text:
Stories from the funny farm
And they are all true
Where in the world
The ice cream store
A little bit crooked
While skinny dipping
Thar she blows
The lady in black
Victory by default
Hottest schoolhouse in Kansas
Home grown goblins
Where the band played
One pedal too many
High degree of difficulty
The perfect distraction
Bribing Blackie
Blackie's Brainstorm
Blackie's revenge
Wylie Walno: Wonder pilot
Level in Longford
Magnificent recharge
Adult funny farm
Justice in Hays: 1959
Fire aboard the Quest
Sure-fire snore stopper
The ladies restroom
Miss Muffett
Taking a fall
Grandma on call
Lessons from the henhouse
Grandma's travel coupon
The evil door
Itty bitty spider
Civet cat organic coffee
Amsterdam's bawdy district
Left coast and midwest cousins
Holy S#%*!!
Scaling Long's Peak
Grandpa's trousers
Sam's suitor
Samantha's one night stand
No G-string
Retirement with a twist
The wicked rabbit
The Xmas ogre
Colonoscopies: End to end
The mind of a snitch
Feesh island
A pesky varmint
The lost goober
Milking poor Bessie
Bessie's downfall
Russia's golden circles
Fred's first night
Fred's follies
Gator golf
The Suave syndrome
Toto in Japan
The mother-in-law
The diaper caper
Lady behind the curtain
Poison grapes, raisins, and chocolate
Which witch?
Seven years a sailor
Beaver Country
Uncle Sam's Travel
The Real Navy
A slip in the deep
That sucking sound
The navy watch business
The Marine affair
Crusty Shellback
Tin can sailors
Miracle at Kansas University
Dealing with doctors
Ready for sea
Mother of all journeys
Gardiners Bay (AVP-39)
Nationalist Navy
Station Ship Hong Kong
The paper tiger
AVP to the rescue
Spuds and slit skirts
Mary Soo
Gardiners Bay reunion 2011
Navy ship pictures 1951 – 1957
Hamilton County (LST-802)
Load list from hell
Wooden ships: iron men
The wardroom rat
Honolulu Hang-up
Contrast in cultures
Typhoon T
Cumshaw navy
Sayonara US Navy
Wayne the well driller
Armless in Kansas
An exceptional young man
Irving's dilemma
While Steve slept
Sal's simple surgery
The USES pest
Dianne's mama
Don's first love
Don's acid test
Carl: Elephant boy
Larry the pimp
Ed's Enigma
Arnold headfirst
Harold's hernia
Gertrude: Water skier
Bill lays a brick
Mable cares
Other kids
Robert – A Champion
Wanda maybe
A lesson in diversity
Marie's roots
Matt and the football
Robert's first grade
The trashman's monument
Insch Indians
Matt discovers Kansas
Matt turns two
Pookie shows her pigs
Shopping with mama?
Tassels and G-strings
The third watering hole
You can't do that!
Saying a final goodbye to Oregon State and Corvallis in June 1952, I returned home to Kansas for three short weeks. This summer training program was designed as a recruiting opportunity for two of the Navy's special forces. All second-year midshipmen were ordered to converge on the Naval Air Station (NAS) Corpus Christi, Texas, for an introduction to the wild blue yonder. After three weeks in Corpus Christi, we were to go to Little Creek, Virginia, for an introduction to the Marines. How many recruits were enticed into these special forces is anybody's guess, but it was a fascinating, all expense paid vacation from my perspective. I had only recently made the decision to serve in the Navy's Supply Corps, a specialization which extracted me from all deck watches, both underway and in port.
The Navy was looking for pilots for both single and multi-engine planes. The first three weeks at the Corpus NAS was fully scripted, and was designed to impress all the midshipmen with the attractive benefits of flying. It was an outstanding orientation to flying at the time, and was far more comprehensive than the Navy really intended. Most midshipmen and most civilians at the time had never flown in an airplane. I was probably an exception as I had flown commercially, and had endured one hair-raising experience in a private plane. This background conditioned me to assess the risks associated with flying, rather than the benefits which might accrue. I was a skeptic from the outset.
