text:
VP-23 Mishap
MISHAPs: 22 AUG 41 A/C: PBY-5 Location: Hilo Harbor, Hawaii Area Strike: Yes BUNO: 0488 Cause: Extended flight - After landing the airplane was thrown off the water with very little speed, which resulted in a uncontrolable drop of the right wing. The right wing tip pontoon hit with such force as to bury it in the water, resulting in the aircraft making an abrut turn to the right. This turned the plane toward a can bouy which it hit, before the pilot could bring it under control. Damage: Compartment #1 Keel broken and hole in hull, Compartment #3 scratched hull, Compartment #5 hole in hull forward of step, and Compartment #6 hole in hull. Crew Ok. Pilot Ens J. P. Hart, AV-N USNR, LCDR F. M. Hughes, NAP Puckley, NAP Fisher, Road, Meadeas, Cary, Parker, and Guther. Contributed by Terry pb4y-2@sbcglobal.net [18NOV2002]
"...Here's the end of her life story: "On September 25, 1942, 0488 water-looped and sank into Pensacola Bay. It was damaged beyond repair." Joe Baugher probably has some additional info on it..." Contributed by LCDR Douglas E. Campbell dcamp@aol.com [12JUN2017]
Just a correction and an update to PBY-2 BuNo 0488 Mishap. You have it listed as a -5 but it was a -2. So after the mishap in Hawaii it went to NAS Pensacola, Florida. Here's the end of her life story: "On September 25, 1942, 0488 water-looped and sank into Pensacola Bay. It was damaged beyond repair." Joe Baugher probably has some additional info on it.
Douglas E. Campbell, Ph.D. (and LCDR, USNR-R, retired)
Syneca Research Group, Inc.
http://www.syneca.com/
MISHAPs: 11 JAN 42 A/C: PBY-5 Location: NAS Pearl Harbor, Hawaii Strike: Yes BUNO: 2452 Cause: Extended flight. Normal landing was made on glass surface with a nose down attitude, hooked a wing tip float, flipped over and later sank. Pilot ENS Glen S. Stewart/Killed, ENS C. V. Lindsey/Killed, AMM1 .E. E. Ruark(NAP)/Killed, RM2 B. W. Gross/No inj, and AMM3 R. J. Redhage/Minor inj. Contributed by Terry pb4y-2@sbcglobal.net [16MAR98]
"...On a previous flight, plane struck a coral reef resulting in extensive damage to underside of hull & keel. Temporary repairs were effected which in the opinion of the Trouble Board in no way adversely affected performance or strength of the plane. However the fact might have had some psychological effect on the pilot in determining his desired procedure in landing. Landing was made in complete darkness in restricted channel. From reports of observers and results of the crash, it appears the plane struck the water in a nose low attitude, probably hooked a wingtip float, and was thrown violently on it back, in which position it was found by the crash-boat standby. Damage:Plane was completely demolished and engines salt water immersed..." Contributed by Terry pb4y-2@sbcglobal.net [18JAN2002]
MISHAPs: 12 NOV 42 A/C: PBY-5A Location: Routine patrol. Approx.50 miles north of Oahu Isl, Hawaii Indies Strike: Yes BUNO: 02951 Cause: Believe plane either flown into water or destroyed in attempted night landing. Plane took off for routine patrol at 1619. During the day communications were satisfactory between plane and base. A message was received at 1902 to effect plane was lost and lost plane procedure was immediately commenced. At 1919 a course was radioed to pilot there was no acknowledgement. At 1920 plane disappeared from radar screen and abruptly ceased making MOs. The following day several pieces of wreckage, including a fuel cell and seat cushion marked with the last two digits of plane's serial number were found near the plane's last known position. It is assumed the plane crashed into sea with great force. Plane missing. Crew missing: Pilot Lt(jg). William L. Johnson, AP1c. Michael Robards, AP2c. Russsell B. Riggs, Aom2c. Harry V. Knight, Amm3c. Ellis P. Bruce, Amm3c. Marion L. Hofheins, Amm3c. Wilbur Eugene Soltau, Rm3c. Samuel E. Ottenbacher, and Rm3c.George Tepus. Contributed by Terry pb4y-2@sbcglobal.net [08JUL2001]
MISHAPs: 29 MAR 43 A/C: PBY-5 Location: 1800yds. outside reef, 301deg True from Johnston Island Tower Strike: Yes BUNO: 2354 Cause: Probable unintentional premature landing in returning after dark from covering wreckage of Army B-24 located 74 miles northwest. Plane burst into flames upon crashing. From Administrative Report:This PBY-5 based on Johnston Island, was on a search for survivors, of a crashed Army B-24 enroute from Oahu to Johnston Island. Upon returning to base at 2027, it was seem to commence a normal approach at an altitude of approximately one-thousand feet, at which time it suddenly nosed over, lost altitude very rapidly and crashed into water, bursting into flames upon impact. The night was very dark with no moon. This cause is undetermined but the following possibilities are mentions: (1) pilot did not get corrected altitude settings before attempting his landing and flew into the water without realizing he was so near the surface. (another pilot stated that his altimeter read 200-ft plus when he landed just an hour or so before crash), (2) collision with large birds which are numerous in the area and are known to fly at night, (3)engine failure, (4)fire in air just prior to crash. Pilot was considered competent with out restrictions for any assignment in the PBY-5 type aircraft. Damage:"Total loss" Crew killed: Pilot:Lt(jg).Robert A. O'Donnell, Ens.Harold J. Klopp, Ens.Daniel L. O'Sullivan, Amm2c.E. A. Isaia, Amm2c.E. D. French, Amm3c.George Eluedge, Rm2c.A. G. Ostergard, Rm3c.D. L. Thomas, Aom3c.J. H. Ross, and Lt.J. S. Lockey (USMC). Contributed by Terry pb4y-2@sbcglobal.net [12JUL2001]
MISHAPs: 25 OCT 44 A/C: PBY-5A Location: AK, NAGATIK LAGOON Strike: Yes BUNO: 46471 Cause: SUNK BY GUNFIRE, SANK 60' Contributed by Terry pb4y-2@sbcglobal.net [16MAR98]
"...Force landed in lagoon as a result of starboard engine throwing a piston. Personnel rescued uninjured by search plane. Confidential equipment thrown overboard. Plane sunk by gunfire in 10-fathoms..." Contributed by Terry pb4y-2@sbcglobal.net [13AUG2001]
MISHAPs: 30 OCT 44 A/C: PBY-5A Location: 250miles west of Eniwetok Strike: Yes BUNO: 46473 Cause: Plane took off from base at Eniwetok, to remove a wounded man from the USS KENMORE if possible, The pilot requested the KENMORE to create a slick if possible by steaming downwind for two minutes and then turning ninety degrees. This was done and pilot landed safely at 1400. Patient was transferred to this plane. At 1444 there was a period of relatively calm and pilot commenced the take-off run into the wind. The swells were approximately twelve-feet high, with approximately forty feet between crests and were running forty-five degrees out of the wind. Upon decent from the third bounce of forty-five knots, a swell caught the port wing tip float, tearing it off, which threw the plane into a violent skid to the right from which the pilot was unable to recover. The switches were cut and the gas turned off and the plane hit the water in a nose low attitude and tearing off the starboard float and part of the starboard wing. All personnel, including the patient, were removed from the plane and into life rafts before the plane sank. Plane sank in about four minutes. A LCPV from the KENMORE too all survivors from the life rafts and transferred them to the ship. Crew & pass no inj. Pilot Lt. Robin E. Larson A-V(N) USNR, Ens George A. Hecker USN, Ens Leslie H.Crook USN, Acrm Julius G. White USN, Amm1c D. Dicken USNR, Rm2c H. Chenoweth USNR, Phm1c B. Coe,Jr. USNR, and Pfc E. Eoff USArmy. Contributed by Terry pb4y-2@sbcglobal.net [13AUG2001]
MISHAPs: 01 FEB 45 A/C: PBY-5A Location: Peleliu Strike: Yes BUNO: 46464 Cause: Dumbo landed to pickup downed F4U pilot. Take-off was into the wind and plane rode over second swell without difficulty. Just before reaching the third swell at thirty-five knots, pilot felt a strong pull on the yoke and a sensation of deceleration which caused the bow to dig into the swell. Plane had hit an unknown underwater obstruction. A large portion of the swell went over the bow and into the propellers. Both propellers came off upon impact with water. The port propeller came through the pilots compartment cutting off the visor of his baseball cap and severely injuring his left hand and cutting the frontal region of his scalp. The port propeller sheared off the port window, port escape hatch, port one-half of the windshield and damaged the bow compartment and demolished the bow turret. Later that night while being salvaged, navigators compartment filled with water, plane sank at 0840 2 Feb 1945, three miles from Peleliu. Crew & pass: Pilot Lt Oscar T. Owre A-1 USNR/Seriously inj, Lt(jg) Lawrence D. Barton USNR/Ok, Ens Raborn L. Davis USNR/Ok, Amm2c Talmadge C. Moore USNR/Ok, Amm3c Curtis C. gamblin USNR/Ok, Rm2c Stuart E. Miller USNR/Ok, Rm3c Jack D. O'Donnell USNR/Ok, Aom2c Wallace G. Neuman USNR/Ok, Aom3c J. G. Stanbery USNR/Ok, and 2nd Lt John R. Anderson USMCR/Ok. Contributed by Terry pb4y-2@sbcglobal.net [17AUG2001]
MISHAPs: 02 JUN 45 A/C: PBY-5A Location: NW of Iwo Jima Strike: Yes BUNO: 46468 Cause: On 2 Jun 1945, MANN took-off from South Field, Iwo Jima, Volcano Islands, on a authorized Dumbo search mission. The wind was from 110degTrue, velocity 6kts, the weather was contact, 800-ft ceiling, 5/10 low stratus clouds, visibility eight miles. MANN was briefed prior to the take-off, to proceed to an area bounded by parallels 28 & 29 North and meridians 137 & 138 East, of eleven similar area's assigned to the aircraft of the Iwo Jima Air Sea Rescue Task Unit that day to cover a possible ditching of 28 P-51s missing from the OSAKA strike on 1 Jun 45. At approximately 1730K, 2 Jun 45 all other search aircraft had returned to base, reporting adverse weather conditions in the search area. At this time Join Communications Center was asked to contact MANN by radio requesting his estimated time of arrival back to base. All attempts by Joint Communication Center to establish radio contact were unsuccessful. Last and only contact with MANN was made by MYKLAND in PBY-5A Bu#46631, at about 1120K north-north-west of SOFUGN, Nape Shote. MANN told MYKLAND that he had been vectored by a Air Sea Rescue Destroyer to a position 15miles bearing 262deg from SOFUGAN, to investigate possible survivors. A check then revealed that a Destroyer in the vicinity of 29-30N 138-30E exchanged calls with MANN at 1036 and voice radio and had vectored him to SOFOGUN area to investigate survivors. Plane and crew missing: Pilot Lt Milford H. Mann USNR, Ens John D. Rockert USNR, Ens Robert J. Meyers USNR, ARM2c John M. Briggs USNR, AMF2c Patrick J. Deloughary, AMF3c Mihael G. Kubovchik, ARM3c Archie L. Stowe USNR, AMM2c Duane H. Williams USNR, and AOM3c LaVerne H. Woodard USNR. Contributed by Terry pb4y-2@sbcglobal.net [21FEB2002]
MISHAPs: 27 MAR 49 A/C: PBY-6A Location: NAS Kwajalein, Marshall Islands Strike: Yes BUNO: 64028 Cause: Ferry;13-24N 17-22W. Pilot departed Kwajalein for Johnston Island. For the first eight hours and fifty-minutes, the flight was uneventful. At approximately 2300, pilot added power to climb from 2000-ft to 8000-ft. As they reached 4000-ft at approximately 2310, port engine began fluctuating about 300-rpm. At same time pilot noticed clouds of black smoke pouring from both top and bottom of port engine. An attempt was made to feather afflicted engine, but was unsuccessful. With bad engine wind-milling, aircraft could not maintain altitude on one good engine. Pilot decided to ditch plane while he still had power on good engine. Aux wing tanks were jettisoned, all loose gear was thrown overboard, and all hands were given order to prepare for ditching. Sometime between 0045 and 0107, a full stall landing was affected with no injuries to personnel and only slightly damage to hull. Aircraft was on water for 11hrs before last man was rescued by LSM-488. Upon orders from Com Hawaiian Sea Frontier, the aircraft was sunk by gunfire. "Strike" Crew and pass OK: Pilot Lt Cmdr William C. Hartman USNR FAW-2, Ens Robert D. Osborn USNR, ADC Robert D. Brooks USN, AD1 Wendell G. Baumann USN, AN Leroy Way USN, AL1 R. S. Haas USN, AL1 Thomas Conley USN, AO3 W. V. Webb USN, AL1/AP H. D. Williams USN, SA Henry O. Davis USN, and BU3 Frank F. Dioguard USN. Contributed by Terry pb4y-2@sbcglobal.net [28FEB2002]
"...1949 Press Photo Hickam Field, CA US Navy PBY, H Williams, W Webb and P Conley,L Way..." WebSite: EBay http://www.ebay.com/ [24NOV2014]
MISHAPs: 21 JUL 57 A/C: P2V Location: Alps Northwest Strike: YES BUNO: 140156 Cause: Unknown
"...I am the surviving daughter, born December 1957 of LT(jg) Allan K. Norberg who died in the VP-23 July 21, 1957 search operations crash in Bobbio Pellice, Italy. Ellen J. Norberg ej.norberg@gmail.com..." [07SEP2009]
"...The Navy's Double Tragedy, July 1957, Italy...(VP-23 and VP-934)..." WebSite: VPI International http://www.vpinternational.ca/MPA_Magazine_Fall07.pdf
On July 21, 1957, a United States Navy patrol plane from Patrol Squadron Twenty. Three (VP-23), Bureau No. 140156, a Lockheed P2V-7 Neptune, crashed in the Alps in northwestern Italy, in the vicinity of the village of Bobbio Pellice. Nine of the ten crewmembers died in this accident. The surviving crewmember, Gene Forsyth, Aviation Machinist's Mate, Second Class, was seriously injured.
This tragic accident involved one of twelve aircraft that comprised VP-23. The squadron was deployed to the Royal Naval Air Station (RNAS), Halfar, Malta from May to October 1957. VP-23's home base was the NAS Brunswick, Maine.
The airplanes in service for VP-23 at the time of this accident were P2V-7 Neptunes manufactured by the Lockheed Aircraft Corporation. The piston engines on the aircraft could develop, under certain conditions, 3,700 horsepower each. The aircraft were also equipped with two turbojets with a static thrust of 3,250 pounds each. These aircraft could attain altitudes of 22,400 feet (6,828 meters). The Neptune's ability to reach high altitudes made flying in the vicinity of the Alps a relatively safe operation. (The photo, at left, was taken by Bill Pauly, AE2, VP-23, of the replacement LJ-11, Bureau Number 141232.) The P2V-7 Neptunes carried a crew of ten; three flight officers and seven enlisted aircrewmen. The flight officers, all Navy pilots, are designated as the patrol plane commander, the co-pilot, and the navigator. The enlisted crew is made up of three Aviation Electronics Technicians, two Aviation Machinist's Mates, one Aviation Electrician, and one Aviation Ordnanceman. Occasionally, additional squadron personnel were carried in order to familiarize them with flight operations. Only the assigned crew was onboard the aircraft at the time of the accident. However, the crew had only two Aviation Electronics Technicians, therefore two Aviation Electricians were assigned to the flight. Still, the crew was comprised of the normal ten crewmembers.
In order to understand the accident that took place near Bobbio Pellice, it is necessary to describe another accident that took place in north-eastern Italy, which involved a U.S. Navy Reserve aircraft. A Lockheed Neptune, a P2V-6, assigned to Navy Reserve Patrol Squadron, VP-934, was reported missing on July 19, 1957. This squadron's home base was NAS Willow Grove, Pennsylvania, but it was deployed to the NAF Port Lyautey, Morocco during the summer of 1957. The P2V-6 (Bureau No. 126535) departed NAF Port Lyautey, Morocco early on the morning of July 19 for a flight to Treviso (Istrana), Italy. Weather conditions for the destination airport were forecasted to deteriorate by the estimated arrival time. Radio communications with air traffic facilities during the flight over Italy were difficult. One reason may have been the weather conditions, which took the form of thunderstorms. Also, it was later determined by the Accident Review Board that the aircraft slowly drifted west and northwest from its intended course. For example, at 1325 hours, Universal Time, the crew reported the aircraft's position as being over Ferrara when it was actually 20 nautical miles (32 kilometres) west of the station. As the aircraft neared its destination, it was flying either above or in clouds. At 1331 Universal Time, Navy 126535 was instructed to report over the Veneto VHF Omnidirectional Range (VOR) at 11,000 feet (3,353 meters), the pilot acknowledged his instructions. Eleven minutes later, at 1342 Universal Time the pilot was able to contact Istrana Approach Control. He estimated Venice at 1345 Universal Time. The pilot then requested letdown instructions. He was cleared to descend to 5,000 feet by Istrana Approach Control and to report reaching 5,000 feet (1,524 meters). Permission to descend was based on the pilot's position reports relative to certain navigational aids. Navy 126535 was actually positioned slightly more than 40 miles (64.4 kilometres) northwest of Istrana Airport, and in the mountainous terrain of the Trento Dolomites. It struck a mountain at 8,500 feet (2,591 meters) at a high rate of speed during its descent. There is no record that the pilot reported over the Veneto VOR at 11,000 feet. There were eleven fatalities. On July 23 the wreckage of Navy 126535, was discovered by Italian "Alpini" troops.
Prior to the discovery of the wreckage of Navy 126535 from VP-934, aircraft from VP-23 departed Halfar, Malta for the Aviano Air Base, Italy, to assist in the search and rescue efforts for the missing aircraft. The Aviano Air Base is located in the north-eastern part of Italy, at the base of the Italian Alps. It became a base for some of the aircraft participating in the search operations. On July 21, at 0923 hours, LJ-11 and two other aircraft from VP-23 departed Aviano to commence a search in the Po Valley area and the mountainous terrain west of Torino in northwestern Italy. At about 1150 hours, LJ-11 was directed to leave the three plane group and search an area from seven miles west of Torino, south to Cuneo, then eastward along the foothills to Voghera, and to search the Po Valley between those points.
The final leg of the search pattern would place LJ-11 on an easterly heading to return to Aviano. However, early in the search, the aircraft commander turned west into the Pellice Valley, a valley that narrowed as he flew west, and which ended in the mountains near Bobbio Pellice.
Witnesses in the area of the accident described LJ-11's path from over Pinerolo, to Bricherasio, Torrre Pellice, Villanova, and up the Pellice Valley at extremely low altitude estimated to be about 150 meters above the ground (about 500 feet), then the pilot proceeded over the Willy Jervis Refuge, a small hotel for hikers, not far from Bobbio Pellice, to a point where it struck three trees and crashed at 1306 hours at an altitude of 7,000 feet (2,134 meters) on Monte Grane. Upon impact the aircraft overturned, exploded and burned.
Witnesses stated that it appeared that the pilot attempted to climb out of the valley prior to the crash. Eight crewmembers died upon impact. One crewmember, Lincoln Tripp, Aviation Electrician First Class, died on the way to the Jervis Refuge. Gene Forsyth, Aviation Machinist's Mate Second Class, survived but received extensive burns to his body and was seriously injured. Tragically, Gene Forsyth was blinded later in life as a result of a civilian airplane crash. Some of the bodies were recovered by Italian Carabinieri. The American accident investigation team recovered the remaining bodies.
The weather in the area at the time of the crash was clear with all mountain peaks visible. There were heavy winds coming off the mountains which could have contributed to severe downdrafts in the vicinity.
If, in fact, severe downdrafts were present, they would have made it difficult to climb rapidly enough to avoid the rising terrain. Despite warnings in a preflight briefing, the pilot of LJ-11 continued flight into a valley, which was dangerous under normal circumstances.
The Accident Review Board could not determine why LTJG Kloepping, the patrol plane commander, flew into the mountain valley. They concluded that there was not enough room in the valley to turn around, and there was not enough distance remaining to climb over the mountains, some of which attain an altitude of about 9,000 feet (2,743 meters.
The Accident Review Board interviewed Gene Forsyth but he was unable to provide any detail regarding the accident. Forsyth was not able to provide any information as to why the aircraft was flying in the valley, nor were there any radio reports to explain the track of the aircraft. He did indicate, however, that there was an increase in engine power immediately preceding the crash.
Notes from Ron Christensen, VP-23 Ronald Christensen, Aviation Electronics Technician, Second Class, VP-23, was part of the American team that hiked the mountains near Bobbio Pellice to recover bodies and sensitive electronic equipment.
His diary, as written, is partially reproduced below with his permission.
The LJ-11 crash happened on July 21, 1957 [1] at 1305 hours while searching for another downed Navy airplane. The crash happened in the Alps on the Italian side of the French-Italian border near the town of Bobbio Pellice, Italia.
The pilot flew the plane into a box canyon from the open end. The upper end of the canyon makes a dog leg (a turn) to the left. The mountains rise so steeply after the dog leg that there was no room to turn around and not enough power to climb out.
Gene Forsyth was the only survivor. He was in the tail of the plane and was thrown out while strapped in the aft station chair and landed in a tree. He was badly burned while trying to help someone in the crash. Matczak, Igoe, Fearing (Crewmembers from Ron Christensen's crew.) and I visited Forsyth in a Turin hospital. He is still alive living in Michigan. He was blinded in a crash of a private plane.
The crash (of LJ-11) happened �in sight of a Carabinieri outpost. At the time it was stated that Kloepping's crew reported something shiny (later identified as a creek) while searching for another downed Navy Reserve plane. Mr. Kloepping flew into the canyon to get a better look. The accident was chalked up (attributed) to pilot error. Sederquist (The pilot of Ron Christensen's crew.) stated that Kloepping was given explicit instructions to stay away from the mountains [3]. Wreckage was strewn everywhere.
There were 3 photographs in STAMPA SERA [4]; One on the front page showing Carabinieri at the site removing one of the dead; second, on the second page showing Gene in the hospital; third, on the last page showing what's left of the wreckage including a smashed engine, a main mount with wheel and tire (still inflated), a portion of the radar; and part of the tail standing upright. There were 2 rows of stone dust where the propellers had bit into the rock. The propellers were bent, detached from the engines, but were in one piece.
