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What Is Upselling? Upselling Definition and Examples
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The term "upselling" tends to conjure up images of slick, high-pressure salespeople plotting to bilk customers out of their cash. But the truth is that upselling is a powerful and legitimate sales strategy for deepening customer relationships, enhancing the customer experience, and increasing revenue.
In this guide, you'll learn the definition of upselling, see examples of upselling and cross-selling in the wild, and explore best practices for using upselling techniques to increase both revenue and customer satisfaction.
What is upselling?
Upselling is a sales technique that encourages customers to spend more money by purchasing an upgraded or premium version of the product they originally intended to buy.
Effective upselling can help a business increase its average order value or customer lifetime value, generating more revenue immediately or over the long term.
Upselling vs. cross-selling
While upselling and cross-selling are both sales techniques that increase revenue, they do so in slightly different ways. While upselling convinces a customer to purchase a more expensive version of a product or service, cross-selling encourages them to add related or complementary items to their existing purchase.
For example, say you run a business selling computers. A salesperson looking to upsell would steer customers away from the mid-tier laptop they were eyeing initially and toward a top-of-the-line machine with cutting-edge specs. By contrast, a salesperson cross-selling to the same customer would encourage the customer to buy the mid-tier laptop, along with a protective case, a wireless mouse, and other add-ons that enhance the experience of using the device.
Upselling examples
Upselling is a sales practice that's common in both business-to-business and business-to-consumer sales situations. Here are a few examples:
An airline prompts a passenger flying coach to upgrade to a first-class seat as part of the airline check-in process.
A restaurant menu gives diners the option of adding chicken or shrimp to a salad for an additional cost.
The checkout process for an online book retailer offers an option to add the audio version of a print book or ebook for a discounted price.
An auto salesperson recommends that a driver purchase a vehicle with a more expensive trim package that includes amenities such as leather seats or an upgraded stereo system.
An online tool or resource is available in its most basic version for free, but unlocking premium, desired features involves paying a fee.
When to upsell
While most of us are familiar with pre-sale upselling, opportunities to upsell exist at every stage of the customer lifecycle.
Upsell prior to initial sale. Whether you're online or in person, successful upselling begins the moment a customer enters your store. Use product pages for cheaper or more basic products to recommend premium or improved versions via comparison charts. For a brick-and-mortar business, get buyers' attention and tee up a conversation by placing upsell products on the shelf next to a more basic product.
Upsell at checkout. While a customer's cart or checkout page is a great place for cross-selling related products, it can also be an effective tool for upselling. Try using your checkout page to inform buyers of offers that enhance their purchase, including volume discounts, personalization options, expedited shipping, gift-wrapping, or enhanced protection.
Upsell after purchase. Post-sales upselling allows customers to add upgrades to their order. This is especially effective for software or digital assets, where it's easy to add features or functionality. If you're upselling a physical product, one way to upsell after a transaction is by offering customers an extended warranty or premium support for their purchase.
Upselling best practices
Upselling can help a business generate additional income when done properly. Best practices include:
Don't get greedy. While upselling is a great way to increase revenues, it shouldn't be treated as a shortcut to big profits. Avoid recommending a product or service that is significantly more expensive than the product being purchased. A huge upsell in the short term may leave buyers unsatisfied, preventing repeat purchases and reducing customer lifetime value in the long run.
Focus on the customer's needs. Always remember that your ultimate goal is not increasing sales, but building long-term relationships with both new customers and existing customers. To do that, you need to stay focused on your customer's needs and how the added value of the upsell will help meet those needs. Don't be too pushy or aggressive. Accept "no, thank you" as a response.
Educate the customer. One of the best ways to ensure customers don't feel pressured in an upsell situation is to approach the conversation as a teaching moment. When you know your products inside and out, you can educate customers about the risk of not taking advantage of your offer without being overly salesy. Offer side-by-side comparisons so the customer can see the value in the premium version.
Create urgency. When you combine upselling with another sales technique like a discount, you can create an incentive for customers to act on your upsell quickly. Try offering an in-the-moment-only discounted price to encourage customers to make an immediate decision. It may cut into your revenue, but you'll still make more money than you would have otherwise.
Successful upselling and cross-selling are skills that take training in appropriate techniques. With experience and coaching, you can use upsell and cross-sell techniques to generate additional income without alienating your customers.
Upselling FAQ
Why is upselling important?
Upselling increases sales efficiency by generating more revenue from your existing customers, rather than acquiring new ones.
How do you upsell a customer?
A successful upsell begins with a thorough accounting of a customer's needs. Once you understand your customer's priorities and goals, you can educate them on the benefits of a more premium product.
What are the benefits of upselling?
Upselling not only generates higher revenue for businesses but also adds value for customers by offering them better, more relevant products and services.
What are the types of upselling?
Upselling comes in many forms, including premium or upgraded products, extended warranties, financing options, volume discounts, gift wrapping, personalization, and more.
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Biden Selects Connecticut Education Commissioner Miguel Cardona to Lead the Department of Education
By Susan Gentz
Miguel Cardona faces many challenges if confirmed as Secretary of Education
(Image credit: Connecticut State Colleges & Universities)
Officially announced December 22, President-Elect Joe Biden has selected current Connecticut Education Commissioner Miguel Cardona to join his cabinet and lead the U.S. Department of Education.
In announcing his selection of Cardona, Biden said in a statement (opens in new tab), "He will help us address systemic inequities, tackle the mental health crisis in our education system, give educators a well-deserved raise, ease the burden of education debt, and secure high-quality, universal pre-K for every three- and four year-old in the country."
The incoming administration also stated that, "If confirmed, Dr. Cardona will help carry out the president-elect's ambitious plan to ensure that every student in the nation can get a high-quality education from pre-K to post-high school, regardless of their zip code, parents' income, race, sexual orientation and gender identity, or disability. As states and school districts struggle to meet students' needs due to the ongoing COVID-19 crisis, Dr. Cardona will make getting students of all ages and in every community back in the classroom safely a national priority — working with Congress and local, state, and tribal leaders to secure the funding and strong public health measures needed so that we can work to safely reopen the majority of our schools within the first 100 days of the new administration. Having walked the walk as an educator, administrator, and public school parent, Dr. Cardona has a proven track record as an innovative leader who will fight for all students, and for a better, fairer, more successful education system. He will also strive to eliminate long-standing inequities and close racial and socioeconomic opportunity gaps — and expand access to community colleges, training, and public four-year colleges and universities to improve student success and grow a stronger, more prosperous, and more inclusive middle class."
In a rare sign of unity, education advocates from all over the policy spectrum are praising Cardona as the pick, as he is not aligned with teachers unions nor advocates for school choice.
Reactions from education leaders can be found here (opens in new tab).
Cardona has only been the commissioner of education for 16 months, meaning that a look at his district will truly tell where his priorities will be once he starts running the Department.
Meriden Public Schools
Cardona spent the majority of his career in the Meriden Public School District (opens in new tab) in Meriden, Connecticut. The district has some impressive accolades, including the CoSN Leading Education Innovation 2017 Team Award, The Learning Counsel 2018 Digital Curriculum Top 10 Strategy Award, and is a member of the Digital Promise League of Innovative Schools.
It's not easy to be accepted into the League of Innovative Schools. League members represent 114 districts and 34 states, and their experiences reflect the diversity and shared challenges of public education in America. The Digital Promise League of Innovative Schools is a national network of forward-thinking education leaders who are working together to:
Improve outcomes for students and solving the challenges facing K-12 schools through powerful and smart use of learning technologies
Use their collective voice to advance positive change in public education
Partner with entrepreneurs, researchers, and leading education thinkers and serves as a test-bed for new approaches to teaching and learning
Also important to note on the Meriden Public Schools website is the commitment to student-centered learning. In 2013, in recognition of the district's effort, The Nellie Mae Education Foundation (NMEF), the largest charitable organization in New England focused exclusively on education, awarded the district a 20-month, $450,000 grant (opens in new tab) through its grants initiative, New Approaches in Urban Districts (New Approaches). The grant helped Meriden build capacity to enable more students to achieve at a higher level, and meet the Common Core State Standards through the implementation of systemic approaches to student-centered learning.
Given Cardona's record of encouraging innovation when it comes to learning models, which hopefully comes along with flexibility and funds to spur innovation as well.
Susan Gentz is vice president of K20Connect (opens in new tab) and comes from a strong policy background as a former staffer in the U.S. Senate and Legislative Aide in the Iowa House of Representatives. Along with experience at both federal and state levels, she served as the Deputy Executive Director for the Center for Digital Education, worked for a government relations firm in Arlington, VA, and heavily worked on federal and state education policy at iNACOL, where she wrote published reports to move the field forward with innovative learning models, best practices, and policy recommendations.
Susan Gentz
Susan comes from a strong policy background as a former staffer in the United States Senate and Legislative Aide in the Iowa House of Representatives.
Along with experience at both federal and state levels, she served as the Deputy Executive Director for the Center for Digital Education, worked for a government relations firm in Arlington, VA and heavily worked on federal and state education policy at iNACOL, where she wrote published reports to move the field forward with innovative learning models, best practices, and policy recommendations.
3 Tips to Advocate for Teachers


COUNTDOWN FOR THE ESPERANTO VERSION OF GOOD DAY WORLD!
WHEN?? ON JANUARY THE 27TH!
As you may have noticed, the web site publications are lately running a little slow, but there's a reason: we are working for you, improving the site in two ways!!
2- It's going to be INTERACTIVE, so that YOU can GIVE US YOUR HINTS!
On thursday 27th of january 2012, on the Shoah Remembrance Day, Good Day World will inaugurate the new ESPERANTO VERSION.
Moreover, you will find a new Theme, on this button "GIVE YOUR HINT!" you'll be able to give us your advices, your constructive news, your ideas and everything you think is constructive, not only to give your contribution to the web site, also to give the world some hope!
DO NOT MISS THE APPOINTMENT, JANUARY 27 2012!!!