Initially we were selected into groups of 20 for a flight in a Martin Mariner, or PBM. It was the Navy's utility flying boat, patrol aircraft, and the first transport which could operate from both water and land with equal facility. The Martin was powered by two Wright engines, and flew well below its top speed of 200 mph. I would guess this top speed was achieved only in a dive, and dives were not recommended for such a plane. With its fuel carrying capacity, the PBM was capable of staying aloft for days at a time. Because of the speed and distances involved in its missions, more than one pilot was often required. They spent most of their time on such missions sitting in the air, watching and waiting. This was the routine hour after hour.
As soon as it was our turn to go up, we took off from the airstrip, and went on a routine over-water flight for about two hours. Each of us was given a turn at the controls. As an experience, it was like driving a freight train on the straight and level with gentle corners that required a mile to complete 90 degrees. From 3000 feet at a reasonably slow speed, it was necessary to find a fixed object on the ground to confirm that you were actually moving, as any experience of motion was missing, unlike a freight train. This was our experience with multi-engine aircraft.
Our introduction to single engine planes included individual instruction in the Navy's Basic Instrument Trainer, the AT-6, also known as the SNJ. My introduction was an eye-opener. Each of the midshipmen was paired-off with a pilot to begin the session. We were issued flight gear, which consisted of coveralls and a headset. After suiting up, we were assigned our individual aircraft, which we then had to locate among hundreds on the field. Our assigned plane was #36. As these planes were first built for the Navy in the 30s, this particular plane was one of the earliest of the original models. A nicely restored version is shown below.
We finally found the plane, climbed aboard, strapped in, plugged in the headphones, and checked our internal communications. Fortunately, the phones worked fine. The pilot took the front seat, and I climbed into the rear. My first discovery was that the runway was out of sight when seated and buckled in. It is apparently necessary to fly blind until something happens to change your view. During takeoffs, as soon as the tail lifts off the runway, the runway then becomes visible from both the front and the rear seats. As the plane is a tail-dragger, it also has a tendency to turn sideways at touchdown, requiring corrective pressure on the appropriate foot-pedal.
There are few experiences comparable to the noise created by a single radial engine, particularly when the engine is mounted directly in front of you. The vibration is substantial, but the noise is deafening, and is un-muffled, as muffling reduces the engines power output. The exhaust is simply vented away from the front of the plane, with little noise suppression. Because of the noise, great headsets firmly planted over both ears were required for any person-to-person communication in the plane. If it works, you are in business. If it does not work, you are deaf and mute, and must rely on sign language. A great deal of noise still filtered through the headset, turning all communication into a problem.
We taxied from the flight line onto the taxiway, and were in a long line of SNJs approaching the end of the runway. When we were one or two planes from takeoff, I became alarmed that the air in the rear cockpit seemed to be cloudy, if not smoky. I asked the pilot if he smelled or saw any smoke. As soon as he understood the question, he turned around and looked back at me through what was then a cloud of smoke. He had no idea what might be happening, but confirmed that he, too, saw the smoke. He suggested that we must have a little electrical problem with either burning wires or radio equipment. He taxied out of line immediately, radioed the tower that we were returning with some unknown kind of smoke problem in the cockpit, and were shutting the radio equipment off. Then he opened the canopy to blow out the smoke and bring in some fresh air. We taxied into a safe area of the field, and crawled out of the plane pronto. The pilot figured as soon as we shut the system down, the problem might go away. I don't know if the problem disappeared, but we were clear of the plane well before the fire truck arrived.
To that point, I had survived running out of gas at 600 feet in a Funk, requiring an emergency landing in a plowed field. The next flight produced a fire in the cockpit, one of the more dreaded consequences of flying in airplanes. I was not particularly excited about crawling into another SNJ. The pilot, on the other hand, appeared to be totally unconcerned, as though this kind of event was just part of the routine. While waiting for another plane to be assigned, he asked if I was interested in some aerobatics. I was aware of a few maneuvers, and suggested that he should help himself to whatever he was comfortable with. I was actually quite uncomfortable with the suggestion, but my ego got in the way, and injected the response for me before I came to my senses.
