text:
Causing Trouble Sometimes Causes Trouble
I often reflect about how good we have it in St. Louis, because it is human nature to take blessings for granted. Catholics have the opportunity to assist at the Traditional Mass at many places– without taxing my brain, I can think of six places that offer it on Sundays and at least three that offer it daily.
Now, the cynic (realist?) may point out that 6 out of 250 isn't all that great. But I prefer to look at the glass as 6/250ths full.
Because in many other places, things are truly bleak. And where the traditional Mass makes an inroad, it is subject to great opposition. Lots of people would like it not to exist; lots would like it to go away.
And we know that there are some who adopt the Saul Alinsky tactics of faux controversy and misdirection to get what they want.
I remember when I first came to the traditional Mass about five years ago seeing a person at the Communion rail with hands extended for Holy Communion. The priest, a very holy and humble man, did not demand that the hands be withdrawn, but rather held the Host patiently near the mouth until the communicant understood the protocol. Nothing confrontational, just effective. I remember thinking that I may never have to know the answer to the question– would they ever distribute in the hand?– because of the charitable and humble way of addressing the situation.
As further background, the Pontifical Commission Ecclesia Dei, charged with administering the implementation of the motu proprio Summorum Pontificum, responded to the question posed by a correspondent of the propriety of Communion in the hand in the context of the Extraordinary Form. The answer, in relevant part:
…the celebration of Holy Mass in the extraordinary form envisages the reception of Holy Communion while kneeling, as the Holy Host is laid directly on the tongue of the communicant. There is no provision for the distribution of Holy Communion on the hand in this form of the Holy Mass.
Now this was an answer to private correspondence, so one cannot cite it as though it is an ex cathedra pronouncement. But it clearly gives heart to those priests who seek to safeguard Our Lord's Body and Blood from sacrilege and to restore the immemorial custom of receiving on the tongue while kneeling.
Back to the point, I often speculated that the manner of receiving Holy Communion would be a dramatic way for anti-TLMers to try to turn Bishops against the Extraordinary Form in their Dioceses. Simply insist that they must receive in the hand, and one of two things must occur: either they help establish a practice of receiving in the hand, or else they can fly to the Bishop (upon whose authority they may actually rely for the first time) and claim they are denied Communion. Perhaps in this way they can bully a Bishop into demanding the allowance of Communion in the hand to appease people who will never darken the doors of the Church once it is granted. Perhaps– this would be ideal– they can convince a Bishop that the TLM is "too divisive" or "too much trouble" and cause it to be practically suppressed.
This sad situation of making Holy Communion a crisis moment has now happened in Knock, Ireland, where, according to reports, a would-be communicant did not follow the cue to receive on the tongue and caused a scene that resulted in a sacred Host being thrown on the floor. Because the information is not complete, I am not inclined to link to the source for this news nor list any names involved.
The reason I post it is to point out again, the relative position of the TLM in St. Louis and just how blessed we are. And also, to pray for those priests and bishops who are trying to be faithful to the Church and to implement the Holy Father's wishes that the Extraordinary Form spread throughout the Church. Though it is their calling to be faithful sons of the Church, their work is difficult and subject to opposition by many– and many who are not acting in good faith.


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York County history storytellers: 'Pivotal moments' event set for Dec. 10
YDR has chosen its largest venue, the historic Capitol Theatre at the Appell Center for the Performing Arts, for its fifth-annual history night.
York County history storytellers: 'Pivotal moments' event set for Dec. 10 YDR has chosen its largest venue, the historic Capitol Theatre at the Appell Center for the Performing Arts, for its fifth-annual history night. Check out this story on eveningsun.com: https://www.ydr.com/story/news/2019/11/19/york-county-history-storytellers-pivotal-moments-event-set-dec-10/4237915002/
York Daily Record Published 11:19 a.m. ET Nov. 19, 2019
The best of times. The worst of times: Pivotal moments in York County history
This year, the York Daily Record has chosen its largest venue, the historic Capitol Theatre in York at the Appell Center for the Performing Arts, for its fifth-annual history night, set for 7 p.m. Dec. 10.
This year's theme is "Pivotal Moments in York County History."
The best of times.
The worst of times.
Local history bloggers speak to a packed house for "Unraveling York County History" at Wyndridge Farm Wednesday, December 9, 2015. (Photo: Kate Penn, Kate Penn, York Daily Record)
York County has seen good times and bad times – and times when we've had to make difficult choices that, for good or ill, have shaped our community. As Charles Dickens (who visited York!) implied in his opening lines of "A Tale of Two Cities," sometimes the best of times and the worst of times come at the same time – and we've seen that in York County, too. Sometimes we've taken risks and our "historically edgy" actions have helped our community move ahead. And sometimes we've innovated – and simply been too far ahead of our time.
Prominent local historians Joan Concilio, Jeri Jones, Jamie Kinsley, Samantha Dorm, June Lloyd, Jim McClure, Scott Mingus and Stephen H. Smith will talk about what they see as pivotal moments from our community's past.
The event will also feature the popular audience participation segment, "Stump the Historians," so come prepared with a tough question about local history.
Please visit tickets.ydr.com for tickets.
Read or Share this story: https://www.ydr.com/story/news/2019/11/19/york-county-history-storytellers-pivotal-moments-event-set-dec-10/4237915002/
Hanover faced with issue of homelessness
Police refute attempted kidnapping posts
Fire policeman injured at Adams Co. 2-alarm fire
Borough council tables heated fire ordinance
Will there be a 2020 Gettysburg reenactment?
More than 1,000 without power in Hanover area

redpajama_set_name: RedPajamaCommonCrawl


These die-cast aluminium Oracle salmon fly reels are the perfect reels to go with the new Oracle salmon rods. The low flash, satin gun smoke finish looks good and matches the Oracle reel seats and the reels are nicely weighted to properly balance and match the line capacities of the Oracle salmon rods.
The frame and spool of the Oracle reels is strong but lightweight and they have a large arbor wide spool design to comfortable take a full salmon line and plenty of backing. These reels have a proper disc drag system to properly play a large salmon and the bearing and drag system are sealed with a rubber ring for protection from the elements for a reliable performance and long life.
The Oracle Salmon reels come in two sizes to match the Oracle rods. An 8/9 to match the lighter rods and a 10/11 for teh heavier ones.
How large are the Oracle Salmon reels?
How heavy are the Oracle salmon reels?


Happy for Manny Machado and Bryce Harper, Yasiel Puig said he's not nervous about heading into free agency after the upcoming season.
GOODYEAR, Ariz. – It was a long wait throughout the offseason, but Bryce Harper and Manny Machado landed the $300 million contracts that they were hoping to receive in free agency.
Harper signed a 13-year, $335 million deal with the Philadelphia Phillies and Machado inked a 10-year, $300 million contract to play with the San Diego Padres. They were the largest free agent contracts in American sports history.
Puig will enter free agency after the upcoming season, originally signing a seven-year, $42 million deal with the Los Angeles Dodgers after defecting from Cuba. Puig already said his upcoming free agency has motivated him throughout the offseason and spring. He wants to have his best season and put himself in a position for a bigger deal.
But not all players have enjoyed the free agency process. There are fewer players signed to multi-year contracts. Harper and Machado were considered special cases because they are 26 years old, much younger than most free agents.
Does Puig have any concerns?
Puig crushed his first home run of the spring Thursday, though he said he wants to save them for the season. At the plate, he said his focus is hitting balls in the gaps and drawing walks.
Reds manager David Bell wants to see Puig play some center field during the spring. That's no problem for Puig.
PERALTA PERFORMING: Left-handed reliever Wandy Peralta had an early start to his 2019 season, making 11 relief appearances in the Dominican Winter League.
Peralta, who struggled with walks last year, has retired all six batters he's faced during spring training with two strikeouts.
Peralta said he talked with the Reds' front office at the beginning of last season about pitching in the Dominican Winter League, but it became more important for him after he struggled in the Majors. He had a 5.36 ERA in 59 appearances, walking 31 and striking out 31.
He was sent to Triple-A Louisville for about a month because of his issues with walks.
Competing for a spot in the bullpen, Bell said there isn't a set number of lefty relievers that they will carry during the season, but Bell wants pitchers to have confidence against left-handed and right-handed hitters.
How will Bell weigh spring performances for bullpen spots?
"You're looking for things that you can see that show that a guy's trajectory is going in the right direction and maybe even made adjustments," Bell said. "You're balancing that with what have they done, what's the track record, what have they done leading up to that point. I think that's the only fair way to do it.
GRAY THROWS: The Reds haven't scheduled a date for Sonny Gray to pitch in his first game this spring, but he threw a bullpen session Saturday.
It was Gray's second time pitching off a mound in the last three days, but unlike Thursday he threw a normal distance to a catcher. On Thursday, he positioned the catcher in front of the plate as he continues to progress from stiffness in his right elbow.


