text:
Nicki Minaj 'My Time Again' (Documentary)
January 19, 2015 Categories Documentary, VideosNicki Minaj
Nicki fans, this is a must-see. A 60-minute doc highlighting Minaj in her most unfiltered behind the scenes moments, including trips to Queens and her native Trinidad. The full premise and bonus MTV highlights below.
Across its 60-minute runtime, "Nicki Minaj: My Time AGAIN" showcases the superstar at her most raw and uninhibited as she prepares to release her most introspective album to date, "The Pinkprint." "My Time Again" follows Nicki through the streets of her native Southside Jamaica, Queens, as she recounts memories of growing up in a one-room basement apartment with her family and a traumatic, painful episode in which her father burned down the family home. The documentary picks up with Nicki in the recording studio, capturing her creative genius, her battle to stay at the top of the rap game, and her uncensored perspectives on her contemporaries and the state of hip hop in America. "My Time AGAIN" also provides an unfiltered look at the highs, lows, and crazy in-betweens of superstardom – from the sheer joy of completing the "The Pinkprint," to the end of an 11-year romantic relationship, to her firsthand account of the now infamous snakebite and wardrobe malfunctions episodes surrounding the "2014 MTV Video Music Awards," to her cherished time with her beloved family and friends. Nicki in her own words from "My Time AGAIN": "What is this all for if this for if I am not with the people that I care about the most?" Part one of MTV's Nicki Minaj trilogy, "Nicki Minaj: My Time Now" aired in 2010 and followed Nicki's meteoric rise to stardom – with stops in Queens and her native Trinidad – as she prepared to release her debut album, "Pink Friday."
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After 17 years with just one Indy 500 win, Scott Dixon ready for the unexpected from front row
Nathan Brown
This past week has been tough for Scott Dixon. What good is running in the Indianapolis 500 if race week for 2020's edition is as abnormal as one could be?
Long, with loads of practice and prep time, unlike any other race week this pandemic-plagued year, yet not chock-full of sponsor lunches and dinners, promotional appearances, media hit after media hit. The latter is often a mentally exhausting, physically draining car wash of obligations that make it easy to forget that on Sunday, he's competing in three-hour race that could alter how his career is judged forever.
Sometimes, though, it's a welcome reprieve.
"It doesn't feel like the 500," Dixon told IndyStar in an exclusive interview earlier this week. "At the track, you feel kinda normal, but even visually, it feels like a very different atmosphere."
These past 10 days have been a little like a series of the highest pressure of tests imaginable – the biggest coming Sunday, broadcast on NBC to millions and millions of race fans around the world. But when the lead-up landmarks, the stuff a driver sometimes dreams he could send a body double for or just wish away, aren't there, the competition side is all you're left with. For someone who's won this race once and savored the milk in Victory Lane, and come agonizingly close several more victories, that's not exactly easy to cope with.
"The appearances, the partner dinners and lunches, the obligations and community day, not having all that stuff? It's very strange," he said. "I normally have to mentally prepare myself for some of those things, depending on how the month is going. Some of those days can be pretty tough and grueling, and it takes it out of you.
"But just having to go on a bike ride and train, go to the gym, it's a lot more time to think and focus. I don't know if that's good or bad yet. Sometimes a distraction is good because it helps pass the time, and you don't go down that rabbit hole of thinking about other things. I'll be able to tell you after Sunday."
In-depth Indy 500 coverage:
Without the Hulman-George family, a chapter of the Indy 500 ends
Behind the scenes on Roger Penske holding the Indy 500
Why the 2020 Indy 500 will be the first since 2000 without a driver who's a woman
Pit stop errors a growing trend in IndyCar. They could decide the Indy 500 winner.
Their Indy 500 streaks have been broken
A year ago, Dixon spent tthe week before the Indy 500 agonizing over what his Chip Ganassi Racing team had done wrong in the leadup to the race. Those around the paddock joke that Indy 500 preparation begins the moment the checkered flag drops on the last, and yet the three-time pole-sitter slid to 18th on the grid and watched from afar most of race day while race-winner Simon Pagenaud and Alexander Rossi dueled back and forth to the final few hundred yards. Dixon , the 2008 500 winner, finished more than 14 seconds off the pace in 17th, the final car on the lead lap – the eighth-place Honda entry in the field, and maybe more disappointingly, the best-finishing CGR car.
Unsurprisingly, given his 2020 early-season tear with three-straight wins and a fourth podium at Iowa, Dixon has felt a night-and-day difference since showing up at IMS and rolling out for the first practice Aug. 12 the series front-runner.
"It's been extremely refreshing to come to the 500 and have a damn fast car again," he said. "That feels nice for sure."
Dixon flashed the third-fastest lap on opening day, then turned the top one last Thursday ahead of teams receiving the qualifications engine boost. Third-fastest again on Fast Friday and fifth in Saturday's first day of qualifying (including the fastest registered lap in a discarded attempt) landed him in Sunday's Fast Nine, gunning to become just the fifth driver in 500 history to reach four poles.
He came within 66 inches – that's the deficit Marco Andretti's engineers calculated was the difference after the Andretti Autosport driver capped his four-lap run Sunday, where his in-car scoring system actually told him he'd finished behind Dixon. Analysis of their runs appeared to show Andretti was, indeed, trailing Dixon entering the final straightaway – a fateful gust of wind maybe the difference.
Afterward in their media Zoom, Dixon was cordial and congratulatory, and said later that starting from the pole doesn't make much of a difference as far as the race is concerned. Maybe it's that small, ultra-competitive, over-anxious side of the Ice Man that yearns for just a single ounce of an advantage – because he knows as well as any that every little bit counts.
More from Qualifications weekend:
Everybody may be rooting for Marco Andretti in the Indy 500 ... but not Scott Dixon
Insider: Marco Andretti's Indy 500 pole win takes Mario Andretti on emotional ride
"Don't get me wrong, the pole at the 500 is different than any other by far. Teams work extremely hard to prep the car as well as they possibly can to even be in the running, but front row, second row, third – it doesn't matter much, to be honest," he said. "Mentally, it's nice to know you're in the hunt."
First, you have to have that to have a chance. Without it, Dixon wouldn't have a shot to come out on the proper side of a rain-ruined caution that might end a race, as in2007, when he took second to Dario Franchitti. Same with 2012, where physics might have suggested he should have prevailed, when Franchitti and Takuma Sato may have touched going into Turn 1 of the final lap, Dixon in third.
Instead, Sato spun on the low side and miraculously avoided Dixon's teammate for the present-day CGR driver coach's third and final 500 win. Eight years later, Dixon's left to wonder what could have been.
"All 17, they've been so different, right? Definitely plenty of times we thought we could have been able to drink the milk again," he said. "But there's so many different things that take you out of it.
"You have to have Lady Luck on your side, and you've got to try and create a lot of your own luck, too. You have to prepare and have a fast car, but there's still those little twists. There's so many little things you can miss by a fraction of a second, and it rewrites history."
Even 2017, when Dixon started on pole but had a car that soon drifted off the lead and out of the top-five, he questions whether he could have done more. To the casual race fan, the idea seems that of a driver obsessed with some sort of control, and his Lap 53 collision with Jay Howard, which tore Dixon's CGR car down to the cockpit and not much else, appears unavoidable.
"Really, it's just the circumstance of 'wrong place, wrong time', but then still you're thinking, 'Should I have done this or that? Maybe we shouldn't have started with so much (center of pressure) on the car, and we wouldn't have slipped a couple spots because the car was so loose the first stint'," Dixon said. "But there's so many things you're just not going to change. It's easy to drive from the backseat.
"You've got to have an open mindset, being able to deflect or change things when needed in-race. That's why this race is so damn hard – it's strategy, guys in the pits doing the stops and making sure they're prepared."
That race three years ago is what stops Dixon from over-thinking things this week. Embrace the easy-going week, savor it, he says. It's a blessing to not be operating off the backfoot in the closing days, worrying the car isn't good enough. The No. 9 Honda is there, a coin-flip favorite with Andretti.
IMS will decide Dixon's fate when it's all said and done. All he can do is be there to take a break if it comes his way after 12 years of waiting.
"Getting that first win, and knowing what it means, it's a relatively small club of at least winning it once," he said. "And it feels damn good, man. Sure, we've come close, but we've got to keep working at it and knocking on the door. Eventually, it's gonna come."
Email IndyStar motor sports reporter Nathan Brown at nlbrown@gannett.com. Follow him on Twitter: @By_NathanBrown.

redpajama_set_name: RedPajamaCommonCrawl


Welcome to the internet home of Jason Marshall, audio engineer and musician.
Here you will find useful information about the services I can provide.
Professional and flexible, it's the client that matters most.
Pro Tools is the DAW of choice, the industry standard.
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If they don't figure a way to scale transactions, bitcoin will just be like many wall Street and finance funds. And thats a lot of hype and BS and millions for a few.
Imagine if bitcoin became as popular as a Visa credit card or say a Bank of America debit card? It can't handle minimal real world purchasing transactions now. This backlog is a serious serious issue.


