engine, abort, detank, retank and launch in 7 minutes. It was considered a successful test flight by our customer and by SpaceX. We will be launching our first two operational satellites later this year. The first will be TacSat-1 for the navy research lab in October, and the second will be a Malaysian Space Agency satellite in December. We have a total of five Falcon 1 missions and six Falcon 9 missions on our upcoming schedule, and we expect to close, probably, four more Falcon 1 missions and two more Falcon 9 missions in the balance of this year. That should help bring us to 20 launch contracts in total, including the two that have taken place.
Falcon 9, this information is on our website too if anyone is curious as well, is designed to NASA manned safety margins and tolerance. It's roughly 840,000 pounds of thrust at liftoff, with a maximum mass of about 700,000 pounds. So, on the order of a Soyuz in size. Twelve foot main body diameter. Length is 180 foot with the large fairing - actually, we don't have a picture of the vehicle with the large fairing but it's the kind of the big fairing you'd see on an Atlas V or a Delta IV. The vehicle is 150 foot with Dragon, 180 with the large fairing. The nine engines on the first stage are being carefully designed to provide engine-out capability. So, if we lose an engine you can still complete your mission successfully, and depending on the phase of flight you can actually lose multiple engines and still complete the mission. Basically, it's a 10 ton to orbit type of vehicle. Some people are worried about the number of engines, but I think it's worth seeing pictures of what the Soyuz looks like on the base end. There's quite a few thrust chambers there. The Russians have a definition of engines where they only count by the number of turbopumps, but that's kind of a silly definition because by that definition the Falcon 1 didn't have an upper-stage engine. I think you really need to count by the number of thrust chambers. Each thrust chamber is an engine. Soyuz has 32 engines on the base. Saturn 1 has, or had, eight engines on the base. Each had an individual turbopump. Falcon 9 is really quite comparable to Saturn 1B. It's got one extra engine, basically.
The basic concept of operations of the Falcon 9 with the Dragon spacecraft in cargo configuration is two stage vehicle, so the Falcon 9 drops the Dragon off in orbit and then Dragon goes from that parking orbit, maneuveres under it's own power to the space station where it is captured by the arm and it is berthed to the station. At the end it reenters, same way that the Apollo capsules reentered, blunt body reentry, lands in the ocean, although we have the ability to have it land on land as well. We're just starting off with the ocean because it's easier to get the regulatory approvals if it lands in the ocean. Also, if you need to get down in a hurry, you better be prepared to land in the ocean.
The first Falcon 9 itself. We finished serial number one of the first stage primary structure which, I think, should be shipping out to the Texas testing site in a few weeks. We'll be starting the first flight with serial number two which we'll start on in three weeks. It's made of aluminum-lithium in the barrel sections and 2219, sort of a standard aluminum, in the bones. This year we'll probably produce two flight units and next year we'll be probably producing six, and after that as much as twelve. It really depends on what the demand is. We have achieved our Merlin 1C development goals, and actually exceeded them slightly. The goals were 92,000 pounds of sea level thrust and 299 vacuum isp, and we got it to 94,000 pounds of thrust at sea level and 302 vacuum isp, for a full mission duty cycle. We expect to finish qualification of the Merlin 1C in July and produce 20 to 25 of the engines this year, 40 or so next year. We're starting integrated stage and engine testing in August, most likely, and it'll be a progression of multiple engine firings, one, three, five, and then all nine. We'll do a full hold down acceptance test of the first flight stage, before we send it to the launch pad.
This is the Merlin 1C, just a recent firing. It goes on for a while. You can see the whole engine on the stand there. The chamber is milled copper liner, with a nickle-cobalt electroplated/nickle-cobalt [unintelligible], and the nozzle is a brazed tubal nozzle. It's actually an architecture similar to the SSME but way, way less expensive in terms of the way it's made. The Merlin 1C is designed for a man-rating, so it has a 50% margin above flight loads, which is actually more than what's needed for man-rating. It's also fortified against foreign object ingestion. We'll be doing foreign object testing and have done, actually, inadvertently, some foreign object tests. So far it's held up quite well. We'll be doing a formal set of foreign body ingestion tests to verify that if you chuck in a piece of aluminum or steel or some organic, or something like that, it doesn't cause the engine to come apart. We want to try to reach 25 or more cycles before any refurbishment and, ideally, something on the order of 100 cycles before the primary elements need to be replaced. The turbopump assembly is about as simple as you can have a turbopump system. It's a single shaft with two pumps on it. So they start up at the same time, by definition. We use a pintle injector which is in terms of its contamination, no known combustion instability issues. This talks a little bit about the chamber nozzle. We will be having Kevlar flack jacketing between the engines of the Falcon 9. So even if the engines do come apart explosively or in a fire, it will protect it against damaging any of its neighbors. It's worth noting that SpaceX will produce more booster engines this year than any country except Russia. We'll be producing a total of about 30 engines, roughly 5 Kestrel engines and 25 Merlin engines. I think that's more than any country except Russia. Certainly more than the rest of US production combined.