This was the first time I had seen anything like this and I was having trouble controlling my stomach. Sederquist told me to go off to the side where I couldn't see what was going on. The Squadron (VP-23) was short a nose wheel and since Lockheed built one per plane (no spares were built at that time) we needed to recover the nose wheel. A muleskinner and mule were brought along to carry the nose gear out. We tried to get the skinner to balance the mule's load with the full body, but he wouldn't as he said the mule would object. We started down the mountainside with 2 stretchers. We took a different route than what we took going up.
The area was very beautiful - too bad this was to view a crash, gather data, and recover the dead and plane parts. We passed through a small village consisting of less than a half-dozen summer houses. Some of the women came out and put flowers on the body bags. It was a very nice thing for them to do. The Carabinieri marched up to us [6] and relieved us of the stretchers. They marched down to their outpost where helicopters would pick up the bodies. On our way up we were fed a lunch of spaghetti at this same outpost [7]. (See note 7, below, for an odd happening years later.)
Don Wernimont (a pilot on Ron Christensen's flight crew) did not go to the crash as he was a good friend to Windorf (One of the pilots killed in the crash of LJ-11.) and Sederquist thought it would be better if he didn't go.[8] I went even though (Richard) Betzler (One of the enlisted crewmembers killed on LJ-11.) was a very good friend of mine as Sederquist didn't know that we were good friends.
[1.] My personal log and the newspaper STAMPA SERA, dated Lunedi, Martedi, 22-23 Luglio 1957 (Monday Tuesday 22-23 July, 1957) Turino, Italia (Turin, Italy).
[3.] Private communication from Sederquist to Christensen.
[4.] Op Cit
[6.] We were not used to such altitudes and were breathing heavily and struggling with the stretchers.
[7.] In 1976 I was at a professional conference in Philadelphia where I met an Italian man who was saying the same things about the professional organization that I was. In order to encourage him to continue toward his goal, I arranged to have breakfast with him. I asked him what part of Italy he was from. He said that he was from a very small town on the western border. I continued to ask him until he told me he was from Bobbio Pellice. I said: "I have been to Bobbio Pellice." He said: "No one goes there. It is literally at the end of the road. Why were you there?" I told him about the crash. He stated: "We have met before; I was one of the Carabinieri that helped you."
[8.] Private communication from Wernimont to Christensen.
Much of the information included in this narrative was taken from two accident reports obtained from the Department of the Navy; Naval Historical Center, Washington D.C. Ron Christensen's diary is much more extensive. Some items in his notes and in the accident reports are omitted because they would be disturbing to members of our deceased brothers' families who might view them. -Ron Wheeler
[Ron Wheeler is a former Aircrewman who served with VP-23 from late 1955 to September 1958. He was an Aviation Electronics Technician, Third Class, on Crew 2 and the new Crew 11. Crew 2 was assigned to the replacement P2V-7, Bureau No. 141232, LJ-11, when it arrived in Malta. Dick Betzler, AT2, invited Ron to join LTJG Kloepping's crew a few days prior to their departure from NAS Brunswick for Malta. Obviously he declined, but ironically, became part of Crew 11 anyway. He holds an Air Transport Pilot Certificate, Flight Instructor Certificate (Instrument and Multiengine), Advanced Ground Instructor and Instrument Ground Instructor Certificates. Email: rwheeler002@nycap.rr.com]
I would like to thank all of our Maritime airmen who have contacted me and helped me in my task of ensuring that we do not forget anyone. They all deserve to be remembered.
Norm Donovan
Compiler VPI Book of Remembrance
n.don@ns.sympatico.ca
The crewmembers of P2V-7, LJ-11, who died as the result of the accident, were:
Lieutenant (Junior Grade) Herbert E. Kloepping
Lieutenant (Junior Grade) Allan K. Norberg
Ensign Alexander B. Windorf
Richard R. Betzler, Aviation Electronics Technician, Second Class
Robert E. Bourget, Aviation Electrician's Mate, Third Class
Edward L. Hoey, Aviation Machinist's Mate, First Class
Robert G. Mason, Aviation Ordnanceman, First Class
Franklin B. Watkins, Aviation Electronics Technician, Second Class
Lincoln H. Tripp, Aviation Electrician's Mate, First Class
The crewmembers and Navy personnel who died in the accident of the P2V-6, Bureau No. 126535, VP-934, were:
Lieutenant Nicholas A. Vassalotti, USNR-R
Commander Robert M. Shermet, USNR-R
Harry E. Duffield, Aviation Machinist's Mate, first Class, USNR-R
LT. Morton C. Lyle, USNR-R
Richard C. Gramm, Aviation Electronics Technician, Third Class, USNR-R
Charles W. Habbersett, Aviation Electronics Technician, First Class, USNR-R
Leo R. Killen, Airman, USNR-R
Bennie W. Maycheck, PHAC, USNR-R
LT. John A. Rolle, USNR-R
George Y. Taylor, Jr., ADR2, USNR-R
William J. Vogel, Jr. Aviation Electrician's Mate, First Class
"...Today, also honor noncombat deaths - By RON WHEELER - First published: Monday, May 28, 2007..." WebSite: TimesUnion.com http://www.timesunion.com/AspStories/story.asp?storyID=592743&category=OPINION&newsdate=5/28/2007 [29MAY2007]
My thoughts on this Memorial Day go back 50 years, to when I was a young crewman on a Navy P2V-7, a Lockheed Neptune patrol plane, deployed for five months to the Royal Naval Air Station in Halfar, Malta, in the Mediterranean. Our squadron designation was Patrol Squadron Twenty-Three (VP-23) and our home base was the naval air station in Brunswick, Maine.
On July 21, 1957, our squadron lost an aircraft that was on a search mission in northwestern Italy. It was looking for a Lockheed Neptune, P2V-6, assigned to Navy Reserve Patrol Squadron, VP-934, that had been reported missing. That plane was en route from the naval air station in Port Lyautey, French Morocco, to Treviso, Italy. In clouds, and flying on instruments, the pilot, Lt. Nicholas A. Vassalotti, commenced a descent to 5,000 feet. Unfortunately, the position of the aircraft was slightly off course and in the mountainous terrain of the Trento Dolomites. The aircraft struck a mountain at 8,500 feet at a high rate of speed, instantly killing all 11 crew members. The wreckage was found on July 23 by Italian "Alpini" troops.
Before the wreckage was discovered, aircraft from VP-23 departed from Halfar for the Aviano Air Base in Italy to assist in the search and rescue efforts. On July 21, one of our search aircraft, designated MA-11 and under the command of Lt. jg Herbert Kloepping, commenced a search in the Po Valley in the mountainous terrain of northwestern Italy. At about 1150 hours, Kloepping turned into the Pellice Valley, a valley that narrowed as he flew west, and which ended in rapidly rising terrain near an obscure Italian town named Bobbio Pellice.
Witnesses described MA-11's path as flying up the Pellice Valley at an estimated altitude of about 500 feet above the ground. The plane proceeded into the valley and rising terrain not far from Bobbio Pellice. It struck three trees and crashed at 1306 hours at an altitude of 7,000 feet above sea level on Monte Granero. Upon impact, the aircraft overturned, exploded and burned. Eight crew members died upon impact. Two crew members who were positioned in the after station of the aircraft survived the impact.
One of them, Lincoln Tripp, aviation electrician mate first class, died on the way to a hiker's hostel. Gene Forsyth, aviation machinist's mate second class, survived but received extensive burns to his body.
I knew the MA-11 crew and had flown with Kloepping. I had flown with Gene Forsythe and still recall how he would get airsick early in a flight, but continued to fly because he wanted the hazardous duty pay or "flight skins" that we received each month for being in flying status. At our age, we didn't see anything hazardous about flying.
I often went on liberty with Dick Betzler, an aviation electronic technician. We had dinner in Brunswick a few nights before we left for Malta. He invited me to join the crew of MA-11 because they were short one aviation technician. I declined because my own pilot was more experienced. I admired Dick's large aviator-type wristwatch that evening as we continued to down a pitcher of beer after the meal.
A day or so after the recovery of some of the bodies from Monte Granero, I saw a picture in the local Italian newspaper of the accident scene. An arm was protruding from a stretcher, from under a sheet. I recognized Dick's wristwatch and quickly moved down the street because I didn't want to see the paper anymore. I didn't want to think of the crew's last minutes.
Ron Christensen, another squadron buddy, went to the crash site to help recover the remaining bodies and to destroy sensitive electronic equipment. He found a scene of carnage and had recurring nightmares for sometime thereafter.
About a year after the crash, the Italian Alpine Club built a stone monument at the site of the crash, with a brass plaque listing the names of the dead crew members. The club did the same at the crash site of the Navy Reserve plane.
In the past five years, I've received e-mail from some people in Italy who were interested in the events surrounding those crashes. They also have sent pictures of the two small monuments. The VP-23 monument is in a state of disrepair as result of harsh winters in the mountains.
Arturo Rigotti of Bobbio Pellice, who at age 19 witnessed the crash of my squadron's aircraft, is attempting to refurbish the monument for VP-23's crew. Arturo does not speak English, but through another acquaintance in Italy, Daniele Matiuzzo, some former squadron mates and I have been able to ship a brass memorial plaque that lists the names of the dead and the one surviving crew member, Gene Forsyth, to Arturo for placement along with the original plaque. We hope this can be done on July 21, the 50th anniversary of that fatal crash.
On July 23, 1957, within days after these two crashes, a Navy P2V-5F crashed 300 yards off Barbers Point, Hawaii, killing all 10 crew members. Fifty years ago, within a span of a less than one week, 30 Navy air crewmen died in horrific crashes not related to combat. These young men, in the service of their country were as dead as if they had been cut down by a Japanese machine gun, a German artillery round, or an IED in Iraq. Their families' grief was, and may still be, as strong as if the loss of these men was in combat. There were no counselors for us in those days, no large turnouts, no stone walls listing names to be touched, no long lines of uniformed personnel participating in annual remembrances, no speeches; just a simple memorial service carried out in within a few weeks after the accident. We climbed into our aircraft and continued our patrols recording Russian naval activity, gathering electronic intelligence, and performing search and rescue missions.
Although I'm considered a Korean War veteran, I never call myself that out of respect for those who slogged through combat in Korea. We were the Cold War veterans, the Cold War casualties, and although we may be lost in the mix of all of the other conflicts and wars, we continued on with what our country expected from us, dedication to duty.
These losses are but a few that took place during the Cold War. I didn't record the number of Navy aircraft and crewmen who were shot down by Russian and Chinese aircraft and Chinese shore artillery. Nor did I cite the loss of members of a Coast Guard air crew during an attempt to rescue some of these naval aviators -- all during the Cold War.
So, my mind drifts back 50 years to remember those who died in carrying out their duty. Perhaps this Memorial Day, their families can obtain some satisfaction -- not closure, because I don't believe there is any such thing -- knowing that their sons, husbands and fathers died honorably serving their country in a forgotten period of world tension.
I also hope that our VP-23 plaque finds its way to a windswept mountainside at the end of the Pellice Valley, not far outside of Bobbio Pellice, a name I'll always remember.
Ron Wheeler lives in Albany.
"...On July 19, 1957 a VP-934 Reserve Squadron P2V-6 crashed into a mountain side in the Alps Northwest and some 35 miles away from its destination airport of Treviso-Istrana, Italy. All crewmembers died in this accident. It took five days to locate the wreckage of this aircraft which was at an altitude of 8,500 feet in the mountains. On 21 July, 1957, a P2V-7 from VP-23 was conducting a search for the P2V-6 from VP-934 when it entered a valley in the Alps. The valley, North of a small town named Bobbio Pellice, had no escape route and terminated in rapidly rising terrain. LJ-11 crashed with the loss of nine of the ten crewmembers. Any VP-934 former members who want to know more about the accident involving their aircraft can contact me. I have the accident reports. Remember, they are concise and to the point..." Contributed by Ron Wheeler rwheeler002@nycap.rr.com [29MAY2005]
MISHAPs: 07 MAY 54 A/C: P2V-2 "...MA-5 crashed just after takeoff at Nassau in the Bahama Islands on May 7, 1954, with the loss of the entire crew. With donations from the squadron a monument was erected 300 yards from the crash site, with a Bronze plaque which reads: In memory of these officers and men of patrol Squadron Twenty-three, United States Navy. Who gave their lives on May 7, 1954, in the service of their country and the free world LT(jg) William Martin, ENS Leland Orsburn, ENS John Tinney, ADC John Holle, AN Joseph Kiiliszewski Jr, AL1 Sparks, AO3 Franz Nelson, AD3 Gerald Lepard, ATAN Thomas Caylor, and AT3 Albert Olson. Three hundred yards from this point ten valiant airmen died in the crash of a P2V aircraft while performing a mission to make the United States and the free World more capable of protecting themselves in the event of another war. During dedication ceremonies 2 P2V's flew over and dropped flowers on the crash site..." Contributed by Elmer Wilcox Herkyjeanlbstr@aol.com [15MAR2000]
Mishap History "...Crashed United States Navy Plane I'd Plate PV2-5 May 7 1954 USN Special Training Mission , 10 people died in this crash just off the Bahamas in 1954, see more info below... I got this at local auction, it was part of a Pilots Estate Items, it has a note on the back that the id plate was removed from a piece of wreckage that washed ashore near Clifton Pier following a big storm approx 12 years (1966) after the incident and close to the crash site. The id tag has numerous numbers including aircraft type PV2-5 , the plate is attached to a board with original finders note as I got it..." WebSite: EBay http://www.ebay.com/ [18OCT2015]
"...September 2003 VP-23 Reunion..." Contributed by Jack Malone (VP-23 1953-1955) irish.jpm@verizon.net [03OCT2004]
NOTE: The last stop on our tour of the base being the memorial garden at the base chapel. It was there that we discovered that there were two plaques missing for crews that VP-23 lost in 1954 and 1957. When I returned home, with the help of my VP-23 Shipmates, we raised funds for the plaques, and went back to the base on 16 May 2004 and conducted a memorial service and dedication..
Sunday afternoon, at precisely 1400 hours, two buses pulled into the Parkwood parking lot. The pre-arranged security procedure for boarding the buses was efficiently handled by our own former Police Chief Otto Geiger. Ron Beaudet, Jim Boyle and Elmer Wilcox assisted him. The only access to the base was by private bus. Everyone had to present his or her Dedication Invitation and photo ID in order to board the bus.
We arrived on schedule at the NAS Brunswick, Maine Chapel at 1430 hours. The Senior Chaplain, Captain John Wohlrabe, greeted us at the door. A sailor in his/her crisp white uniform escorted each lady down the aisle. The Service of Remembrance began with the Presentation of Colors by a Navy Honor Guard, followed by the National Anthem. After retiring the Colors, the Invocation was given by Captain Wahlrabe, followed by a welcome given by Mrs. Marcy McGuire, President of the Harpswell Garden Club. Chamber Ringers performed a rendition of "Farewell My Friend Until We Meet Again". Commander Robert Dishmann, Commanding Officer, VP-8, Command Master Chief Charles Blackston, VP-8 and Chaplain, LCDR Robert Purser did Scripture Readings. The congregation then sang the Hymn, Praise To The Lord, The Almighty. Captain Robert Winneg, Commanding Officer, NAS Brunswick, Maine gave Command Welcome & Commemorative Address. The congregation followed with the Navy Hymn, Eternal Father, Strong To Save.
Everyone proceeded to the garden for the Friendship Plaque Rededication Ceremony conducted by Mrs. Gerry Orem. Everyone then assembled in the Memorial Garden for the VP-23 Dedication. Rear Admiral Harry Rich, a PPC in VP-23 at the time of the LJ-ll accident, introduced the VP-23 Group and Chief Dave Brillhart. Chief Brillhart thanked all present for permitting us the opportunity to honor our crews by placing plaques in these hallowed grounds. He explained our honoring the sole survivor of the LJ-ll Crew, Gene Forsyth, by placing his name on the plaque with his crew and that the unveiling would be done by his daughters. He also spoke of Hope Lamb and how she would unveil her Father's plaque.
Don Penzine' gave a short remembrance for the Crew of MA-5, followed by Jack Malone who read the contents of the plaque. Ron Christensen did a similar remembrance for the LJ-ll Crew, followed by Arthur Badstuebner's reading of the plaque. Chaplain, LT. Bernard Welch conducted a Benediction, there was a moment of silent prayer and Chief John Baker concluded the program with Taps.
Following the dedication, the ladies of the Harpswell Garden Club provided a beautiful assortment of refreshments in the Chapel Meeting Hall. After socializing for about an hour, and after many tears and thanks, we boarded the coaches and returned to the Parkwood. I can honestly say, without reservation, everyone was completely in awe of the entire ceremony. It was truly a beautiful and memorable experience. On a personal note, I could not have been more pleased to witness the reaction and outpouring of love and appreciation from the families of our deceased Shipmates. What you have given those people will remain with them for the rest of their lives. On behalf of all of you I graciously accepted the kind words of Rear Admiral Rich when he said, "for fifty years the former Officers of VP-23 have met and discussed the need for plaques for these two crews. We talked and talked about it, but you guys did it and I'm really proud of you". To quote the families," thank you for remembering and honoring our loved ones. May God bless you all." That, my Shipmates, says it all.
Memorial Brochure
"...The following are excerpts from the Nassau Guardian May 10, l954 - The U.S. Navy salvage crews expect completely to recover the wreck of the P2V Neptune patrol bomber that crashed off the south coast of New Providence early last Friday morning, killing its crew of 10 men. The submarine salvage ship U.S.S.Penguin ASR 12 arrived in Nassau yesterday morning with 15 divers aboard. Working throughout the day from barges and small boats the divers managed to raise most of the wreckage. The recovered pieces will be sent to Key West where it will be inspected and analyzed by experts of the Bureau of Aeronautics. Heading the investigation panel is LCDR Burton Hickman, of VP-23, the squadron to which the wrecked plane belonged. A special transport plane arrived at Windsor Field with the bodies of the airman to be flown back to Boston where they will awaint completion of burial details by the next of kin. A special memorial service is planned at the home base of NAS Brunswick, Maine. I would appreciate a respponse with any info you might have..." Contributed by Bob Muldoon rjmuldoon1@aol.com[10NOV2003]
MISHAPs: 03 DEC 67 A/C: P2V Location: Otis AFB, Falmouth, Mass Strike: Yes DEATHS: 00 BUNO: Unknown Cause: LG-4 - Crew-11 crashed in adverse weather off the end of the Otis AFB, Falmouth, Mass., runway. The crew egressed safely, but the aircraft was totally consumed by fire. SOURCE: 142 DICTIONARY OF AMERICAN NAVAL AVIATION SQUADRONS�Volume 2 (Third VP-23) [17AUG22016]
MISHAPs: 26 APR 78 A/C: P3 LOCATION: NAF Lajes Field, Azores, Portugal TYPE: Collision Water SRIKE: Yes DEATHS: 07 BUNO: 152724 CAUSE: Pilot/Poss VMC Air
"...My roomate was AO3 Joe Elmore, who died in 1978, in crash of LJ-4. I don't know if anyone remembers but Joe had been in the Army before and fought front line combat in Nam. He was also wounded numerous times. He told me he loved the military but wanted a "safer" job so he hooked up with the Navy and came to VP-23. Only to been involved in that fatal crash where we all lost some of our brothers....CHARTIER, AZ2 James J. ffpd501@yahoo.com [07NOV2004]
"...I would love to hear from crew/friends of my husband, Lt. David Gerald Schwerstein, PPC of LJ6, VP-23, NAS Brunswick, Maine. His plane went down at sea on April 28, 1978. This April will be 25 years since the accident. If you knew my husband, please contact me. Thank you...Mrs. David Gerald (Charla Jean) Schwerstein charlajean@centurytel.net..." [09OCT2002]
"...My father LTjg Micheal Dziubak also died in the April 26, 1978 plane crash near NAF Lajes, Azores, Portugal (BUNO:152724 I think) with six other members of his VP-23 flight AP6Q in a P3 plane. I'm 22 now (as of Sept 00) and I wanted to see if there was still anyone around that remembered anything about him since I never got to meet him. Please e-mail me if you have any info on him or the crash. Thanks!...LTjg Micheal Dziubak c/o His Son S. Michele Dziubak MicheleDziubak@hotmail.com..." [14SEP2000]
"...I'm looking for friends of my father (Robert Hasselbacher - P3B #152724 (LJ-4) 26APR78) killed in the mishap...Denna Farling denna@clinic.net..." [28NOV99]
"...My daddy was stationed in Brunswick, Maine with VP-23. His P-3 crashed in the ocean near the Azores on April 26, 1978. His squadron friends called him "The Hulk", and he was a wonderful and talented man. He would have went far with his Naval career, but he was only 32 years old at the time of his death. I am now 32 myself, and I miss him every day of my life. I would love to hear from anyone who served with my father. I also understand that there is to be a 20 year memorial service in Brunswick next April to commemorate my father an his crew. If anyone has any further information, please get in touch with me. My deepest gratitude to all of the men who have served our country in the armed forces!!" Cindy Schwerstein-Tysenn jtysenn@aol.com
"...Cindy has received several messages from men who were with her father in the Azores, and it has been great comfort to her. "Reading all of the nice e-mail from dad's crew members has made a big difference..." [07AUG97]