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Rep. Duncan Hunter sets up legal fund amid criminal investigation
By Sarah D. Wire,
Morgan Cook
Rep. Duncan Hunter, R-Alpine, has filed paperwork to establish a legal expense fund amid an ongoing federal criminal investigation into whether he misused campaign cash.
Hunter has already spent more than $600,000 of campaign money on lawyers. The new fund would allow donors to give money above the limits imposed on campaign contributions.
Such funds are administered by an independent trustee. Hunter's defense fund filing was submitted to the Legislative Resource Center. An official stamp says it was "hand delivered" March 27 of this year, although the document indicated it was signed by Hunter, dated and notarized on June 8, 2017.
The House Ethics Committee considers requests to create such a fund, and it does not appear that the committee has weighed Hunter's request yet. Only a handful of members have been permitted legal defense funds in the past decade.
Hunter's chief of staff, Michael Harrison, did not immediately return calls and emails seeking clarification about the status of the fund or how much money had been raised.
Spending of campaign money for personal benefit is prohibited to guard against undue influence by donors. The Federal Election Commission first questioned charges for video games and Hunter's children's private school tuition in April 2016.
Subsequent investigation by The San Diego Union-Tribune found a host of other potentially improper expenses such as oral surgery, groceries, garage door repair, surfing equipment, dance recital trips, school lunches and uniforms and airfare for the family rabbit to fly across the country.
The FBI has investigated Hunter's campaign spending for more than a year, and Hunter has reimbursed his campaign for more than $60,000 in expenses that he deemed personal, mistaken or insufficiently documented.
Hunter denies involvement in any "criminal action," and while his attorneys have said he is cooperating with the FBI investigation, Hunter has been publicly impatient with the drawn out investigation.
"I think that the Department of Justice is somewhat biased," he told KUSI in January. "There are individuals there, they like to make big cases, they like to do big things, it makes a name for them. I think that the longer they drag this out, the worse it is for me, and they know that. So let's just get it over with."
The document establishing the fund appeared in Hunter's file at the Legislative Resource Center late last week. The file does not contain other records that are typically included, such as a letter from the Ethics Committee approving the trust, and quarterly financial disclosures showing its fundraising and spending — or the lack thereof. House regulations for establishing trusts state that the member must obtain written permission of the House Ethics Committee before raising any money.
The document names a trustee to oversee the fund, identified as Daryl C. Idler Jr., a lawyer in El Cajon.
Business records filed with the California Secretary of State in 2002 list Idler as executive vice president of Premier Golf Properties, which does business as Cottonwood Golf Club in Rancho San Diego.
Idler contributed $500 to Hunter's campaign in March 2008 and $250 in June of that year, according to FEC records.
Between July 2007 and March 2016, Hunter's campaign reported paying the golf course $10,714, according to FEC records. The 11 payments ranged from $15 in March 2016 to $3,956 in February 2012, for purposes reported as "food/beverages," "event expense," "golf with supporters" and "meals with supporters."
Reached by phone Tuesday, Idler declined to comment or answer questions, saying the trust is private.
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2:10 p.m. This story was updated to add information about the trustee identified in the filing.
Sarah D. Wire
Nunes hired a longtime supporter with little experience to handle 2018 campaign ad buys
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text:
Where Millennials Stand on Social Issues
The Pew Research Center has released a comprehensive report [pdf] studying Millennials, everybody's favorite demographic (well, that may be a stretch). The study contains a host of data, but given the vast amount of research concerning Millennials and their media consumption and tech habits, it's interesting to look at this demographic from a different angle: their social and religious views. And on these, they often vary significantly from the rest of the population.
Before moving on, here are Pew's age ranges for each generation: Millennial (born 1981-98); Gen X (born 1965-80); Boomer (born 1948-64); and Silent (born 1928-45.)
The following is a generational breakdown of attitudes towards various social issues:
Support for Same-Sex Marriage
Millennials: 68%;
Gen X: 55%;
Boomer: 48%;
Silent: 38%.
Of note, each generation favors allowing gays and lesbians to marry to a greater degree than at any point this century.
Support for Marijuana Legalization
The percentages of respondents feeling that marijuana should be legal is at its highest point for each generation save for Silents.
Support for Path to Citizenship for Undocumented Immigrants
Support for Legality of Abortion
Millennials: 56% (who believe abortion should be legal in all or most cases);
Millennials' support for abortion is up from 2009, but down from its peak. Views on this topic have not evolved significantly since 2009.
Millennials: 49% (who believe it's more important to control gun ownership than to protect the rights of Americans to own guns);
Silents are the only generation to have increased their support for gun control from 2009.
Bigger or Smaller Government?
Millennials: 53% (would rather than a bigger government with more services than a smaller government with fewer services);
These views vary widely when sorting by race, though. In each generation – including Millennials – whites are more likely to favor a smaller government than a larger one, while the opposite is true for non-whites. By contrast, support for same-sex marriage and use of marijuana is broadly similar among races for each generation.
The above results imply that Millennials are generally more liberal than their elders, and the study finds that to indeed be the case. In fact, Millennials are the only generation more likely to identify as liberal than conservative. Specifically, 31% identify as liberal, compared to 26% who identify as conservative. By contrast, Gen Xers are more likely to describe themselves as conservative (35% vs. 24%), as are Boomers (41% vs. 21%) and Silents (45% vs. 18%).
While that tends to translate to party affiliation for Millennials, of whom 27% identify as Democrat versus 17% as Republican (with both declining over the years), this young group is easily the most likely to identify as political independents. Exactly half do so this year, per the report, compared to 39% of Gen Xers, 37% of Boomers and 32% of Silents.
Some 29% of Millennials claim to be religiously unaffiliated, compared to 21% of Gen Xers, 16% of Boomers, and 9% of Silents. Millennials are also the least likely to be certain that there is a God.
Millennials are the most likely generation to self-identify as supporters of gay rights, while being the least likely to self-identify as "a patriotic person," "a religious person," and "an environmentalist."
Only 19% of Millennials believe that generally speaking, most people can be trusted. By contrast, 31% of Gen Xers feel that way, as do 37% of Silents and 40% of Boomers. This is a curious result, given that Millennials appear to be more trusting of marketers with their personal information than other generations.
Millennials are the least likely to feel they earn enough now, but the most likely to feel that they will in the future.
About the Data: Pew describes its methodology in part as follows:
"Most of the analysis in this report is based on telephone interviews conducted Feb. 14-23, 2014 among a national sample of 1,821 adults, 18 years of age or older, living in all 50 U.S. states and the District of Columbia, including an oversample of young adults ages 18 to 33 (481 respondents were interviewed on a landline telephone, and 1,340 were interviewed on a cell phone, including 786 who had no landline telephone). The survey was conducted by interviewers at Princeton Data Source under the direction of Princeton Survey Research Associates International. A combination of landline and cell phone random digit dial samples were used. In order to increase the number of 18 to 33 year-old respondents in the sample, additional interviews were conducted with that cohort by screening a separate random digit dial cell sample. The landline and both cell phone samples were provided by Survey Sampling International. Interviews were conducted in English and Spanish. Respondents in the landline sample were selected by randomly asking for the youngest adult male or female who is now at home. Interviews in both cell samples were conducted with the person who answered the phone if that person was an adult 18 years of age or older (main cell sample) or 18-33 (cell phone youth oversample)."
So How Many Millennials Are There in the US, Anyway? (Updated)
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PHILADELPHIA – A goal of 55,901 Southern Baptist congregations by the end of 2020 has been set by North American Mission Board (NAMB) President Kevin Ezell as part of the Send North America strategy NAMB is implementing in evangelistic church planting. The goal would mean a net gain of 5,112 SBC congregations in less than a decade – more gained than in any decade since 1900.
"This should be the golden age of church planting in the Southern Baptist Convention," Ezell said during the Oct. 17-19 meeting of NAMB's trustees in Philadelphia.
The growth is based on projections of new church plants, new affiliations and church deaths between 2011 and 2020. Reaching the goal would require nearly a doubling of the SBC church birth rate by the end of the 10-year period. The 55,901 "congregation" target includes new self-supporting churches as well as church-type missions which will become new churches at some point. The goal was shared in the context of a report given by Aaron Coe, vice president of mobilization at NAMB.
"This trustee meeting in Philadelphia has been good for us," Ezell said in his presentation to the trustees. "In a lot of the places we live, there's a high population of Southern Baptist churches. Where I live in Atlanta, there's one stretch with nine evangelical churches in a two-mile area.
North American Mission Board president Kevin Ezell speaks to NAMB trustees during the board of trustees meeting in Philadelphia, Oct. 17-19. In the background is Tim Dowdy, chairman of NAMB's board of trustees and pastor of Eagle's Landing First Baptist Church in McDonough, Ga.
Ezell's report to trustees and many of the activities surrounding the meeting focused on Send North America, the NAMB initiative focusing on church planting – especially in North America's largest cities and least-reached areas.
NAMB continues to make progress toward its goal to transition 50 percent of the mission entity's budget to church planting, Ezell reported.
In his third-quarter financial report to NAMB trustees, NAMB chief financial officer Carlos Ferrer announced year-to-date total revenues of $101 million, down about 2 percent. But Annie Armstrong Easter Offering revenues are 3.5 percent higher over the same period last year, Ferrer said.
Trustees approved a proposed budget of $115 million for 2012, a 5.4 percent decrease from this year's $121.5 million budget. Ferrer said the budget decrease resulted in part from the transfer of the World Changers/Power Plant missions programs – and associated revenues – from NAMB to LifeWay Christian Resources in Nashville. The decrease also reflects a general belt-tightening trend at the entity, which is funded almost entirely by offerings given in Southern Baptist churches.
To better support Southern Baptist Disaster Relief (SBDR), trustees approved $1.5 million in NAMB 2011 under-spending for the purchase of three 18-wheelers, two smaller trucks and some pick-up trucks for deployment to future disaster sites across America. The vehicles will support state convention disaster relief efforts and will be designed toward giving Southern Baptists an almost immediate presence after a disaster.
Southern Baptists have more than 85,000 trained disaster relief volunteers and more than 1,500 units across North America, making Southern Baptists among the top three largest responders to disasters.
Ezell also thanked David Self, a NAMB trustee and executive pastor of Houston's First Baptist Church, following the church's $175,000 gift to Southern Baptist Disaster Relief. The entirety of that gift was forwarded to state conventions that have expended considerable resources this year on disaster relief responses.
Trustees approved additional responsibilities for Jeff Christopherson as regional vice president for the Northeast Region as well as Canada. Christopherson, 47, was appointed vice president – Canadian Region earlier this year, based in Toronto, as part of a regional restructuring by NAMB. He reports directly to Ezell.
Prior to coming to NAMB, Christopherson, a native Canadian, had served since 2009 as National Church Starting Team leader for the Canadian National Baptist Convention in Oakville, Ontario. He has worked as a church planter in various areas in Canada since 1995. He also served as senior pastor of First Baptist Church in North Battleford, Saskatchewan, from 1989-95.
In line with reducing expense and shifting savings to church planting, NAMB trustees, following a lengthy discussion, adopted a motion whereby NAMB would phase out – over five years – the entity's traditional provision of benefits to some missionary personnel who receive less than half their salary from NAMB. Over the years, NAMB has jointly funded many missionaries with state conventions and local associations and covered the cost of health insurance for some.
The change will primarily impact missionaries in southern states where state convention partners are the primary employer and have the most resources to pick up missionary insurance coverage. The motion is in keeping with advice from NAMB's legal counsel and with the entity's efforts to place more resources in under-reached and under-served areas.
Under the change, affected missionaries will have until January 2013 to be absorbed into other insurance programs. After that, NAMB will provide $1,000 per month, per non-missionary, to help state and associational partners with the transition, and then phase down that amount by 20 percent a year over five years.
Ezell said NAMB's new regional strategy is "working exceptionally well and is helping us to better communicate with our state partners as well as our missionaries." He took time to apologize to state convention partners who may have felt criticized by his report on church planting numbers at the SBC annual meeting in Phoenix this past June.
"We must establish a base of how many churches we are actually planting," Ezell said. "Our sole intent is accuracy and consistency in the counting of new church plants. At no time in the past did I mean to imply that any state or association was being dishonest or giving us false information. Some misinterpreted that. Sometimes it was NAMB's own fault because we didn't ask for the right information. Maybe we always didn't ask for the numbers to be itemized.
Ezell said NAMB is now working with all state conventions to establish a consistent, across-the-board method to count new church plants.
Ezell said within the Southern Baptist Convention in 1900 in America, there was one SBC church for every 3,900 people. Today, there is one SBC church for every 6,700. In Mississippi, there is one SBC congregation for every 1,400 people. In Canada, there is one congregation for every 124,000; in New Jersey, one congregation for every 76,000; and in New York, only one SBC congregation for every 60,000.
"Clearly, we have to do a better job," Ezell said.