Here's a picture of the Falcon 9 first stage primary structure. We're a little cramped in that building. It only just gets out, by a few inches. As far as second stage, one of the ways in which we've designed Falcon 9 to be fundamentally low cost is that the second stage is simply a shortened version of the first stage. It's the same dome, same material, same tooling, same manufacturing line. Which may seem like a pretty obvious move, but as far as I know there's no rocket out there that takes this approach - each stage is designed like a unique spacecraft. It really takes us almost no time to make the second stage, because it's just three barrel sections and three domes. We should finish the first unit in five months and there's no problem with producing one every two months by next year. It will have a Merlin 1C vacuum version as the engine. So, the same engine that you saw there but with a vacuum skirt extension, so a big bell nozzle. The avionics, guidance and control, there's quite a lot of heritage from Falcon 1. In theory we could fly the Falcon 1 avionics and, apart from some changes to the software, it would work, but we'll be upgrading this to be triple redundant according to NASA man rating standards. We're also going to add multi-engine control to the first stage, obviously, and we'll be upgrading the avionics to higher radiation tolerance for missions that are long duration or pass beyond the Van Allen belts. All the fairing tooling is done and we should have first production quarter-section in a few months and have the full fairing in about six months.
As far as Dragon is concerned, it looks like all things are good for a demo and CDR in August. The basic structure is an isogrid aluminum pressure vessel with aluminum-lithium for the primary load path elements. The nosecone and the heatshield support structure are carbon fiber composite. We finished a structural / manufacturing test unit earlier this year which we've made using the same methods, same materials, as the flight units. All materials are on order for the flight units. The propulsion system of Dragon will use eighteen SpaceX Draco engines - Draco means 'little dragon'. They're roughly 90 pound of thrust each using nitrogen-tetroxide and monomethylhydrazine and will be used in continuous mode for orbit changes and 10 millisecond pulse mode for attitude control. So this is a fairly unique engine and pretty advanced. They use space shuttle pintle to achieve extremely fine pulse mode capability and then from a thermal standpoint it's designed to run continuously. We'll be using titanium propellant tanks with a propellant management device and composite helium tanks from RA. We'll start testing the engines this summer.
For the heat shield, we've changed to PICA as the primary material, which of course you know. PICA is 'phenolic impregnated carbon ablator'. We've started to switch to that because it is fully arc jet tested, so it's qualified from an arc jet standpoint and we have an upgraded version of SLA-561 as backup. This is pretty technical stuff, so probably a lot of people don't know what that means but, basically, it's the brake pad. We'll actually be using the SLA-561 on the Falcon 9 second stage. So keep in mind, the Falcon 9 is designed to be reusable as well as Dragon. The Falcon 9 second stage needs a heat shield in order to reenter and survive, and the heat shield we'll be using on that is actually an SLA heat shield, but we do not plan on arc jet testing that, because recovery of the Falcon 9 is an optional thing, it's not required. We feel confident enough to actually fly the second stage reentry with SLA that hasn't been arc jet tested and if it works, great, but if it doesn't work, well, what can you do.
For parachutes, we're working with urban. There will be three main ring sails and two drogues, so you can lose a main and you can lose a drogue and things are still okay. Very low nominal descent rate of 22 feet per second, which is about what a parachutist would come down at. And that allows us to transition from ocean to land pretty easily.
So, on the left there is the structure test unit that I mentioned. You can see the machined isogrid door, and although the first missions for Dragon are cargo, we're designing everything for manned loads. So it's designed to take the loads of an escape rocket and it should take high-g aborts and all that stuff, and it's also got windows, which cargo does not need. On the right you can see what it looks like with the engines on. To the left is the cargo configuration. On the basic Dragon the sleeve that connects Dragon to the booster, we use that to carry unpressurized cargo and also it'll contain the solar panels and the radiator. On the right you can see the crew configuration. We're designing it to have a maximum of seven crew. There'll be a small seat and a big seat. So, four small seats and three big seats. You can see the collar berthing mechanism of the docking interface at the top is where it will berth with the space station. The nose cone gets tossed away, and it berths to the space station on that interface. Few more pictures of it and you can see it stuck on a little section of the space station. There's also more videos and pictures and what not, that you can see on the SpaceX website.