Cornell experienced a whopping 17.4-percent increase in application volume this year, according to a report released by the University's undergraduate admissions office this week. This figure makes Cornell's rise in applications the second-highest among all Ivy League schools, immediately behind Princeton University's 20.6-percent jump in applications, but ahead of the third-highest jump by Harvard University, which experienced a 15-percent increase as reported by the Harvard Crimson.
Applications for the Cornell University Class of 2009 totaled 24,444 with 2,572 received for early decision alone. The admissions office attributes the dramatic increase in applications partially to a more successful marketing campaign to prospective students.
Davis also believed the jump in applications was in part due to the fact that Cornell allowed applicants to use the common application for the first time this year.
"[The common application] makes the process a lot simpler. There are five Ivy League schools now part of common application. Cornell and Princeton joined this year, and it is no coincidence that Cornell and Princeton have highest application increases among the Ivies," she said.
Garrett Adler, a high school senior from New York City, was accepted into the College of Arts and Sciences using the common application.
In addition to a vastly larger pool of candidates, Cornell's admit rate dropped from 28.7 percent to 26.1 percent, accepting a total of 6,384 students. The University accepted approximately 250 more students than it did last year.
Peter S. Cohl '05, chair of the image committee of the Student Assembly, found this increase in the number of accepted students fascinating.
Last year, Cornell admitted 6,130 applicants, with 50.46 percent of admitted students accepting a spot at the University.
During the regular decision process, Cornell admitted 5,312 students at a rate of 24.3 percent. Cornell accepted 1,072 students during the early decision process, which is 50 fewer students than last year, reducing the admit rate from 44.1 percent last year to 41.7 percent.
According to the admissions report released by the University, 7.9 percent of all those admitted were international students. 11 percent of admitted students were indicated to be legacy students.
The report indicated that 42.1 percent of admits identified themselves as Caucasian, 17.5 percent as Asian American, 6.3 percent as African American, 6.7 percent as Hispanic, 0.5 percent as Native American, and 0.05 percent as Hawaiian or Pacific Islander. 21.9 percent of admits did not indicate their ethnicity while the rest indicated multicultural backgrounds.
"We feel continued improvements in Cornell's marketing efforts including a redesigned undergraduate admissions website, higher profile due to hopefully improved rankings and a consistently improving attitude among students will help to increase applications next year," Cohl said on behalf of the image committee.
Yale University experienced a 1.2 percent decrease in applications, while both Brown and Dartmouth experienced a 10 percent increase in applications. Columbia University's applications increased 5 percent while the University of Pennsylvania had 3 percent more applications.
The University did not release the admissions statistics breakdown by college or the overall range of SAT scores by accepted students.
The Veterinary School has decided to reenergize their curriculum and student body to address the need for veterinarians who work with non-pet animals, according to Daryl Nydam, Ph.D. '02, a diagnostician at the Veterinary School. Veterinarians are needed in the fields of food animal medicine and veterinary public health, Nydam said. If more students do not take an interest in them, these fields will be greatly underserved in the near future. "[As] part of our land grant mission … we have to be responsive to the needs of New York state," Nydam said. Cornell has been trying to add courses and study focusing on food animal medicine and veterinary public health to the veterinary curriculum.