Disasters, either man-made or natural, have a way of disrupting the flow of life. In case of natural disasters, while people try to survive, they have little time to focus on business continuity or the security of their data stored in backup appliances. Both man-made and natural disasters have a tendency to devastate businesses that rely on either traditional storage like tape storage or just backup infrastructure.
You may have tape storage as a means to 'instant recovery' in case things go bad. If you do manage to secure this storage in case of a natural disaster, you do have a strong chance of restoring your entire data without a problem. In case of a ransomware (man-made disaster), that may not be possible for you.
If your data is backed up using traditional storage or tape storage such as USBs, Internal or External hard drives, then you may think that your data is safe. If ransomware does successfully lock your data, you can put the USB back in and recover your data. However, ransomware such as Cryptolocker are capable of infecting the backup in your local backup infrastructure or your tape storage. This malware doesn't just lock your original files, it also locks the backup files. Therefore, recovery from this backup storage is not possible.
This is why solution providers emphasize on cloud backup. There are several innovative solutions when it comes to backing up to the cloud. If you already own backup infrastructure, then you can use cloud gateway appliances to convert it into a hybrid backup solution. This type of solution offers the best preventive measures against ransomware. Even if the ransomware locks the backup in the local infrastructure, it cannot gain access to the backup files in the cloud. Therefore, you can always recover your data making the threat of ransomware futile.
For enterprises that have mission critical data that they rely on and cannot afford to lose, cloud based backup is the most optimum way to make that happen. There are several cloud solutions that provide cost efficient storage options. Enterprises can archive their data to comply with regulations and have a means to prevent damage from ransomware.
Studies have also indicated that enterprises using enterprise cloud storage solutions have increased productivity and profitability.
Cloud backup solutions are the best way to prevent ransomware from locking backup files. Ransomware are capable of locking files in traditional storage such as tape but these malware cannot reach the backup stored in the cloud; making the storage an effective way to resist ransomware attacks. Enterprises that are using cloud storage solutions have displayed improvements in work efficiency, productivity and profitability.


IBM Operational Decision Manager on Cloud is a cloud service that helps you capture, automate and manage rules-based business decisions. It is a business rules automation platform that anyone can work with―from IT to business-line leaders. Users can quickly initiate business rules management projects at lower costs by reducing the need for IT assistance and hardware and software acquisitions. In seconds, it can authorize a loan, decide on a promotion or detect a cross-sell opportunity with high precision and customization. This service allows you to remain up-to-date and well-aligned with the changing business objectives of your organization.
Captures, manages and automates business policies, practices and regulations on the cloud. Gain more visibility and control of your business decisions.
Eliminates typical inhibitors—capital expenditure, hardware availability and skills for installing and operating a decision management platform.
Provides three pre-configured development, test and production environments with further options to customize to your development cycle. You can get started within 48 hours without IT support.
Capture, automate, manage and audit repeatable business decisions as a hosted and fully managed solution by IBM.
Capture, automate, manage and audit repeatable business decisions with a low cost entry point for less complex and non-mission critical applications.


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Q: Deploying Terraform configurations through Azure Function App I am trying to deploy Terraform configurations using an Azure Function. What I have done to achieve this is make a Function App that executes the terraform.exe as a process, i.e have the .exe be in the same directory as the function itself, call it as a process then execute the init, plan and apply stages as separate processes.
Here is the code:
using System;
using System.Threading;
using System.Diagnostics;
using System.ComponentModel;
using System.Net;

public static void Run(TimerInfo myTimer, ILogger log)
{
    log.LogInformation($"C# Timer trigger function executed at: {DateTime.Now}");

    string currentpath = "C:\\home\\site\\wwwroot\\TimerTrigger1\\terraform.exe";

    Process proc = new Process();
    proc.StartInfo.CreateNoWindow = false;
    proc.StartInfo.UseShellExecute = false;
    proc.StartInfo.FileName = currentpath;

    proc.StartInfo.Arguments = "-chdir=C:\\home\\site\\wwwroot\\TimerTrigger1 init -no-color";
    proc.StartInfo.RedirectStandardOutput = true;
    proc.StartInfo.RedirectStandardError = true;
    proc.Start();
    log.LogInformation(proc.StandardOutput.ReadToEnd());
    proc.WaitForExit();

    proc.StartInfo.Arguments = "-chdir=C:\\home\\site\\wwwroot\\TimerTrigger1 plan -no-color";
    proc.StartInfo.RedirectStandardOutput = true;
    proc.StartInfo.RedirectStandardError = true;
    proc.Start();
    log.LogInformation(proc.StandardOutput.ReadToEnd());
    proc.WaitForExit();

    proc.StartInfo.Arguments = "-chdir=C:\\home\\site\\wwwroot\\TimerTrigger1 apply -auto-approve -no-color";
    proc.StartInfo.RedirectStandardOutput = true;
    proc.StartInfo.RedirectStandardError = true;
    proc.Start();
    log.LogInformation(proc.StandardOutput.ReadToEnd());
    proc.WaitForExit();
}

Unfortunately I am having some issues running this.
The init stage works fine, but the plan stage is where it hangs. I initially thought of storing the state file in a remote file as outlined here: https://learn.microsoft.com/en-us/azure/developer/terraform/store-state-in-azure-storage
however when I store the state file remotely, it's empty. I then decided to start by storing the state file in the same directory, i.e local state file, but I noticed it would vanish on each run.
The lock files and .terraform plugin directory are created fine, but the state file is the culprit, as a result of which none of the resources in the config file are created.
Function App working directory
I apologize if I have not explained things clearly, I am new to this so am quite confused. Would appreciate any help with this.

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Below is the video from the 2018 SS. Crocifisso & San Giovanni Bosco Feast.
We thank the Shrine of Our Lady of Guadalupe for recording this and allowing us to share the video.
We celebrate our heritage and our faith with social events throughout the year. Our annual events include a mass honoring San Giovanni Bosco followed by a members' dinner, stations of the cross throughout Lent, St. Joseph's Table, an Easter Pasqueta, Mass honoring SS. Crocifisso Feast in Ciminna, SS. Crocifisso & San Giovanni Bosco Feast, a summer picnic, participation in Chicago's Columbus Day Parade, a dinner dance, the triunfu, and member meetings. Visit our calendar of events page for more information.
We express our sincere gratitude to all who have shown their support throughout the years to Societá SS. Crocifisso di Ciminna (Chicago) and to Societá San Giovanni Bosco. We look forward to your continued support now that we have united together as one Societá SS. Crocifisso di Ciminna and San Giovanni Bosco di Ciminna (Chicago).
If you would like to know more about our non-profit organization, our events, or if you would like to join our society, please contact us.


The commercial solar photovoltaic installation included fourteen (14) 240W Itek Energy solar modules and APS 200W micro-inverters mounted on a ballasted roof top racking system manufactured by . The solar modules are 'Made In Washington' allowing the Owner to qualify for an additional Washington State energy production incentive.
The complete ESCO project description can be found on the Apollo Solutions Group website.