We received our replacement SNJ, checked it out, taxied to the runway, and took off without incident. We climbed steadily for the next 10 minutes. The pilot asked if I had ever experienced zero Gs. I said I had not, so when we arrived at 8000 feet, he pulled the nose of the plane up another 20 degrees to create a stall. I knew that at some point we would lose our airfoil, the plane would then become a rock, and we would free-fall toward the earth. It happened precisely that way. We lost headway, the right wing fell precipitously, and we fell back toward the tail. Then as the nose of the plane started for the ground, we began whirling like a corkscrew. The entire world was spinning round and round, and we were seemingly out of control for several complete revolutions.
I asked the pilot if everything was OK. I received no response. Then I asked again, and again received no response. After what seemed like an eternity, he replied that he must have blacked out for a short time. I never knew if he was playing games, testing my reaction, or telling the truth. I suspected he was telling the truth, and was relieved to return to the ground in one piece. My tolerance for planes at that point had been reached, but our orientation to Navy flying was not yet complete.
These flights were all leading up to the grand finale, an air show of the Navy's finest flying demonstrations. On the last full day in Corpus, the orders were issued for full dress uniforms, and assembly of all midshipmen along the waterfront. Our several divisions were marched into formation and placed at ease about 50 feet from the water. From this position we witnessed a PBM taking off from the water using jet assisted take off. It was, of course, like nothing we had experienced. Small rockets had been fixed onto either side of the fuselage of the plane just forward of the tail section. The plane taxied onto its final takeoff path, got up onto its step on its own, then fired both rockets simultaneously. At that moment, the PBM, normally an albatross, rose almost instantly into the air and started climbing at an unbelievable rate of ascent. It was an exciting demonstration of a way to use short runways or limited waterways with heavy loads. It is best not to ask about the cost of two disposable rockets.
Immediately after this demonstration, two blue jets buzzed the harbor from the west immediately above the midshipmen. They were moving at an incredible rate of speed, 500 feet above the ground, performing barrel rolls, and streaming red and blue smoke from the wingtips. This was the standard opening for the Navy's Blue Angels, their precision formation flying team, which had performed at air shows all over the country. Advance billing stated with considerable pride that they had never experienced an accident, in spite of their close formation and tight maneuvers. Our attention was directed to the west again, so we would not miss any of the action.
Close formation consists of four planes flying in a diamond configuration. The lead plane has one plane following each wingtip, and the fourth plane flies between these two planes in the rear slot, completing the diamond. In such a formation the wingtips of the lead plane become the orientation point for the planes on the sides, while the tail of the lead plane is the orientation point for the man in the slot position. The slot man's plane may be only a few feet from the tail assembly of the lead plane. This formation is then maintained through straight flight, slow rolls, loops, and other synchronized maneuvers.
With our attention directed to the west, we could see this formation approaching from the horizon. The planes arrived well before the sound of their jets as they started their first pass in a tight formation a thousand feet above the harbor, almost directly over the midshipmen. Just prior to passing, some miscalculation in the formation was apparent. The plane flying in the slot of the formation came up underneath the tail assembly of the lead plane, striking it with enough force to destroy the surface surrounding the air intake. After that the force of the airflow disintegrated the plane from the nose back, ripping what seemed like hundreds of pieces of metal off the plane immediately. This cloud of metal was hurtling toward the ground off shore. I worried about stray pieces landing along the tarmac in front of the midshipmen. In an automatic response, I broke from ranks and ran toward the shelter of the planes outside of the hangars behind us, the most rational thing to do.
What was left of the plane in the slot crashed into the harbor a quarter of a mile beyond us. Some claimed the pilot had ejected just prior to hitting the water, but no parachute was ever visible. It was a moot point at best, as the plane and all related components were traveling well over 500 miles an hour at the time. Impact with any object at that speed was not survivable. Two thousand midshipmen had all witnessed the Blue Angels first fatal accident, and they had done so up close and personal. It was a chilling introduction to flying the Navy's premier jet fighter.