text:
History of MSC
USA Swimming Deck Pass
MSC Board of Directors & Staff
Mr. Antonio Santiago President
Ms. Jessika Soriano Vice-President & Safe Sport Coordinator
Mr. Sergio Garcia Treasurer
MSC Staff
Hector Becerra Head Coach
Diana Chavez Team Administrator
Team Coaches
Hector Becerra Head Coach - Group 1 (12-17yrs advanced)
Brad Altermeyer Age Group Coach - Group 2 (12-14yrs intermediate)
Gloria Orta Age Goup Coach - Group 3 (11 & Under beginner)
Alexa Martinez Coach Assistant
Team Officials
Mrs. Alicia Garcia de Lopez Administrative Official
Team Marshalls
Mr. Andy Perez
Mrs. Jolee Perez
Hector Becerra
Coach Hector is a competitive swimmer of over 13 years including 2 years as a walk-on at Southern Methodist University. Notable career accomplishments include: third place finish in the 200 fly at the CNCA National Championship meet in Buffalo NY ('95), two time STAGS champion (11-12/13-14) in the 100yd fly, former club record holder in the 200 fly (13-14), & 2x team captain McHi bulldogs (94-95 / 95-96). In 2020, he qualified to compete at the US Masters National championhips in the 50M fly.
As a coach: ('02-'03) Took 31 kids to TAAF state meet, with multiple top 3 finishers, 3 state champs & 2 GAMES OF AMÉRICA national qualifiers. Coached 2 Masters groups and 1 kids team for the YMCA in Austin TX prior to joining MSC.
"I enjoy what I do because it allows me to positively influence people directly. I believe in the development of good moral character. A wise person once told me "how you do anything, is how you do everything". I believe this to be true and strive to apply that philosophy daily throughout my career and personal life. The better the person, the better the swimmer. Ultimately, the better the team."
Brad Altermeyer
My Swim Life started by following my older brother and sister into swimming in Michigan, Grand Haven had a team around 1971-72 that we would carpool down to train with from Norton Shores. My swim life continued in Indiana with YMCA Swimming in Elkhart Indiana, and while that particular facility has been torn down in the last few years, the good news for aquatics in that city is that it has been replaced with a state of the art facility.
We would train in Winter with YMCA, and in summer with AAU. The coach we had in the summer had trained under Doc Counsilman at Indiana Univeristy, The Science of Swimming Coach. Our AAU coach as also the Mens Coach at the High School where I had one year of competing as a Freshman before moving to Texas. It was there that he applied key coaching methods and techniques to building swimmers. He was somewhat famous for taking even non-swimming Freshman and turning them into State Champions within four years of high school, and he also later became the Athletic Director for the School District. That was Ted Foland. Our YMCA swim coaches wife was the woman's team coach at the high school and Mens and Womens Swimming were so large there that they were separate teams and separate competitions as well. At the end of my Freshman high school year the highlight was a 5:19 500 Free in Prelims that put me into the Top Finals heat for the State Sections meet in that part of Indiana, and a 6th place. At a YMCA meet a short while later I swam the 1650 in 18:36, at age 15.
Moving to Brownsville Texas in 1979 was a major gear change for my swimming, no longer could I look over in practice and see breast stroke being done at the speed of my freestyle, no longer would I see a very crowded pool for every single practice every single day. The larger change was HOT WATER, and as a coach that is still something I recognize as a key factor to change or adjust the practice for the day before we hit brain damage at 104F body temperature. The team in Brownsville was fun and exciting and had just built the only indoor pool in the entire city (even though it was only 20 yards long by 4 lanes wide, and had a metal building around it).
I started teaching swimming with the Blue Dolphin Aquatic Club shortly after getting to Brownsville, it may have been 1981 or even 1980. This was small scale 5 to 1 instruction where I learned to never turn my back on little ones, and to always keep everyone in line of sight always. Swimmers always have different rates of improvement and change, and that is just as true with learn to swim programs as swim team improvement and change. The team in Brownsville focused more on quality of training and not quantity of training with examples such as Michael Gross of Germany rumored to only train 3000 meters a day while being a world champion.
At Texas Tech, I trained with the mens team in 1982-83 as a REDSHIRT and at that time that was the full training session same time sessions as everyone else, later at Texas Tech I was the Women's Swim Team Manager, which seems like it was at least slightly above the go for this/ go for that job, but as a student work study it was a great job, and kept me around swimming with great people. Coach Ann and Assistant Coach Chava did a great job with a combination of internationally recruited swimmers and domestic swimmers.
Later when I lived in Houston I trained with H2O Swims and Emmett Hines, where I learned some more drills and practices that I had not seen before. Emmett was famous for his email closure of "Visualize Whirrled Peas", They trained at UH, and I was taking an additional accounting class titled Intermediate Accounting 2.
In Taiwan, I also participated in Masters Swimming, and also in Lifeguard Training, which was great fun, and the only meets I have ever been to where every medal winner did the entire Podium Award ceremony, even after 9 or 10 years of no serious training I had one 57.9 100m Free, but my 200 had slowed down to a 2:20 with great discomfort. Endurance goes quickly when anyone is not training.
In 1995 I returned to the Blue Dolphin Aquatic Club and they hired me for the summer to help coach the team, my former coach Larry Hodgson had his 8 year old daughter on the team that year, but he was no longer coaching. Someone did ask me about coaching in McAllen that year for the team since I was moving to Edinburg that fall, but I expected to be far to busy to do so at that time.
Shortly after Garret Webber Gail had won his medal in the 2008 Olympics, and just before the first open water with many of the MSC teams coaches swimming it at South Padre I joined the MSC Coaching team. Garret Webber Gail was our guest speaker at the MSC year end event, and water sessions with swimmers, over the years we have had many great olympians visit along with one coach, (the UT Austin Coach). They would run a clinic or two in the morning, and we would have them speak at our team dinner to cap off the year and recognize excellence across our team.
Now, we have one of our MSC Alumni ready to compete at the Olympic Trials, and many here in McAllen have coached Shaine over the years, and are ready to see him do well.
Gloria Orta:
age 20, American Ninja Warrior, Psychology Major and the newest addition to MSC.
I was born in Matamoros Tamps. and moved to Brownsville in elementary. As an immigrant, I understood the trouble my family had gone through to give me a better opportunity and promised myself to make the best of their sacrifice.
In middle school, my athletic journey began when I started club swimming. In high school I took swimming more seriously and put in work during the season and off season. I attended A&M swim camp four times and each time came back to teach my teammates all I had learned. My combined experience helped over 10 swimmers drop serious time. Personally, I was a 4x city champ in the 200IM, 4x district and regional qualifier and finalist, and 1x state qualifier.
From age 16 to now I've been a swimming instructor and successfully helped over 100 students learn how to swim.
Although I've stopped competing in swimming in high school, my love and fire for the sport has not diminished. My fitness journey didn't end in high school, this past month I competed for the second time on American Ninja Warrior, a prestigious opportunity only a selected few get to experience. Much of the strength that has helped me get into an all-time favorite NBC show is credited to swimming. I'm grateful to give back to the sport that has given me so much. This is my first time working as a coach in a club team and it's honor to work with not only talented but hard working swimmers.
I'm looking forward to getting to know the swimmers more and helping them reach their goals !🙏🏼


We stayed at the Mirage and it was a surprise until we pulled up to the lobby. (There's one driveway for Treasure Island and Mirage and I didn't know exactly where we were!) The days were filled with sunshine by the pool, lots of Rum and Diet Cokes and lots of dips in the fabulous, cool water. The pool at the Mirage is fantastic. Lots of palm trees, lots of nooks and crannies and a huge rock outcropping with yet more palm trees and circled by a waterfall.
First nite: Dinner at California Pizza kitchen including 32 oz. Miller Lites. Then off to the room for some special cocktails and bed. But wait, it's 10 pm Vegas time, we're a little tipsy. Let's get dressed and go out!!! We end up at Tangerine at Treasure Island. (Treasure Island has actually changed it's name to TI, who knows why) There were 3 "burlesque" dancers wearing tangerine fringed bikinis. The would dance to the lounge type music. Then a three piece band trotted in and played three songs. While they played, the blond dancer cavorted behind the bar. Think 60's bikini dance and you've got it. We felt old, tired and fat compared to all the young twenty-somethings, so we left. We proceeded to the sports bar at Mirage and played video poker and kept after the cocktails.
Next day: A little crispy. Very hungry. Lunch/breakfast at the diner. A nap for DD, very crispy day for him. I lounged by the pool. Got a pedicure….blah, blah, blah.
So it went for what seemed like days. Out to the pool to grab chairs before they were all reserved. Sunning, lunch, shopping, napping, dinner, shows. All of it was pretty much heaven.
Just a few insights on Las Vegas.
We mentioned to a cab driver that we couldn't believe the amount construction on the strip. He commented that he thought that when he first starting driving a cab. When was that? Thirty years ago!
Wynn is really lovely, but unless the rooms come with a 24 hour butler, I'm not sure why you'd stay there. It's the same story with Bellagio, Venetian and Mandalay Bay.
There is a Jo Malone store in Wynn. I spent most of my gambling allotment there!
If you are a man, do not go to a strip show with your mother and father in law in tow. It will most likely scar you for life.
Fake Red Bull is a drinking "no-no" If you are going to do Jaeger or Cherry bombs, make sure you have the real stuff.
Surprise birthday vacations Totally Rule. I had a blast. (We had a blast together, too) I got a tan. I drank a lot of rum and diet cokes. I didn't lose too much gambling. All in all a very sucessful Vegas trip! Thank you DD for the fabulous trip. Yes, I did have a great time!


text:
Николас I Шлик фон Басано-Вайскирхен (; * ок. 1450; † 1522) от "род Шлик" е граф на Пасаун (Басано дел Грапа, Италия) и Вайскирхен ("Холич" в Словакия).

Той е син на граф Матеус Шлик фон Басано-Вайскирхен († 1487), бургграф на Локет и Егер/Хеб в Бохемия, и съпругата му Кунигунда фон Шварценберг-Зайнсхайм († 1469), дъщеря на фрайхер Еркингер I фон Шварценберг (1362 – 1437) и Барбара фон Абенсберг († 1448), дъщеря на Йобст фон Абенсберг († 1428) и графиня Агнес фон Шаунберг († 1412). Внук е на търговеца и съветника Хайнрих Шлик, господар на Пасаун († 1425) и Констанца фон Колалто, маркграфиня на Тревизо (* ок. 1365), родителите и на влиятелния Каспар Шлик († 1449), канцлер на Свещената Римска империя, и Хайнрих II Шлик († ок. 1448), княжески епископ на Фрайзинг (1443 – 1448).

Брат е на граф Хиронимус Шлик фон Басано-Вайскирхен († 1491) и граф Каспар II Шлик фон Пасаун и Вайскирхен († пр. 1516). След смъртта на баща му наследството е поделено между тримата братя.