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Russian Metrojet Airbus A321 crashes in Egypt killing 224 people
Airlines & Aviation | Breaking News | Editor's Picks
64.0k views 2.2k shares No Responses »
"An Airbus A321 carrying Russian tourists back from Egypt in 2015 suddenly disappears from radar minutes after takeoff. Air Force jets locate the charred wreckage in the Sinai Desert. There are no survivors. How did this modern airplane just fall from the sky? Follow Egyptian investigators and their Russian counterparts as they work through political tensions and wild rumors to discover the truth behind the crash of Metrojet Flight 9268. With 224 passengers and crew on board killed, the Russian Metrojet crash is the worst air accident in the history of Russian aviation."
FAIR USE NOTICE: These videos and the content herein contains copyrighted material the use of which has not always been specifically authorized by the copyright owner. We are making such material available in our exclusively educational efforts to advance understanding issues, etc. We believe this constitutes a 'fair use' of any such copyrighted material as provided for in section 107 of the US Copyright Law. In accordance with Title 17 U.S.C. 107, the material on this site is distributed without profit to those who have expressed a prior interest in receiving the included information for research and educational purposes only.
"Did an old accident cause the October 31, 2015 crash of Russian Metrojet Flight 9268 Airbus A321, or were more nefarious forces to blame for killing 224 passengers and crew on board?
Watch below "Terror Over Egypt," the Season Premier of #AirDisasters Smithsonian Channel." http://bit.ly/2rK5Tpv
"On October 31, 2015, Metrojet Flight 9268 disintegrates in mid-air and crashes into the Sinai Peninsula during a routine chartered flight from Sharm El Sheikh International Airport to Pulkovo Airport, killing all 224 people on board."
"Did a serious 2001 accident to Metrojet 9268 cause it to fatally crash on October 31, 2015? Investigators look closely at the affected part of the plane – the rear fuselage – hoping for a breakthrough."
From the Series: Air Disasters: Terror Over Egypt http://bit.ly/2rItW85
Aljazeera Inside Story – Who should we trust on the Russian plane crash?
FBI agents in the United States have agreed to help with forensic analysis after last week's crash of a Russian airliner in Egypt.
The British government suspects a bomb exploded on board, plunging all 224 passengers and crew to their deaths. Egyptian crash investigators are complaining about the lack of intelligence sharing – and insist it's too early to say what caused the disaster.
Amid the confusion and uncertainty, thousands of tourists are still stranded in Sharm El Sheikh trying to fly home. So, who can we trust to tell the truth? And how much politics is involved?
Jane Dutton
Martin Reardon, Senior Vice President of the Soufan Group.
Igor Sutyagin, Senior Research Fellow at the Royal United Services Institute.
Oliver McGee, Former U.S. Deputy Assistant Secretary for Transportation and aviation specialist.
Published on Nov 8, 2015, SUBSCRIBED 2.8M
Russian Metrojet Airbus A321-231 crashed minutes after takeoff, fatally resulting in the death of 224 people, in mountainous Sinai Peninsula (Egypt) on Saturday, October 31, 2015 at 04:12 Zulu (Greenwich Mean Time, GMT) or 12:12 am ET.
Photo Credit: 1993 REUTERS/Kim Philipp Piskol. Metrojet's Airbus A321-231, Registration number EI-ETJ, performing as flight 7K-9268, taxis at Antalya, Turkey before the tragic crash.
Operated by Russian air carrier, formerly known as Kogalymavia, Kolavia (Moscow-Domodedovo), and branded as MetroJet, according to the Egyptian aviation ministry, Metrojet's Airbus A321-231, Registration number EI-ETJ, was performing flight 7K-9268 en route from Sharm el Sheikh (Egypt) to St. Petersburg (Russia) with 217 passengers and 7 Metrojet crew on board, Russia's Rosaviatsia (Civil Aviation Authority) confirms.
Speculatively and preliminarily speaking, ahead of detailed analysis of the flight deck recorders or "black-boxes" recovered today from the extensive crash site wreckage at Al Arish (Sinai, Egypt) on the coast of the Mediterranean Sea, a technical malfunction in the airliner's International Aero Engines AG V2533-A5 turbofan engines is only at first-glance attributed to the aerodynamic stalling of the Airbus A321-231 (losing altitude from 31,000 feet at nearly 6,000 feet per minute) about 23 minutes after takeoff from a Red Sea resort popular with Russian tourists, Egypt's Ministry of Civil Aviation has said.
IAE International Aero Engines AG "manages engineering, sales, production, customer support and aftermarket services for the V2500® series engine – one of the most successful commercial jet-engine programs in production today."
"Approximately 190 airlines and lessors from about 70 countries operate the V2500 series engine. To date, the V2500 series engine has accumulated over 125 million flight hours," according to the IAE website.
Meanwhile, Foreign Secretary Philip Hammond on Wednesday, November 4 spoke of a "significant possibility" that Metrojet flight 7K-9268 was "caused by a bomb and Britain immediately suspended all flights to and from Sharm el-Sheikh, the Red Sea resort where the flight originated," Daily Mirror (U.K.) reports in an extensive rolling timeline of developments in this ongoing crash investigation by the French BEA, Egyptian government officials, Russian Metrojet airline officials, and British and U.S. intelligence.
"Egyptian officials have condemned Britain's travel ban as an overreaction. Egyptian president Abdel-Fattah al-Sisi is in London on a state visit, facing what is likely to be a tense meeting with Prime Minister David Cameron," says the Daily Mirror (U.K.).
However, until the Airbus A321-231 cockpit voice recorders (CVRs) and the flight data recorders (FDRs), known as "the black boxes" are fully analyzed by the French BEA investigators, nobody really knows what happen during the final moments of Metrojet flight 7K-9268 on Saturday, October 31.
The Telegraph (U.K.) and French television channel France 2 is reporting on Friday, November 6 that the black boxes "distinctly show the sound of an explosion during the flight", according to an investigator who had access to them.
They said: "the explosion would not be secondary from engine failure."
In other words, "there is no sign of mechanical malfunction during the initial part of the flight," France 2 reported. "Everything is fine during the first 24 minutes, then in a fraction of a second there is a blackout and no more cockpit conversation, convincing investigators there was a bomb on board," according to France 2.
On Saturday, November 7, 2015, Egypt's Air Accident Investigation Commission (EAAIC) in a news conference stated, according to the Aviation Herald:
"The wreckage is distributed over a length of more than 13 kilometers consistent with in-flight breakup with several parts of the wreckage missing.
Initial observation of the wreckage does not yet allow for a definitive determine of the exact cause of the in-flight break up.
The flight data recorder (FDR) was successfully downloaded and preliminary review of the data suggests the recording stopped 23 minutes and 14 seconds after Metrojet flight 7K-9268 Airbus A321-231 was airborne. The last FDR recorded altitude was 30,888 feet MSL, last FDR recorded airspeed was 281 knots, the autopilot 1 was engaged, the aircraft was still climbing.
The cockpit voice recorder (CVR) was successfully downloaded and a first listening by French BEA investigators has been completed. The CVR transcript is currently being compiled, a noise has been heard in the last second of the CVR recording. A spectral analysis (or spectrum analysis – a statistical and signal processing mathematical algorithm that estimates the strength of varying frequency components of a time-domain noise signal) – is being performed to determine the frequency nature and location of this noise (now widely reported as an alleged explosion).
Parties reporting facts outside of the investigation should provide their evidence to the accident investigation commission (Editorial note: this appears to be a reference to British and US Intelligence suggesting the aircraft was brought down by a bomb)."
The head of the Egyptian technical committee investigating the crash has confirmed that the recording from the plane's black box reveals a sound in the last second of the recording, The Telegraph (U.K.) adds and CNN confirms further.
Ayman el-Mokkadem said: "Initial observations… do not allow for identifying the origin of the in-flight break-up" of the Airbus A-321 last Saturday 23 minutes and 14 seconds after it took off from the Red Sea resort of Sharm el-Sheikh.
He said: "A noise was heard in the last second of the recording by the cockpit voice recorder" and "a spectral analysis will be done to determine the origin of this noise".
When answering a question about what the sound represented he said: "The sound is not the only evidence – we need to have a lot of evidence to indicate that something specific happened."
"All the scenarios are open, it could be a fatigue at the plane body, or an explosion of something…," said Ayman el-Mokkadem.
Current expert theories speculating about how the Airbus A321-231 airliner broke apart at 31,000 feet in clear weather cruise flying align along two fronts proposing either engine malfunction and failure or alleged bomb on-board perhaps inside the luggage compartment, originating from a significant security breach at the originating airport in Sharm el Sheikh (Egypt).
On Thursday, November 5, it appears the U.K. Prime Minister David Kameron alongside U.S. Intelligence officials are going forward on the probable cause of the crash as a "most likely bomb on board theory," pushing swiftly on their aviation security investigations, ahead of the aviation safety investigation, comprising the French BEA analysis of the Airbus A321-231 black boxes, which could reveal a probable cause of significant engine malfunctioning failure, The Telegraph (U.K.) reports in its extensive rolling timeline of current developments in the crash investigation by the French BEA, Egyptian government officials, Russian Metrojet airline officials, and British and U.S. intelligence.
France's air accident investigation agency, BEA, told CNN on Friday, November 6 that "Egyptian officials will make an announcement about the crash investigation within the next 24 hours."
An Egyptian Ministry of Foreign Affairs spokesman said on Twitter that "the Egyptian Ministry of Civil Aviation will hold a new conference at 5 p.m. local time (10 a.m. ET) Saturday."
On Friday, November 6, "Russian President Vladimir Putin agreed to suspend Russian air traffic with Egypt until the cause of the crash can be determined," the Kremlin said.
"Putin has accepted the recommendations of the National Anti-Terrorist Committee to suspend flights with Egypt. … The President has also instructed to provide assistance to Russian citizens to return from Egypt. In addition, the President has instructed to engage with the Egyptian side to ensure the safety of air traffic," the Kremlin said.
A separate source, also not authorized to speak on the record, said on Thursday, November 12, that "based on the facts so far, one of the working theories is that a bomb was planted at or near the fuel line or where it attaches to the engine, with the fuel burning off the explosive. This theory would explain the apparent lack of residue immediately found," the source says, according to Fox News.
Fox News was told both scenarios point to an "airport insider."
Adel Mahgoub, chairman of the state company that operates Egypt's civilian airports, said "except for three Ukrainian passengers all on board were Russian citizens."
An Egyptian cabinet statement said the 217 passengers included 138 women, 62 men and 17 children.
Russian television showed scenes of relatives and friends gathering at St. Petersburg's Pulkovo airport, awaiting word on the fate of their loved ones.
Our collective thoughts, prayers, and sympathies remain with the families, friends, and loved ones of those 224 persons lost, as they try to endure in deep anguish for their terribly devastating losses, surrounding today's Metrojet flight 7K-9268 crash.
Russian President Vladimir Putin declared November 1, 2015, a national day of mourning, according to a statement posted on the Kremlin's website.
Photo Credit: The Telegraph (U.K.). In St. Petersburg (Russia) Pulkovo Airport, grieving relatives of victims on board learn of the fate of Metrojet's Airbus A321-231, Registration number EI-ETJ, performing as flight 7K-9268.
Two of the passengers on the Metrojet flight, Elena Rodina and Alexqander Krotov, were newlyweds, a friend of the couple told the Associated Press at a hotel near the airport. They were both 33.
Yulia Zaitseva said Rodina "really wanted to go to Egypt, though I told her 'why the hell do you want to go to Egypt?'"
"We were friends for 20 years," she said. "She was a very good friend who was ready to give everything to other people. To lose such a friend is like having your hand cut off."
She said Rodina's parents feel "like their lives are over."
Roughly three million Russian tourists, or nearly a third of all visitors in 2014, come to Egypt every year, mostly to Red Sea resorts in Sinai or in mainland Egypt.
"It is too premature to detect the impact this will have on tourism. We need to know what happened first," Tourism Ministry spokeswoman Rasha Azazi told the Associated Press.
Immediate question among the flying tourists is whether it is indeed safe to fly given today's rare aviation safety circumstances, surrounding the crash of Russian Metrojet flight 7K-9268 in Sinai (Egypt).
The answer is yes, of course, supported by a poignant U.S. federal government statistics.
For air and space transport (including air taxis and private flights), the National Safety Council (NSC) says the relative risks of flying are extremely favorable odds of 1 in 7,178 for a lifetime against one receiving death or injury as a result of flying in a commercial passenger airliner. These relative risks of flying are compared by the NSC to the odds of dying in a motor vehicle accident at 1 in 98 for a lifetime, USA Today reports.
The Airbus A321-231 vanished from radar as the airliner was flying to 30,700 feet out of Sharm el Sheikh over the Sinai Peninsula of Egypt on Saturday, October 31, 2015 at 04:12 Zulu (Greenwich Mean Time, GMT) or 12:12 am ET.
The crew told air traffic control in the region they had technical problems.
The flight was reported to be at 31,000 feet, when it disappeared from the radar screens after 23 minutes of flight. Flight-tracking service FlightRadar24 said the plane was losing altitude at about 6,000 feet per minute before the signal was lost, Reuters reported.
Specifically, "FlightRadar24 acquired a signal from the aircraft shortly after takeoff and tracked it until 04:13:22 Zulu (12:13 am ET). At the time of last contact, FlightRadar24 were receiving a signal from the aircraft to three of its receivers, all of which stopped receiving data from the aircraft at the same time. The chart below represents the final data FlightRadar24 received from the aircraft. At no time did we receive a 7700 squawk from Metrojet flight 7K-9268."
The Russian air carrier, Metrojet, whose Airbus A321-231 crashed in the Sinai region on Saturday, says the aircraft was in good shape and the pilot was experienced.
In a statement on its website, Moscow-based Metrojet says the Airbus A321-231 received required factory maintenance in 2014.
The statement also identified the captain of Metrojet flight 7K-9268 was Valery Nemov, who reported technical problems from the flight deck and requested to return to Sharm el Sheikh over the Sinai Peninsula of Egypt.
Egyptian media reports, referring to an Egyptian government meeting, that the flight crew reported trouble with the IAE A.G. V2533-A5 turbofan engines, then subsequently lost control of the aircraft, and flight deck communication ceased.
This is confirmed by Egypt's Civil Aviation Authority's, Mohamed Hossam Kemal, who told media at a news conference today that there was no Mayday Call from the flight deck, and communication with the Airbus A321-231 was normal until the airliner disappeared from radar.
"The plane did not request a change of route," Kemal said (via Reuters).
It is being preliminarily surmised in media reports that a probable cause of the crash is the Airbus A321-231 slowed significantly at 31,000 feet and may have gone into an aerodynamic stall, as a result of "technically malfunctioning" turbofan engine stall and surge.
Such a clear-weather, high-altitude cruise flight occurrence of "literally falling out of the sky" is most extremely rare.
Officials say they recovered the aircraft's flight's recorders, or "black box," Fox News reports, which will confirm exactly what occurred during the communication-silence "hot cockpit" final moments of Metrojet flight 7K-9268.
Egypt's Accident Investigation Commission has initiated an official crash investigation into Metrojet flight 7K-9268. The chairman of the commission stated "preliminary facts point towards a technical failure."
Turbofan engines could in very rare instances perhaps encountered deeper combustion instability, and even more critical, axial-flow compressor instability, resulting in "engine surge" – an engine air flow reversal pre-induced by "rotating stall" – an engine thrust reducer. Such engine dynamic instabilities are altogether rare catastrophic turbofan engine events during airborne takeoff, and again most extremely rare during high-altitude cruise at 31,000 feet, which typically induces aerodynamic stall of an airliner (see a brief detailed explanation for laypersons of these rare catastrophic turbofan engine instabilities in the Appendix section).
During such circumstances of engine surge instability, the pilots would then immediately have to shut off the turbofan engine, and immediately attempt to land the airliner with a single turbofan engine, provided it is in functioning operation. This is how these massive jumbo commercial passenger airliners are designed, manufactured, and tested to do.
Lufthansa and Air France announced they are going to "avoid over-flying the Sinai until the cause of the crash has been determined." In addition, warnings have been issued until further notice by the United States Federal Aviation Administration to U.S. air carriers, as well as, by Germany to German air carriers to operate all flights above 26,000 feet, while air traveling over the Sinai.
Metrojet's Airbus A321-231, powered by IAE A.G. V2533-A5 turbofan engines, was originally built and delivered/leased to Middle East Airlines (MEA), Registration number F-OHMP, on May 27, 1997, later it was leased to Onur Air, Registration number TC-OAE, and finally, the Russian Metrojet air carrier under its last Registration number EI-ETJ on May 27, 1997. The airliner had been also briefly in service with Saudi Arabian Airlines and Kolavia, and had accumulated approximately 55,772 flight hours in 21,175 flight cycles.
Metrojet flight 7K-9268 Captain Valery Nemov had 12,000 air hours of flying experience, including 3,860 hours flying Airbus A321 airliners.
Airbus said the aircraft was 18 years old and had been operated by Metrojet since 2012, Reuters reported. The plane had accumulated around 56,000 flight hours in nearly 21,000 flights.
Russian media said the airliner was a charter flight under contract with the Brisco tour company in St. Petersburg.
Ayman al-Muqadem, an Egyptian official with the government's Aviation Incidents Committee, said the plane's pilot, before losing contact, had radioed that the aircraft was experiencing technical problems and that he intended to attempt a landing at the nearest airport.
It was not immediately possible to independently confirm that technical problems caused the plane to crash.
The wife of the co-pilot of Metrojet flight 7K-9268 said her husband had complained about the plane's condition," according to a Russian TV channel (via Associated Press).
State-controlled NTV ran an interview Saturday with Natalya Trukhacheva, identified as the wife of Metrojet flight 7K-9268 co-pilot, Sergei Trukachev. She said that a daughter "called him up before he flew out. He complained before the flight that the technical condition of the aircraft left much to be desired."
Earlier, Egyptian Aviation Incidents Committee, Ayman al-Muqadem told local media that the plane had briefly lost contact but was safely in Turkish airspace. The aircraft crashed at a site near the al-Arish airport, Ayman al-Muqadem said.
Egyptian authorities have said the aircraft had successfully undergone technical checks while at Sharm el-Sheikh's airport. A technical committee from the company was headed to Sharm el-Sheikh to collect security camera footage of the Airbus A321-231, while it sat at the airport, including operations to supply the airliner with fuel and passenger meals, as well as security checks, he said.
The scattered wreckage of the Airbus A321-231 airliner was later located by military forces in the mountains of the Sinai about 20 nautical miles south of el-Arish (Sinai, Egypt, shown on the map above) on the coast of the Mediterranean Sea. Read more also on CNN.
A security officer at the crash site who spoke to Reuters on condition of anonymity described it as "tragic."
"A lot of dead on the ground and many who died (were) strapped to their seats," the officer said. "The plane split into two, a small part on the tail end that burned and a larger part that crashed into a rock. We have extracted at least 100 bodies and the rest are still inside."
Egyptian Prime Minister Sherif Ismail (below) visited the crash site today with several cabinet ministers on a private jet, Egypt's tourism ministry said, according to Reuters. He told a news conference today, "there did not appear to be any unusual activity behind the crash, but the facts would not be clear until further investigations had been carried out."
Photo Credit: Alamy Live News. Metrojet's Airbus A321-231, Registration number EI-ETJ, performing as flight 7K-9268, flying out of Moscow earlier this month.
The Russian Embassy in Cairo along with Egyptian security and military officials told the Associated Press there were no survivors and that all on board have died in the tragic crash.
Reuters quoting an Egyptian Official, who requested anonymity, involved in the ongoing rescue operation, says "the aircraft has broken up in two major parts, a small part being the tail plane caught fire, the other larger part impacted a rock."
There are now reports of bodies being recovered. "The bodies of 150 victims, some still strapped to their seats, had been pulled from the wreckage," Sky News reported, as 50 ambulances have been dispatched to the crash site.
Egypt's Prime Minister Sherif Ismail reported that 129 bodies have been recovered and flown by helicopters to Cairo.
Photo Credit: Planespotters.net. Metrojet's Airbus A321-231, Registration number EI-ETJ, performing as flight 7K-9268.
There is no evidence of hostile or missile activity around the flight path of the Airbus A321-231. Russia's Transport Ministry called a video surfacing in the Internet claiming to show the shoot down of Metrojet flight 7K-9263 by Islamic State as "not credible and fabricated."
An Egyptian aviation ministry statement said, "Egyptian military search and rescue teams found the wreckage of the passenger jet in the remote mountainous Hassana area 44 miles south of the city of el-Arish, an area in northern Sinai where Egyptian security forces are fighting a burgeoning Islamic militant insurgency led by a local affiliate of the extremist Islamic State group."
The group claimed responsibility for downing the jet, Sky News reported.
The Wilayat Sinai group claimed on Twitter Saturday that "the fighters of the Islamic State were able to down a Russian plane over Sinai province that was carrying over 220 Russian crusaders. They were all killed, thanks be to God." The statement was also posted on a website that serves as an unofficial news agency for the terror group, Sky News reported, adding that the claim has not been verified and it is unclear whether Sinai militants have the capability to attack a plane flying at a high altitude.
Separately, Russia's top investigative body opened its own investigation into the crash.
Militants in northern Sinai have not to date shot down commercial airliners or fighter-jets. There have been persistent media reports that they have acquired Russian shoulder-fired, anti-aircraft missiles. But these types of missiles can only be effective against low-flying aircraft or helicopters. In January 2014, Sinai-based militants claimed to have shot down a military helicopter; Egyptian officials at the time acknowledged the helicopter had crashed, but gave no reason.