I'd also like to say what I see the future of commercial spaceflight. I think we're really entering a new era that's going to be exciting for commercial spaceflight. There's a lot of things happening on the suborbital front with Jeff Bezos and Blue Origin and obviously Burt Rutan's Scaled Composites and Virgin Galactic and then we've got John Carmack's Armadillo Aerospace. I think John's going to do very well. On the orbital front we've got ourselves and Rocketplane Kistler and I think we'll see some of the companies doing suborbital work transition at some point to orbital activity. So, I think it's pretty exciting. If all goes well, SpaceX will be flying supporting the space station for many years to come, and potentially also supporting things like the Bigelow space station and who knows what other sorts of things will develop. I'm really really flush on the future of spaceflight and I'm really excited by it.
Okay, are there any questions?
[Question about whether Falcon 9 can take Orion] The question was, is it possible to put Orion on top of the Falcon 9 and get it to orbit? It really depends on what the mass of Orion is considered to be. I think if it was within the capability of the basic Falcon 9, which is only ten tons to LEO, but there is a heavy version of Falcon 9 which we'll be developing with the side boosters, which is similar to the Delta IV Heavy with the common booster core approach. I believe that may be able to put Orion into orbit because that capability is on the order of 25 metric tons. So I think it's within the realm of possibility.
[Question about market research] Well actually I didn't do any market research. So maybe that's why I did it. If I had done market research I would probably have not done it. No, I do think there's a market for what we're building. While I didn't do any market research, I certainly read about what rockets exist in the world, what are they launching, and that kind of thing. So at a minimum we should be able to go and compete in the existing markets and have some sort of a business, even if it wasn't really breakthrough or anything like that. I don't think there's any kind of market research that you can do that would say, 'OK, if you really believe it, if you can reduce costs by this amount, then there will be this extra number of launches that occur as a result of that reduced price.' I think you just have to do it and you hope that it turns out to be true. And then make sure that there's a backup plan, that you at least have booked some value, even if you don't achieve the full potential, that you've still got some valuable enterprise that's capable of at least serving the existing market. And that's really the strategy that SpaceX has has. We'll at least serve the existing satellite launch market, and hopefully the space station, and if that's all that happens then well, it's not a terrible thing. And hopefully by lowering the costs, improving reliability we can expand the market substantially and I think if we do there will be others that enter the market and compete [unintelligible] Just as occurred in the airline business. There was a time when no one could possibly consider aircraft as a transportation mechanism. They were things that you maybe got a little joyride in, and they were very dangerous, and lots of people died all the time on them. If you said in 1920, probably any time before Lindbergh even, ask your average person on the street if they would be able to fly from New York City to Europe nonstop in an aircraft they would have said, 'no way! That's ridiculous.' So I think you have to approach this with some degree of open faith.
[Question about Dragon docking] Dragon will be grabbed by the station arm with the expanded grapple fixture. Yeah, it can dock to any CBM port. Well, I'm not entirely certain it's *any* CBM port, I think there's one in particular that we're supposed to dock at. But in theory we could dock at any CBM port.
[Question about video footage] There's multiple videos. We've probably got 18 cameras in various places. Onboard cameras, ground cameras, tracking cameras, so what I showed was just a tiny sampling. There's a lot more on the website actually.
[Question about cost-per-mass] So cost-per-pound to the space station. Initially I think it's probably $10,000 per pound. About that. And that's cargo to the space station, as opposed to mass to orbit. The mass to orbit of Falcon 9 is about $1300 per pound. But that's if you're a satellite or something. To get something to the space station you need to add Dragon to the equation, and then you need to basically say, that eats up a ton of useful cargo as well, so roughly approaching 3.5 tons for roughly $70 million-ish. We have to see what the final pricing turns out to be. I'd should point out that that assumes zero reuseability. So if we are able to make the reuseability economics work, that price could be substantially lower.
[What sort of payloads will you launch?] Well we expect do a lot of commercial flights to geosynchronous orbit. Hopefully launching some planetary missions, stuff to Mars or the Moon or that sort of thing.
[Question about blog, Tesla production] It actually is getting harder and harder for me to write blog pieces. I used to write them quite frequently, and now I've got a pretty big family, and business things that take up a lot of time, so the blog stuff tends to fall to the bottom of the priority list. And there are a lot of times that I feel really guilty about not updating the blog. But I would like to continue to write blog pieces and also try to get other people to write blog pieces. At Tesla a lot of people write blog pieces, I only write them occasionally. As far as Tesla is concerned, the first production car of the Roadster should be out in September. End of September, maybe October. And then Tesla is working hard on a Model 2 which is a $50,000 luxury sport sedan, and that's 4-door, 5-passenger, about the size of a 5-series BMW. The targeted debut is the end of 2009.
[Question about pogo oscillation] Yeah, pogo. We have pogo suppressors on each of the 9 engines, the individual pogo suppressors. So that should hopefully do the trick. We have a couple of outside experts that are looking at our pogo suppression devices and helping us design them. [unintelligible], some of you may know him if you're familiar with pogo stuff. And there's a few other people we're bringing on board as well to look at that, but pogo is something we take seriously.