Фамилия
Николас I Шлик фон Басано-Вайскирхен се жени ок. 1476 г. за Барбара Шенк фон Таутенбург (* ок. 1455; † 19 ноември 1546), дъщеря на граф Лудвиг Шенк фон Таутенбург († сл. 1466) и графиня Констанца фон Глайхен (* ок. 1426), дъщеря на граф Ернст VIII фон Глайхен († 1426, Аусиг) и Маргарета фон Хенеберг-Шлойзинген († 1427). Те имат децата:
 Анна Шлик (* ок. 1477), омъжена ок. 1499 г. за Йохан Млади фон Вартенберг (* ок. 1463; † 1532), син на Йохан Стари фон Вартенберг, господар на Течен († 1464) и Катарина (Елизабет) фон Кунщат († 1480)
 дъщеря, омъжена за Адалберт Шлик (* ок. 1490, † сл. 1556)
 Бригита Шлик, монахиня
 Маргарета Шлик, омъжена за Бохуслав VIII зе Швамберка († 5 август 1512)
 Албинус II Шлик (* пр. 1500; † пр. 1551, Вендерслебен, Тюрингия), женен за Бригита фон Лайсник (* 13 октомври 1495; † 1566)
 Викторин I Шлик (* ок. 1500; † 1558), женен за Секундита фон Щауф-Еренфелс
 Волфганг Шлик (* ок. 1500; † 12 март 1556), женен за Анна Плухова з Рабщежна († 1585)
 Кристоф I Шлик († сл. 1501; † 26 май 1527, убит в Рим), женен за Катерина з Коловрат
 Барбора Шлик (* ок. 1505; † 13 май 1570), омъжена за Албрехт Краковски з Коловрат († 1543/75)

Литература
 Heinrich Gradl: Zur Herkunft der Schlicke, (Mitteilungen des Vereins für Geschichte der Deutschen in Böhmen 20, 1882)
 Constantin von Wurzbach: Schlik, die Reichsgrafen, Genealogie. In: Biographisches Lexikon des Kaiserthums Oesterreich. 30. Theil. Kaiserlich-königliche Hof-und Staatsdruckerei, Wien 1875, S. 102 – 106.
 Constantin von Wurzbach: Schlik, Wappen. In: Biographisches Lexikon des Kaiserthums Oesterreich. 30. Theil. Kaiserlich-königliche Hof-und Staatsdruckerei, Wien 1875, S. 116
 Otakar Vinař: Pět století Šliků. Klub pro českou heraldiku a genealogii, Praha 1998, ISBN 80-902448-4-X.
 Europaische Stammtafeln, by Wilhelm Karl, Prinz zu Isenburg, Vol. IV, Tafel 94.
 Detlev Schwennicke, Europaische Stammtafeln, New Series, Vol. I/3, Tafel 300.
 Detlev Schwennicke, Europaische Stammtafeln, New Series, Vol. XVI, Tafel 140.
 Www.genealogieonline.nl.

Източници

Външни препратки
 Die Grafen Schlick, gpecher.de.tl

Графове в Германия
Германска аристокрация
Родени през 15 век
Починали през 1522 година

redpajama_set_name: RedPajamaWikipedia


The Youth Yellow Pages, a self-directory for youth, was initially published by the Waverly-Shell Rock Area United Way in August, 2012. Fourteen local professionals contributed to the booklet. Thirty-five topics are covered, including AIDS, suicide, peer pressure, teen sexuality, drugs, alcohol, depression, running away, eating disorders, stress, anger management, etc. Within each informational section, the book offers suggestions of where to turn for help.
Over time, many updates have been made!
Click here to download an electronic copy of the most recent Youth Yellow Pages.


An easy way to tell search engines to index your web content is providing a sitemap with pages you want to get indexed. Diadematus is a free application which can be used to generate Google or Yahoo compatible sitemaps. To run this application you will require Microsoft .Net Framework 2.0 installed in your system.


text:
Q: Accessing related record data in SQLalchemy I am creating database of ethernet switches that contains its name and IP address. Also I store list of active ports in that switch (those that are in UP state for the moment). In case of switch I use its IP address as primary key. Unfortunaly problem starts with list of ports. They can have duplicated names and numbers (because each switch can have port number one and also port named "uplink").
So my idea is to use ID of port in form "switch_ip:port_name" for example: "1.2.3.4:Gi0/1" or "4.5.6.7:20" in case port numbers are just numbers not names.
I wanto do it that way so Session.merge() works. So here is how I would see it:
class Switch(Base):
    __tablename__ = 'switches'

    name = Column(String(128), nullable=False)
    ip = Column(String(15), primary_key=True, nullable=False)

    ports = relationship("Port", order_by="Port.id", backref="switch")

    def __repr__(self):
            return "<Switch(name='%s', ip='%s')>" % (self.name, self.ip)

class Port(Base):
    __tablename__ = 'ports'

    id = Column(String(160), primary_key=True)
    number = Column(Integer)
    name = Column(String(32))
    description = Column(String(255))

    switch_ip = Column(String(15), ForeignKey('switches.ip'))
    macs = relationship("Mac", order_by="Mac.mac", backref="port")

    def __init__(self, id, name, description, number = None):
            self.name = name
            self.description = description
            self.number = number
            self.id = self.switch_ip + ":" + name

    def __repr__(self):
            return "<Port(switch='%s', name='%s', description='%s')>" % (self.switch_ip, self.name, self.description)

And thanks to that I could do something like this:
sw = Switch(name='some-switch',ip='1.2.3.4')
sw.ports = [ Port(name='Gi0/666', description='Uplink'), Port(name='Gi0/24', description='Apartament2') ]

Unfortunately in Port.__init__ its attribute switch_ip is empty (None). But after storing it in database by Session.add() or Session.merge() it gets it value filled properly with 1.2.3.4. But it is too late. So how to get switch_ip value in Port.__init__?

A: Here is a solution, using context sensitive Column Insert Defaults (documented here - http://docs.sqlalchemy.org/en/latest/core/defaults.html). First we create function returning proper name consisting of IP and name of port:
def portid(context):
    return context.current_parameters['switch_ip'] + ':' + context.current_parameters['name']

And then updated object definition:
class Port(Base):
    __tablename__ = 'ports'

    id = Column(String(160), primary_key=True, default=portid)
    number = Column(Integer)
    name = Column(String(32))
    description = Column(String(255))

    switch_ip = Column(String(15), ForeignKey('switches.ip'))
    macs = relationship("Mac", order_by="Mac.mac", backref="port")

    def __repr__(self):
            return "<Port(switch='%s', name='%s', description='%s')>" % (self.switch_ip, self.name, self.description)

And voila!

redpajama_set_name: RedPajamaStackExchange


text:
Cinema of the future | The future of (not only) cinema
« Future Film Festival was born at the threshold of the year 2000, the iconic year of a far far future but very close at the same time.
At the end of the Sixties Kubrick already described the future "The horrible thing about the universe is not its enemity but its apathy. As far as the dakness could be large out there, we always have to supply with our small light." (Stanley Kubrick, 1969). The director saw the future as the big unknown and the exact time in which we have to rethink about the human figure in a cosmic scale. "The universe destruction will not have any relevance if you look at it from a cosmic point of view." Also at the end of Nineties the art of cinema suffered big changes and went meet the unknown. Computers became central for the image processing and for the daily life of people (email, World Wide Web). From the 'smart' appearance of a computer in 2001 A Space Odyssey, after few years the real computers switched to creating moving images.
The joke between real and virtual, the raid of real actors in virtual sets or digital characters in real sets, create the most powerful illusion of all times, the illusion George Méliès dreamt at the beginning of the Twentieth Century. Animated movies, magic sing of the illusion par excellence, cannot but enter this universe.
Year 2006. Time Magazine chooses for the "person of the year" a computer display with YOU inscription in the middle. The subtitle was "Yes, You control the information era. Welcome in Your world."
The cinema itself takes over this evidence: the extra-wide screen experiences are becoming more and more important, such as the videogames, YouTube (born on February 1st, 2005), the mobile devices, online series, the new carousel experience with 3D glasses, up to today's VR and AR that make the public a real star, transforming it in a player. And again, the moving images producer has to face the millions of amateur producers. The open source definition, or open artwork, gets into the world of cinema in its own right. As Guido Bartorelli says in "Art Tube" (Edizioni Cleup, Italy, 2010), Be Kind Rewind by Michel Gondry (2008) is one of the most iconic movies that talks about changing the relationship between producers, artists and public. "Consumers take over freely the movies they love (...). In this way the entire community becomes prosumer." The high quality of the images is no longer important, but their transformability is the new worth, because the images are now next to us. Here's the big tangle from which, at the end, we draw contents and inspiration for the Future Film Festival program. "Movies have not yet detect their real meaning, their real possibilities... They consist of the capacity in bringing real all the magic, marvellous and supernatural things."
(Walter Benjamin, L'opera d'arte nell'epoca della sua riproducibilità tecnica, Einaudi, Italy, ristampa 2000).»
Giulietta Fara, founder and former director of Future Film Festival
Associazione Amici del Future Film Festival
"Associazione Amici del Future Film Festival" has the aim to promote the cinematographic culture connected to the future of technologies, animation and vfx by young adults, professionals and students. Associazione's offices are in Bologna, Italy, a city in the earth of Italy open to cinema studies with Cineteca di Bologna and DAMS University, and the many professionals in the Emilia-Romagna Region.Together with the local government, Associazione operates in favor of children and teenagers offering cinema workshops on animation and vfx. We love to work together with the young generations inspiring the creative use of technology. We love also to contribute to the dissemination of movies that do not have Italian distribution yet.
Doc Servizi
Doc Servizi is a network of cooperatives born in Verona in 1990.It is nowadays present all over the Italian territory. Its resolve is to safeguard the rights of professionals in the music, art, culture, cinema and digital arts fields, ensuring fair working conditions and allowing them to combine their freelance autonomy to the rights and guarantees of an employee. It furthermore promotes the initiatives of its members, connecting them with one another and merging their different expertises and skills.
With the Doc Games, Comics and Cartoons label, Doc values the cultural, artistic and professional recognition of the games, videogames, comics, animation workers and of every immersive technologies professional (like virtual and augmented reality). It also strives to promote new spreading ludic-artistic forms of expression.