Click here for more on Sky News.
The Associated Press is credited to this report.
Photo Credit: 2014 International Aero Engines (IAE) A.G. V2533-A5 series turbofan engine (cutaway)
How do aircraft engines achieve catastrophic mechanical failure and how can this be mitigated?
Air enters the IAE A.G. V2533-A5 turbofan engine (cutaway shown above) through the front fan section (indicated in the photo below on a Pratt and Whitney JT9D-7R4D) at a mass flow rate of about a ton of air per second.
Five parts of this massive volume of air passes bypasses over the engine core into an exit nozzle past the turbine section, producing a substantially large amount of exit thrust. Whereas, one part of the inlet fan volume of air passes into the engine core begin at the compressor section.
From here air then continues to flow into the combustion chamber (where it is mixed with fuel for combustion).
Subsequently, those combusted, hot gases pass into the turbine section (which not only produces additional exit thrust force of the engine, but also the turbine section serves to turn the engine core shaft, which turns the compressor blades inside the compression section and also the fans blades inside the fan section, and thus, start all over again the dynamic loop of how an aircraft engine properly operates).
The rotor blades in the turbine get very hot at about 1,800 degrees Kelvin or even more, so it is necessary to cool the turbine blades based on limiting thermal restrictions on material science. The tangential on-board injector's job is to channel cool air from the compressor section into passages between the turbine blades in the turbine section.
Here is a cut-away of an actual IAE A.G. V2533-A5 turbofan engine in a museum, marked it up to help us see where the main engine components of the fan, compressor (including the air-fuel combustion chamber), and turbine sections are (including the identified portion of a Pratt and Whitney JT9D-7R4D engine that landing on Church and Murray Street, below the World Trade Center fire on 9-11):
The operating range of aircraft turbofan engine compression systems is limited by two classes of aerodynamic instabilities (Fig. 1) known as rotating stall and surge [1].
Rotating stall is a multidimensional instability in which regions of low or reversed mass flow (i.e., stall cells) propagate around the compressor annulus due to incidence variations on adjacent airfoils [2–5].
Surge is primarily a one-dimensional instability of the entire pumping system (compressor, ducts, combustion chamber, and turbine). It is characterized by axial pulsations in annulus-averaged mass flow, including periods of flow reversal through the machine.
In high-speed compressor hydrodynamics across compressible flow regimes [6], rotating stall is generally encountered first, which then (loosely) "triggers" surge (often after a few rotor revolutions [2]).
This work [13] proposes schemes to passively control compressible rotating stall of high-speed compressors.
Nonetheless, with either instability, the compression system experiences a substantial loss in performance and operability, which sometimes result in catastrophic mechanical failure.
An experience-based approach for avoiding such performance loss is to operate the compressor at a safe range from the point of instability onset (i.e., imposing a stall margin). The stall margin ensures that the engine can endure momentary off-design operation. The margin also reduces the available pressure rise and efficiency of the machine.
It is proposed here [13] that incorporating tailored structures and aeromechanical feedback controllers, locally-sensed by unstable compressible perturbations in annulus pressure, and actuated by non-uniformities in the high-speed flow distribution around the annulus, can be shown to inhibit the inception of a certain class of modal (long wave) stall of high-speed compressor devices. As a result, the stable operating range will be effectively extended allowing higher compressible performance and operability.
The fundamental proposition here [13] is high-speed stall onset just does not happen—it is triggered by an interdependent compressibility chain of critical Reynolds (boundary layer) and Mach (kinetic-thermal energy transfer) events. The commencement of these interdependent Reynolds and Mach events can be passively controlled, once their proportional sensitivity are monitored, sensed, and mechanically mitigated adequately in balance of performance, operability, weight, and reliability integrated with more conventional schedule-type control to justify the risk of such passive approaches offered herein.
In theory, fundamentals of a number of sensor-actuator schemes for rotating stall control were originally proposed early-on in Hendricks and Gysling [7]. In practice, a passive stall control program [13] could potentially be integrated with conventional control schedules of adequate change of fuel valve position, bleed valves, and re-staggered stator programs developed appropriately for profitable usage on compression systems operating in a highly-sensed compressible flow environment.
Photo Credit: Pratt & Whitney V2533-A5 series turbofan engine
Fundamental References for Additional Readings in the Field of Aircraft Engine Propulsion Stability
Emmons, H. W., Pearson, C. E., and Grant, H. P., 1955, ''Compressor Surge and Stall Propagation,'' Trans. ASME, 77, pp. 455–469.
Greitzer, E. M., 1976, ''Surge and Rotating Stall in Axial Flow Compressors, Part I & II,'' ASME J. Eng. Power, 99, pp. 190–217.
Greitzer, E. M., 1980, ''Review: Axial Compressor Stall Phenomenon,'' ASME J. Fluids Eng., 102, pp. 134–151.
Greitzer, E. M., 1981, ''The Stability of Pumping Systems, The 1980 Freeman Scholar Lecture,'' ASME J. Fluids Eng., 103, pp. 193–242.
Day, I. J., 1993, ''Stall Inception in Axial Flow Compressors,'' ASME J. Turbomach., 115, pp. 1–9.
Gysling, D. L. et al., 1991, ''Dynamic Control of Centrifugal Compressor Surge Using Tailored Structures,'' ASME J. Turbomach., 113, pp. 710–722.
Gysling, D. L., and Greitzer, E. M., 1995, ''Dynamic Control of Rotating Stall in Axial Flow Compressors Using Aeromechanical Feedback,'' ASME J. Turbomach., 117, pp. 307–319.
Moore, F. K., 1984, ''A Theory of Rotating Stall of Multistage Compressors—Parts I – II – III,'' ASME J. Eng. Gas Turbines Power, 106, pp. 313–336.
Moore, F. K., and Greitzer, E. M., 1986, ''A Theory of Post Stall Transients in Axial Compression Systems: Part I—Development of Equations,'' ASME J. Eng. Gas Turbines Power, 108, pp. 68–76.
Greitzer, E. M., and Moore, F. K., 1986, ''A Theory of Post-Stall Transients in Axial Compression Systems: Part II—Application,'' ASME J. Eng. Gas Tur- bines Power, 108, pp. 231–239.
Haynes, J. M., Hendricks, G. J., and Epstein, A. H., 1994, ''Active Stabilization of Rotating Stall in a Three-Stage Axial Compressor,'' ASME J. Turbomach., 116, pp. 226–239.
Longley, J. P., 1994, ''A Review of Non-Steady Flow Models for Compressor Stability,'' ASME J. Turbomach., 116, pp. 202–215.
McGee, O. G., and Coleman, K. L., 2013, "Aeromechanical Control of High-Speed Axial Compressor Stall and Engine Performance—Part I: Control-Theoretic Models," ASME J. Fluids Eng., 135, March 2013. Coleman, K.L., and McGee, O.G., 2013, "Aeromechanical Control of High-Speed Axial Compressor Stall and Engine Performance—Part II: Assessments of Methodologies," ASME J. Fluids Eng., 135, May 2013.
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Fuel Leak Causes Engine Fire on Boeing 767 Prior to Takeoff in Florida
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A Pratt & Whitney JT9D-7R4D left turbofan engine burst into flames on a taxiing Dynamic International Airways Boeing 767-200ER, carrying 101 passengers and flight crew, just prior to its departure at Fort Lauderdale-Hollywood International Airport (in Dania Beach, Florida USA) en route to Caracas, Venezuela.
Photo Credit: Flicker.com, Dynamic Aviation Group Boeing-767-300ER, Registration Number N251MY
The 29-year-old Boeing 767-200ER airliner, Registration Number N251MY, operating as flight 2D-405 on Thursday, October 29, 2015, was taxiing on the ground before departure at about 12:34pm ET, holding short of Fort Lauderdale Airport's runway 28R after contacting the local air traffic control tower.
Suddenly, the flight crew of another aircraft, taxiing behind Dynamic International Airways flight 2D-405, advised the flight deck of the Boeing 767-200ER airliner that there was a massive Jet A-1 fuel leak from the left Pratt & Whitney turbofan engine (JT9D-7R4D).
Pratt & Whitney developed the first high bypass ratio turbofan engine (JT9D-7R4D) to power a wide-body airliner, originally designed for application to the first Jumbo Boeing 747-100 airliner.
Immediately, the flight deck of the Boeing 767-200ER airliner acknowledged the fuel leak and then requested to return to the ramp.
That was when the other advising flight deck airliner, taxiing behind flight 2D-405, alerted the Boeing 767-200ER flight deck that the new condition of their aircraft was their left turbofan engine was now on fire!
According to Reuters, at 12:34pm ET the Boeing 767-200ER airliner was evacuated via slides in about 3 minutes.
Luis Campana, a 71-year-old rancher, along with his wife and sister, were three of the 101 passengers and crew on-board Dynamic International Airways flight 2D-405 traveling to Venezuela's Guarico state.
"It was a real scare," Campana told Reuters at Fort Lauderdale-Hollywood International Airport. He said, "he had been sitting near the front of the plane, as the pilot put the thrust on to taxi up the runway."
"The engine exploded. As we were getting out of the plane down the chute, the smoke was beginning to enter and the engine was in flames," he said.
Twenty-one people were injured, one seriously, most of whom were treated at a hospital and released, said Broward Sheriff Fire Rescue spokesman Mike Jachles.
Don Dodson, the director of operations for Dynamic Airways, said airline officials had set up a crisis center, flown in additional airline representatives to help passengers and arranged for a relief flight to take passengers to their final destinations.
Emergency services responded in two minutes at 12:36pm ET, according to Mike Jachles of the Boward County Fire Rescue, upon which firefighters extinguished the fire using foam seven minutes later at 12:41pm ET.
The National Transportation Safety Board has initiated its investigation of the Boeing 767-200ER fire that injured several passengers on the tarmac at the South Florida airport Thursday, according to Greg Meyer of the Boward County Aviation Department.
The plane had no previous incidents or issues, the Federal Aviation Administration said.
The Boeing 767/269 — manufactured in 1986 and owned by Utah-based airplane leasing company KMW Leasing in Salt Lake City — lost 45 to 50 gallons of fuel, damaging the asphalt. Taxiway repairs should be complete later Friday or Saturday, Fort Lauderdale/Hollywood International Airport Director Kent George said (via Fox News).
"More than 100 passengers had to evacuate using emergency slides. Some ran from the plane into the terminal as fire crews rushed to put the fire out," Fox News reported.
Kent George, Director of the Broward County Aviation Department, said (via Fox News), "the flames never entered the cockpit."
Dynamic International Airways, according to the limited liability company founded in 2008, is a certified Part 121 Carrier, operating fleet of seven Boeing 767-200ER aircraft that typically carries up to 250 people. The air carrier is based in Greensboro, North Carolina that connects Fort Lauderdale, New York, Venezuela and Guyana.
In past Dynamic International Airways operated mostly for other carriers and tour operators under their wet lease agreements.
In 2014 the airline started its own passenger service on multiple international markets including China, Saipan, Guam, Hong Kong, Guyana and Brasil.
Only recently, Dynamic International Airways announced it has launched its low-cost service between Fort Lauderdale, Florida and Caracas, Venezuela.
"For Venezuelans hoping to travel abroad, the options have been severely reduced to little-known carriers such as Dynamic or domestic carriers, which due to the country's economic crisis, have struggled to import replacement parts," according to Fox News.
Photo Credit: AP Photo/Wilfredo Lee. "Firefighters walk past a burned out engine of a Dynamic Airways Boeing 767, Thursday, October 29, 2015, at Fort Lauderdale-Hollywood International Airport in Dania Beach, Florida. The passenger plane's engine caught fire Thursday as it prepared for takeoff, and passengers had to quickly evacuate on the runway using emergency slides, officials said. The plane was headed to Caracas, Venezuela."
How we all can relate to this Dynamic International Airways Boeing 767 engine safety breach?
Immediate question among the flying public is whether it is indeed safe to fly given today's rare engine safety circumstances, surrounding the departure of Dynamic International Airways flight 2D-405.
For air and space transport (including air taxis and private flights), the National Safety Council (NSC) says the relative risks of flying are extremely favorable odds of 1 in 7,178 for a lifetime against one receiving death or injury as a result of flying in a commercial passenger airliner. These relative risks of flying are compared by the NSC to the odds of dying in a motor vehicle accident at 1 in 98 for a lifetime, the USA Today reports.
Be that as it may, my father was a firefighter. He impressed upon me that firefighters and ground crews at these airports must work fast to put such hot fires out, as a result of exploding Jet A-1 engine fuel, having a flash point greater than 38 degrees Celsius (100 degrees Fahrenheit), with an autoignition temperature of 210 degrees Celsius (410 degrees Fahrenheit).
Dynamic International Airways Boeing 767-200ER's engine fire today on the Fort Lauderdale-Hollywood International Airport runway was an extremely hot Jet A-1 engine fuel fire at burn temperatures reaching as high as 2,500 degrees Kelvin (2,230 degrees Celsius, or 4,040 degrees Fahrenheit), including open air burn temperatures climbing as high as 1,030 degrees Celsius, or 1,890 degrees Fahrenheit.
Moreover, fast cabin evacuation inside the Dynamic Airways' Boeing 767-200ER of all the 101 passengers and crew was remarkably achieved in three minutes or 180 seconds – about twice the 90 seconds mandated by FAA regulations – that fortunately saved the lives of all passengers and flight crew on-board flight 2D-405.
So today, congratulations goes out to the Dynamic Airways 2D-405 flight crew for their fine execution of passenger evacuation of the cabin at the moment of the flight deck determination of a fire inside the left Pratt & Whitney JT9D-7R4D turbofan engine.
Additional salute goes out to the Fort Lauderdale-Hollywood International Airport ground crews and controllers, as well as, some heads up eyewitness warning on the ground (from the flight deck of a nearby taxiing airliner) of leaking Jet A-1 fuel from that Boeing 767-200ER's left turbofan engine causing this massive fire and thick black smoke bellowing high into the sky (shown via Reuters below).
Photo Credit: REUTERS/MIKE DUPUY. A still image from a handout video footage by Mike Dupuy, a passenger in another airplane, shows Dynamic International Airways' Boeing 767's engine on fire in Fort Lauderdale, Florida, October 29, 2015.
We can all emotionally recall, we had seen a similar massive fire with thick black smoke bellowing high in the sky, resulting from extremely hot Jet A-1 engine fuel inside the World Trade Center fire fourteen years ago on 9-11-2001.
Therein, that tall building's constructed steel melted, when it reached a temperature of 800 degree Fahrenheit, as a result of forced mixing with a highly flammable Jet A-1 engine fuel, which burns at an extremely hot temperature approaching 2000 degrees Kelvin.
When Jet A-1 fuel burns uncontrollably, it induces a thick bellowing cloud of black smoke.
Photo Credit: "It is an easily verifiable truth that Flight 175, as the Boeing 767 that it was, carried two Pratt and Whitney JT9D-7R4D turbofan engines run on hot Jet A-1 engine fuel. "Flight 11" struck the North Tower –as seen above– at 8:46 AM. "Flight 175" struck the South Tower at 9:03 AM. At that moment upon hitting the South Tower, the flaming Pratt and Whitney JT9D-7R4D engine fell onto the street below landing broken apart at the corner of Church and Murray Street in lower Manhattan.
Unfortunately, fast evacuation from tall buildings is much tougher and slower, than fortunately, the faster evacuation from commercial aircraft – mandated by FAA to be under just 90 seconds!
So, air passengers please read those seat-back cards in front of you that the flight attendants are instructing you to do during pre-flight safety procedures.
Most of all, do determine in your mind your nearest route to an exit, including your emergency evacuation plan.
Those passengers seated at the exits are federally-required by law to assist all passengers and flight crew in the event of an emergency evacuation of all commercial passenger aircraft.
An additional truth about rare sudden aircraft turbofan engine fires is that we are extremely lucky the Dynamic Airways Boeing 767-200ER's Pratt & Whitney JT9D-7R4D turbofan engine fire did not occur later upon takeoff.
Therein, the turbofan engines could perhaps have further encounter deeper combustion instability, and even more critical, axial flow compressor instability, resulting in "engine surge" – an engine air flow reversal pre-induced by "rotating stall" – an engine thrust reducer, altogether leading to a rare catastrophic turbofan engine fire during airborne takeoff (see a brief detailed explanation for laypersons of these rare catastrophic turbofan engine instabilities in the Appendix section).
The pilots would then immediately have to shut off the left turbofan engine, and immediately attempt to land the Boeing 767 with the single right turbofan engine in functioning operation. This is how these massive jumbo commercial airliners are designed, manufactured, and tested to do fortunately.
Still, experts present another scenario of truths associated with the Boeing 767-200ER's Pratt & Whitney JT9D-7R4D engine safety breach of an undetected fuel leak prior to takeoff.
The accident could have been catastrophic had the jet taken off with a fuel leak, Greg Feith, a former crash investigator for the National Transportation Safety Board, told Reuters.
"Once the aircraft is airborne, it becomes a flying blowtorch," Feith said. "The fire intensifies and you don't know what system or structure it's going to burn through."
Fire could damage a wing and fuselage, or cripple hydraulic and electronic control systems, Feith said, potentially making an emergency landing impossible. It could also ignite fuel tanks in the wings, especially if fuel vapor were present, he said.
Air enters the Pratt & Whitney JT9D-7R4D turbofan engine through the fan section (indicated in the photo below) at a mass flow rate of about a ton of air per second.
From here air then continues to flow into the combustor (where it is mixed with fuel for combustion).
Here is a cut-away of an actual Pratt and Whitney JT9D-7R4D turbofan engine in a museum, marked it up to help us see where the main engine components of the fan, compressor (including the air-fuel combustion chamber), and turbine sections are (including the identified portion that landing on Church and Murray Street, below the World Trade Center fire on 9-11):
Surge is primarily a one- dimensional instability of the entire pumping system (compressor, ducts, combustion chamber, and turbine). It is characterized by axial pulsations in annulus-averaged mass flow, including periods of flow reversal through the machine.
An experience-based approach for avoiding such performance loss is to operate the compressor at a safe range from the point of instability onset (i.e., imposing a stall margin). The stall margin ensures that the engine can endure momentary off-design operation. The margin also reduces the available pressure rise and efficiency of the machine (see Fig. 2).
It is proposed here that incorporating tailored structures and aeromechanical feedback controllers, locally-sensed by unstable compressible perturbations in annulus pressure, and actuated by non-uniformities in the high- speed flow distribution around the annulus, can be shown to inhibit the inception of a certain class of modal (long wave) stall of high-speed compressor devices. As a result, the stable operating range will be effectively extended allowing higher compressible performance and operability.
McGee, O. G., and Coleman, K. L., 2013, "Aeromechanical Control of High-Speed Axial Compressor Stall and Engine Performance—Part I: Control- Theoretic Models," ASME J. Fluids Eng., 135, March 2013. Coleman, K.L., and McGee, O.G., 2013, "Aeromechanical Control of High-Speed Axial Compressor Stall and Engine Performance—Part II: Assessments of Methodologies," ASME J. Fluids Eng., 135, May 2013.
Posted by Dr. Oliver McGee on October 30, 2015 Tagged with: #4U9525, #AF447, #aiesec, #aiesecunitedstates, #AirAsia, #Airbus, #airlines, #Apple, #aviation, #B-schools, #bain&co, #black-box, #board&directors, #boards, #boeing, #Boeing 757, #Boeing 767, #Boeing 777, #Boeing 787, #business, #businessschools, #canada, #cincinnati, #colleges, #columbusmonthly, #corporategovernance, #corporations, #D-AIPX, #delta, #Earthquake, #FAA, #facebook, #Firefighters, #flight235, #Flight8501, #FoxBusiness, #foxnation, #FoxNews, #ge, #geaircraftengines, #geaviation, #google, #harvard, #IBM, #indonesia, #ivyleague, #linkedIn, #linkedInpulse, #malaysia, #Malaysia Airlines, #mashable, #mckinsey, #medicine, #MH17, #MH370, #Microsoft, #mit, #nacd, #nasdaq, #NepalEarthquake, #NIH #cancer #NSF #cancerfoundation, #Nokia, #NTSB, #nyse, #ohiostate, #pratt&whitney, #proudamerican, #pwc, #Richter, #Samsung, #sec, #singapore, #singaporeairlines, #SkyNews, #SkyNewsHD, #SkyNewsLive, #telegraph, #travel, #trustees, #twitter, #uc, #ucla, #united, #unitedkingdom, #universities, #universityofcalifornia, #universityofcincinnati, #uschamberofcommerce, #utoledo, #utrc, #wharton, #whitehouse, #yale, #youngstownstate, AFP, Airbus A320, Amsterdam, Asia, ATR-72, ATR42 turboprop, australia, Australian Transport Safety Bureau, Aviation Safety Council, Bangladesh, Barcelona, Barcelonnette, Beijing, Beno Gutenberg, Biography, black-box in the cloud, Boeing 767-200ER, Boeing 777-200ER, Boeing 787 Dreamliner, Boeing 787-9 Dreamliner, Boeing Commercial Airplane, business travel, California Institute of Technology, CalTech, CEO, Charles Francis Richter, chief diversity officers, China, Dharahara Tower, diversity, Donetsk Region, Dusseldorf, Dynamic Airlines, Dynamic Airlines Flight 2D-405, earthquake intensity, earthquake magnitude, Engine Flame out, equal opportunity, equity and inclusion, Federal Aviation Administration, Fire, Flaperon, Flight 8501, Flight 9525, flight GE235, flight Mh17, flight MH370, flight QZ8501, Flights, Fort Lauderdale Airport, Fort Lauderdale-Hollywood International Airport, Fox Business, Fox News, France, French AFP, French Alps, French BEA, French BEA Director Remi Jouty, French Ministry of Interior Bernard Cazeneuve, GE235, General Electric Aircraft Engines, Germainwings, Germanwings Captain Patrick Sondenheimer, Germanwings CEO Thomas Winkelmann, Germanwings co-pilot Andreas Lubitz, Germanwings Flight 4U9525, Germany, Great Chilean Earthquake, Himalayas, IATA, ICAO, India, Indian Ocean, International Air Transport Association, International Civil Aviation Organization, ipad, iphones, Jakarta, JT9D Engines, Kathmandu, Kathmandu Valley, Kuala Lumpur, La Réunion, Le Bourget Exhibition Centre, Lufthansa, Lufthansa Chief Executive Carsten Spohr, Madagascar, malaysia airlines plane crash, Malaysia Airlines Plane Found, Malaysian Department of Civil Aviation, Marseille, mobile, Mount Everest, Najib Razak, National Earthquake Information Center, National Richter Scale Day, National Transportation Safety Board, NBC News Channel, Nepal, New York Times, NTSC, Oksibil, Oksibil Airport, Papua New Guinea, Paris Air Show, Perth, phablets, Plane Crash, Pratt & Whitney, race, Registration Number D-AIPX, Reunion, Richter Scale, rolls royce, Rolls Royce Trent Engines, Russia, Seismological Laboratory, seismologist, Shansi, Sky News HD, Sky News Live, smartphones, Spain, Sydney, tablets, Taipei, Taiwan, Tibet, Tiong Lai, TransAsia, TransAsia 235 crash, TransAsia Airways, Trigana Air Flight IL267, Ukraine, United States, United States Geological Survey, United Technologies Research Corporation, Vietnam Airlines