[Question about the biggest risk to SpaceX] Biggest risks. Hmm. I don't know what the biggest risk is actually. There are lots of risks, but I'm not sure how to order them exactly to say which one is the biggest one. You know, the last Demo Flight 2, the slosh mode coupling with the control frequency of the second stage was number 11 on the guidance control risk list. Number 11. And if you were to merge all those risk lists, I mean it would have been number 120. And that's the one that went wrong. So it's a very subjective thing to figure out what the real risk is that's gonna bite you in the butt. Fortunately with the knowledge that we'll gain from Falcon 1, we're not going to make in retrospect an elementary error like not having slosh baffles on the stage. So I think we'll be safe from that sort of stuff. It's possible we could have some challenges getting to the berthing process, I don't know that much about it, it's not an area with which I'm all that familiar. We're learning a lot at SpaceX and we have some outside companies that are very familiar with the process helping us, I see Dave over there from [?], and Harold is helping us with the safety stuff. Boy I wish I could give you a- I don't know what the biggest risk is. They're all really big, and they all take a lot of attention. Sorry.
[Question about Robert Heinlein] Actually I didn't even know it was his 100th anniversary. Good to know! He's written some good books. I like 'The Moon is a Harsh Mistress,' that's a good one.
[Question about suppliers] We've certainly made some use of existing hardware, such as many of the things you mentioned, quick disconnects, regulators, certainly control valves, most of our control valves are from Maratta, which provided control valves for the Shuttle. We use Ketema vent relief valves, we use Stanford Mu regs. There's a lot of existing satellite componentry in Dragon.
The big stuff has been developed from scratch. We kind of have to do that, because if we were to buy- if we were to cobble together stuff from existing quasi-official components, then we would be unable to reduce the cost, because to the degree that you inherit the legacy components, while you may inherit their heritage of course, you also inherit their cost. So of necessity we're forced to make the major items like the engines and the stages and the avionics and the launch ops and all that, do that from scratch.
[] I've invested $100 million, approximately. A little more than that. We've spent more than that. That's venture capital. We've spent more than that because we've received payments for launch. We've got the first two Falcon 1 launches we've received advanced payment on, a number of the other launches, we've passed some COTS milestones, so I'm not sure exactly, I'd have to think about it, I'd probably consider that proprietary, but we've certainly spent in excess of $100 million thus far, although I've only invested roughly $100 million.
[Would you ride in Dragon?] Yeah, I think it would be fun to ride in Dragon at some point. Some people sometimes think that this is a round-about way of getting me personally into space, but it would be a lot cheaper to buy a ride on the Soyuz. A lot less hassle. But I'd definitely like to fly at some point, that would be great.
[Question about COTS] COTS has been really helpful in speeding things up. We were already going in that direction long term anyway, but it would have taken us a long time, it would have [unintelligible], and also we wouldn't be able to take advantage of the expertise that NASA has, which has been quite helpful in designing a reliable vehicle. I think the COTS program has been really super helpful, it's been great dealing with everyone there. And a lot of people are saying, 'isn't NASA going to smother you or cordon you off from efficient things, and that hasn't been the case. No complaints thus far at all, it's been great.
[Question about Vandenberg] The Vandenberg story is a long and sad story. But yeah, it was a bit unfair, but these things happen.
[Question about the manifest] Actually the SpaceX manifest is on the website. So if you're curious about the upcoming satellites are being launched, and what's the customer, and when they're being launched, there's actually an updated launch manifest on our website.
[Question about lead time] For Falcon 1 it will probably be under 12 months, maybe 9 months. What we're doing is we're actually buying long-lead items ahead of time so we have an inventory of the long-lead stuff, and so once we have the long-lead stuff in hand it can takes us For Falcon 1 as little as 9 months to get going and get a launch off. For Falcon 9 it's probably a little premature to make claims at this point, but for the booster at least we do plan on having a continuous production line on the booster, so in theory it should take very little time to get that going, either go from a contract to a launch hopefully 9 months, it could even be 6 months. It really depends on how the manifest is filling out. There may be other constraints, which are not related to SpaceX directly, such as can Cape Canaveral handle that launch or is there other stuff scheduled for that time frame. They really like to see that something's scheduled 12 months or even 24 months in advance. [unintelligible] to have a really short time ideally between the contract and launch. And in order to make reuseability work, then you need to have a constant stream of vehicles coming back and being refurbished and flying every month or even more frequently than that, then it's gonna be relatively easy to slot someone in.