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Q: Create updatable VIEW from two tables with Triggers I'm creating an android application that uses from sqlite database and ...
I have problem with logic of my database. I have two tables as below:
TBL_First
id (int), first_name (text), first_qty (int)
TBL_Second
id (int), second_name (text), second_qty (int)
Each table will be used in separate activity.
Qty columns of each table has 0 default value and users can change it at run-time.
Also, I have an final activity that will shows items of TBL_First & TBL_Second where qty columns
of these tables are bigger than 0.
I've use TBL_Final for my new activity as below:
INSERT INTO "TBL Final"(final_name, final_qty)
SELECT first_name,first_qty FROM "TBL_First" WHERE first_qty > 0
UNION ALL
SELECT second_name,second_qty FROM "TBL_Second" WHERE second_qty > 0

I can fetch data of TBL_final and show its data to users, but if users want to update final_qty, first_qty or
second_qty doesn't update!
I think that I can use VIEW instead of TBL_Final, but I know that it would not be updated!
I searched around this issue and found out that Triggers can be helpful.
Unfortunately, I'm not familiar with VIEW and Trigger at all !
Just I know I can use VIEW as below but I don't know how can I use Triggers to update view_qty
and first_qty and second_qty !!!
create or replace view final_view (view_name,view_qty) as
select first_name,first_qty where first_qty > 0
union all
select second_name,second_qty where second_qty > 0

Any suggestions would be appreciated ...

A: The trigger has access to the old and new values of the view's row with the OLD and NEW table aliases; it must use them to look up the row(s) of the base tables:
CREATE TRIGGER final_view_update
INSTEAD OF UPDATE OF view_qty ON final_view
FOR EACH ROW
BEGIN
    UPDATE first_qty
      SET first_qty = NEW.view_qty
      WHERE first_name = NEW.view_name;
    UPDATE second_qty
      SET second_qty = NEW.view_qty
      WHERE second_name = NEW.view_name;
END;

The trigger always executes two UPDATEs, but only one WHERE clause will match.

redpajama_set_name: RedPajamaStackExchange


This beautiful collection features twelve gorgeously romantic stories, by some of the most talented and exciting YA authors writing today. Includes: Leigh Bardugo, Nina LaCour, Libba Bray, Francesca Lia Block, Stephanie Perkins, Tim Federle, Veronica Roth, Jon Skovron, Brandy Colbert, Cassandra Clare, Jennifer E Smith, and Lev Grossman.
If you've read this post, you might remember that Summer Days & Summer Nights is one of my most highly anticipated reads of the year, so I was over the moon when it arrived for review. It's a summer version of the festive My True Love Gave To Me, Stephanie Perkins' previous anthology of YA love stories - and it is beautiful, inside and out.
I actually really like anthologies of short stories. If you like to read them in order, like I do, then you get to discover lots of new authors whose work you might not have bothered to read, occasionally studded with a new story by a favourite author - like Stephanie Perkins, Veronica Roth or Cassandra Clare, for example.
Because it would take ages to review each of the twelve stories in depth, I'm going to take you through my favourites. The first of these was Leigh Bardugo's short story called Head, Scales, Tongue, Tail and is possibly the most vivid piece of writing I have ever read. As soon as I read the first paragraph I was like... huh. This is why people have been trying to make me read her books for so long. (Why didn't I listen?) In short, Gracie - the main character - thinks she sees some kind of monster in her town's lake. Then she becomes friends with a boy whose family goes to the town on holiday every summer, and together they try to unravel the mystery. Things take an unexpected turn... that might be an understatement, actually.
My next favourite was In Ninety Minutes, Turn North by Stephanie Perkins. I had no idea before getting this book, but this short story actually carries on from the one Perkins wrote for My True Love Gave To Me. I was SO happy to be back with Marigold and North, seeing how things had changed. I live in hope for a full-length novel about them one day.
I also loved Veronica Roth's contribution. To be honest, I wasn't sure if I'd like it. She might be one of my favourite authors - I loved the Divergent trilogy - but I recently read a sampler of her new book and... I couldn't even finish it. And I never give up on books, so the fact that I gave up on a tiny little sampler says a lot. Because of that, I was apprehensive about her story, but thankfully I really liked it. It was original and had themes of mental health, and how it's okay to take medication to treat it. If it doesn't work the first time, that doesn't mean there aren't other types or other doses that you can try. I really enjoyed it.
If you'd like to hear about the other stories that I loved from this anthology, I've done a video review over on my YouTube channel which you can check out by clicking here or watching below. I'm also giving away a copy of the book, so if you're entering, good luck!


Duva and Marco literally pooped the bed in week 4. Ouch. But trust the process. We each have 7 picks for you in week 5 to get you back to winning. The Call Stands picks has 4 more picks to get off the .500 train we have been traveling. Good Luck!