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Home Tags LaQuann Dawson
Tag: LaQuann Dawson
Brooklyn Museum Honors David Bowie With New Exhibit
Community Topher Froehlich - March 12, 2018
PHOTOGRAPHY LaQuann Dawson As an occasional interviewer for the magazine Modern Painters, David Bowie expressed an intense interest in the process of artists—what inspired them; what they were trying to explore; above all, he wanted to learn how they became artists. David Bowie Is, an exhibit celebrating the life and work of the renowned music legend, opened at the Brooklyn Museum two weeks ago. Like the icon it is dedicated to, the exhibit has been created...
Styles & Profiles: "Thriving and Surviving" with M.L. Thompson
Style Susanna Friedman - November 15, 2017
PHOTOGRAPHY LaQuann Dawson NAME M.L. Thompson AGE 24 OCCUPATION Poet, Editor, and Graduate Student at The New School NEIGHBORHOOD: Bushwick M.L. Thompson's Instagram handle is @dreamyuncle, and that is a pretty accurate description of his style. "I sort of have an old man aesthetic," M.L. told me as we sat across the coffee table at our photographer's (and M.L's boyfriend's), apartment and studio. Look at his outfits and you can see for yourself: M.L. artfully mixes old man essentials like corduroys, caged sandals,...


Your No. 10 seeded Standley Lake Gators Men's Basketball team took on the No. 7 seeded Smoky Hill Buffaloes (14-10, 6-8 league, 7-4 at home) in the 1st round of the Class 5A State Playoffs away.
The Gators went up 14-11 after one quarter. The Gators expanded their lead to 28-23 at halftime. In the 3rd, the Gators kept the momentum making it 46-37. However, in the 4th, the Buffaloes came from behind to steal the victory 58-67. Trent Clay led the Buffaloes with 23 points, 5 rebounds, and 4 assists.
The Gators finished their season 10-14, 5-11 in the league.
Congratulations on a good season.
Next up for the Buffaloes is No. 2 seeded Regis Jesuit.