[Question about Dragon schedule and Shuttle] Actually our schedule matches pretty well to the planned end of the Shuttle in 2010. We have our first demo flight of Falcon 9 with Dragon at the end of next year, and then we'll get two more demonstration flights, one in summer of 2009, and another at the end of 2009. And that third flight will actually culminate in the transfer of I guess demonstration cargo and the return of demonstration cargo back to Earth. We probably cannot at this point load the real cargo, it has to be demonstration cargo because otherwise it would violate some sort of law-based acquisition or something to that effect. So if that schedule remains true or doesn't slip too much, then in 2010 we should be able to start delivering cargo, and then depending upon when the COTS option B gets exercised, which is what adds the escape tower, the life support system, the seats, all the crew-related stuff, plus the ability of the crew to take over in the event of an emergency. So depending on when COTS B gets activated, we should be able to I think take people to the space station probably 2011 something like that. It really depends on the way things get going though.
[Question about Bigelow Aerospace] Well if Bigelow puts up a private space station we would love to take people there and back. So I think that would be super synergistic. We do have a Bigelow launch on the Falcon manifest, for launching I think it's a 2/3rds scale version (or something of approximately that size) of one of his inflatable space stations. So irrespective of what happens with the full scale version or how well that does or whether he's able to sell people the space station or lease it or whatever, we do have one launch of Falcon 9 with Bigelow.
[How many reuses per spacecraft?] So how many launches can Falcon 9 take before it has to be permanently retired? I think it's really hard to make an exact prediction. We really have to look at the condition it's in when it gets back. The engines we're aiming for at least 25 full mission duty cycles before any refurbishment is required of significance, and ideally upwards of 100 cycles, so we'd like to get something like that out of the rest of the Falcon 9 as well. So that's our target - at least 25, hopefully as many as 100. But it's really going to depend on the condition things come back in. And I think like a jet we'll have a maintenance schedule. So there will be some things that need to be replaced every flight, some things that need to be replaced every 5 flights, some every 10 flights, some that really are just never going to wear out in any kind of reasonable time frame. And then we'll have an inspection schedule. So just like a jet engine has a hot section inspection every certain number of hours, and you replace this component every certain number of hours, we'll have something similar for the rocket. So we want to try to overall just sort of drive things in the direction of the way jet engines are operated. So I don't think it will ever be as good as that, but we at least want to try to push in that direction.
[Question about how long he's been working on this] I actually was fond of space, well first of all I grew up in South Africa, you know, not really much space stuff happening there. And then I only got my citizenship like last year, and that was five years after I got my green card. But I've only actually been allowed to legally look into space for five and a half years. I apologize for not getting that last 6 months in there, but literally I could only legally look into space for the last five and a half years.
[Question about his research area in physics] No, it was just general theoretical and experimental physics. I was undergrad only. I actually originally was going to go out and get a PhD at Standford in the material science and physics of high energy density capacitors, so very applied, almost really engineering. And that was for use in electric vehicles. I think there's the potential to do some very interesting things if you can drive the energy density of a capacitor up high enough then it's really the ideal solution for electric vehicles. They have a quasi-infinite cycle and calendar life, and extremely high charge/discharge rate, really you'd be able to charge your car faster than you can fill it with gasoline. If somebody could come up with a capacitor with enough energy density then that would really be the optimal solution for an electric car.


I'll admit it straight away, before this gig I'd heard of The Virginmarys, but hadn't been to see them live or listened to that much of their music. However, I'm definitely a new fan after this night.
The main reason I went along to this gig was that the three support acts are all people I've seen before and like their music, so I wanted to go along and see them with the added bonus of the headline act being a band I'd heard good things about.
I arrived at The Soundhouse not too long before the first act was about to go on stage, so there wasn't much time to walk around and have a chat with anyone I knew who was there. I grabbed a drink from the bar and as I was walking towards the stage the first act was being introduced.
Opening up the night was Callum Cook, who is better known as being a member of No More Heroes, but I have seen him perform solo sets before this evening. Playing mostly original tracks, with a few covers thrown in now and again, it was a great start to the evenings entertainment from one of the top local musicians.
It wasn't a very long set by Callum, and it was time for a bit of a break while the next band setup on stage. This gave me a chance to have a walk round and see who else I knew was there. Surprisingly, there weren't too many other people I knew attending this show, which is odd, as normally I can walk around and see many familiar faces, but this gig wasn't one of those occasions. Also, being a sold out show, I thought I'd recognise more people.
I quickly got back towards the front of the venue and next to the stage as the crowd was starting to fill up quite a bit. I'd seen before arriving that it was sold out, with no tickets available on the door, and it can then become quite tricky to take photos if you can't get anywhere near the front. When it gets really busy, I tend to find a place to either side of the stage and mainly take photos from there, unless I see an opportunity to move about, knowing I will be able to get back to where I was originally.
Next band playing this evening were a Nottingham based band called Kynch. I've seen these performing once before and that was at last years Glastonbudget where being a festival I was all over the place and couldn't really see to much of their set and I've been wanting to catch them playing again since then. They didn't disappoint.