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Home Singer Female Lana Del Rey Height, Weight, Age, Body Statistics
Lana Del Rey Height, Weight, Age, Body Statistics
Lana Del Rey Quick Info
Height 5 ft 6½ in
Eye Color Hazel
Lana Del Rey is an American singer-songwriter who is noted for her music that is composed of themes of sadness, tragic romance, glamor, and melancholia. Over the years, she has released several albums, EPs, and tracks including Summertime Sadness, Born to Die, Lust for Life, Honeymoon, Ultraviolence, Paradise, Video Games, Young and Beautiful, Once Upon a Dream, and Hope Is a Dangerous Thing for a Woman Like Me to Have – but I Have It. In addition to her success, she has also attracted criticism for glorifying abuse in her music and for several instances of cultural appropriation.
Elizabeth Woolridge Grant
Lizzy, Lana Rey Del Mar, Lizzy Grant, May Jailer, Sparkle Jump Rope Queen
Lana Del Rey wearing a face mask in October 2020 (Lana Del Rey / Instagram)
Manhattan, New York City, New York, United States
Venice Beach, Los Angeles, California, United States
Lana went to St. Agnes School for her elementary-level education.
Del Rey had studied in Connecticut in Kent School, which is a boarding school for three years. Later, she attended Fordham University in the Bronx to study philosophy related subject known as metaphysics.
Singer, songwriter, model
Father – Rob Grant (Grey Group copywriter turned entrepreneur)
Mother – Pat Grant (Former Grey account executive)
Siblings – Charlie Grant (Younger Brother), Caroline "Chuck" Grant (Younger Sister) (Lana Del Rey's photographer)
Others – Robert England Grant, Sr. (Paternal Grandfather), Cynthia Ann Kirk (Paternal Grandmother), Donald Paul Hill (Maternal Grandfather), Madeline Patricia McClean (Maternal Grandmother)
As a model, she was signed to these modeling agencies –
Next Model Management – London
Next Model Management – Paris
Next Model Management – New York
Next Model Management – Los Angeles
Hip-hop, alternative rock, Baroque pop, dream pop, indie pop, rock, trip-hop
Vocals, guitar, keyboards
5 Points, Stranger, Polydor, Interscope Records
5 ft 6½ in or 169 cm
63 kg or 139 pounds
Lana Del Rey has dated –
Jimmy Gnecco
Moby (2006)
Barrie James (2011-2014) – The Kassidy singer, Barrie James dated the US pop beauty Lana Del Rey ON and OFF for three years. They started dating in 2011 but broke off after dating for a couple of months in 2011. They later reconciled in 2013. The duo finally separated in 2014.
Justin Murdock (2011-2012) – When Lana split from rocker Barrie, she dated socialite Justin Murdock from 2011 to 2012. He is 14 years her senior.
Reeve Carney (2012) – In 2012, during the filming of the music video of "Ride", singers Reeve Carney and Lana dated each other.
Marilyn Manson (2012) – It was RUMORed that she hooked up with Marilyn Manson, a singer, songwriter, actor, and painter, in 2012.
Shannon Leto (2012) – In 2012, Lana had a fling with 16 years senior drummer Shannon Leto.
Axl Rose (2012) – It was RUMORed that she had an encounter with the Guns N' Roses' lead vocalist and lyricist, Axl Rose, in 2012.
Andrei Gillott (2012) – There were RUMORs of her hooking up with Andrei Gillott in 2012.
Mark Mahoney (2014) – Lana and popular tattoo artist Mark Mahoney were RUMORed to have had an encounter in the year 2014.
James Franco (2014) – RUMOR
Francesco Carrozzini (2014-2015) – From June 2014 to November 2015, Lana Del Rey dated Italian photographer, Francesco Carrozzini.
G-Eazy (2017) – In April 2017, rapper G-Eazy and Lana were seen getting cozy at Coachella Music Festival. They dated for about three months until July 2017 before splitting.
Sean Larkin (2019-2020) – Reality TV star Sean 'Sticks' Larkin and Lana were first spotted together in September 2019. They remained together for a couple of months and split in March 2020.
Clayton Johnson (2020-Present) – She started dating singer and guitarist Clayton Johnson in 2020 and in December 2020, there were rumors of the couple's engagement.
Lana Del Rey and Barrie James O' Neill
Lana is of Scottish, English, Dutch, Irish, German, and Welsh descent.
She has naturally "blonde" hair. But, she likes to dye them to darker shades.
Contralto singing voice
Beauty queen hairstyle
Varies from very low to very high notes within one song
Puffy Lips
A beauty mark on her right cheek
34-27-35 in or 86-68.5-89 cm
6 (US) or 38 (EU) or 10 (UK)
She is speculated to be wearing the shoe of size 8 (US) or 38.5 (EU).
She has advertised for H&M, Mulberry, Jaguar (spokesperson), and others.
Lana Del Rey in an Instagram selfie in June 2020 (Lana Del Rey / Instagram)
Her debut single Video Games in June 2011 and also "Born to Die" single.
Lana released her debut album Lana Del Ray A.K.A. Lizzy Grant on January 4, 2010, under 5 Points Records. It was only available in the form of a digital download. It did not chart at any of the major music charts in any of the countries.
In 2010, she wrote as well as performed in the TV series 90210 in just 1 episode titled "I See London, I See France…".
Lana Del Rey Favorite Things
Artists – Bob Dylan, Frank Sinatra, Jeff Buckley, and Leonard Cohen
Song – Summertime (By Janis Joplin), Time of the Season (By The Zombies), Hotel California (By The Eagles)
Movies – The Godfather, The Godfather Part II, American Beauty
Source – Wikipedia
Lana Del Rey in a selfie showing her hair in a selfie in May 2020 (Lana Del Rey / Instagram)
Lana Del Rey Facts
She signed her first recording contract in 2007 (when she was 22) with 5 Points Records.
Lana started writing songs at the age of 18.
While growing up, she used to sing in the church choir and in fact was the cantor.
Lana's mom has taught for 1 year at a high school where Lana has studied.
As a teenager, she had suffered from alcohol dependence. As a result, she was sent to a boarding school, Kent School.
When she was too young, she couldn't believe that she (and any human) is mortal. Hence, it made her unhappy for some time growing up.
She found it hard to make friends in the teenage and early adult years.
Lana aka Lizzy is an avid fan of English Premier League team Liverpool and Scottish Premier League side Celtic.
She describes herself as a writer first and a singer second.
Her stage name "Lana Del Rey" comes from American actress Lana Turner and a car Ford Del Rey. The name was thought by her managers.
She credits many singers and performers as her musical influences like Antony and the Johnsons, Britney Spears, Eminem, Elvis Presley, Kurt Cobain, and Thomas Newman.
She has a tattoo on her left hand as "M".
She was born at 4:47 PM.
June is her favorite month of the year because there are lots of birthdays of friends in that 1 month.
Her album Born to Die released in January 2012 was a big hit. She crossed over 12 million worldwide sales of the album.
Lana is known for making the 'sadcore' genre popular among people.
She has influenced the music of many famous singers including Billie Eilish, Lauren Jauregui, Kevin Abstract, and Maggie Lindemann.
Lana Del Rey is the favorite lyricist of Taylor Swift.
Bruce Springsteen has credited Lana for being one of the best songwriters of the United States.
She admires actress Lauren Bacall.
She was seen wearing "a mask that seemingly offered little protection" during a poetry reading event amidst the COVID-19 pandemic and this attracted much criticism for the artist.
In December 2020, it was revealed that she had fractured her arm due to an ice-skating accident.
Omg, she is so beautiful, I love her….!!! ♥♡♥♥
Her hair is naturally blonde and her eyes look more green/grey
she is beautiful i love her
liz November 7, 2014 at 6:12 AM
love lana! but I think you might need to update her date profile: since she and barrie broke up she's been dating francesco carrozzini! (a bit on and off it seems).
Melissa Cappello February 18, 2015 at 9:25 PM
She was born in 1985 for the record, and definitely a size 2-4, 32,25,34
sloane March 20, 2015 at 9:10 PM
the part about her managers coming up with her name is wrong. she wanted a name that was exotic and her Cuban friends helped her pick it.
Mariel April 5, 2015 at 4:32 AM
Lana is actually a Gemini, not a Cancer.
Helena January 15, 2017 at 9:14 PM
Check your dates lol , she is a cancer.
Hah, if you see her natal chart, she's a Gemini
Ina Farnese May 22, 2016 at 12:07 PM
She isn't a contralto. She's actually a light mezzo-soprano.
She is a cancer, not a gemini. Geminis finish on June 20 and cancers start on June 21, therefore she is a cancer.,
nina January 21, 2017 at 8:54 PM
she is gemini!
An January 25, 2018 at 2:51 AM
she is a gemini! she said it herself before in a radio show, and her dad said so when he answered some fan questions. the links are literally all over the internet, and the beginning/ending dates of the signs vary, all depends on your source.
Gayla August 6, 2019 at 12:41 AM
Sounds like she's on the cusp lol
Cora May 19, 2020 at 11:25 PM
Why does it matter what zodiac sign she is lmaooo. Americans I swear
Cindy June 18, 2020 at 1:10 AM
Lana Del Rey is so talented and authentic. I love her Ultraviolence album and all of her songs really. She's so down to earth and honest! She's also very beautiful!
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So now the Rev. Albert Mohler Jr. wants to "fix" defective babies still in the womb who are biologically disposed to be gay? This is making a lot of noise in some circles, including the group of those who snoop around in the back pages of the third sections of newspapers.
I have a better idea. Let's find the biological basis for homophobia and fix that problem right at the two cell stage. We could snoop into the wombs of all women and eliminate fear and hate before our new brothers and sisters even reach the blastula stage. Oh my. Then, maybe we can find that the biological basis for homophobia is actually the result of sinful thinking on the part of those who have contributed the DNA in the first place. Oh, what a purge of the sinful that would be, tee hee.
I mean, well, after all, following the lead of those who believe "gay" to be sinful, well, since what we "believe" carries more weight than the facts, then I can believe homophobia is sinful, too. God told me. Who's gonna argue with God?
It'd make more sense if they started by tickling the sad gene.
Good idea. Maybe we should have a worldwide tickle day. Retroactive tickles. Cool.
Excellent post. I am just now discovering your blogs. So far, I am happily impressed. Good going.
Is the sky going to fall?