text:
Part of the Public Interest Network
Beyond plastic
Clean water & air
Over 16 Million Pounds of Toxic Chemicals Dumped into Texas' Waterways
Luke Metzger
Executive Director, Environment Texas
Environment Texas Research and Policy Center
AUSTIN–Industrial facilities dumped more than 16 million pounds of toxic chemicals into Texas' waterways, making Texas' waterways the 2nd worst in the nation, according to a new report by Environment Texas Research and Policy Center.
The Wasting Our Waters report comes as the Environmental Protection Agency considers a new rule to restore Clean Water Act protections to thousands of waterways in Texas and across the nation.
"Texas' waterways should be clean – for swimming, drinking, and supporting wildlife," said Luke Metzger, Director of Environment Texas Research and Policy Center. "But too often, our waters have become a dumping ground for polluters. The first step to curb this tide of toxic pollution is to restore Clean Water Act protections to all our waterways."
The Environment Texas Research and Policy Center report on toxic pollutants discharged to America's waters is based on data reported by polluting facilities to the EPA's Toxics Release Inventory for 2012, the most recent data available.
Major findings of the report include:
When weighted for toxicity, the Lower Brazos River large watershed in Texas ranked first for toxic releases, with 33,475,464 toxicity-weighted pounds released.
The Pilgrim's Pride Corp MT Pleasant Complex was the top discharging facility in Texas by pounds released, dumping 2,827,637 pounds in the Lake O' the Pines local watershed.
The Dow Chemical Company plant in Freeport, TX was the top discharging facility in Texas by toxicity-weight, dumping 33,474,505 pounds of toxic pollution into the Lower Brazos River.
Industrial facilities discharged approximately 80,195 pounds of cancer-causing chemicals into Texas waterways – the 5th highest amount in the country.
Environment Texas Research and Policy Center's report summarizes discharges of cancer-causing chemicals, chemicals that persist in the environment, and chemicals with the potential to cause reproductive problems ranging from birth defects to infertility. The toxic chemicals dumped in Texas include which causes cancer, and developmental toxins, such as dioxin which can affect the way children grow, learn, and behave.
The report recommends several steps to curb this tide of toxic pollution – including requiring industry to switch from toxic chemicals to safer alternatives. But Environment Texas Research and Policy Center is highlighting one part of the solution that could actually become law this year: Restoring the Clean Water Act protections to all Texas' waters.
As a result of court cases brought by polluters, 75% of streams in Texas are now at risk of having no protection from pollution under the federal Clean Water Act Following years of advocacy by Environment Texas Research and Policy Center and its allies, this spring, the EPA finally proposed a rule to close the loopholes that have left Texas' waterways and risk and restore Clean Water Act protections.
"Looking at the data from our report today, you can see why polluters might oppose it," said Metzger. "That's why we are working with farmers, small businesses, and thousands of ordinary Texans to make sure our voices for clean water are heard in Washington, D.C. The future of our rivers, lakes and bays hang in the balance."
The public comment period on the clean water rule began the day before Earth Day, and it is still open right now.
"And to begin to get a grip on the toxic threats posed by fracking in our state, we also need to require drilling operators to tell the public about their toxic releases – just as the polluters highlighted in our report are now required to do. We have joined a petition urging the EPA to do just that."
"Texas' waterways shouldn't be a polluter's dumping ground," said Metzger. "If we want to be clean for future generations of Texans, we must restore Clean Water Act protections to all of our waterways, and we must do it now."
Toxic threats
We'll send you email updates with the latest news, valuable resources and opportunities to take action on the issues you care about.
© 2023 Environment Texas Research & Policy Center
Visit the website of Environment Texas, our sister 501(c)(4) organization.


Below you'll find more information and frequently asked questions about horsebox insurance.
What types of horsebox insurance are available?
Similar to car insurance, there two main types of horsebox insurance, from fully comprehensive, to third party, fire and theft. You'll also find options to choose whether you use your horsebox for social, domestic & pleasure or for a business purpose.
Do I get a discount on my horsebox insurance if I do limited mileage?
If you reduce the mileage used on your horsebox, certain insurers may offer a reduction in your insurance premium. This will be based on the understanding that you don't exceed the agreed limited mileage figure during your policy.
As with any information you provide, it's important to make sure your estimated annual mileage is as accurate as possible. Providing the wrong information could lead to your policy being invalid if you ever need to make a claim.
Is driving other vehicles included with horsebox insurance?
Unfortunately, as horsebox is a specialist type of insurance, driving other vehicles is excluded from all It's Horsebox Insurance policies.
Driving your horsebox abroad doesn't have to come with additional costs. This is an optional add-on to the standard horsebox insurance policy. Some policies may include it as standard but it's worth checking the policy documents if it's something you're looking for specifically.
Can I get a discount if I'm the only one driving?
Reducing the number of drivers on your horsebox insurance policy may result in a lower premium. This is because, essentially, you are minimising the potential risks. By restricting the number of named drivers to a minimum, some insurance companies are able to offer discounts and lower the overall cost of your horsebox insurance.
Are there any horsebox weight or height restrictions that could affect me getting an insurance quote?
Most of the insurers It's Horsebox Insurance compare are happy to provide a quote regardless of the weight or height of your horsebox. However, this may be subject to underwriting criteria.
Do horsebox insurance policies include cover for the horse when in transit?
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All comprehensive horsebox policies include windscreen protection which covers the repair or replacement costs of a broken windscreen. You may, however, be subject to excess to contribute towards the costs – this information will be outlined in your policy documents.
My horsebox is of high value - can I still be insured?
Some insurers specialise in horsebox cover and could offer excellent prices for a large range of horseboxes. There are optional extras available to ensure that your vehicle is insured with a level of cover that meets your needs. If you're not entirely sure whether you need extras, it's best to chat to the insurer beforehand.
Should I get several quotes for the same policy?
It's Horsebox Insurance offer a full range of policies for both horseboxes and horse trailers. This saves you time and effort and will display the most suitable and cost-effective policies in one place. One form will provide all the information required and is a great way to compare relevant horsebox cover.
Do I need a specialist licence to drive a horsebox?
You will need a specific category requirement on your driver's licence which depends on the weight of your horsebox. For example, if your horsebox weighs 3.5-tonnes, you will need a Category C1 licence which covers you to drive vehicles between 3.5 and 7.5-tonnes on public roads. You can find out more about the different licence categories on the Gov.uk website.
Am I covered at horse shows and events?
If you are using the horsebox for its correct use, for instance 'social, domestic and pleasure', then the horsebox may be covered as normal. However, this does depend on the underwriting criteria, so please contact It's Horsebox Insurance if you are unsure or alternatively, check your insurance documents.
Want to find out about small business insurance?
Should I convert my van to LPG?
Confused Horsebox Insurance is administered by it's Horsebox Insurance Services. it's Horsebox Insurance Services is a trading name of Grove & Dean Ltd, an independent intermediary who are authorised and regulated by the Financial Conduct Authority under firm reference number 307002. Our service is free and compares quotes from specialist Horsebox insurance brands provided by Grove & Dean Ltd.. Confused.com is an intermediary and receives commission from Grove & Dean Ltd. if you decide to buy through our website.