Solid tracks from a young band who have the potential to go very far in this business, and they didn't look at all out of place on this line up filled with so many talented musicians. With a new 4 track EP being recently released, they had cd's available on the day and it with it also being available on streaming services, I made a note to listen to it at a later date. I'll certainly be on the lookout for any gigs they play in the future and try to get along when I can.
Following on from Kynch were a band I've seen quite a few times, but not for a while, and they were Dig Lazarus.
It was back in 2015 that I had the pleasure of seeing Dig Lazarus perform a lot due to them competing and ultimately winning the Original Bands Showcase, and they then went on to perform at some local festivals afterwards. I must have saw them perform at least six times over the space of a couple months, and they always put on a fantastic show.
Having not seen them for a few years, it was one of the main reasons for me going along to this gig, and they have still got it. I remember being really impressed after my first time seeing them, they way they link their songs together so there's as little down time as possible, and performing really well put together tracks, I'd urge anyone who hasn't seen them before to get along to a gig when they next play near you. Hopefully it won't be another 3 years before I see them again.
Their set came to an end and it was time for The Virginmarys to get setup on stage for the second sold out night of their Northern Sun tour.
The crowd was getting really big now, as I'm guessing that everyone who was going to come along would be there by now, and people were getting to the front of the crowd, eagerly awaiting the bands arrival on stage. I was chatting to a few of their fans at the front who had seen them many times and were even wearing their t-shirts as the front row was filled with with people wearing their merch.
The set lists were brought out onto the stage and I noticed there was something different. Normally I'll try to have a look at the set list, especially for the headliners, and there will be around 10-15 tracks listed, but this one looked a bit longer. After looking closer I counted 20 tracks on their setlist, so this was certainly going to be an epic headline act.
The lights went down, and one by one they made their way out onto the stage. Kicking things off playing a couple of tracks from their 2013 album 'King of Conflict', they opened their set with 'Portrait of Red' followed by 'Dead Man's Shoes' and started what would be around an 80 minute long set.
Some bands would struggle to perform 20 tracks in total, let alone perform 20 original tracks with them all being well put together and have the crowd singing those songs back at you. They have a great following and you can certainly understand why.
With the crowd so full now, I didn't manage to be able to move around that much when they were on stage, so I stayed in virtually the same place and after I'd taken some photos I put my camera away for a bit and just enjoyed the show, and it was a fantastic show.
Towards the end of their set, they brought out a gong onto the stage and invited an audience member to help out with one of their final songs. It's always good when bands have that interaction with their fans, it makes each show that little bit different and for the people who get on stage, it can make their night.
Before too long we were coming to the end of what was another awesome show put on by Casbah MMP, you always know you're in for a treat when you see their name on a show poster. 4 superb acts, all complimenting each other to make it a cracking night, and I'll be keeping my eye on any more local gigs where The Virginmarys are playing, as I'm sure this won't be the last time I go along to see them.


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Global coronavirus cases rise to more than 12 million
Jul 9, 2020, 9:33 am IST
World, Middle East
Many hard-hit countries are easing lockdowns, while others, such as China and Australia, implement another round in response to a resurgence
Doctor Giselle Sanchez wears her protective suit at the Intensive Care Unit of the Dr. Arnulfo Arias Madrid Hospital Complex, in Panama City on July 04, 2020. (AFP)
Global coronavirus cases exceeded 12 million on Wednesday, according to a Reuters tally, as evidence mounts of the airborne spread of the disease that has killed more than half a million people in seven months.
The number of cases is triple that of severe influenza illnesses recorded annually, according to the World Health Organization.
Many hard-hit countries are easing lockdowns put in place to slow the spread of the novel virus, while others, such as China and Australia, implement another round of shutdowns in response to a resurgence in infections. Experts say alterations to work and social life could last until a vaccine is available.
The first case was reported in China in early January and it took 149 days to hit 6 million cases. It has taken less than a third of that time – just 39 days – to double to 12 million cases, the tally shows.
There have been more than 546,000 deaths linked to the virus so far, within the same range as the number of yearly influenza deaths reported worldwide. The first death was reported on Jan. 10 in Wuhan, China before infections and fatalities surged in Europe and then later in the United States.
The United States reported a daily global record of 56,818 new COVID-19 infections on July 3 when global cases reached the 11 million mark. The United States recorded a total of 3 million cases on Tuesday, and accounts for more than a quarter of both global cases and global fatalities putting President Donald Trump's pandemic strategy under scrutiny.
Brazilian President Jair Bolsonaro tested positive for coronavirus after downplaying the seriousness of the pandemic. The country has reported between 20,000 and 50,000 new cases daily since July 1. Brazil has more than 1.7 million cases and nearly 68,000 deaths.
The Reuters tally, which is based on government reports, shows the disease is spreading the fastest in Latin America. The Americas account for more than half the world's infections and almost half its deaths. Brazil and the United States account for around 45% of all new cases since the beginning of July.