text:
Lifting the Dead
The end of the Second World War meant many things to the pilots of the Royal Canadian Air Force (RCAF). It meant going home, eating mom's cooking once again, breathing that particularly crisp, and powerfully euphoric, Canadian air. It meant, for some, riding a train across the very country they had risked their lives to keep. It meant high school sweethearts, small town homecomings, fitting back into a quieter life. For some, it meant college and picking up the dropped reins of a life put on hold. It meant they had lived to see all the sunsets and sunrises they were entitled to—25,000 for some, still living today. Some of these men, a fraction, would remain in the RCAF and live to fight and even die in the Cold War. But for the great majority of airmen and airwomen, it simply meant returning to the life they put on hold, to those they loved and applying the hard won lessons of duty, honour and sacrifice to everyday life. These men and women built the Canada we know today. They created Canada's personality—a polite non-bragging people, who were hard-working, in tune with their communities, capable of great kindness, yet potentially lethal to those who would threaten freedom, democracy or equality. They were known as the Silent Generation and sometimes the Greatest Generation. The generations that followed—the Baby Boomers, Generations X, Y and Z, the Millennials—have somehow lost some of that greatness, that silence. Under threat of disappearing altogether is that quiet, walking-tall, honourable, friendly Canadian who puts community ahead of all other values—replaced by a society of individuals that value fame and self-gratification above all else. Special interests, the media, and the internet have progressively diminished, eroded, exploited and drugged us until we have begun to think of duty, honour and sacrifice as old-fashioned.
Here is a story of a small town prairie kid, who became one of the elite aviators of the Second World War. He got there, not by self-aggrandizement, lone-wolfery or by stepping on people. He became the decorated man that he is by being very good at what he was trained to do—to think, to think fast, and above all to make the right decision at a critical time. He was a member of a team, a community of top aviators. He was a Pathfinder. This Pathfinder had many hairier episodes in his two-tour Bomber Command career, but this simple story speaks to the superb training of the British Commonwealth Air Training Plan—a massive nationwide system to find, recruit, select, train and test the best of the best our country could offer. Like a larger multi-layered social filter, the BCATP allowed only the truly great to make it to the end—the pilots, navigators, flight engineers, bomb-aimers, gunners, radio operators, mechanics and technicians of the RCAF, RAAF, RNZAF and RAF.
It wasn't much really. Hardly noticeable at first as he thundered down Runway 22 Left. A slight change in the vibration of the controls. If it was your first time climbing a fully-loaded Lancaster, you might have noticed it too late. But this pilot, Flight Lieutenant Lyle Erling "Bud" Larson, knew right away—felt it come up from the main spar, up through the control column, sensed the vibration through the Bakelite of the yoke. Larson's trained eyes scanned the instruments, squinting through the late afternoon sunlight pouring in as he climbed out to the west. A second sense, born of more than 50 combat missions, told him something wasn't right.
It was 9 April 1945. The time of day was 1613 hours GMT. Though the Second World War was showing signs of winding to a close with the Allied juggernaut gaining an unstoppable momentum, backed by the massive war production machine in North America, the tempo of combat flying in the Royal Canadian Air Force's elite Pathfinder unit—405 Squadron—was, if anything, only increasing. The 405 Pathfinder aircrews were now flying up to four operations a week, and as the Nazis reeled backwards, all the flying took 405 deep into the German heartland. Bud, a seasoned veteran at just 23 years old, had been training for or fighting at war for nearly five long years. The shy farm kid from Cabri, Saskatchewan had become a gifted pilot, seasoned combat flier and a veteran leader. His skills had made him one of Bomber Command's elite—the Pathfinders.
The 405 Pathfinders Squadron operations and planning room at RAF Gransden Lodge, about 16 kilometres west of Cambridge, England. In this busy and smoke-filled room, missions were planned down to the smallest detail, taking into account all variables such as fuel, daily signals, meteorology, intelligence, German defences and bomb fusing times. After planning, the squadron assembled for a briefing before being driven to their aircraft. Photo: RCAF
The Pathfinders were target marking squadrons of the Royal Air Force's Bomber Command during the Second World War. They were responsible for lead navigation, locating and marking specific targets with flares or incendiaries, which the following main bomber force could then aim at, increasing the accuracy of the overall bombing. As such, the Pathfinder crews, particularly the pilots, navigators and bomb aimers, were the best of the best.
Avro Lancaster "D" for "Dog" was dead last in a stream takeoff from RAF Gransden Lodge. Ahead of LQ-D, in the low sunlight, were the silhouettes of a dozen other 405 Squadron Lancs, straining under heavy loads to gain a safe altitude. Bud's Lancaster had reached takeoff speed, all of its engines straining at maximum power, all except for one. There was no aborting this takeoff now. Pulling back on the yoke, Bud willed the big bomber off the runway.
A fully loaded 9 Squadron Avro Lancaster Mk III struggles into the air on a night raid to bomb the Zeppelin works at Friedrichshafen, Germany. Losing an engine at this point is the worst possible time—with a full load of bombs and incendiaries, seven hours worth of gasoline on board, all three of the other engines already making full power, no more runway and obstacles ahead. Photo: Imperial War Museum
The Lancaster was a formidable heavy lifter. While the Yanks in their B-17 Flying Fortresses could carry 4,500 lbs of high explosive bombs all the way to Berlin, the Lancaster could carry three times that weight—14,000 pounds! Specially equipped Lancs could carry a 22,000 lb Grand Slam bomb for special operations against submarine pens.
Now, with Runway 22 Left behind him, and carrying a full bomb load of 14,000 lbs of high explosive and incendiaries for targets in the city of Kiel and massive gas tanks full of high octane aviation gas, all of Bud's training, all his experience, all his hard-won knowledge, would be focused on a split second decision. The decision was irrevocable and it had to be right. Kiel would have to wait.
As the heavy aircraft struggled through 150 feet altitude, Bud took a glance to his right and could see the oil pressure on his Number 4 engine dropping, the needle rolling back, flickering dangerously. "Damn…" thought Larson to himself, careful to keep his fears to himself. With the ground looking uncomfortably close, and the aircraft straining hard under the failing engine, Larson snapped a quick peek, across the chest of his engineer Al Potter, through the Perspex of the cockpit and over the number three engine. What he saw drained the blood from his face. Blue-yellow flames were streaming from Number 4's exhaust manifold. Somewhere inside the wailing guts of that engine, in the labyrinth of lines, clamps and pipes, a gasket had blown or oil line had ruptured. Under pressure, oil was ignited and was blow torching from the exhaust stacks.
As Larson climbed out of Gransden Lodge with his No. 4 engine about to pack it in, he would have been focused on maintaining his climb and monitoring his airspeed indicator and the RPM and Boost on his No. 4 (starboard outer) engine. During climb out, his Flight Engineer, Al Potter, would have been sitting right beside him on a fold-down jump seat, giving him readings and information. Just above the throttle quadrant, and in front of the engineer in this digital recreation, we see numerous dials and switches, set up in banks of four. Digital recreation of the cockpit of a Lancaster by Polish digital art phenom, Piotr Forkasiewicz
The No. 4 engine of a Lancaster bomber, like its three wing mates, was a powerful, sophisticated and complex machine. A myriad of electrical wires, fuel and glycol lines, twelve pistons and a heavy camshaft thrashing about in oil. As good as the engine was, there was much chance for something to go awry. The last place aircrews wanted a problem was at the end of the takeoff roll. Photo: Todd Lemieux
There's never a good time for an engine failure when flying an aircraft, any aircraft. But there are times that are worse than others. The worst possible time for engine failure to occur on any aircraft is during takeoff, in particular that period just after liftoff and prior to attaining the magic figure still usually called "safety speed". This is the speed at which it is still possible to keep the aircraft under control and flying, and preferably still climbing. If you have not attained this safety speed, then your only option is to execute a textbook straight-ahead forced landing. With low light, small farm fields surrounded by hedgerows of high trees, scattered small villages, raised dykes and any number of unseen obstructions dead ahead—and, for tactical reasons, unable to use landing lights—Larson knew that a forced landing with a full load of fuel and a belly full of high explosive ordnance was a death sentence for all seven airmen onboard.
A fully loaded Avro Lancaster requires a recommended minimum "takeoff speed" of 95 mph indicated (IAS). Really, a pilot needs to get her to 105 mph with the tail up, wings level with the ground and moving enough air over the wings to get airborne. And herein lies the rub. It just distills down to a case of mathematics. 105 and you are flying, but not until 130 are you safe to continue to fly. Between 105 and 130 stands 25 mph of uncertainty, even with four engines. Without 130 over the broad wings of the Lanc, Larson could not begin to contemplate a turn. Turning before would doom his men, himself. Every second that passed, every mile-per-hour won, was a thing of great significance, a thing of beauty.