Page 160 - Ethereum GPU mining?
With Free Power and Electricity, what GPU would you recommend to mine Ethereum.GPU for mining in 2017, Nvidia GTX 1070 is the. the low usage of power (100w VS 135w per GPU) when mining. And the best GPU for profitable mining of. mining rig for Zcash build guide. overclocking at 120 Watts.1070 ti has quite a bit more hashing power on most.I bought 6 EVGA 1070 FTW card not knowing each required two 8pin power.The complete beginners guide to 6 GPU mining Ethereum ZCash and other Cryptocoins in laymans terms.
As the tittle say - what type of Hardwares do you use for Crypto currencies mining.
Windows 10 Ethereum Mining. 2000MB x GPU Count (12000MB for 6 GPU mining rig,.The Ultimate Guide To Best GPU for Mining Bitcoins, Ethereum, Ripple. 689. be conservative since as the GPU mining rig gets less.
Not meant for mining unless at least in SLI will overheat and damage and draw so much power that.It proves to be a faster mining GPU than the Nvidia 1070. but it will offer a low return on investments for the mining rig. 7).After browsing through all the threads for several days looking for the best 6 GPU mining rig to feature as a.You generally want to lower GPU speeds and use the available power target to increase the memory speed.
Latest version of my guide to building and operating a mining rig is here, How to Build a 6 Rig GPU Miner for Zcash and Ethereum with Nvidia GTX 1070 and EthosDistro.Gpu Reviews Best GPUs for Mining. It is also a little cheaper than the Nvidia GTX 1070, but requires more power with a 210W.
GPU mining rig involves the use of graphics card to complete.
You should be able to split one of the 8pin from the 1070 for your.
How much will a 6 GPU GTX 1060 Bitcoin mining rig. 1070 or a.
Zcash Mining on NVIDIA Pascal GPUs: We Benchmark and Compare. By. performance as well as power consumption.In general never go above 1200mhz because it will start to use much more power,. P3 P4400 power usage monitor to see how much power your system. I have a 1070 nvidia for mining. Mining in same rig different. series cards are probably great considering how powerful they are vs how much power they use.
BALLPARK 80% or so on a mining rig is twofold. 1) Occasional power spikes out of the. Changing my mem clock seems to have no effect on my 1070 mining.
Pascal GTX 1060 graphics cards at the heart of new eight-GPU mining rig. and a GTX 1070, though it does draw more power.
GPU Mining Resources: guides, rig builds,. - 8 1070 Rig - The 1070 consumes 150. 6 pins of an 8-pin PCIe connector can be used to power a riser: 6-GPU Rig.How to Build an Energy-Efficient Ethereum Mining Rig. to the GPU and decrease the power consumed and. with my GTX 1070 and a peak power.And how many Coins and which coins you mine per one day or per.