India – the country with the third highest number of infections – is battling an outbreak of more than 20,000 new cases each day.
In countries with limited testing capacity, case numbers reflect only a proportion of total infections. Experts caution that official data likely underrepresents both cases and deaths.
global coronavirus
global tally
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I have a 1776 that has a 44 empi and I can't get rid of the hesitation. I have don't know what to do I have jetted it like the webber book says to and also like CB Performance says to and to no avail. Please help!!!! I have tried kicking it and the result is a my foot still hurts. Swearing doesn't work either. I live in east Mesa and would love for some one who know more then I do to lend a hand.
I see you have two threads on this, too. I'll bow out of this one. Seeing what you said about the 2180 on the other thread, I would have to agree with what perrib was pointing out, too. I wish there was only one thread on this, so I'm going to let this one settle to the bottom. Try the things that we were pointing out, and let's take it up after that on the other thread.
VW Volkswagen & Baja Bug General Discussion Carb and intake setup? 11 Torg37 7070 Carb and intake setup?


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Explore The Deborah J. Norden Fund Essay
Material tour de force: The work of Eladio Dieste
Julian Palacio visits Uruguay to examine the material and structural innovation of engineer Eladio Dieste.
Below, 2012 Norden Fund grantee Julian Palacio visits Uruguay to examine the work of engineer Eladio Dieste. Through an investigation into the material and structural innovation of Dieste's buildings, Palacio considers the legacy and contemporary relevance of a practice rooted in efficiency, invention, and elegance.
I have explained, and supported with evidence, the concern for rationality in construction and economy understood in, I dared to say, a cosmic sense rather than a financial sense. However, this is not the whole thing that has guided me. I have also been guided by a sharp, almost painful, awareness of form.
-Eladio Dieste
In the fall of 2012 I traveled to Uruguay to visit the work of the engineer Eladio Dieste. The research was motivated by a desire to explore historical precedents that have challenged our traditional understanding of the production of architectural form, and that have put forward alternative arguments about the latent potential of the performative qualities of certain building systems—such as structure in the case of Dieste—for material invention. I believe these ideas to be extremely relevant today as accelerated developments in technologies for design and fabrication are motivating an expanded field of formal investigations that need to be brought into tactical alignment with other disciplinary logics to demonstrate their true transformative capacity.
Eladio Dieste selected projects: timeline and structural types
Eladio Dieste emerged as one of the most paradigmatic figures within the diverse landscape of mid-20th century architecture in Latin America. Born in 1917 in the northern town of Artigas, Uruguay, he studied at the University of the Republic in Montevideo, graduating from the Faculty of Engineering in 1943. Soon after that, he established his independent engineering and construction company, Dieste & Montañez S.A., and embarked on a professional career that spanned five decades and that focused on the design of buildings for everyday use: churches, bus terminals, warehouses, and gymnasiums, among others. For these commissions he developed a number of groundbreaking and elegant structural systems that addressed the requirements for flexibility of space and economy of means that these projects demanded. His structural solutions, which included free-standing vaults, gaussian or double-curved vaults, ruled surfaces, and folded planes, were all based on the rigorous understanding and masterful use of reinforced ceramics.
Eladio Dieste selected projects. From top to bottom and left to right: Church of Cristo Obrero, Church of San Pedro, Roche, Caputto Fruit Plant, "La Gaviota," Montevideo Port Warehouse, Turlit Bus Terminal, Gimnasio Don Bosco, Montevideo Shopping Center, ADF Wool Warehouse
For him, structure, geometry, and material were all components of an interrelated whole, approaching form as an issue of synthesis. However, instead of opting for the use of concrete as his material of choice, as some of his contemporaries did—Félix Candela, for example—Dieste decided to capitalize on the availability and affordability of a well-known local material: brick, which became his instrument. The use of brick not only made economic sense to him, but it also allowed for the projects he worked on to insert themselves within a long tradition of adobe construction in Latin America, echoing the culture of his native Uruguay. And by creating sophisticated structural solutions with this humble, traditional material, he established a bold new narrative that pushed back against the Modernist movement's machine aesthetic and its use of industrial materials such as concrete, steel, and glass. It was also a decision that aligned with the ideals of a select group of Uruguayan intellectuals and artists, whose most representative figure was the painter and sculptor Joaquín Torres García (1874-1949), close friend of Dieste and founder of the universal constructivism movement, who encouraged the creation of an original modern Latin America language that would permeate all of the creative arts.
Church of Cristo Obrero. Atlantida, Uruguay. 1958-60
One of Dieste's best-known projects is the Church of Cristo Obrero in Atlántida, a suburban town 40 kilometers outside of Montevideo in the province of Canelones. The building embodies Dieste's fascination with the "expressiveness" of form, a constant preoccupation throughout his life that pervaded all of the work he did. The building itself is a magnificent example of the use of brick that combines two of Dieste's greatest structural inventions: the gaussian vaults and the vertical ruled surfaces.