Seconds, milliseconds, instants. Larson had little time to make a decision. The difference between a bad decision and a good decision was Larson's training. He was faced with two choices: he could shut down the No. 4 Engine, extinguish the fire and feather the prop immediately, or let it torch longer and squeeze what little failing thrust was still in those dying cylinders to get him to that magic 130 mph number. Let it go longer and the blow torch fire could burn through the wing and the fuel tanks it housed. Shut it down and he would lose what little thrust it still generated. Larson watched the fire carefully, knowing he needed everything left from No. 4, needed every fraction of accumulating airspeed. He would nail 130 on his airspeed indicator first, and then go through the shut down sequence. His training gave him the confidence to make the right choice.
Holding her steady, advising the crew of the situation and his decision, and concentrating on flying his performance-degraded heavy bomber required every ounce of Bud Larson's concentration. "Come on, come on, come on", he thought to himself as he willed the airspeed indicator to climb.
Bud Larson did not get to the command seat of a Pathfinder Lancaster through seniority, luck or nepotism. He was here, in this terrifying moment and making the right choices, because he was a total professional. A gifted pilot and leader yes, but a professional who took his training to heart and applied it every day. Derring-do and bold lone-wolf independent acts might happen now and then, even inspire, but only training, teamwork and professionalism would win this war. It was this accumulation of training—absorbed, repeated, applied, repeated and applied again since his 1940 enlistment—that made Bud the pilot that he was. A product of the massive, complex and selective British Commonwealth Air Training Plan, a national training program that suffered no fools nor graduated the incompetent, Bud Larson was very much on top of his game. This day he would need to be.
Bud (in civilian clothes) and his brother Lloyd pose in the front garden of the family home in Saskatchewan. Lloyd joined the RCAF and qualified as a Navigator, but a diagnosis of stomach ulcers resulted in the loss of his flying status. He sat out the war in Cabri, helping to run the Larson family butcher shop. Bud Larson could not be much older than 20 in this photograph, but looks much older than his age. Today, well into his 90s, he looks much younger than his age. Photo: Larson Family
Young Lyle "Bud" Larson joined the RCAF from his Cabri, Saskatchewan home in 1940 and was selected for aircrew training. He completed his Elementary Flying Training syllabus at No. 6 EFTS, Prince Albert, Saskatchewan flying the Tiger Moth, and was selected for further multi-engine Service Flying Training. Like all the young students completing their EFTS flights, Bud likely hoped to be sent to a single-engine Service Flying Training School (SFTS) where wings earned on the North American Harvard would likely get them to a fighter unit overseas. To a man, young student pilots wanted to be fighter pilots, but when they were chosen instead for multi-engine, they got over their disappointment and got down to learning their new trade. Being a bomber pilot was to face far greater odds for injury, imprisonment or death. He would now need to take his training even more seriously than before. His life would depend heavily on the lessons he would absorb over the next few months.
Leading Aircraftman Bud Larson (left) and two of his flying training classmates pose rather self-consciously with a De Havilland Tiger Moth at No. 6 Elementary Flying Training School at Prince Albert, Saskatchewan. For Larson, doing his training (both Elementary and Service Flying) in his home province meant he could go home the odd weekend to visit family and friends. Most of these men would be far from home—from across Canada, Great Britain and even Australia and New Zealand. Photo: Larson Family
An aerial photograph, looking to the south, of No. 6 Elementary Flying Training School at Prince Albert, Saskatchewan, situated to the north side of the Saskatchewan River. Flying over Saskatchewan farm fields was like flying over home to young Bud Larson. Photo: RCAF
Larson would build his knowledge and flying hours, and then win his coveted RCAF pilot's wings on the Cessna Crane (called the Bobcat in the US) at No. 4 SFTS in Saskatoon, Saskatchewan. His instructors at Saskatoon taught him very well. Each would be counting the days until their instructor duty came to an end and they too would be sent overseas to join a bomber unit. The lessons that they imparted to Larson, they took personally. With a heavily laden bomber, no lesson was more important than engine failure procedures. With each student they drilled and re-drilled engine failure lessons constantly, until it was second nature.
Cessna Cranes of the British Commonwealth Air Training Plan over the Canadian Prairie. It would be this training at No. 4 SFTS that turned Bud into a true professional, capable of handling the Lancaster under less than ideal conditions. Photo: RCAF via Canadian Warplane Heritage Museum
All of Larson's hard-earned training was coming home to roost during these few critical seconds in the failing light over Cambridgeshire. Time was slowing down. As in all these life-and-death situations, it seemed like an eternity to Bud (and no doubt his crew) though it couldn't have been more than a minute. Calmly Bud held her steady, while Potter kept an eye on the fire situation in No. 4. Imperceptibly, but steadily, the airspeed began to creep towards 130 mph. "The magic number!" he thought to himself when the needle on the indicator flickered over 130. Not wanting to make any brash moves, he began a creeping, tentative banked turn to the left. In the back of his mind he could hear his Crane instructor's memorable words—"Lift the Dead, Larson, Lift the Dead." With this mnemonic, he learned to always bank away from the dead engine, to fight the effects of asymmetric thrust. Tonight, his life and his crew's were saved by Lifting the Dead.
Two Bomber Command armourers make final checks on the bomb load of an Avro Lancaster Mk I of No. 207 Squadron at RAF Syerston, Nottinghamshire, before a night bombing operation to Bremen, Germany. The mixed load (Bomber Command executive codeword 'Usual'), consists of a 4,000-lb HC bomb ('cookie') and small bomb containers (SBCs) filled with 30-lb incendiaries, with the addition of four 250-lb target indicators (TI) in the centre ahead of the cookie. The cookie was regarded as a particularly dangerous load to carry. Due to the airflow over the detonating pistols fitted in the nose, it would often explode even if dropped, i.e. jettisoned, in a supposedly "safe" unarmed state. Safety height above ground for dropping the 4,000 lb "cookie" was 6,000 ft; any lower and the dropping aircraft risked being damaged by the explosion. Photo: Imperial War Museum
As LQ-D turned to the left and slowly gained more altitude, Bud felt it was OK to pull the fire extinguishers on No. 4 and feather the propeller blades. He could feel some of the anxiety releasing from his shoulders. With the other three Merlin engines pulling with maximum power, the Lancaster seemed to groan and vibrate at every joint. Almost home free. Almost. He had one thing he had to do first—get rid of his bomb load. He continued his left turn and steadied on a course for the Thames Estuary some 60–70 miles to the southeast. He would be airborne for about 20 minutes, still in the bomber stream.
Bud held the airplane down low, between 1,000 and 1,500 feet above the ground, to allow for the other bombers, streaming out of England, to climb above his crippled ship. He listened for his navigator to read him a heading, up the Thames to the east to get to the jettison area. Here over a predetermined spot, it was safe to drop his 14,000 pounds of bombs.
A quick glance back to the right confirmed that Number 4 was still feathered and the fire was out. Bud held her steady on course and, passing over the estuary, he reached the drop zone where he could finally "pickle" his bomb load and bend a course for home. There was one last worry. Would all the bombs fall away? This was critical, for not being able to successfully jettison all of the ordnance meant, at minimum a bailout. Landing a bomber with hung bombs could spell disaster. A heavy (or even light) jolt on landing could finally and tragically separate the balky bombs from their shackles. Nobody on this Lancaster wanted to contemplate landing with ordnance onboard.
Below and forward of Larson, the bomb aimer opened the massive bomb doors of the Lancaster, the hydraulics whining imperceptibly beneath the thunder of the engines. Bud felt the controls vibrate as the doors opened into his slipstream. This time it was good news... the bombs fell away in the order they were meant to go over the target. Flares and incendiaries first, followed by the 500 lb iron bombs. The lightened Lancaster surged upward and the controls felt lighter, more responsive. Confident with the three remaining engines, it was time to bank her firmly left, calling the navigator for a vector for Gransden Lodge and home. And a drink.
Ops Kiel was planned for 7:15 flight time. The logbook for the stressful trip records 1:15 of flying time. All the men made it home that night, due to the training and professionalism of its crew, and in particular, its pilot.
Polish master artist Piotr Forkasiewicz painted this digital masterpiece of Bud Larson's Lancaster LQ-D releasing its bomb load safely in a pre-designated jettison zone east of the mouth of the Thames Estuary. The 14,000 pounds of high explosive and incendiaries can be seen at lower left falling to the English Channel, where they remain to this day. Behind LQ-D, the rest of the bomber stream thunders towards their target. For some of these boys, this was their last sunset. Digital art by Piotr Forkasiewicz
As Larson, in the left seat, bends a course for home, Flight Engineer, Sergeant Al Potter, turns to check the feathered No. 4 Engine. Note the heat blur coming from No. 3 Engine—the artist has thought of everything. Digital art by Piotr Forkasiewicz