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There's just nothing in the world like a newborn baby... so much promise in one tiny little package.
Suzanne and Travis ooh'd and awww'd over that little guy just like you'd imagine, and I was able to get not only some lovely portraits of them, but also some "lifestyle" type candids of Mommy & Daddy just being who they are, caring for their newborn son, doing what you have to do.
This session was shot in their home, using only window light. I like this technique for babies because everyone's most comfortable in their own surroundings, nobody had to pack up anything and drive to me, and everyone's literally "at home". Looking back at these pictures someday, they'll be able to say "That was your first home".
I am the luckiest woman in the world! I have a gorgeous daughter, a wonderful son in law and my grandson is just as perfect as he can be!
I had the privilege of meeting this precious little guy a couple of weeks ago. Landon is just the sweetest thing and so adorable. These pictures did a good job of capturing him and his family.


WASHINGTON — President Trump has written sharply worded letters to the leaders of several NATO allies — including Germany, Belgium, Norway and Canada — taking them to task for spending too little on their own defense and warning that the United States is losing patience with what he said was their failure to meet security obligations shared by the alliance.
The letters, sent in June, are the latest sign of acrimony between Mr. Trump and American allies as he heads to a NATO summit meeting next week in Brussels that will be a closely watched test of the president's commitment to the alliance. Mr. Trump has repeatedly questioned its value and has claimed that its members are taking advantage of the United States.
Mr. Trump's criticism raised the prospect of another confrontation involving the president and American allies after a blowup by Mr. Trump at the Group of 7 gathering last month in Quebec, and increased concerns that far from projecting solidarity in the face of threats from Russia, the meeting will highlight divisions within the alliance. Such a result could play into the hands of President Vladimir V. Putin of Russia, who is to meet with Mr. Trump in Helsinki, Finland, after the NATO meeting, and whose primary goal is sowing divisions within the alliance.
In his letters, the president hinted that after more than a year of public and private complaints that allies have not done enough to share the burden of collective defense, he may be considering a response, including adjusting the United States' military presence around the world.
The president's complaint is that many NATO allies are not living up to the commitment they made at their Wales summit meeting in 2014 to spend 2 percent of their gross domestic product on national defense. American presidents have long complained about the lack of burden-sharing by NATO member countries, but Mr. Trump has taken that criticism much further, claiming that some of the United States' closest allies are essentially deadbeats who have failed to pay debts to the organization, a fundamental misunderstanding of how it functions.
The Trump administration has already reportedly been analyzing a large-scale withdrawal of American forces from Germany, after Mr. Trump expressed surprise that 35,000 active-duty troops are stationed there and complained that NATO countries were not contributing enough to the alliance.
"It will, however, become increasingly difficult to justify to American citizens why some countries do not share NATO's collective security burden while American soldiers continue to sacrifice their lives overseas or come home gravely wounded," Mr. Trump wrote to Ms. Merkel.
Mr. Michel reacted tartly last week to the letter, telling reporters at a European Union summit meeting in Brussels that he was "not very impressed" by it, according to a report by Deutsche Welle.
Mr. Trump has long complained about the alliance and routinely grouses that the United States is treated shabbily by multilateral organizations of which it is a member, be it the World Trade Organization or the North Atlantic alliance. But in Europe, the letters to NATO allies have been greeted with some degree of alarm because of their suggestion that Mr. Trump is prepared to impose consequences on the allies — as he has done in an escalating tariff fight with European trading partners — if they do not do what he is asking.
"Trump still seems to think that NATO is like a club that you owe dues to, or some sort of protection racket where the U.S. is doing all the work protecting all these deadbeat Europeans while they're sitting around on vacation, and now he is suggesting there are consequences," said Derek Chollet, a former Defense Department official who is the executive vice president for security and defense policy at the German Marshall Fund of the United States.
Mr. Trump's letter to Mr. Trudeau was reported last month by iPolitics in Canada, and the existence of others was reported last week by Foreign Policy. It was not clear precisely how many Mr. Trump wrote, and the White House would not comment on presidential correspondence. But two diplomatic sources said they believed at least a dozen were sent, including to Italy, Luxembourg, the Netherlands, Portugal and Spain.
John R. Bolton, Mr. Trump's national security adviser, said Sunday that it was NATO members who refused to spend more on defense — not the president — who were responsible for undercutting the alliance.
But for diplomats hoping fervently to avoid another high-profile summit meeting collapse with Mr. Trump as the instigator, the letters were concerning.
Mr. Trump's disparagement of Europe and the alliance has become almost routine, leaving some veteran diplomats aghast. Last week, Jim Melville, the United States ambassador to Estonia, told friends and colleagues that he would resign at the end of this month after more than 30 years in the Foreign Service, in part because of the president's language.
"For the President to say the E.U. was 'set up to take advantage of the United States, to attack our piggy bank,' or that 'NATO is as bad as NAFTA' is not only factually wrong, but proves to me that it's time to go," Mr. Melville wrote in a Facebook post. He was referring to remarks about Europe that the president made during a rally last week in Fargo, N.D., and comments about NATO that he is reported to have made privately during the Group of 7 gathering.
Still, the president is not alone in demanding more robust military spending by NATO allies.
Jim Mattis, the secretary of defense, wrote to Gavin Williamson, the British defense minister, last month saying he was "concerned" that the United Kingdom's military strength was "at risk of erosion" if it did not increase spending, and warned that France could eclipse Britain as the United States' "partner of choice" if it did not invest more. A United States official confirmed the contents of Mr. Mattis's letter, first reported by The Sun.
An earlier version of a photo caption with this article misstated the country of which Mark Rutte is the prime minister. It is the Netherlands, not Denmark.