So, you have a new editor? Depending on how much (or what kind) of contact you've had with the editor who acquires or develops your book, the news might strike you with total elation . . . or utter dread. What's going to happen to your "baby"? Are you going to have to totally rewrite the whole thing? Are you going to get lost in the chaos?
Try not to worry. This kind of thing does happen. Depending on the house, the person who acquires your book (helps you to develop your proposal) may not be the developmental editor (the person who shapes your manuscript). And editors do move on to other career opportunities (as my Ave authors recently discovered). So . . . what can you do to help the transition go smoothly? Here are ten suggestions to help you cope.
Try to trust the process. Although the players may change, each house has a similar basic process for book development (with some minor variations), and once a book has been acquired it is the new editor's job to carry out that original vision for the book.
Remember editing is more of an art than a science. The author-editor relationship is based on mutual trust and respect, which frees both sides to do their best work. Like any other relationship, consistent and considerate communication is important. And chocolate never hurts.
Try to be patient. If your new editor is a recent hire, she (or he) will need some time to get up to speed on production schedules and acquisition procedures. Your book is important . . . and so are the other twelve books she is handling this season.
Let your editor know how you work best. If you write on Fridays, or are planning to be out of pocket for a month, or appreciate the editor's help in smoothing out tricky passages (rather than simply commenting), let her know.
Early in the transition, forward any crucial emails or project notes from your previous editor. Your new editor may already have these things, but duplicates are better than gaps. You want your new editor to understand the development history of your project.
Remember to read the "blackline" before you read the "redline." Of course you're curious about exactly what the editor changed … but examining each page under a microscope will prevent you from seeing the "big picture." When you finally get your edited manuscript back for review, read the whole thing through quickly without trying to figure out where all the changes are. As you read, make a small margin note if something seems 'off' in terms of tone or flow. Then go back and fix or resolve those issues in a second read-through.
Having trouble coming to agreement on the "macro" issues of the book? Ask for a phone conference, first with the editor alone and then (if needed) with the editor and someone on the editorial team who originally acquired the book (such as the editorial director or marketing director).
Be strong and confident . . . but not stubborn. Have confidence in your message and your own unique voice . . . but pick your battles.
< Previous Sacred Reading: Fill up the spaces in your prayer life!