text:
The ladder scandal at Bauchi Airport
The Nigerian aviation industry was scandalized on December 19, 2015 as passengers on an Aero Contractors flight to the Bauchi Airport had to disembark using a ladder, as no aircraft staircase was available for their use. Pictures of the embarrassing incident were beamed all over the world as they immediately went viral on the Internet, bringing great shame to the country.
It has since emerged that the passengers took a chartered flight from Abuja to attend a wedding in Bauchi, with the bridegroom in tow, but could not disembark as airport authorities said the aircraft staircase was faulty. The passengers reportedly rejected the offer of the airline to fly them back to Abuja and insisted on disembarking from the Boeing 737-500 aircraft by any means possible, which led to the use of a ladder, contrary to aviation regulations.
The furor generated by the incident in the country, and online, is not unexpected as it cast a great slur on our aviation industry and the entire country. The incident has since led to the slamming of a fine on the pilot and Aero Contractors Ltd., for allegedly contravening Nigerian Civil Aviation Authority Regulations Part 9 on Air Operators Certification and Administration. Part 9.2.4.1 (b) of the regulation reportedly provides that "Each AOC holder shall arrange appropriate ground handling facilities at each airport used to ensure the safe servicing and loading of its flights."
The airline was sanctioned in line with Part 20.2.3 (15) of the Civil Aviation Regulations. The airline, however, explained that its flight to Bauchi was approved by the Bauchi Airport authorities, which did not inform it that its aircraft staircase was faulty until it had landed at the airport. It also said that it allowed the use of the ladder due to pressure from the passengers, contrary to its wish and operational safety guidelines. The Nigerian Aviation Handling Company (NAHCO), on its part, said it does not have operations in Bauchi. This fact, it said, is well known to Aero Contractors, which should have made private arrangements for disembarking the passengers. The Bauchi Airport management said it did not know that the staircase was faulty until the Aero Contractors flight had landed.
Beyond trading blames on this incident and the outcry against its posting on social media by a Kenyan journalist, however, Nigeria should see the development as a clarion call to look inwards and address the shortcomings in its aviation industry.
Good enough, Senator Hadi Sirika, the Minister of State for Aviation, has acted appropriately by setting up an investigation into the national embarrassment. The investigation is to determine the immediate and remote causes of the incident, and those charged with it have been mandated to develop measures that would prevent a recurrence of the unsafe and unacceptable procedure that exposed passengers to high risk of serious injury. This is in order.
Since the Bauchi affair, our aviation industry has witnessed another embarrassing incident which resulted in the grounding of a Turkish airliner at the Nnamdi Azikiwe International Airport, Abuja. All of these go to show that our aviation sector is challenged. The supervisory authorities need to urgently sit up, if things are to change for the better.
The Bauchi State government, in particular, must take responsibility for its airport and ensure that it meets aviation safety standards. All states that are constructing new airports must do the same. A situation in which their facilities and operations are inconsistent with Nigerian Civil Aviation Regulations and the International Civil Aviation Organization Standards and Recommended Practices is unacceptable.
Aviation is a highly sensitive industry in which safety standards cannot be trifled with. We must not allow Nigerian aviation to be made a laughing stock at this time that we need to maximize our potentials in non-oil sectors of the economy.
Ultimately, the appropriate authorities must henceforth ensure that approvals for new airports are given with extreme caution and that the existing ones adhere to international best practices. There is no hiding place for incompetence and carelessness in the aviation industry.
Source: http://sunnewsonline.com
New Year's Eve celebratory gunfire poses threats to small planes: Buchanan Field Airport (KCCR ), Concord, Contra Costa County, California
CONCORD, Calif. (KGO) -- It's a dangerous and illegal New Year's tradition in some Bay Area communities: celebratory gunfire at the stroke of midnight. In Concord, the bullets were going up just as a small plane was landing.
Amid the midnight revelry around the Buchanan Air Field in Concord, there were noises that sound very much like gunshots, just as a small plane was making its final approach for landing.
"You don't want to get hit by these things," said Roland Williams, a flight instructor.
The plane wasn't hit, but veteran pilots say it's a situation that could prove deadly.
"It can kill you. it can kill you because it hits you. It can kill you because it can disables you and you end up breaking the airplane, and it can damage the aircraft," said Williams.
Planes typically fly at 1,000 feet or lower around Buchanan, sometimes as low as 500 feet over the neighbrhood to the north, where residents say at least some of Thursday night's gunfire came from.
There were illegal fireworks, too. But those typically pose no danger to planes.
Ralph Neumeister is a flight instructor and former commercial airline pilot. He's not that worried about bullets.
"I'm probably more concerned about birds, drones or lasers," shared Neumeister.
Depending on the cartridge, scientists estimate a bullet fired straight up in the air can travel as high as 10,000 feet.
In California, discharging a firearm into the air is a felony.
Story, video and photos: http://abc7news.com
Pilot Robert Franklin, Aerial Advertising Services: Livermore Municipal Airport (KLVK), Alameda County, California
Pilot Robert Franklin is photographed in one of his hangars at the Livermore airport in Livermore, Calif., on Tuesday, Dec. 29, 2015. Franklin has been flying around various parts of the Bay Area pulling an assortment of messages and advertisements for more than two decades. Most recently he has been paid to fly around Levi's Stadium with anti-Jed York messages at 49er games.
LIVERMORE -- Years before the first airborne admonishment of San Francisco 49ers CEO Jed York in November, pilot Robert Franklin took to the skies above the Oakland Coliseum with a stronger message for visiting quarterback Michael Vick, who had served prison time for his role in a notorious animal cruelty case:
"DOGFIGHTER GO HOME."
He's flown two banners over Levi's Stadium, paid for by frustrated 49ers fans. The first stated that "JED YORK AND 49ERS SHOULD MUTUALLY PART WAYS." The second simply read: "HOLD JED ACCOUNTABLE." Both were riffs on what the 49ers CEO has said in rare public statements.
Franklin will be back in the Santa Clara skies on Sunday, when the team faces the St. Louis Rams to end its miserable season, but he doesn't know what the message will say.
"They haven't told me what they want this time," the 67-year-old pilot said of the group of young die-hard 49ers fans who hired him to fly the banners. "But they're on the schedule."
Franklin's Aerial Advertising Services has been taking to the skies to slowly troll stadiums and other high-visibility venues for decades, and while the majority of the time it's to give a big company's ad maximum exposure, he's seen his share of custom messages edgier than the usual "WILL YOU MARRY ME" or "HAPPY BIRTHDAY."
There's been corporate shaming -- he flew "DON'T BE EVIL" over the Googleplex when folks were urging the company to leave the U.S. Chamber of Commerce because of that organization's policies. And a private party once hired him to ridicule another party's privates.
"A woman was breaking up with her boyfriend and was really angry at him," Franklin said.
Franklin said he'll fly nearly any message with the exceptions of those containing racial bigotry or obscenities. He has turned down money to fly a graphic anti-abortion banner, and called the private parts slight "marginal," something he took under careful consideration.
"And you wouldn't believe the number of people that called in after it flew and asked if it was about them," he said.
Graham Grealish hatched the Levi's flyby plan with his pals in the fall after York -- who replaced Jim Harbaugh, the coach who'd led the team to its last Super Bowl -- kept silent following another dismal loss. Grealish said they're tossing around some ideas for Sunday's banner. He said the banners, circling the stadium 1,000 feet in the air, are the best way to make sure their message is delivered to the notoriously secretive CEO.
"It's so easy for him to ignore social media and ignore the press, but when he's in a box at a stadium that cost $1.3 billion to build and there's a banner basically calling you out, it's the only media so far that Jed can't ignore," Grealish said.
Franklin, a former robotics and software engineer, is a strong free speech advocate, and he considers his service a vital last-ditch mechanism for someone who wants to get a short message noticed. Folks love seeing an airplane chugging by with a banner trailing behind it and naturally want to see what sort of message could be so important to get such royal treatment.
"The 49ers have quite a podium and lots of media capability," Franklin said. "But for $1,000, the anti-York banner certainly got everybody's attention."
He added that the first such banner he flew, on Nov. 29, earned some chatter from a CHP plane high above him that had been alerted by stadium security to the presence of an unauthorized sign. Air traffic controllers advised concerned parties to contact them directly, and nothing came of it, but Franklin still "found it sort of worrisome."
"Here we have a policing agency, and they want to sort of abrogate people's right to free speech," he said.
The 49ers issued a statement Wednesday that said their only concern about banner tows is "life safety inside and around the stadium."
"As long as an aircraft has been cleared as safe, we have no interest in the nature of the advertising or message displayed," read the statement. "In addition, the city and the team have received complaints from residents about low-flying planes and the noise they create."
Franklin's work as an engineer and consultant for Fujitsu had him traveling all across the West Coast, so he started flying a Cessna 210 in the late 1980s to get around "at the same pace as a commercial airline but without the stress."
After losing his job in the dot-com bust and seeing résumé after résumé rejected in favor of younger candidates, Franklin looked into aerial opportunities. The Castro Valley resident with a wife and grown daughter bought the Livermore-based flying-sign company in 2002. Just months later it took a major hit from new post-9/11 restrictions on aerial ads at major sporting events. While professional football, baseball and NASCAR officials said at the time that they welcomed the restrictions in the name of national security, pilot organizations said from the get-go that it was merely a maneuver to stave off unwanted, unsponsored and most importantly unprofitable advertising.
"I flew around stadiums for 25 years, and I defy anyone to find one instance where there was a problem with national security," said Jim Perry, who owned Aerial Advertising Services before selling it to Franklin.
Franklin said he's not a football fan, but he appreciates the sentiment of the banners. But he's not averse to being an advertising mercenary for the 49ers, either.
"If the 49ers wanted to fly a banner that said 'JED IS A GREAT GUY,' they could pay me and we'd do it," he said. "We'd have two planes flying up there."
Story and photos: http://www.mercurynews.com
Fatal accident occurred December 31, 2015 at Skydive Arizona, Eloy, Pinal County
https://www.gofundme.com
ELOY, Ariz., Jan. 2, 2016 (Gephardt Daily) — A skydiving accident in Arizona claimed the life of a Salt Lake City man on New Years Eve.
According to a press release issued by the Eloy Police Department, officers were called to the scene of a skydiving accident, at 4900 N. Taylor Drive, Eloy, at 7:25 p.m.
When officers arrived they discovered Ronald Mazzola, 37, on the ground about 100 feet from the main landing area. Officers said bystanders were performing CPR on Mazzola before the Eloy Fire District arrived and continued life-saving efforts.
Mazzola was later pronounced dead on scene.
According to the release, Mazzola was an experienced skydiver with more than nine years of experience and 800 jumps, 40 of them in just the last six months.
Witnesses told officers Mazzola's parachute malfunctioned at about 100 feet from the ground.
The cause of the incident is under investigation by the Eloy Police Department's Criminal Investigations Division and the Federal Aviation Authority.
For anyone wishing to help, the family has set up a GoFundMe account to help transport Mazzola's body back to Utah.
ELOY, Ariz. — A Salt Lake City man is dead after a skydiving accident in Eloy, Ariz., on New Year's Eve.
Ronald Mazzola Jr., 37, was skydiving at Skydive Arizona, 4900 N. Taylor Drive, when his parachute malfunctioned, according to a press release from Eloy Police.
A witness reported seeing Mazzola's parachute collapse about 100 feet from the ground as Mazzola was descending, the release states.
Bystanders were performing CPR when officers arrived. When the Eloy Fire District arrived on scene, life-saving efforts continued but Mazzola was pronounced dead at the scene.
Mazzola was an experienced skydiver. The release states Mazzola had more than nine years of experience and participated in more than 800 jumps.
The parachute was turned over to the FAA for inspection.
The cause of the accident is under investigation by the Eloy Police Department's Criminal Investigations Division and the FAA.
ELOY, Ariz. — A Salt Lake City man died while skydiving in Arizona on Thursday his parachute collapsed about 100 feet from the ground, witnesses told police.
About 7:25 p.m., the Eloy Police Department responded to the incident at Skydive Arizona, 4900 N. Taylor Drive, in Eloy. They found a man identified as Ronald Mazzola Jr., 37, lying on the ground about 100 feet from the main landing area.
Several people were performing CPR on him when police arrived. Emergency responders continued efforts to revive him, but Mazzola was pronounced dead at the scene, according to police.
An official cause of the uncontrolled fall hasn't been determined, but a witness described seeing Mazzola's parachute collapse about 100 feet from the ground during his descent. The parachute was turned over to the Federal Aviation Administration for inspection.
Mazzola's cause of death was under investigation by the Eloy Police Department's Criminal Investigations Division and the Federal Aviation Administration. The Pinal County Medical Examiner's Office will conduct an autopsy, according to police.
Investigators say Mazzola was an experienced skydiver, having participated in more than 800 jumps in the past nine years, with 40 jumps in the past six months.
Source: http://www.deseretnews.com
TUCSON - A skydiver from Salt Lake City fell to his death at Skydive Arizona in Eloy, Ariz. at around 7:30 p.m. on Thursday, New Year's Eve.
A witness said 37-year-old Ronald Mazzola Jr.'s parachute collapsed about 100 feet from the ground as he was descending.
Bystanders were performing CPR when first responders arrived. He was pronounced dead at the scene.
Friends said Mazzola was an experienced skydiver. He had nine years of experience and executed 800 jumps.
His death is under investigation.
Story and video: http://www.kvoa.com
Incidents occurred January 01, 2016 and December 25, 2015 near Logan International Airport (KBOS), Boston, Suffolk County, Massachusetts
BOSTON (WHDH) -
A JetBlue flight spotted a drone as it approached Logan Airport this week.
This is the second time a drone has been spotted at the airport this week.
At around 12 p.m. on Friday, a JetBlue flight reported seeing a drone as it was one mile northeast of the airport at around 800 feet.
The flight landed safely.
On Christmas day, an Air Canada flight crew spotted a drone as the plane approached the airport. The drone was approximately two miles from the runway at around 800 feet.
The FAA is investigating Friday's incident.
Massport says it is illegal to fly a drone within five miles of the airport or over 400 feet in the air.
Story and video:
http://www.necn.com
http://www.whdh.com
Fatal accident occurred January 01, 2016 near Jerry's Skydiving Circus at Franklin Flying Field Airport (3FK), Franklin, Johnson County, Indiana
Teresa "Terrie" Woods
Terrie Headrick Woods.
https://www.facebook.com/terrie.woods
A Martinsville woman ringing in the New Year with a skydiving excursion with friends died from her injuries after something went wrong and she crashed into the ground in a field south of Franklin Flying Field.
Teresa "Terri" Woods, 54, died after the accident, which was reported at 11:43 a.m. Friday, said Johnson County Deputy Coroner David Lutz.
The accident occurred while Woods and some friends were skydiving from a plane based at Franklin Flying Field, about 3 miles south of Franklin, according to Johnson County Sheriff Doug Cox. He said Friday evening that it was his understanding Woods was an experienced skydiver.
The sheriff said he could not immediately confirm whether the fatal jump was connected to a commercial business, Jerry's Skydiving Circus, which is based at Franklin Flying Field. No one answered the business telephone late Friday afternoon, and no one replied to a message from The Indianapolis Star seeking comment.
Based on initial reports, Cox said, Woods was supposed to land at the airfield but hit the ground in a field south of the airport. He said it appears that Woods' parachute opened. However, Cox said, witnesses said Woods hit the ground very hard.
Woods "was in very bad shape," the sheriff said, when rescue personnel transported her from the scene to Johnson Memorial Hospital, where she was pronounced dead.
Woods was skydiving with two men when the accident occurred, according to a sheriff's department report. She was the last of the three to jump from the plane, which one of the men with her estimated was flying at an altitude of about 2,500 feet.
Daniel "Danny" Williams, 41, of Martinsville, told investigators he was the first to arrive at the scene where Woods landed, minutes after she struck the ground. Williams, who apparently had been on the ground while the others jumped, said he removed some of Woods' skydiving apparatus and clothing to check for vital signs and began administering chest compressions to the unconscious woman, the report said.
The first of the people with Woods to jump from the plane was Kerry Miller, 53, of Seymour. Miller told investigators he did not see the accident, the report said, because "he was dealing with his canopy not fully inflating."
Miller told investigators he had packed his own parachute "but was not sure if Terri Woods packed her own parachute," the report said.
David Crocco, 64, of New Palestine, was the next to jump and said Woods followed him out of the plane. The report said Crocco told investigators he wears a digital video camera when he jumps and thinks he captured the incident "up until impact."
The report does not say what the video showed or might have revealed about the accident.
Jeremy Daeger, 39, of Greenwood, who also was scheduled to jump with the group, told investigators he was on the plane during the entire incident. When pilot Greg Woods banked the plane "to verify the three skydivers had open chutes," the report said, Daeger said "he saw Terri's white reserve chute (secondary) open and inflated."
The Federal Aviation Administration was notified of the accident.
Woods is at least the third skydiver to be killed in an accident at Franklin Flying Field.
Experienced skydiver Donald Hauck, 50, of Greenfield, was killed May 18, 2014, when he made a maneuver about 100 feet from the ground and his parachute failed. It was the 103rd parachute jump for Hauck, who was parachuting from a plane operated by Jerry's Skydiving Circus.
Gary Zeigler, 56, of Columbus, another experienced skydiver and an Air Force veteran, was killed March 8, 1997, when he crashed to the ground beside a runway at Franklin Flying Field after his harness detached from his parachute when he was about 300 feet from the ground.
Story and photos: http://www.indystar.com
JOHNSON COUNTY, Ind. -- A woman has died after a skydiving accident in Johnson County.
Johnson County Coroner Craig Lutz identified her as Teresa Woods, 54, of Martinsville.
Woods was supposed to land at Franklin Flying Field, but instead came down in a farm field just south of the airport.
The coroner said it appears her parachute opened, so right now there is no clear answer as to what happened in the air to cause the rough landing.
Woods had been skydiving for years.
The business that was running her skydiving trip has been identified as Jerry's Skydiving Circus .
That same company was linked to a deadly skydiving accident back in 2014.
Story, video and photos: http://www.theindychannel.com
JOHNSON COUNTY, Ind. (Jan. 1, 2016) – A woman died after a Friday morning skydiving incident in Johnson County.
According to Johnson County Sheriff Doug Cox, the woman landed hard around 11:40 a.m. and went to Johnson Memorial Hospital.
The plane flew out of Franklin Flying Field, and the victim landed in a farm field to the south.
Teresa Woods, 54, of Martinsville was "in very bad shape" when she was being taken to the hospital, according to Cox. The Johnson County Coroner confirmed she later succumbed to her injuries.
Woods, an NICU nurse, was the third to jump from the plane. The other two skydivers were not injured. Fellow skydiver Dave Crocco said she was a "skilled skydiver who had jumped more than 1,000 times."
In May 2014, Donald Hauck died at Franklin Flying Field after performing a maneuver about 100 feet from the ground. Officials said his parachute did not recover and he took a hard landing. Witnesses attempted to help, but he was later pronounced dead at the scene.
Story and photo gallery: http://cbs4indy.com
Scotland 'ferry flights' claim 3 pilots lives a year
They are among the world's most dangerous but least known flights – and take off from Scottish airports almost daily.
Pilots are ferrying single-engine light aircraft across the North Atlantic to new owners in Europe and America in a battle of wits against the elements.
It is estimated that around three a year on all Atlantic crossings die en route, often after miscalculating the weather.
Some 40 "ferry flights" a month use Wick Airport in Caithness as a staging post, around half involving single-engine planes, the others executive jets.
Others stop off in Stornoway, while Prestwick in Ayrshire has also been used.
Scottish airports are ideally suited because of their proximity to Iceland – the next in the series of short hops that limited-range propeller aircraft must make between mainland Europe and North America.
One of the main hazards is ice forming on the wings, causing them to lose their ability to provide the lift that keeps the plane in the air.
Such aircraft also don't have pressurized cabins and have to stay at relatively low altitudes so often can't fly over bad weather.
The cost of such flights, including hotels and the pilot's return travel, can be as much as £13,000. However, they are viable, despite costing up to nearly half the value of a £30-40,000 plane, because the exchange rate can make them far cheaper to buy on one side of the Atlantic than the other.
Experts said there were no feasible alternatives. Transporting aircraft intact by air or sea is prohibitively expensive, and the idea of piggy-backing one on to a larger plane, Space Shuttle-style, is a non-starter.
Light aircraft can be dismantled and sent as freight, then reassembled, but they are said to never fly the same again.
Ferry flights are now a substantial part of Wick Airport's business. Andrew Bruce, a director of Far North Aviation, which is based there, has built up the trade by offering services such as speedy refuelling and Customs clearance, and survival equipment hire.