Tried to rip a six hour DVD but it turned out to be only 5 hours - is there a limit for ripping ?
Last edited by Rkoperations on Fri Jan 18, 2019 1:59 pm, edited 1 time in total.
How did someone get 6 hours of MPEG2 video on a DVD?
Definitely need to see the logs on THIS one!
I will post the logs when I get home. It's a burned DVD of old camcorder footage!
It's possible to pack in a lot of video on DVD where using a lower standard resolution such as 352x480/576 MPEG-2, or even 352x240/288 if you're willing to suffer MPEG-1. Not terribly uncommon for home video capture and editing solutions to pull off.
I get an error when I post the log to this board saying it's too long — any specific part you are looking for ?
If it's too long, there are most likely repeated error messages. If that's the case, cut out the majority of the repeats and post the remainder.
I'm going to suggest ripping the disk with MakeMKV, as it seems the structure of the DVD is weird.
Was the transfer done by a professional service, or via a DVD recorder? DVD recorders have one set of problems (structures not complete if you don't "close" the disk after recording it), and professional services a different one (adding CSS encryption to make you have to come back to them for additional copies).
MakeMKV is more tolerant of both.
You can use the MKV file generated as input to handbrake.
It was done via DVD recorder. How do I use the file as input to handbrake ??
Unfortunately, it's not uncommon for set top recorders to produce very poorly mastered discs that don't work well in all players. Try Woodstock's suggestion and use a tool like MakeMKV, which is designed to work around these issues; HandBrake is not. You can then feed MakeMKV's output to HandBrake if you want to do further processing.
Download the trial Version of VideoRedo and run your files through Quickstream Fix.
That will fix stream and GOP errors, resync, and reindex as necessary.
All broadcast source benefits from this.
Unfortunately, I have downloaded MKV and VideoRedo and still having issues. Any other advice ?
Can you post your HB log after you have ripped your DVD with makemkv.
Ifo file for VTs#1 is corrupt, VOB file must be scanned. This may take every long time; please be patient.
Yea your weird nonstandard disk is... weird and nonstandard.
Not looking good, could be a bad disc. Have you checked all 6 hours play in a regular player?
MKVs don't have IFO files so it looks like you're still using the DVD disc structure. Make an MKV file of the longest title using MakeMKV and feed that to HandBrake.
That looks like a MakeMKV information log, and it wasn't able to figure out the VOBs.
Ah, good call. Indeed, the disc could be damaged. Make sure to wipe it clean with a soft, non-scratching, damp cloth to rule out surface dirt. Beyond that, this is probably damaged data recovery territory.


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Don't F^%$ With The Pa...Sharon Wheatley August 05, 2011 pancreas, Quisisana, Rob2 Comments
Don't F*%& With the Pancreas--The Maine Edition (Blogisode four)
Geoffrey Wade rehearsing the Act IV Cabaret
Happy Friday, friends! This blogisode is brought to you by The Act IV Cabaret, which is the after show here at The Weston Playhouse. What is an "after show" you might ask? Excellent question. After the main stage production (in our case A Funny Thing Happened On the Way to the Forum) ends upstairs, audiences are invited to attend the Act IV Cabaret downstairs for a mere $9, with food and drinks at little tables. The after show lasts about an hour and is (traditionally) very stupid with lots of bad costumes and cow jokes. None of the actors are paid to perform in the Cabaret, we all just do it to blow off steam--which always remind me of the scene in Judy Garland's A Star is Born when she sings "The Man that Got Away" at 3am with the band....just because they feel like goofing around.
Judy Garland (Frances Ethel Gumm) plays Vicki Lester (Esther Blodgette)
Have you seen it? WHAT? Homework! Please rent or Netflix (which I am now using as a verb) the 1954 version of A Star Is Born. This is not to be confused with the 70's version with Babs Streisand. I am loyal to Frances Ethel Gumm in this regard, so please do not show me the rock and roll version with ponchos and "Evergreen" and expect me to say, "They're both good." Nope. Judy and James Mason all the way.
I don't have a lot of time to blog--I have an entrance in a little bit and have had rehearsals all day (we've had a jump in time, now it is 8:07 pm and we are well into our first show. I'm sitting in the green room (why is it called a green room? Someone who reads this blog must know) and listening to all my friends work onstage and get laughs for the first time. Fun.
So let's write as fast as possible. Typos are probable today.
We left off with Beatrix and a new toy from Quisiworks, me with a sudden premonition that Rob wasn't well, and Charlotte tearing up the pine path looking like she'd just seen a ghost.
Charlotte ran up to me and thrust Rob's cell phone in my hand. This was odd because cell phones are completely useless at Quisisana due to the fact that they have no service. She quickly explained. "Dad's sick and he said you have to call his doctor." I looked down at the phone and Rob had called up the number for the doctor so I could easily find it. "He said to tell the doctor it's the same thing he had in New York."
I needed a little more information. "Which sick? Pain?"
"He threw up. Like he did in New York when he climbed the stairs."
Sick like the climb the stairs sick-minus the stairs
Oh shit. "Were you there, Charlotte?"
"Yes. I was getting into my bathing suit. I tried to go in to the bathroom, but he wouldn't let me. He was moaning a lot."
Crap, nuts, hell. How could this happen AGAIN that Charlotte was there alone with him? What could make him sick? The gallbladder was out, the pancreatitis numbers were back to normal, I grabbed the cell phone from Charlotte, handed her Beatrix, gave them a kiss and instructed her to head over to Treble Hall, a building full of every toy you can think of. It's where the kids play with babysitters while the adults eat dinner, and it is playtime Mecca for children. Treble Hall seemed like the perfect solution while I tried to call the doctor. (By the way, all the buildings and cabins are named after something musical).
I went into the lodge and found an available phone.
A word about communication at Quisisana. One word. 1977. Well, except the phones dial with push buttons, not rotary. There is spotty Internet in the lodge available for guest use. There are about 6 phones around camp that a person can use with a calling card (remember calling cards?). The problem is, say you are ME, trying to call a doctor in New York. Say you call the doctor and the doctor's administrative assistant says,
Not quite rotary phone, but close.
"The doctor is unavailable. Please give me a number where he can reach you." Um. Well. That's not so easy. In order to get the call, I would have to just sit in the lodge until the doctor calls back, because all the calls go through the front desk and then are transferred to another phone….which is in the lodge. I tried to explain to the doctors office the problem I was having—my husband was sick—I needed to be with him in the cabin—which she then said (as anyone would) I'll call your cell phone—I explain my cell phone doesn't work—which she finds unbelievable--so I ask, when will the doctor be available?—and she says she doesn't know, he's at the hospital, but she'll pass the message along as soon as he calls in. This game of ping pong went on for about five minutes before I finally gave the main number and sat in the lodge and waited. And waited. Finally, I decided I had to see Rob, so I left the lodge hoping I had enough time to check on him before the doctor called back.
I dashed down the path to the cabin and in a stroke of good luck, I ran smack into my Sister Wife, Amy Rogers. I spoke quickly, "Rob's sick again. The kids are in Treble."
She was great, saying not to give the kids a second thought and to get to Rob. She headed off to Treble and I headed to Serenade (our cabin) to see how bad things were. The last thing I said to Amy as I left was a reminder, "For now, let's keep this between us."
images-4Shhhh.
Amy nodded with understanding. This is a camp with a grand total of about 200 people, who all enjoy hearing what is going on with everyone else and having opinions about the topic of the day. I wasn't ready for opinions yet. I needed to form my own opinion and see Rob first and the do a controlled release as need be.
I walked in to find Rob in a ball on the bed. A quick exchange revealed that it was serious and the pains were the exact pains he had before going to the hospital the first time. Clearly, CLEARLY, he had to get medical attention, or at the very least the doctor had to tell me if this was normal after surgery. Rob and I had a small but slightly heated debate about whether or not he needed to go to the hospital (or at the very least a doctor), because let's face it, we'd been through this and I was ready to head out and hand him over to the first person who appeared to have a medical degree, including a vet if that was all I could find. Rob refused, saying he wanted to talk to his doctor in New York first. I wearily agreed, but decided in the back of my mind that if he didn't call in an hour, we were on our way to the nearest hospital.
I didn't want to leave Rob alone in the cabin, so I came up with the idea that we move over to the cabin across the path, called Maestro, where the owner of Quisisana, Jane Orans, lives in the summer. Jane has a phone, and a comfy couch—all the necessary requirements.
Me with Jane Orans, owner of Quisisana
Moving Rob to Jane's house was a bit risky, because I would have to call the office and tell them we were there. Which would then lead to the question of WHY we were there. You understand, it was a hop skip and a jump to the entire camp knowing Rob had relapsed. Especially Jane, who would be very worried.
I managed to speak to the office manager, Nicole, who agreed to keep things quiet and forward any calls that came in to Jane's house. I stretched Rob out on the couch and waited for the doctor to call, not sure what our next move was. One thing I knew for sure, Rob was very sick again.
Don't F*%& With the Pancreas-The Maine Edition (Blogisode Five)
Don't F^%$ With The Pa...Sharon Wheatley August 08, 2011 pancreas, Quisisana, Rob
Don't F*%$ With the Pancreas--The Maine Edition (Blogisode Three)