ARE YOU INTERESTED IN HELPING US WITH THE FARMERS MARKET THIS SUMMER?
Main Street Pinedale is the non-profit organization behind the Pinedale High Altitude Market, and we are now functioning without a Program Manager/Executive Director for the first time. Main Street Pinedale is made up of a 9 member board of volunteers who all have full-time jobs, and we do not have a bandwidth to organize and manage the Market this summer.
We recognize that this is an important part of our community and it serves as a great way for vendors to connect with their customers in one location and for people to have an opportunity to sample some of Sublette County's finest offerings. We would like to move the Market back to the County Courthouse lawn, as it's more visible to passing traffic and centrally located.
BUY A BAG! SUPPORT THE MARKET!
Purchase a super sturdy market bag for $12. Bags were made just for us, locally by manufacturer SEWCORA. Available at the Visitor's Center.
All vendors are welcome to participate, you do not have to be food related. Non-profits, and youth entrepreneurs can have booth space free of charge on regular market days.


text:
Q: How to return to from function that uses a while loop In the main body of my script, I have the following:
while   read -p "Enter operand: " first
        checkRecall
...

where checkRecall is defined as:
checkRecall() {
    if [ "$next" = MR -a "$times" -ne 0 ]; then
        next=$MS
        echo "M -> $MS"
    elif [ "$first" = MR -a "$times" -eq 0 ]; then
        while   [ "$first" = MR ] # <-- PROBLEM: exits script when no longer true
        do
            echo "Nothing in memory"
            read -p "Enter a different operand: " first
        done
    fi
}

times is a variable that is incremented in the main body of the script.
I'm trying to return control flow back to the main body of the script when the condition [ "$first" = MR -a "$times" -eq 0 ] is no longer true. Instead, it exits out of my script. How do I achieve this?
Instead of while   [ "$first" = MR -a "$times" -eq 0 ], I've tried using an if/else statement with return:
 while    if [ "$first" != MR ]; then
              return 1
          fi
          [ "$first" = MR ]

but that doesn't seem to work.