He has even arranged for pilots to also hire or drop off the gear, which include immersion suits and life rafts, at Goose Bay in Canada.
He described ferry pilots as a "hardened" bunch: "They have seen a lot of the weather. They are 'numbed'.
"If they think too much about what they are doing they would not be doing it."
Story and comments: http://www.scotsman.com
Beverly Municipal Airport (KBVY) seeks bids for new restaurant
BEVERLY -- City officials are seeking ideas for a new restaurant at Beverly Regional Airport.
Though it was nearly condemned, a request for proposals is out for developers to rehabilitate a portion of Building 45, which once housed an eatery.
The restaurant is expected to accommodate between 50 and 100 visitors, according to the request for proposals. Submissions are due by 11 a.m. on Jan. 19.
The portion of Building 45 will be leased to a developer for 20 years.
Development will take place only inside, according to the request.
Mayor Michael Cahill said that the original plan was to fully renovate the building, but the costs "came in so high."
Instead, city Department of Public Services crews are going to do some upgrades to prepare it for the police department's Criminal Investigations Unit.
When that work on the building is complete, the portion that could be a restaurant will be ready for redevelopment.
"The airport commission believes it would be a real benefit to the operation there," the mayor said. "There was a restaurant in that space for many years and there is genuine interest."
City Council approved allocating $300,000 to put some work into the building back in September. At the time, Bryant Ayles, city finance director, said the building's foundation was in decent condition and "the bones of the building were in good shape" but that the building needed renovations and asbestos remediation.
The former has restaurant has been closed since Something Different Cafe left a few years ago.
Back when the restaurant was active, Cahill said he remembers families going to breakfast there and children enjoying watching planes take off.
Source: http://www.salemnews.com
Voices of Service: Former War College instructor piloted dangerous refueling missions
Don Bruce was in the Air Force during the Vietnam War.
"When I was growing up, my brother would build model airplanes," said Bruce, a Western Pennsylvania native. "I would always go out and try to fly them and crash them. He wasn't too happy about that."
Bruce, a Vietnam War veteran and former Air Force instructor at the U.S. Army War College, followed his passion for flight by getting into ROTC at Penn State University and later going into the Air Force to become a pilot. He graduated in 1961 and received pilot training at the Moody Air Force Base in Georgia from 1962 to 1963.
"I had to wait until April of '62 to go into active duty because they were selecting people to go on a quarterly basis and I got the fourth," Bruce said. "There was a post office that I worked at until then."
Bruce saw his dream through, becoming a co-pilot of a KC135, a refueling aircraft that aided fighters and bombers entering and exiting Vietnam. Bruce's aircraft was mainly responsible for providing planes with fuel as they exited Vietnam.
"I was never actually in Vietnam," Bruce said. "I flew over it many times, but I was never actually stationed in the country. We would refuel the fighters and bombers on the way out (of Vietnam)."
Bruce said the refueling assignments would usually be done in two- to three-month periods, during which he would be stationed at either Takhli or Don Mueang in Thailand. Otherwise, he would typically be stationed in Guam or Okinawa.
Bruce said the aerial refueling process required extensive training and, occasionally, a necessary disregard for the rules.
"There is a lot of training that goes into flying planes in formation at 20,000 feet," Bruce said. "We had rules of engagement that said you could only fly so far north to pick up planes flying out of Vietnam. You could only go so low to avoid damage to your plane from ground fire. We regularly violated those rules because some planes coming out were practically out of fuel. We sometimes had to go low to pick them up, and sometimes we went more north than we were supposed to. It was always a question of whether or not the people on the ground were going to take a shot at us.
"Another problem was when we were coming back, we sometimes had to go to (higher altitudes) in order to pick our way through thunderstorms on the way home," Bruce added. "So we would go in low and come out high."
After Vietnam, Bruce stayed with the KC135 business, becoming an instructor pilot. He was primarily responsible for training pilots transitioning from fighter planes into four engine tanker aircrafts.
"Many of (the pilots) were unhappy because they were basically fighter pilots," Bruce said. "I had one (pilot) who was very unhappy in a multiengine airplane; he wanted to be in a single. I got tired of it, so one day I got him in a flight simulator and put him in a situation with single engine and I told him to fly it. He was sweating. I came back about a half hour later and he was still trying to fly it. I never heard another word."
The remaining years of Bruce's career saw Bruce moving between several different bases and positions. He spent time as an ROTC instructor in Maryland.
In the late 1980s, Bruce became one of three team chiefs involved with the National Emergency Airborne Command Post (NEACAP), or "doomsday plane," an aircraft intended to serve as a survivable platform on which to conduct military operations in the event of a nuclear attack on the United States. The aircraft followed the president as a precautionary measure.
"I was the team chief of the battle staff on the 'doomsday plane,'" Bruce said. "I had about 20 people working for me - experts in their fields. We followed the president around and stayed in close proximity with him. If there was a nuclear attack, the president would come on board. We had to go everywhere he went; if he went to Europe, we went to Europe. We had different locations in the (United States) just to stay close to him. It was very interesting."
Bruce rounded out his involvement with the Air Force by returning to his home state and becoming an Air Force instructor at the U.S. Army War College in 1989. He retired in 1992.
"The war college was the last job I had," he said. "I lobbied to get that job because the only way to get back to PA was to get an army position because there is no Air Force base in PA. So I came back to retire here that way.
"I stay busy," Bruce added. "It seems like I had more free time when I was working than I do now. I feel myself slowing down here and there, but I keep very busy."
The Sentinel salutes local Vietnam War veterans and participants with a year-long series of stories that will be published every Saturday in History.
Called "Voices of Service," the weekly feature examines how the war shaped officers and enlisted personnel from every branch of the military in every phase of U.S. involvement in Vietnam.
The Army Heritage Center Foundation will provide half the content for this series in keeping with its mission of "Telling the Army Story ... One Soldier at a Time."
Story and photo gallery: http://cumberlink.com
Tecnam P92 Eaglet, N112TE, Curtis Eads Flight School: Accident occurred January 01, 2016 at Hampton Roads Executive Airport (KPVG), Chesapeake, Virginia
Mid Atlantic Air Ventures Inc: http://registry.faa.gov/N112TE
FAA Flight Standards District Office: FAA Richmond FSDO-21
NTSB Identification: GAA16CA094
Accident occurred Friday, January 01, 2016 in CHESAPEAKE, VA
Aircraft: COSTRUZIONI AERONAUTICHE TECNA P92 EAGLET, registration: N112TE
Injuries: 1 Minor.
NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.
The pilot reported that he was practicing touch-and-go landings in the airport traffic pattern. He made one trip in the airport traffic pattern and touched down on the runway. After touching down, he applied full power to take off and the airplane veered and banked to the left. The pilot further reported that the left wing impacted the ground when the airplane was about 20 to 30 feet above the ground. The airplane rotated around the wing and impacted the ground off the left side of the runway. The airplane sustained substantial damage to the fuselage, firewall, and both wings.
The pilot reported that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.
The pilot's loss of directional control during takeoff which resulted in impact with the ground.
CHESAPEAKE, Va. (WVEC) -- A small plane has gone down at the Hampton Roads Executive Airport, Virginia State Police confirmed.
13News Now reporter Arrianee LeBeau reported that the nose of the plane is down in a grassy area, not far from the runway.
According to a witness, Steven Grobel, the crash took place around 2:45 p.m.
Grobel stated that he was about to take off in his plane, when he saw another plane heading in his direction. He says the plane downed, hit the ground, then bounced back into the air about 20 feet.
Grobel adds that once the plane came back down, the wing hit the ground, which caused it to lose control and flip around. He says he rushed to check on the condition of the pilot who was responsive and didn't appear to have any visible injuries or blood.
An airport official says it appears no one was injured in the incident.
It's not clear at this time if the incident happened during takeoff or landing.
Based on the plane's registration number with the FAA, the aircraft is a Tecnam P92 Eaglet belonging to a company out of Martinsville, Virginia.
Source: http://www.13newsnow.com
CHESAPEAKE, Va. (WAVY) – Emergency crews are responding to a plane crash at the Hampton Roads Executive Airport in the 5100 block of West Military Highway in Chesapeake.
An investigation reveled that the plane was coming in for a landing and had a hand landing, that caused the plane to shoot 20 feet in the air. As the plane came back down, the left wing clipped the ground.
The propeller was then destroyed by the ground causing the plane to spin around.
A witness on the scene ripped open the door and pulled the pilot out of the plane.
The pilot suffered minor injuries.
Story and video: http://wavy.com
Chesapeake, Va. - Emergency teams responded to a plane crash at the Hampton Roads Executive Airport, according to State Police.
Scott Saunders with the Chesapeake Fire Department says a small aircraft crashed around 3 p.m.
Story and video: http://wtkr.com
Billionaire Larry Ellison selling Island Air
HONOLULU (HawaiiNewsNow) - The state's no. 2 inter-island airline is up for sale.
Hawaii News Now has learned that billionaire Larry Ellison is in talks with an investment group to sell Island Air.
A second bid by former Hawaiian CEOs Bruce Nobles and Paul Casey was rejected by Ellison, a source familiar with the deal said. Casey is also a former Island Air CEO.
"I'm not surprised that Larry Ellison's people would be considering selling Island Air because their strategy did not work," said airline industry historian Peter Forman.
Ellison, who co-founded Oracle Corp., bought Island Air in 2013 to boost passenger traffic to the island of Lanai, which he owns. But since then, the carrier has lost about $40 million.
Earlier this year, Island Air cut its Kauai routes and slashed its payroll by about 20 percent. It also shelved plans to buy larger planes from Bombardier Aerospace.
Island Air currently has five, 64-seat ATR 72 turboprops, which experts said are too small to compete with dominant carrier Hawaiian Airlines.
"Do you want to get onto a cramped interior turboprop with highly limited carry on space or do you want to get on a comfortable jet," said Scott Hamilton, an airline industry analyst with Leeham Co. of Issaquah, Wash.
"Hawaiian is about as tough a competitor as you can imagine because not only do they have the reputation and on-time performance, they also have the frequency of flights," Forman added.
It's unclear how a deal could impact fares. But experts say with interisland fares at about $80 each way, there's room in the market for a lower-cost carrier.
Founded in 1980 as Princeville Airways, Island Air employs about 250 workers. It flies about 135 flights a week.
Story and video: http://www.hawaiinewsnow.com
Why the dream of the flying car hasn't panned out
If you're ever bothered by the blind spots in the typical car today, then you would hate to drive a flying car.
But a new Toyota patent offers a solution to a classic flying car problem — awful blind spots and a vehicle that's too wide for roads, parking spaces and garages.
Flying cars are rare, but you can find a few in the wild. A handful of companies around the globe are developing them. A long list of challenges has held back flying cars since their initial creation almost a century ago. One problem is putting the wings on the side of the car, which blocks driver sight lines and makes the vehicle so wide that it's difficult to park and drive on roads.
Toyota's patent calls for stackable wings on top of a flying car.
"It's a very innovative idea," said Pete Schumacher, professor of aerodynamics at the University of North Dakota. "Will there be other problems? Yeah."
Stacking wings makes them less efficient. Wings work because the pressure is higher below than above them, which creates lift. But the high pressure beneath the top wing on Toyota's patent will interfere with the desired low pressure below the second highest wing.
"It's incredibly inefficient," said John Brown, a project manager at Carplane, a German company developing its own flying car. "And it may actually be too inefficient. You'd have to put it in a wind tunnel and see just how efficient it is."
Early planes such as the Wright Flyer had two wings. But as materials become stronger, the bi-wing approach was abandoned because of the efficiency advantages of a single wing.
Toyota did not respond to requests for comment.
While automakers such as Toyota are exploring new mobility services, car analysts don't expect flying cars to be on the market anytime soon.
"Flying cars are certainly an interesting concept, but are further away from realization than many of these concepts, for example autonomous vehicle sharing," said Thilo Koslowski, an automobile analyst at Gartner, a technology research firm.
Toyota has long invested in research and development. In November, it announced plans to invest $1 billion over five years in artificial intelligence, which could prove invaluable as autonomous vehicles arise. It's also bet on hydrogen fuel-cell cars as an alternative to internal combustion engines and once invested in Tesla Motors. Additionally, Toyota has ventured into nontraditional businesses such as home building.
There are other big challenges that would be issues for a flying car with wings on its roof. Melding two transportation forms — a car and a plane — creates problems.
"When I started out I thought, 'pretty simple problem, an automobile has an engine, an airplane has an engine. An automobile has a body, an airplane has a body,' " said K.P. Rice, a flying car developer and retired Marine pilot who has been devoted to the field for 35 years. "In the end, it gets to be quite a problem."
A car needs weight on its front and back wheels so that it can turn safely. But a plane needs its weight on its back wheels so it can take off and land safely.
Aircraft engines are air cooled, so they can't sit in traffic without overheating, whereas car engines are water cooled, which adds weight that's prohibitive to flying.
Flying cars are generally too wide for roads and can have stability issues while driving on highways because of crosswinds.
Rice is developing a flying car where the plane components detach and can be towed by the vehicle when driving on roads.
While work continues on the perfect form for a flying car, another huge issue comes up: price. Flying cars can cost 10 times as much as a traditional vehicle.
"One might argue that flight is the only solution to congestion," said Roger Lanctot, an auto analyst at Strategy Analytics. "But I think we can safely call this a niche market."
While Toyota's patent seems to solve the parking problem for flying cars, a lot of other questions remain before these vehicles really get off the ground.
Story, comments and photos: https://www.washingtonpost.com
Unarmed aviation police: We need guns • Officers say in case of active shooter, they are instructed to run and hide
CHICAGO (CNN) —Hundreds of police officers at one of the country's busiest airports say in the case of an active shooter, they are instructed to run and hide.
That's because these officers are unique among the nation's major airports: They don't carry guns.
Their badges, uniforms and vehicles all say "police." And they are certified police officers in the state of Illinois.
But these nearly 300 aviation police officers, also known as aviation security officers, are not allowed to carry guns at Chicago's O'Hare and Midway airports.
The officers who are armed are from the Chicago Police Department, which is the primary law enforcement agency at O'Hare and Midway.
Internal aviation department documents obtained through department sources state, "If evacuation is not possible: hide."
The documents advise locking doors, turning off lights and remaining quiet and calm.
"We must also ensure that unarmed security personnel ... do not attempt to become part of the response, but could be invaluable to the evacuation efforts," the documents said.
In addition, a training video shown to aviation police officers has the same instructions: "If evacuation is not possible, you should find a place to hide where the active shooter is less likely to find you. Block entry to your hiding place and lock the door."
That makes no sense, said aviation police officers interviewed by CNN.
"We're not trying to replace the Chicago police officers; we just want to have the tools to do the job like every other law enforcement agency in the country," said one officer who requested anonymity.
"We're nothing but casualties if you tell us to run and hide. And how can the public look at us if they see police officers running and hiding? That goes against the very oath we were sworn to that we took."
Matt Brandon, secretary-treasurer of the Service Employees International Union Local 73, which represents the aviation police officers, said he doesn't understand why the officers are prohibited from carrying guns.
"And that's amazing these men and women are sent to the Chicago police academy, and trained as police officers, and being a former police officer, I know your first instinct is to go to the problem -- not run away from the problem," Brandon said.
He said the union has been unable to get the aviation department to change the no gun policy, which dates to the early 1990s.
"They are the last resort to the airfield in many cases, and to have them unarmed is just, I think, it's ludicrous," he said.
Asked if this boiled down to a union issue, Brandon said he was willing to give up the aviation police officers as union members if it meant allowing them to carry guns.
"I want their safety as the first thing, and their ability to respond to threats is number two," he said.
Wayne Black, a Miami-based security expert, said it's absurd to deploy unarmed trained police officers at an airport.
"I've never heard of anything so crazy," Black said. "I mean, the concept in a post-9/11 world of having sworn law enforcement officers unarmed at an airport, not being able to take direct action -- I don't know what they are thinking."
"Who in their right mind would have sworn law enforcement officers wearing a sign on their back that says police and wearing a badge on their chest and being unarmed?" he asked.
Chief Richard Edgeworth, who oversees the aviation police officers, did not respond to multiple calls from CNN. After being approached by a CNN reporter outside his office, he briskly walked away, saying "no comment."
"We think the strategy in place is working," said Owen Kilmer, deputy communications director of the Chicago Aviation Department.
In a statement to CNN, Kilmer wrote that with "the current security structure in place, violent crime incidents at O'Hare and Midway airports are extremely low -- ensuring that the millions of passengers who fly through Chicago each year feel secure at the airports."
"The multilevel security approach used at O'Hare and Midway Airports has proven effective in stopping and preventing crime while creating a structure that allows for all our law enforcement officials to collaborate easily and effectively."
Kilmer wrote, "There are different security structures in place at major airports across the country, and there's no one-size-fits-all approach."
Citing "safety concerns," the aviation department would not respond to questions about its policy on active shooters.
And while the aviation department would not discuss staffing levels, the city's 2015 budget appropriation records show about 309 positions for aviation police officers and supervisors. The union says, due to vacancies, there are about 279 actively on the job.
The budget also shows 231 armed Chicago police officers and supervisors at O'Hare and Midway. Chicago police spokesman Anthony Guglielmi says that staffing level is sufficient. He also said arming or not arming aviation officers is not his department's issue.
"For whatever reason the governing agency over these officers decided not to arm them," he said.
He said, "The aviation security officers are designed to be a force multiplier."
A CNN survey of major airports shows, for the most part, similar staffing levels of armed police.
For example comparing the top three airports in the United States in terms of passenger volume, Atlanta's Hartsfield-Jackson International Airport, the busiest, has 178 armed police and 21 nonsworn officers. The Atlanta airport declined to provide specific numbers on additional security, which includes unarmed aviation security personnel and private security guards.
However, Los Angeles International Airport, the second busiest, has 572 armed police and another 388 unarmed security personnel, an airport spokesman said.
Chicago's O'Hare, the third busiest, has budgeted 175 armed police, about 260 unarmed aviation police and about 170 private security, according to city records and union officials.
Other major U.S. airports, such as those in New York, Washington, Dallas-Fort Worth, Seattle and Phoenix, use unarmed security guards for added surveillance and other functions, but these guards are not sworn police officers, according to spokespersons for the airports.
Duane McGray, executive director of the Airport Law Enforcement Agencies Network, said, "All airports are required to do is provide sufficient police resources" and "the numbers vary airport to airport."
The gun issue is part of an ongoing dispute between the aviation police officers and Edgeworth. In September, the officers took a vote of no confidence in him.
The no confidence letter from the union states, "The overwhelming majority of Aviation Police Officers and this Union agree that Chief Edgeworth is incompetent as a leader of police, noncommunicative, ineffective and exerts control through coercion and fear in his position as chief overseeing public and personnel safety."
In a response to the union, Chicago Aviation Department Commissioner Ginger Evans wrote that Edgeworth has the "full confidence and trust" of the department and "has been a tireless advocate for the Safety and Security section throughout his tenure."
"Both Midway and O'Hare have exemplary safety and security records and are recognized as leaders in the aviation industry," Evans wrote.
Story and video: http://www.cnn.com
▼ Jan 01 (14)
New Year's Eve celebratory gunfire poses threats t...
Pilot Robert Franklin, Aerial Advertising Services...
Fatal accident occurred December 31, 2015 at Sky...
Incidents occurred January 01, 2016 and December 2...
Fatal accident occurred January 01, 2016 near Jer...
Beverly Municipal Airport (KBVY) seeks bids fo...
Voices of Service: Former War College instructor p...
Tecnam P92 Eaglet, N112TE, Curtis Eads Flight Sc...
Unarmed aviation police: We need guns • Off...
29 pets died on U.S. commercial flights through Oc...