Diagram of ruled surface generation
Diagram of gaussian vault generation
The geometry of the undulating walls or ruled surfaces is based on a simple principle to increase their structural performance: an array of conoids generated by connecting a straight profile at floor level with a curved one at the top using vertical lines. Each wall is 30 cm thick and rise to a height of 7 meters. The roof is a sequence of double-curved vaults that Dieste designed using a catenoid as the directrix, generating a surface that acts efficiently in compression and resists deflection using the minimum amount of material. Furthermore, to avoid deflection and to increase the rigidity of the vault, he curved the surface in the longitudinal direction as well, reducing the height of the profile as the section moves from the center to both ends. The span of the vaults oscillates between 16 and 18 meters.
Dieste's particular approach to the design of buildings redefines ideas of materiality in architecture. Through the malleability of the surface, he was able to calibrate a precise relation between the whole and the individual unit of construction, ultimately turning the design process into a problem of material logic vis-à-vis the articulation of structural performance, geometry, and form. The modulation of the walls and vaults registered the tensions between discrete regimes of organization to achieve greater degrees of variation that incorporate a carefully choreographed system of repetition.
Details. Church of Cristo Obrero. Atlantida, Uruguay. 1958-60.
The Church of Cristo Obrero was completed in 1960 with a very low budget, and became Dieste's first independent architectural commission. The double-curved roof is supported by the two undulating brick walls, which meet in a level plane while the end walls seem to be structurally independent from them, a condition that is articulated by the introduction of a crack through which light comes into the space. The inventiveness of the structural solution, manifested in the geometry of the walls and the roof combined with a masterful rhythm of light and shadow, reinforces the profound spatial qualities of the interior of the church.
Detail of folded plates. Church of San Pedro. Durazno, Uruguay. 1969-71
Form, light, and material resolution are also combined in an exceptional manner to produce an almost sublime experience at the Church of San Pedro in Durazno. Completed in 1971, this hybrid building brings together an existing bell tower and a new church nave designed by Dieste using the structural principles of the folded plate. The roof, supported only by a few almost imperceptible steel elements, seems to levitate over the thin reinforced nave walls that bend in and span 32 meters, the whole length of the church, acting as beams. The inclination of the walls, designed to meet the structural requirements, was adjusted to reinforce the perspective of the interior space, contributing to the perception that the church is larger than in truth it is.
Exterior of double-curved non-continuous vaults. Caputto Fruit Plant. Salto, Uruguay. 1971-72, 1986-87
Hundreds more projects throughout Uruguay were designed and built by Dieste & Montañez, including the roof for the Montevideo Port Warehouse, in which the double-curved vaults span an astonishing length of 50 meters; or the more modest Gimansio Don Bosco, spanning 25 meters. None of these could have been possible without the development of efficient and economic means and methods of construction. To that end, Eladio Dieste designed a series of machines that allowed for the realization of his innovative structures, including hydraulic jacks, motorized systems for raising and lowering brick formwork, and pile drivers, among others.
Gimnasio Don Bosco. Montevideo, Uruguay. 1983-84
Dieste's commitment to formal exploration should not be confused with an empty formalism; quite the opposite. It is in fact a preoccupation deeply rooted in a rigorous intellectual search for material and structural reciprocity and efficiency. Being acutely aware of the socio-cultural and economic conditions of his country, he was able to formulate an unconventional practice of architecture in tune with this context, establishing the principles of what he called a "cosmic economy"—that is, to be in accord with the profound order of the world. As the search for new materiality in contemporary architecture advances, Dieste's legacy and his body of work—some of the most inspiring, elegant, and functional buildings of the second half of the 20th century in Latin America—can offer renewed relevance and inspiration to designers today.
Detail of double-curved non-continuous vault. Gimnasio Don Bosco. Montevideo, Uruguay. 1983-84
Julian Palacio (b. Bogotá, Colombia), is a New York-based architect. He received his Master's degree from the Graduate School of Architecture, Planning and Preservation at Columbia University, and a Bachelor of Architecture from the Universidad Javeriana. His professional experience includes work with Enrique Norten-TEN Arquitectos, and Boston-based Office dA. Julian has been named a MacDowell Fellow by the MacDowell Colony in Peterborough, NH, where he spent his residence continuing the research on structural formalism in Latin American architecture. He has taught at Cornell University, the Institute for Architecture and Urban Studies, and Catholic University of America and has used his Norden travel experience as the basis for research seminars and studios that focus on the transformative potential of structural systems and their capacity to generate new spatial and formal organizations.
All photographs and images by Julian Palacio.
The views expressed here are those of the author only and do not reflect the position of The Architectural League of New York.
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