A close-up of the dramatic moment when the Larson crew could finally breathe a sigh of relief. Their 14,000 pounds of explosives drop harmlessly to the waters of the English Channel. The propeller blades of No. 4 engine can be seen stopped and feathered and the bomb doors begin to close. Digital art by Piotr Forkasiewicz
Flight Lieutenant Bud Larson
If you managed to complete a full tour of 30 operations with Bomber Command, you had skill, massive steel balls and a whole lot of luck. Bud Larson, completing two full tours, beat the odds—twice. Let's look at the numbers.
As Second World War dictator Joseph Stalin once said, "Quantity has a Quality all its own." In no other Allied combat service of the war did this old adage apply quite like the Royal Air Force's Bomber Command. There were 125,000 aircrew members active in Bomber Command during the war. Of these thousands of young men, mostly volunteers, 55,573 were killed on operations, 8,403 were wounded in action and 9,838 became prisoners of war. The death rate was a breathtaking 44.5%. To put this into perspective, the United States Army Air Force's 8th Air Force—the Mighty Eighth—had 350,000 aircrew members of which 26,000 were killed in combat—a 7.45% death rate, which was a terrible price to pay, but one that pales in comparison to that of Bomber Command. An airman of the Command had a worse chance of surviving the fight than a British officer in the hideous and obscene trench fighting of the First World War. The chance of surviving a full tour of 30 ops with a Bomber Command squadron was down to 16%. Even before operations, men were killed in training before joining Bomber Command—some 5,327 men met their deaths in training accidents alone.
If you randomly picked 100 airmen from the ranks of Bomber Command, 55 would have died on operations or later of their wounds, 3 would have been injured on ops, 12 would have been taken prisoner, 2 would have been shot down but would have evaded capture and only 28 would have survived one tour of operation. A staggering 364,514 operational sorties were flown by aircrews of Bomber Command, dropping more than a million tons of bombs and, in the process of duty, losing 8,325 aircraft of all types. Of the 55,573 men who were killed in action, 18% (more than 10,000) were Canadian boys like Larson and some of his crew.
Bud Larson (right) relaxes with his fellow crew members, Flight Sergeant Bill Little (left) and Sergeant Stan Ford (centre) during a break between missions at RAF Gransden Lodge. The strain of constant operations made fast friends of crew members, while friends in other crews could be lost when their bombers were shot down. Crews tended to build strong bonds. That being said, the crew lists accompanying some of the photos in the Larson collection indicate that many of his crew changed over the period of his full tour. Both Little and Ford were gone by March of 1945 when the Larson crew was attacked and nearly shot down by three night fighters on the night of 7–8 March 1945. Photo: Larson Family
When young Canadian boys left their loving families and sailed the U-boat gauntlet to England to fly in combat and risk their lives, their families, especially their mothers, worried endlessly about them and their welfare. It was common in England to find local families who would "adopt" a Canadian aircrew and invite them into their homes for a much-needed home cooked meal and a friendly atmosphere—even if the family had little of their own. Bud Larson (back left) and his crew are pictured here with their adopted family—the Browns, who lived near 405 Squadron's base at RAF Gransden Lodge. Pictured at the front are John, Renee and Edna Brown, whose kindnesses towards Larson's crews help alleviate, in many ways, the powerful homesickness felt by the young aviators. Photo: Larson Family
The Larson Crew was every inch a Bomber Command crew with the crushed mission caps, swagger and camaraderie one would expect from a Pathfinder unit. Here we see them posing in front of their Lanc at RAF Gransden Lodge, and judging from the kit, it's before or after an "op". Back row, left to right: Unknown; Davies, Navigator; Bud Larson, Pilot; Whitworth, Gunner; Roy Van Metre, Wireless Operator; Front row, left to right: John Bolen, Bomb-Aimer; Oliver, Gunner. Photo: Larson Family
Another more formal photograph of Larson's crew. Having flown two full operational tours, some of the faces may be different than the previous shot, but we can identify some: John Bolen, Bomb Aimer (left, sitting), Bud Larson (second from left, sitting), Michael Allan Potter, Flight Engineer and Roy Van Metre, Wireless Operator (right, sitting). Photo: Larson Family
Another crew shot from an unknown time, but likely at Gransden Lodge, including members of the ground crew. Some we can identify: Left to right: Unknown, Unknown, Davies the navigator, Van Metre the Wireless Operator, Larson (looking relaxed and proud of his men), Michael Allan Potter, Flight Engineer, Bolen the Bomb Aimer, unknown, unknown, unknown. Photo: Larson Family
The Larson crew received a rare Target Token certificate for a night raid on the German seaport of Emden on the coast of the North Sea. These certificates were not common and were given out specifically to 6 Group bomber crews for a direct hit on a target. This attack took place on the night of 6 September 1944 and the certificate includes a post raid reconnaissance photo of the target showing heavy smoke. The Larson crew at this time was comprised of Flying Officer Bud Larson, Sergeant Hobbs (Gunner), Sergeant J. Bolen (Bomb Aimer), Warrant Officer R.B. Van Metre (Wireless Operator), Sergeant Michael Allan Potter (Flight Engineer), Flight Sergeant Little (Navigator), Sergeant Ford (Gunner). Larson has obviously written in by hand their later promotions. The certificate is signed by none other than Air Vice Marshal C.M. "Black Mike" McEwen, Air Officer Commanding, 6 Group, one of the most loved and respected Canadian Bomber Command leaders. Photo: Larson Family
The preceding story called Lifting the Dead was selected not because it was the most hair-raising of Larson's 52 combat ops (12 regular, 40 Pathfinder), but simply because it underscored the training and decision-making of one of Canada's top bomber pilots. The loss of an engine on takeoff was not uncommon, expected in fact. The RCAF and its colleague air forces all knew that training and crew selection would go a long way to making this type of event almost routine, though it was far from it. As mentioned, Larson had many more brushes with death, events that were far more traumatic and frightening. On the night of 7–8 March 1945, Bud and his crew had a much more trying time, almost not making it back. Their British tail gunner, R.W. Hainsworth was killed. The gripping account of the night's terrors can be found in the 405 Squadron Operations Record Book (ORB) for the month of March. By this time, some of his first tour crew had left, but others like Flight Engineer Potter, Bomb Aimer Bolen and Navigator Van Metre were on their second tour with him (usually, Flight Sergeants were given a commission when they signed up for a second tour—hence the difference in their ranks from previous missions). The story is not embellished in any way, yet what follows reads like the script of a movie:
405 Squadron R.C.A.F. Squadron (P.F.F.)
Gransden Lodge, Bedfordshire
Lancaster III "D" MA965 March7/8, 1945
J.85250 F/O Larson L.M. Pilot
144997 F/O Davies H.J. Navigator
J.89496 P/O Bolen J. Bomb Aimer
J.89792 P/O Van Metre R.B. Wireless Op.
1550817 W/O Webb H. Mid-upper Gunner
1321081 W/O R.W. Hainsworth DFM Rear Gunner
[Of the crew, Larson, Bolen and Van Metre were Canadians, the others RAF]
Time up 1744, Time down 0250, Total Hours 9.06
Bombing attack on "Dessau"
"D" BLIND SKY MARKER: – 8 to 10/10th's cloud at 5 to 6,000 feet with good visibility. Bombed target at 2200 hours from 18,000 feet on airfield just West of target. Arrived at target early and marking was obscured by cloud. At 2200 hours saw airfield through break in cloud and bombed this. No results seen.
At approximately 2200 to 2205 hours, whilst over the target area, and immediately after the bombs had been dropped, we were attacked by three enemy aircraft. The first attacking aircraft was shot down by the rear gunner on its first attack. The second enemy aircraft fired a burst which caught the rear turret, setting it afire, and injuring the rear gunner [Hainsworth]. As this enemy aircraft turned away from the bomber, the mid-upper gunner [Webb] fired a burst and the enemy aircraft was seen to burst into flames and disappear.
The wireless operator [Van Metre] forced his way into the rear turret and saw the rear gunner slumped in a position half in and half out of the turret. The fire was raging fiercely at this time and part of the rear gunner's parachute was on fire. The wireless operator tried to pull the rear gunner to a safe position, but without success. His only alternative was to help the rear gunner out of the side of the turret. It was presumed by the wireless operator that the rear gunner was dead while this was happening. Had the wireless operator been successful in pulling the rear gunner to a safe position in the aircraft, it would have endangered the whole aircraft, since the fire was getting out of control. Whilst all this was going on, the third enemy aircraft was strafing the bomber. The pilot of the aircraft [Larson] was successful in bringing the aircraft back to base on three engines, although the aircraft was severely damaged.
In a 2011 interview with writer Trish Bartlett for his Creston Valley, BC community magazine, I Love Creston, Bud filled in some of the details of getting that aircraft home, for which he was awarded the Distinguished Flying Cross:
"I tried a corkscrew manoeuvre through the clouds to lose him but each time he found us again because of the flames from the tail. I finally lost him when the fire burnt out."
They'd been gone longer than usual and he wasn't sure if they had enough fuel to make it back.