A: I've gone through the rest of the main script and don't see anything that would cause it to exit prematurely. It's likely I've missed something or there's a misunderstanding on my part somewhere but FWIW I was able to come up with a solution for now:
while   [ "$first" = MR ]
        do
            echo "Nothing in memory"
            read -p "Enter a different operand: " first
            if [ $first != MR ]; then return
            fi
        done

redpajama_set_name: RedPajamaStackExchange


If you're installing oTree for development on on your Linux PC, install the latest Python 3.X using your system's package manager, then follow the rest of the MacOS installation instructions.
If you're setting up a Linux production server, see the Linux server setup section.
If Twisted fails to compile, install the python-dev package (e.g. through apt-get).


text:
Dr Beric Croome
Advocate of the High Court of South Africa | Tax Author | Tax Accountant CA(SA) | Taxpayers' Rights | Tax Administration | Trust & Estate Specialist |
Tax Ombud: South Africa
Legal Disclaimers & Copyright
One-Way Traffic with SARS
TAXPAYERS face various obligations imposed on them as a result of the provisions of the Tax Administration Act, No 28 of 2011.
Where, for example, a taxpayer fails to submit a tax return timeously, the Commissioner: South African Revenue Service is compelled to impose the penalty provided for in section 211 of the Tax Administration Act.
Where a taxpayer receives an assessment and fails to pay the tax reflected thereon within the time period allowed, the Commissioner is empowered to file a statement at the court, which has the effect of a civil judgment against the taxpayer, and once such judgment has been obtained, SARS can seek to execute on the strength of that judgment.
Alternatively, the Commissioner may direct any third party holding funds on behalf of the taxpayer to pay these over to the Commissioner and not to the taxpayer.
The tough provisions of the Tax Administration Act against taxpayers is not balanced by available remedies against SARS officials who fail in their obligations
These are but a few examples of the draconian powers which the Commissioner has in addressing the failure on the part of the taxpayer to comply with their obligations imposed under this act. But what remedy does a taxpayer have where the Commissioner and his officials fail to adhere to the obligations imposed on them under the Tax Administration Act?
Section 42 of the act requires that a SARS official involved in, or responsible for, an audit under the provisions of the act must, in the form and in the manner as may be prescribed by the Commissioner by Public Notice, provide the taxpayer with a report indicating the stage of completion of the audit. The Commissioner published the required Public Notice on 1 October last year, setting out the timing of submission of the report to the taxpayer under audit, as well as the details to be contained in that report.
In summary, those taxpayers who were subjected to an audit prior to the commencement of the Tax Administration Act on 1 October 2012 were entitled to receive a report advising as to the stage of completion of the audit no later than 31 December 2012. We did receive a number of reports advising as to the stage of completion of the audit, but in a large number of cases, such reports were not submitted to taxpayers as required.
Where the audit on the taxpayer's affairs commenced after October 1 2012, the Commissioner is required to submit a report to the taxpayer advising as to the status of the audit within 90 days of the date of the audit's commencement. Such reports are not being issued as required, and the question therefore arises what a taxpayer is entitled to do where the Commissioner's officials fail to comply with their statutory obligations.
Unfortunately, the Tax Administration Act itself does not contain any remedy for the taxpayer, and the taxpayer would only have recourse to the courts, on grounds that the Commissioner has failed to comply with the taxpayer's right to administrative justice enshrined in the Constitution and as fleshed out in the Promotion of Administrative Justice Act, No 3 of 2000.
Where a taxpayer fails to pay tax when payable, the Commissioner is empowered to seek a civil judgment for the recovery of the tax in terms of section 172 of the Tax Administration Act. Previously, under the provisions contained in section 91 of the Income Tax Act, No 58 of 1962, as amended, the Commissioner was not required to inform the taxpayer that it was intended to seek a judgment against the taxpayer.
The Tax Administration Act now requires at section 172(1) that SARS is required to give the taxpayer at least 10 business days' notice of the intention to file a statement at the Court which would have the effect of a judgment against a taxpayer. The only basis on which SARS is not required to give the taxpayer prior notice of taking judgment against the taxpayer, is where SARS is satisfied that giving notice would prejudice the collection of the tax.
Unfortunately, we are seeing too many cases where the Commissioner has proceeded to take judgments against the taxpayer after 1 October 2012 without affording the taxpayer the 10-day notice period. Once a judgment has been taken against the taxpayer, the only recourse available would be to seek SARS's assistance in withdrawing the certified statement filed at the Court under section 176 of the Tax Administration Act, or, alternatively, to launch proceedings in the High Court for an order rescinding the judgment.
Once a taxpayer has been subjected to an audit, SARS, invariably, will issue an additional assessment to the taxpayer, and the taxpayer will then have to decide whether to dispute the adjustments made and to lodge a formal objection against that assessment. The Constitutional Court, in the Metcash case, ruled that the so-called "pay now argue later" rule was valid, and did not violate the rights contained in the Constitution.
However, a taxpayer is entitled, under section 164 of the Tax Administration Act, to request that SARS postpones the payment of the tax pending the finalisation of the objection or appeal. The taxpayer is required to submit a well motivated application requesting postponement of payment of tax pending an objection or appeal, and must remember that, should the dispute finally go against the taxpayer, that interest will remain payable from the date on which the assessments were issued to the taxpayer. This can cause a significant burden on a taxpayer where the dispute takes years to resolve.
It must be remembered that, under section 164(6) of the Tax Administration Act, SARS may not take recovery steps against the taxpayer while the taxpayer's request for postponement of payment of tax in dispute is being considered.
In practice, it has happened too often that a taxpayer has filed an objection and simultaneously requested a postponement of payment of tax, under either section 88 of the Income Tax Act or section 164 of the Tax Administration Act, and does not receive a response from the Commissioner whether their request for postponement of payment has succeeded. In some cases, SARS has taken steps to recover the tax in dispute despite the fact that they have requested postponement of payment of tax in dispute.
Where a taxpayer receives an additional assessment from SARS, it is necessary that the taxpayer be advised as to the reasons for the adjustments made in the calculation of taxable income or any other adjustments made in assessments issued to the taxpayer for other taxes.
In many cases, the SARS officials will comply with their statutory obligations and supply taxpayers with reasons for adjustments made in the calculation of taxable income, but, unfortunately, this is not always the case.
Taxpayers are entitled to call for reasons for adjustments made to assessments in terms of rule 3(1)(a) of the Rules Governing Objections and Appeals and, should the Commissioner fail to supply the reasons requested, it would be necessary to launch an application to the Tax Court under rule 26 of the Rules Governing Objections and Appeals.
Where a taxpayer disputes an assessment issued by the Commissioner, not all disputes proceed to the Tax Court, as many disputes are now resolved via the Alternative Dispute Resolution procedure. Once the matter has been settled, the taxpayer and SARS conclude a settlement agreement, and the taxpayer is deemed to have withdrawn their objection and appeal against the assessments issued by SARS, and SARS is then required to issue amended assessments to give effect to the settlement agreement.
Again, we are currently seeing many instances of settlement agreements being concluded without adjustments being made to the affected assessments. As a result, taxpayers conclude a settlement agreement, pay what is required under that agreement and then receive demands for the full amount which was originally in dispute. A taxpayer can compel SARS to adhere to the settlement agreement only by launching an application to the High Court, which should not be necessary if SARS dealt with the matter timeously and properly.
SARS has extensive powers to gather information from taxpayers and should a taxpayer fail to comply SARS can take various steps against the taxpayer.
Many taxpayers applied for relief under the Voluntary Disclosure Programme and Taxation Laws Second Amendment Act 6, No 8 of 2010 which came to an end on 31 October 2011. SARS took a long time to evaluate the thousands of applications received and it was common for SARS to advise a taxpayer that their application had been considered and that the taxpayer must return the signed VDP agreement within five working days despite the fact that SARS has had the application for a period of almost 17 months.
Once the VDP agreement was signed the taxpayer had to complete the VDP returns which were not dealt with in the law and invariably taxpayers were given a very limited period of time to attend to the completion of those returns. The imposing of undue pressure on taxpayers and their advisers in this manner is inequitable.
The fact that officials do not adhere to their obligations under the Tax Administration Act results in an increase in costs incurred by taxpayers, which currently cannot be recovered from SARS unless an action is instituted in the High Court and the court awards costs against SARS on a punitive basis.
The Tax Administration Act creates a legal framework to create the office of Tax Ombud, and it is hoped that the creation of that office will alleviate some of the issues identified above. SARS also requires under the Tax Administration Act that all tax practitioners are registered with SARS, and a controlling body which may take disciplinary action against tax practitioners who do not adhere to the provisions of the law and the rules regulating tax practitioners.
Procedures are set down whereby complaints against tax practitioners will be dealt with, but the process whereby a taxpayer can lodge a formal complaint against the misconduct of a SARS official is not well-known or publicised, and it is questioned whether this procedure exists.
It is unfortunate that the Tax Administration Act does not contain a specific remedy to taxpayers where SARS officials fail to adhere to their obligations imposed on them under the Tax Administration Act.
■ Dr Beric Croome is a tax executive at ENS. This article first appeared in Business Day, Business Law and Tax Review, 8 April 2013. Free image from ClipArt
Posted by Beric Croome at 10:01
Labels: SARS, SARS powers, tax administration
Ironically this article is an example of one way traffic going the other way. SARS does not have the advantage of being able to write critical articles about specific taxpayers' actions or inaction, even if they are public companies or figures.
The most it can do is respond to false statements that bring it into disrepute in limited circumstances or publish the details of those who have been convicted of tax offences by a court with no possibility further appeal.
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Lodging Objections Against Assessments Issued by t...
In Johannesburg it is

redpajama_set_name: RedPajamaCommonCrawl


The Minneapolis Jewish Federation welcomes your questions and encourages you to get involved in your community.
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The Niles Public Library (now we are the Niles-Maine District Library) began through the work of the Woman's Club of Niles as a room in the Village Hall in 1956, and one year later expanded to a second space in the Grennan Heights Field House. In 1957, a referendum passed establishing the Niles Public Library District, taking in parts of Niles Township and Maine Township. Its first Board of Trustees were elected in 1959. At first, the Library was run by volunteers, with Jean Fox finally hired as the first librarian in 1959. A vacated store was chosen as the Library's first central site, at the corner of Oakton and Waukegan, where the Library remains today.
Groundbreaking for a new Library building took place in 1965, with a grand opening on Sept 7, 1966. Over the years, the Library had branches in the Golf Mill Shopping Center, on Milwaukee Avenue, and in the former Ballard School, as well as a bookmobile to make stops in some of the outlying areas of the district. Additional renovations and expansions of the main Library building took place in 1983, 1998, and 2013. For more information on the history of the Niles Public Library, consult Niles Centennial History. Pictures from our past can be found in the Illinois Digital Archive.
On July 1, 2017, the Library officially changed its name to Niles-Maine District Library. The District currently includes 59,000 people. Half of them live in the Village of Niles in the southern half of the District. The north half of the District includes unincorporated Des Plaines and Glenview.


text:
Падар () — посёлок в Падарском административно-территориальном округе Аджикабульского района Азербайджана.

Этимология
Название происходит от огузского племени падар, пришедшего на эти территории в XIII веке.

История
Кочевье Падар-Хаджи-Алим в 1886 году согласно административно-территориальному делению Бакинской губернии относилось к Падарскому сельскому обществу Джеватского уезда.