The 2016 Ryder Cup will go down in history as one of the most fun and exciting golf events in history. The Arnold Palmer chant at the first tee. The multiple appearances from the one and only Bill Murray. The heated exchanges between the players and the fans. Tiger Woods making a comeback as a co-captain. All of these events made for an unforgettable Ryder Cup. However, there was one thing that really caught my attention this past weekend. Team Spirit. The Ryder Cup gets people fired up in a way no other major golf tournament can. Even the players' attitude drastically changed after adding a team/patriotic sentiment to the sport. We all enjoy watching the Majors every year, and we all have a favorite player that we always cheer for. But there's something special about a taking an individual sport and making it a team challenge. Change up the rules a bit. Make it fun for the audience and the players, and you've got yourself a magic pill.
So what's the secret to the Ryder Cup's success? Is it the match play format? Is it the fact that we like to cheer for our country or continent? Is it the fact that players get to interact with the crowd? I think it's a combination of all three. Patriotism alone might have gotten the US Olympic team a little more support than usual, but not enough to call it the only contributing factor to Ryder Cup success. Players interacting with the audience is a nice and refreshing change from the robot like players we see on TV. But golf requires tons of concentration, and having players mingling with the fans all the time is completely unrealistic. So, is it the match play format? I doubt it. If this were the case, other match play championships would get the same amount of coverage and excitement as the Ryder Cup, and they certainly don't. Now let's combine all three. A fun format such as match play that allows the players to relax, and more fans that understand what is going on. A sense of belonging that makes us cheer for our country or team even if we don't play golf. And a bunch of players having fun. That's the secret to Ryder Cup success.
Old school minds are hard to change. Especially in sports like golf that carry hundreds of years oftradition. But wouldn't it be nice if we had more events like the Ryder Cup to look forward to? I think so! And would that be a good way to recruit a few more golf fans? You bet! Would we be able to get more sponsors and attract a new demographic? Absolutely! Perhaps the future of golf has been sitting right in front of our noses the entire time! Maybe it's time we start paying attention to what gets people excited and take golf in that direction. There's only one Ryder Cup, but perhaps we should create more events like it. Golf needs them.