"At one point I wanted to tell the crew to bail out," Bud says, "but I couldn't since the intercoms were down. So we just kept flying and we made it back to our airfield. Three engines don't use as much fuel as four." Bud was awarded the Distinguished Flying Cross for that mission.
"They gave us a week to recover, but eventually we had to return and start flying again," he says. "We were a scared bunch of fellows the first few trips but we didn't have many left before the end of the war."
The Two Tour Pathfinder Hero Returns to Canada
Larson was correct... there were not many more operations left before the end of the war, but even if there was only one, your number could be up. Luckily, he lived to make a return to Canada, flying one of the 405 Lancasters back across the Atlantic to Scoudouc, New Brunswick to become part of Tiger Force—the RCAF Lancasters fitted out for a continuing war against Japan. Fortunately for Larson, the war against Japan ended before he was drawn into it.
After a month's leave in Canada, Bud was asked if he wanted to be part of a touring air show, flying a Lancaster around Canada for display to the public. It was set up to raise money for the RCAF Benevolent Fund to assist injured veterans. "It was a wonderful experience talking to all the people about what we had done during the war," said Larson. "A lot of people didn't know. We visited Vancouver, Lethbridge and Calgary and were on this trip for a month." In the process of touring a Lancaster across the country, Larson and hand-picked crew set a long distance speed record in the Lancaster. The crew, led by Bud, flew from Vancouver to Winnipeg in 4 hours and 47 minutes.
In a photo taken in Regina, Saskatchewan on Larson's cross-Canada promotional tour with another Lancaster crew, he poses in front of the port main gear and No. 2 Engine. The Lancaster in this photograph however does not appear to be the same aircraft (FM122, LQ-L) which he and his crew flew during their tour. Looking at this face, it is hard to believe he is just 25 years old in this photo—a year and two tours of Bomber Command Operations lines his face. Photo: Larson Family
A close-up of Bud Larson's tunic from the previous photograph reveals some decorations any man would be extremely proud of—earned by flying through some perilous "adversity to the stars." At the bottom is the RCAF Operational Tour Wings given to aircrew who have completed a full operational tour. The chances of surviving a full Bomber Command combat tour of 30 ops were, at one time, down to 16%. Above his pocket button he wears his Pathfinders Force Badge, demonstrating his above average skills as a pilot and a combat crew commander. His ribbons include a Distinguished Flying Cross (diagonal purple and white striped ribbon) at left. Above that, perhaps his proudest—the wings of a Royal Canadian Air Force Lancaster pilot. What is not shown here is the "bar" to his Operational Tour Wings. After the war, Bud was awarded a certificate from the RCAF which gave him a bar to hang from the bottom of his Wings, meaning he successfully completed two tours with Bomber Command. Photo: Larson Family
A full-page ad appeared in the Monday, 13 August 1945 edition of the Regina Leader-Post advertising an air show the following day, starting at 1400 hrs and running, oddly, until midnight. The show promised Action! Drama! Explosives! For a boy who grew up not far from Regina, this was a powerful and emotional homecoming. Just the week before, the Americans had dropped two atomic bombs on Japan—on Hiroshima on the previous Monday and on Nagasaki the following Thursday. This ad appeared on the 13th, the air show was on the 14th and on the 15th, Japanese Emperor Hirohito's voice was heard by Japanese citizens for the first time on radio—urging the nation to lay down their arms. The 15th was VJ-Day. Scan: Regina Leader-Post
They say any press is good press anytime they spell your name right. Larson's press was all good despite having his named spelled incorrectly in this Winnipeg newspaper story about the Victoria to Winnipeg dash which won them a speed record. Judging by their DFCs and ranks, these men were hand-picked for the public relations tour, possibly a reward for exceptional service. A quick scan of this newspaper clipping reveals that everyone of these men is wearing either a Pathfinder badge or Operation Tour Wings or in the case of most, both. The crew is comprised of co-pilot Flight Lieutenant Jim Hartley, DFC of St Catherines, Ontario; navigator Squadron Leader Jack Roberts, DFC of Toronto; rear gunner Warrant Officer Thorburn Christie, DFM of Ottawa; wireless operator Flying Officer Roy Van Metre DFC of Calgary, Ontario; mid-upper gunner Flying Officer "Pop" Tennyson of Timmins, Ontario; navigator Flight Lieutenant Bill Fraser of Flin Flon, Manitoba and pilot and commander Bud Larson, DFC of Regina. The joy and pride on their faces is a thing of beauty. Clipping: Larson family
Flight Lieutenant Bud Larson, DFC (right) and two of his record setting crew (Flying Officer Roy Van Metre, Radio Operator (beside Bud) of Calgary and Flying Officer "Pop" Tennyson, the Mid-upper gunner). Of the group flying across the country on a public relations tour, only Van Metre was a member of his wartime combat tour. Photo: Larson Family
The hero returns to Regina, Saskatchewan during Larson's tour of Canada in the Lancaster. One might expect to run into some pretty girls doing a cross-country, public relations tour in a big impressive airplane. Pictured on the ramp, in front of what is now the Regina Flying Club, are Bud's future wife Edna (left) and Bill Fraser's wife. Flight Lieutenant Bill Fraser, of remote Flin Flon, Manitoba, was the navigator in Larson's crew for the victory lap across Canada. Photo: Larson Family
Following his cross-Canada tour and the full end to the Second World War, Bud Larson quietly put away his decorations and his beloved RCAF uniform and returned to the tiny town of Cabri, Saskatchewan to pick up the threads of a life he had put on hold. As he readjusted to civilian life, the deeply experienced multi-engine pilot had hoped to continue to fly. His hope was that some of the bombers would be converted to commercial transport use and he could continue to fly, but it was not to be. Commercial aviation was highly competitive and not expanding as he had hoped. He took an accounting job with the Municipality of Cabri, then eventually a similar position in the larger town of Davidson, Saskatchewan. He is now retired in Creston, British Columbia. He never flew an aircraft in command for the rest of his life.
Heroics and greatness are an everyday component of Bomber Command operations, but these men never ceased to be great or to be heroes when they returned. These attributes took the form of good citizenship, strong values, strong work ethic, a good father and husband, and above all pride in his country. He voted, participated in and worked hard for his community, remained fiercely loyal to friends, suffered no fools, expected the same from the next generations and took part in the growth and simplicity of his country, which he risked so much for. Which so many of his friends died for.
Bud Larson was the kind of man Hollywood made movies around—a cross between Robert Mitchum and Gary Cooper. His service is a saga of heroics, professionalism, sacrifices, triumphs, divine intervention and accomplishment. But you would never know it standing behind him in the check-out line.
And that's the way Bud would like it.
Last summer (2014) Flight Lieutenant Bud Larson was invited to handle the throttles of the Bomber Command Museum of Canada's Lancaster during a four engine run-up. Here we see him reflecting on his formative, terrifying and life changing career as a Bomber Command Pathfinder pilot, feeling the vibration coming through his hands and seat one more time. This time, all four engines were running nicely. Photo: Larson Family
In his 90s, Larson still looks every bit a warrior and someone you don't mess with. Photo: Larson Family
A happy Flight Lieutenant Bud Larson poses in front of a Lancaster nose section on display at the Bomber Command Museum of Canada in Nanton, Alberta in the summer of 2014. Photo: Larson Family
Flight Lieutenant Lyle Erling Larson, along with members of his family, poses with his sister Isabel, in front of the Bomber Command Museum of Canada's Lancaster during a visit in the summer of 2014. Photo: Larson Family
When Bud Larson paid a visit to Nanton to sit in the cockpit of the Lanc and to feel the power of her four Merlins in his hand once more, the author had the honour of doing a flypast in his honour in his vintage T-28 Trojan.
About Todd Lemieux
Todd Lemieux grew up on the family farm near Moose Jaw, Saskatchewan and learned to fly when he was 16 years old via the Royal Canadian Air Cadet program. He obtained his glider pilot license in 1985, followed by his private pilot license and glider instructor rating. A professional engineer for the past 20 years, it was in the oil and gas industry that Todd worked with Mr. Barry Larson, a geologist, and over beers (naturally) decided to co-author a story on Barry's uncle, Bud Larson. Todd now spends his time between Calgary, Alberta and "The Ranch" in Nanton, Alberta. He is an enthusiastic warbird and formation pilot, operating a Citabria and T-28 Trojan. The former Chairman of Vintage Wings of Canada now spends his time volunteering with the Bomber Command Museum of Canada in Nanton, consulting and flying warbirds.
About Piotr Forkasiewicz
Polish digital artist Piotr Forkasiewicz composed the amazing "head on" shot of Bud's airplane jettisoning it's bomb load in the North Sea. His works, almost voyeuristic in detail and immediacy, grip the viewer with overwhelming feelings—feelings that portend doom, surreality that creeps up the back of your neck, relief that floods like a warm sunset, spirituality that opens your mind to the immensity of experience that was the inheritance of the airmen of Bomber Command in the Second World War. More of Piotr's stunning work can be seen here. A Terrifying Beauty the Art of Piotr Forkasiewicz


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XXL: Obesity and the Limits of Shame, by Neil Seeman and Patrick Luciani (University of Toronto Centre for Public Management).
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