В 1903 году вблизи села со строительством железной дороги основан одноименный посёлок, позже присоединенный к селу.

Село Падар в 1913 году согласно административно-территориальному делению Бакинской губернии относилось к Падарскому сельскому обществу Шемахинского уезда.

В 1926 году согласно административно-территориальному делению Азербайджанской ССР посёлок относился к дайре Али-Байрамлы Сальянского уезда.

Входил в Карасуинский район Азербайджанской ССР. Позже район упразднен, посёлок вошел в состав Али-Байрамлинского района, но в 1939 году посёлок передан в состав Кази-Магомедского района.

4 декабря 1959 года Кази-Магомедский район ликвидирован, а село передано в состав Али-Байрамлинского района.

Согласно административному делению 1961 года посёлок при ж/д станции Падар входил в Карасуинский сельский совет Али-Байрамлинского района Азербайджанской ССР, а с 4 января 1963 года посёлок находился в составе Сабирабадского района.

24 апреля 1990 года посёлок передан в состав новообразованного Аджикабульского района.

В 1999 году в Азербайджане была проведена административная реформа и внутри Падарского административно-территориального округа был учрежден Падарский муниципалитет Адижкабульского района.

География
Падар расположен на берегу Главного Ширванского канала.

Посёлок находится в 48 км от райцентра Аджикабул и в 161 км от Баку. Через него проходит дорога международного значения Баку—Алят—Тбилиси. В посёлке расположена железнодорожная станция Падар, начинается ответвление железной дороги, ведущей на недостроенный участок.

Село находится на высоте 16 метров ниже уровня моря.

Население

В 1886 году в селе проживало 1932 человека, все — азербайджанцы, по вероисповеданию — мусульмане-сунниты.

Климат

Среднегодовая температура воздуха в городе составляет +14,8 °C. В селе полупустынный климат.

Инфраструктура
В селе расположены почтовое отделение, средняя школа, библиотека, медицинский пункт.

Известные уроженцы[править | править код]

 Рамиз Алиджавад оглы Гасумов (род. 1958) — советский и российский учёный и управленец в области нефтегазовой промышленности, доктор технических наук, профессор, заслуженный деятель науки РФ, академик РАЕН, генеральный директор (АО "Северо--Кавказский научно-исследовательский институт природных газов", ПАО "Газпром")
 Вагиф Алиджавад оглы Гасумов (род. 1963) - азербайджанский ученый в области информационных технологий,  доктор технических наук, профессор, заведующей кафедрой Азербайджанского Государственного Технического Университета

Примечания

Населённые пункты Аджикабульского района

redpajama_set_name: RedPajamaWikipedia


text:
School Bus Driver Honored for Quick Thinking in Crash
GRETNA, Neb. — A school bus driver was recognized for his quick thinking on Tuesday after his bus was unable to stop and crashed into the yard of a home, WOWT reports.
The driver, who was transporting 11 students, nearly missed a student, some cars, and a house before ending up in the yard, according to the news source. A representative from Gretna Public Schools told WOWT that the pressure went out on the bus's brakes, and they believe the emergency brakes helped prevent the bus from hitting the house.
The students and their parents told the news source that they were thankful the driver was able to navigate the bus into the snow and avoid any injuries. Megan Meyer, the mother of one of the students on board, told WOWT that they hold the driver in "high esteem" for his actions and "keeping the kids safe." Emily Burr, the mother of two students on board, added that seeing video footage of the crash brought her back to a time when she experienced a school bus crash, and said this incident "could've been way worse."
The district told the news source that the driver has been with the district for five years, and that the district's drivers conduct daily bus inspections, which include a brake test, before their morning routes. The Sarpy County Sheriff's Office is currently investigating the incident, but has not released an official cause, according to WOWT.
To read the full story, go here.
Related Topics: Nebraska, school bus crash


text:
A Post Every Day Until I'm Fifty Life
I Love You, Ronda Rousey
We said we weren't going to order the Ronda Rousey fight last night. Her last three UFC fights lasted a total of 64 seconds. It's a waste of money, we said. Like $3 a second.
But there's something epic about Rowdy Ronda. She's done something no one else has ever done. Because of her, the UFC opened up fighting between chicks. Chicks who headline. Chicks who brawl. I never thought I'd care, but she's cool. She's gorgeous. She's epic.
So we order it. I avoided the internet Saturday night while I waited for my husband to get home from work, which wasn't until after 3:00am. I almost wanted to go to sleep and watch it in the morning. But if you averaged out the last three fights and went with that, it might only be 21 a second fight. So we watched.
You should've touched gloves, girl. I love ya, but c'mon. This isn't Three O'Clock High. It's not you and the school bully out in the parking lot.
I can't say I surprised she lost, or she didn't look like shit and kind of drunk, or she was too cocky or whatever. And I can't say I feel all that bad. It's a fight. She lost. People have not been very nice about it. Sunday MMA 24/7 reposted this on thier Facebook:
On my Facebook I see many people critiquing Rousey. I just want to say the girl won a bronze medal in the Olympics. She was literally flat broke living in a dump worked her ass off became a world champion and a positive role model for young girls. Maybe you saw her a s cocky but her job is to win fights so you beter believe confidence can be seen as cocky. She made a fortune as an athlete and never had to make a sex tape to gain popularity or show her body in a distasteful way. She has my respect as well as any and all female fighters who work hard and conduct themselves with repect. Great fight!
Yup. I almost hope there's no rematch. If she lost again then I'd really feel bad.
Nick—John Lennon is Dead.
Black & Yellow License Plates
~Anais Nin~


text:
Pennine Explorer and Traditional Lancashire
Enjoy two train journeys and a canal boat cruise on this Yorkshire & Lancashire Pennine tour
This thriving little market town is England's highest, set 850 feet above sea water. Hawes was first recorded as a market place in 1307 and the lively Tuesday market still entices shoppers in. Home to the world famous Yorkshire Wensleydale Cheese and set amidst breath-taking scenery it's no surprise Hawes is one of the honeypot tourist attractions of the Yorkshire Dales National Park. The name Hawes means a 'pass between mountains' and it stands between the stunning Buttertubs and Fleet Moss. The town is an excellent centre for walking and touring Wensleydale and the adjoining dales of Swaledale, Cotterdale, Dentdale, Garsdale, Wharfedale and Chapel-le-Dale. Take a walk round the Hawes Town Trail, or Millennium Walk, or Pennine Way or along the River Ure, which is nearby.
Salmesbury Hall
Built in 1325, Samlesbury Hall is steeped in fascinating history, retaining its original typical black and white exterior. Enjoy intrigue, witchcraft and centuries of enthralling times gone by throughout their archive rooms. Saved from demolition in the 1920s by six local businessmen, it remains in the care of the Charitable Trust today with the aim of maintaining and keeping open for visitors to enjoy. From the Tudor priest holes to the Victorian kitchen, the Hall has history from (and for) every age. With the turbulent tales of its Catholic families, witches and the haunting of Lady Dorothy (and other ghost stories), a captivating insight into life from the early 14th to the 21st century is all waiting to be discovered.
Located in Bury, just 30 minutes from Manchester City Centre, is the award-winning East Lancashire Railway. A heritage railway that runs steam and diesel train services through the beautiful Pennine Lancashire scenery. There are plenty of things to see and do and stations are well equipped for group visits with cafes, pubs, gift shops and a dedicated Transport Museum, housing vintage vehicles, transport memorabilia and interactive exhibits. Guided tours and talks are also available. The railway also has some fantastic events scheduled throughout the year from guided Rail Ale Trail tours of some of the excellent local drinking spots to the nostalgia of their award winning 1940's weekend.
Discover award winning attractions, stunning open spaces and fantastic food and drink. Home to the East Lancashire Railway and Bury's world famous market. The Bury Cultural Quarter boasts many of the most fascinating museums in the UK: the internationally respected Bury Art Museum, the proud regimental Fusilier Museum and Bury Transport Museum providing a wealth of attractions and activity. For culture lovers Bury Sculpture Centre provides an impressive programme of activity including the works of internationally renowned artists.
Crosby Beach - Another Place
Another Place consists of 100 cast-iron, life-size figures spread out along three kilometres of the foreshore, stretching almost one kilometre out to sea. The Another Place figures - each one weighing 650 kilos - are made from casts of the artist's own body standing on the beach, all of them looking out to sea, staring at the horizon in silent expectation. Having previously been seen in Cuxhaven in Germany, Stavanger in Norway and De Panne in Belgium, 'Another Place' is now a permanent feature in the UK, at Crosby Beach. According to Antony Gormley, Another Place harnesses the ebb and flow of the tide to explore man's relationship with nature. He explains: The seaside is a good place to do this. Here time is tested by tide, architecture by the elements and the prevalence of sky seems to question the earth's substance. In this work human life is tested against planetary time. This sculpture exposes to light and time the nakedness of a particular and peculiar body. It is no hero, no ideal, just the industrially reproduced body of a middle-aged man trying to remain standing and trying to breathe, facing a horizon busy with ships moving materials and manufactured things around the planet.
Settle to Carlisle Railway
The Settle to Carlisle Railway is one of the most scenic and impressive railways in the UK, with viaducts, tunnels and the wild scenery of the North Pennines, Eden Valley and Yorkshire Dales. In the 1980s, the Settle-Carlisle line was scheduled for closure by British Rail. This prompted rail groups, enthusiasts, local authorities and residents along the route to fight a successful campaign to save the railway. In 1989 the UK government announced it had declined to close the line. Since then passenger numbers have grown steadily to 1.2 million in 2012. Eight formerly closed stations have also been reopened.
A morning departure from Cumbria as we head to Hawes, this thriving market town on the Pennine Way is home to Wensleydale cheese. From here we continue to Aysgarth and then Grassington, a charming village on the River Wharf. We continue via Clitheroe to our hotel, the Leyland Hallmark. Dinner in the hotel.
We will begin our day with a visit to historic Samlesbury Hall, a fabulous half-timbered black and white medieval house built in 1325 as a family home. We will enjoy a guided tour which brings the history of the house to life and hear tales of intrigue and witchcraft through the centuries. After being bewitched by Samlesbury, we will make our way to Riley Green Marina to embark upon a wonderful narrow boat cruise along the Leeds Liverpool Canal. Our 3 hour round trip passes through delightful countryside as we cruise enjoy a traditional Lancashire cream tea. Dinner in the hotel.
B, D
Today, we travel to Rawtenstall where we step back in time for a nostalgic trip on a steam train along the East Lancashire Railway. Our journey takes us through the beautiful Lancashire countryside to the market town of Bury. Time for lunch and a visit to the world famous Bury Market, or perhaps the Bury Transport Museum or the Fusilier Museum. We rejoin our train for the journey back to Rawenstall. Dinner in the hotel.
Today we head to the coast, first to view the spectacular sculptures by Antony Gormley on Crosby beach. Another Place consists of 100 cast-iron, life-size figures spread out along three kilometres of the foreshore, stretching almost one kilometre out to sea. We then continue to Southport, time at leisure in this classic resort, shop on Lord Street or stroll along the pier. Dinner in the hotel.
After a leisurely breakfast we leave the Leyland Hallmark hotel and head to Skipton. After time for coffee, we join the train for our return to Cumbria. Travelling through wonderful scenery we arrive in Carlisle to be met by our coach and returned to our drop off points.
B=Breakfast Included, D=Dinner Included
Leyland Hallmark Hotel
This modern hotel is the ideal location when visiting the North West.
All 93 rooms feature free WiFi and LCD TVs with cable channels. Other amenities available to guests include 24-hour room service, Egyptian cotton sheets, and coffee makers.
In addition to the elegant restaurant and lounge bar, there is also a spa area offering a large heated indoor swimming pool, a hot tub and a sauna, plus a steam room and a gym.
The introduction of an all day coffee shop complements the excellent new restaurant, with its fresh, delightfully prepared food and attentive local staff.
Below is a list of pick-up points available on this tour.
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Appleby The Sands Appleby
Aspatria Car Park beside Spar Aspatria
Brough Monument Bus Shelter Brough
Carlisle Entrance to Sands Centre Car Park Carlisle
Cockermouth Monument Main Street Cockermouth
Dearham Commercial Corner Dearham
Distington Outside Prospect Works Distington
Egremont Conservative Club Egremont
Flimby Railway Station Flimby
Harrington Galloping Horse bus stop Harrington
Keswick Bell Close Car Park Keswick
Kirkby Stephen Market Square Kirkby Stephen
Maryport Outside Coop Maryport
Penrith Sandgate Bus Station Penrith
Shap Village Hall Shap
Tebay Old Services Car Park Tebay
Thursby Bus Stop Thursby
Waverton Bus Stop Waverton
Whitehaven Old Bus Station Whitehaven
Wigton Old Bus Station Wigton
Workington Lay By opposite Grahams Travel Jane St. Workington
Pick-up Point Times
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Number of Passengers 1 2 3 4 5 6 7 8 9
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Take it easy with Rieker 53851-00. This comfortable little slip on showcases the ease that Rieker is famous for, with it's double zipped upper, premium leather material, and small sassy heel. This bold little shoe will have you showing off your sass all day while still having the most comfortable feet on the block. The lightly cushioned insole will allow you all the ease of mobility while still providing a cushy walking experience, while the stacked heel give you a stylish look while not making you unstable. Zip into comfort and be audacious with Rieker!