text:
Taxing times an old story
by derekpa 27 August 2021
Appearing in the Australian, August 2021.
Rebellion, Rascals, and Revenue: Tax Follies and Wisdom through the Ages
By Michael Keen and Joel Slemrod
Princeton University Press, $45, 536 pages, ISBN 9780691199542
At first glance, a book on the history of taxation seems like something only an accountant could love. But as it turns out Rebellion, Rascals, and Revenue is an enjoyable romp, a fascinating mix of stories and insights.
Keen, deputy director of fiscal affairs at the IMF, and Slemrod, an economics professor, write with engaging authority, asserting that taxation has always been a defining aspect of government. In fact, the text of the Rosetta Stone, which allowed for the translation of Egyptian hieroglyphics, deals with a tax exemption for priests. So exemptions are as old as taxes, which is partly why the business of tax gets so complicated. Allowing deductions for dependents, for example, has often led to people claiming for non-existent children.
Some people will go to astonishing lengths to minimise their tax payments, even with tactics that cost more than the tax. In Georgian England, there was a tax on windows (used as a proxy for wealth) which led to many windows being bricked up. A tax on ships, which were assessed on width, led to vessels that were narrow and tall – and which, understandably, tended to capsize. Pretending to be dead was once a common ploy.
Governments have used this dislike of taxes to try various forms of social engineering. In Czarist Russia, Peter the Great levied a tax on beards, not for the revenue but to induce the nobility to shave. The same principle applies to carbon taxes: impose taxes to change behaviour. The results are mixed. Taxes on alcohol, cigarettes and gambling – 'sin' taxes – have done little to reduce consumption, in Australia or anywhere else.
A constant problem for the officials who create tax policy is working out who will eventually end up paying a given tax. Businesses largely see tax as a cost and will pass it on to consumers if possible. Taxes on consumption are an alternative but often lead to smuggling and black markets. High taxation has triggered civil unrest and even insurrections, although there are often underlying causes as well.
The invention of the income tax was something of a revolution. The first income taxes were connected to wars, which are expensive undertakings. In Australia, the first federal income tax was introduced to pay for World War One (there were also state income taxes at the time). During World War Two, Canberra legislated to give itself a monopoly in the field.
Another crucial step was withholding, so that tax was deducted from a person's salary and paid on by the employer. It effectively became invisible. A stroke of genius, in its own way.
There is now a broad acceptance that income taxes should be progressive, with the affluent paying more. This is easier said than done, and there is a continuing contest between the people who write the rules and those who are generously paid to get around them. But in the past few years tax agencies have introduced data-matching systems and AI technology, so dodging taxes is harder than it used to be.
One persistent problem is the use of international tax havens, and there is no clear antidote. Keen and Slemrod suggest that a global agency for "setting and enforcing some aspects of tax rules in the way that the World Trade Organization has done for trade" might be needed. A good idea but the devil will be in the details, as it usually is.
All this is good fun but Keen and Slemrod make some serious points. Their study of history is meant to reveal how to balance efficiency and equity in a tax system, and they come up with a list of criteria. Undue complexity undermines public faith, so the law should be as clear as possible. Using taxes for anything other than raising revenue usually creates more problems than it solves. Seeing rich people manipulate the rules so they pay very little undercuts the willingness of everyone to pay, so consistent enforcement is important.
Keen and Slemrod note that "when it comes to designing and implementing taxes, our ancestors were addressing fundamentally the same problems that we struggle with today". Certainly, no-one likes taxes. But they are, as the saying goes, an inevitable part of life.
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