The management of the Mr. Bricolage store in St Gilles Croix de Vie had been considering ESL technology for a while, and took advantage of the opportunity presented by the relocation of the store to study the solutions available and to make their choice. They opted for SES-imagotag solution because of the user-friendly aspect.
Mr. Bricolage initially set-up objectives in terms of pricing policy. They wanted a way to improve the sales strategy and a better responsiveness to competition.
The store's two objectives in terms of pricing policy – responsiveness to competition and sales strategy – have been met. In addition, a 5-year return on investment was anticipated originally, based exclusively on the time saved on changing paper labels. As it turns out, the store has also seen a rise in its profits and has thus achieved a 2-year return on investment. As the solution is so user-friendly, store staff has easily taken it into their stride. In fact, the system is intuitive, which has reassured staff and enabled them to focus very quickly and completely on customer service.
We now plan to roll out the solution to the store in l'Ile d'Yeu (85) in France, and the corresponding study is underway.


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At least the parents were doing it on behalf of their kids. What's the excuse on the college end? It's pretty clear they believe whatever students tell them on admission forms, as long as the check clears. It's also clear some were just filling slots. I now regret not having the kids list themselves as left-handed, synchronized swimmers who are saddled with too much Yooper DNA. They could have gotten into Stanford.
Felicity Huffman I can see doing this. Why, I don't know. But Lori Loughlin from "Full House"? She's in the "America's sweetheart" class of stars. Lori, how could you! What would Jesse say? I'll bet Joey put her up to it.
A far bigger college issue that needs fixing is student debt. Forget the rich kids. I'm worried about generations of kids owing the equivalent of a home mortgage when they graduate. And it's not just Ivy League schools that are charging an arm and leg, it's mid-size state colleges, as well. We're close to pricing the dwindling middle class out of 4-year college degrees. But then that's nothing new. We've already priced them out of new vehicles (new cars and trucks now cost more than my first house), sports, concerts and more. Clearly, it doesn't pay to not be wealthy in America.
The FBI's code name for the operation that broke the scam was "Operation Varsity Blues." If they were going for a high school movie name, I'd have gone with "Pretty in Pink" or perhaps X-Men: First Class." Much better movies.
Here's what I learned at the South by Southwest festival this week: it won't be long before private cars are banned from the biggest cities; robots write a lot of routine business news; the best ads evoke empathy (which is true, but once you realize that's what advertisers are doing, you're on the lookout for it); twice as many women contribute to crowdfunding campaigns as men; people from countries that drive on the left also walk on the left, which leads to a lot of near collisions; no matter what festival you attend, there's always a guy who brings his pet python.
I loved South by Southwest. But I'll tell you what, ArtPrize in Grand Rapids is damn near as good. Why is it we tend to overvalue things elsewhere and undervalue what we have right here in Michigan?
If you haven't been to a big city in the last six months, the first thing you'll notice is that rental scooters are everywhere. And Uber, Lyft and cab drivers hate them, not because they're stealing fares but because the scooters are fast and scooterers have no idea what they're doing. Every driver I talked to was afraid of running one over.
It is worth noting that all of the big names from the college fraud scandal are vocal, liberal Democrats who actively bash President Trump and conservatives.
Regarding college loan related debt, we do not need a new welfare program. All debt is easily understood. If you borrow X, you will have to pay back X plus interest over Y months. Your monthly payment will be $Z.
If you don't want to.pay back a huge loan, don't take one. It is the individuals responsibility. It is not "a society problem" requiring a new welfare program. It is completely possible to go through college with zero debt. Save your money, work while in college, don't take stupid "academic trips" to France (which are really just $8k vacations), don't pile money onto loans. It is very simple.
I don't need to pay higher taxes because your child runs up irresponsible loans. It's very simple.
It's reported that Lori Laughlin's husband is a confirmed Trump supporter whose insufferable rants about "takers" and "pulling yourself up by your bootstraps" made him a must-to-avoid at parties. While he was writing LARGE checks to make sure his little twit made it in to a college she had absolutely no interest in.
Abner, nothing you have to say is ever worth noting.
Although the debter does bear the responsibility, the point you are missing is that college education should be affordable. Everyone should have the opportunity to get a degree, trade or skill set without breaking the bank.
It is sad you only care about yourself and your precious bottom line for your finances. Maybe once in awhile you should think about your fellow citizens.
Nothing new from you though. So it goes.
Tommy B, it shameful that you can't respond to someone without saying nasty things about their character. The point is that plenty of people WORK their way through college and come out smarter because they have the benefit of having a foot in the real world of a job while learning. Too many of these kids and parents spend more on beer, entertainment, and other things, and then when it comes to the tuition think they should have it free. A person can get an excellent education at a smaller, less renowned school that fits their budget better. That's the point.
One of my pet peeves is college sports programs that lose millions of dollars each year. Money that is tacked on to "tuition fees." Why should every student be shackled with debt that really means nothing to their education? One popular Michigan university had a football program that LOST nearly five million dollars last year . Given their enrollment, figures out to about a mandatory $240 per student. If the NFL wants "farm teams" they should foot the bill.
My pet peeve is college professors that make over a hundred grand a year and don't teach. T/As do all the teaching and the arrogant professor requires the book that he wrote for the class.
Jims, Agreed. I am friends with several professors that work their butts off to provide good teaching. I have also had instructors (I will never call them "professors") who were in it only for the money. Oh yeah, I was half way through a Masters program when I swore I would never, EVER take another class where the "instructor" wrote the text.
2. Abner actually needs a semi-colon toward the end of his second post.
Apropos of nothing: I respect Opera, but I never have enjoyed it. I never have enjoyed Rap either. Two things Opera and Rap have in common: You cannot understand what they are saying, and they sound annoying as the dickens.
Opera escapes me most of the time. However there are two pieces I really like. Of course most music lovers like "Nessun Dorma" when sung by a great tenor. One of the greatest duets ever is "The Flower Song" from Lakme.
Just remember that I am someone who also loves Mother Maybell Carter, Flat and Scruggs, John Coltrane, Tony Bennett, and scores of others. "If it sounds good, it is good," Duke Ellington.


One (1) permanent full-time position of Business Development Officer (NOC 4163) available at 2109971 Ontario Inc. o/a Xcella, located at 96-100 Carrier Drive, Etobicoke, ON, M9W 5R1.
Establish strong business and customer relations.
Design marketing research material and conduct analytical marketing studies to develop sales from existing & new customers.
Monitor competition by gathering market information i.e. pricing, products, delivery schedules, customer solutions and recommend changes in services accordingly.
Evaluate customer service and store environments.
Conduct online marketing, E-commerce and website promotions.
Ensure appropriate business/commercial licenses are in place.


Fight directing Zorro: The Musical for Pinnworth Productions at the Kelsey Theatre!
Browse around here to find out more about past, current and upcoming projects, check out my headshot and resume, and more!
Thanks for visiting - stop by any time!
Fight Directing Rehearsal for Murder at SVP!


Fresh, local & seasonal are the key ingredients in the food you will enjoy at La Villa… and to be enjoyed with a wine list featuring some of the region's best vineyards.
Our table d'hôtes dinner is served Friday, Saturday & Sunday evenings in our elegant light-filled dining room, or poolside in fine weather. Our dinners include a starter, main course, cheese selection & dessert… featuring fresh, locally sourced seasonal produce. On other evenings, try one of our French, Italian or Spanish sharing platters.
The wines we have selected for La Villa de Mazamet are all sourced from small vineyards within 90 mins of Mazamet – from the AOCs of Corbières to Cabaradès and many in between.
With the change of seasons comes a change of ingredients – come and explore some of the dishes we serve at La Villa during Spring, Summer & Autumn.