The lead pilot in the formation knew he had been hit, and immediately pulled his plane into a vertical climb. At a high altitude he checked the planes controls to assess the damage to its air worthiness. Reports and rumors indicated that his planes controls became mushy below 200 miles an hour. He requested permission to land at an airstrip near Kings Ranch, where there was a 10,000-foot runway available. He landed without further incident.
Following this brutal introduction to Navy Air, most of us were eager to look at the Marines for its career potential. Exactly how many recruits were obtained for flight training is not known, but the experience might not dent the armor of those died-in-the-wool prospects for pilot training. It might even enhance the challenge of the Navy's Air Corps. The following day we packed our bags and were bussed to the nearest train station for transfer to Little Creek. Our introduction to flying in the navy was far more comprehensive than planned, and clearly revealed the wild blue yonder.


If an agent opts out to receive a call, can he receive direct extension calls?
No, if a user opts out to receive a call, he cannot receive direct extension calls. The call would automatically be transferred to another agent, so as to make sure that the customer is connected with some user.


Welcome to the Support Center! A series of preferential policies for old Moyea customers promised by Pavtube Studio due to the technology buyout are listed below. It is totally free to update your purchased Moyea software to the same name of Pavtube software. To upgrade your purchased Moyea software to Pavtube software but the same name with extra money or discounts are supported. Meanwhile, you can easily and quickly get your registeration information, find our frequently asked questions, and learn tutorial, key features, update, upgrade and more about Pavtube Software. If still any problem or question, you can directly contact our support team for help via the email address: support@flvsoft.com or the customer service line via the number: 0085-2819-3070-1 (Working hours: 08:30 - 17:30 GMT+8).
Q1: I have purchased Moyea software, could I update/upgrade to Pavtube software?
A(1) It is totally free to update your purchased Moyea software at www.flvsoft.com to the same name of Pavtube software.
(2) You have a free chance to switch your purchased Moyea software to the same price of Pavtube software.
(3) If you have already purchased Moyea software and want to upgrade to the advance version of Pavtube software with more functions and features, you only need to pay the difference of them.
Q2: Is it possible to update my Moyea FLV to Video Converter Pro 2 to Pavtube software?
A: Yes, you are free to update Moyea FLV to Video Converter Pro 2 to Pavtube FLV Converter if you have purchased the software. And the update in lifetime is available.
Q3: How to update/upgrade my purchased Moyea FLV to Video Converter Pro2 to the Pavtube FLV Converter?
A: You can inform our support team of your order number, registeration email and other purchased information via the email address: support@flvsoft.com , and our support team will send you back the new registeration information according to your purchased information.
Q4: The software said "Registeration is invaid". What's the matter?
1) This may be caused by entry error. Please make sure copy and paste the license without a typo. No adding any blank before or after the code.
2) The code may not match the version of the software you installed. You know, the key code is invalid for the trial version.
3) You order or download wrong product or you mix up the Windows and Mac version products. Please notice that the Windows and Mac products are completely different with different license code for each own.
Q5: I lost my registeration code. How to retrieve it?
A: Please sign in the page: http://pavtubecrm.pavtube.com/app/user/controller/index.php to get your registeration code back. Or, you can contact our support team via the email address: support@flvsoft.com to get it back by offering your purchased order ID, registeration email address and other purchased information.
Q6: What is the Pavtube Studio?
A: Pavtube Studio is the uprising and professional multimedia software provider comitted to offering the best video and audio solutions for Windows and Mac users for a wonderful digital enjoyment.
Q7: What's NVIDIA CUDA technology?
A: CUDA is the computing engine in NVIDIA graphics processing units (GPUs) which gives developers access to the virtual instruction set and memory of the parallel computational elements in CUDA GPUs. Using CUDA, the latest NVIDIA CUDA GPUs become accessible for computation like CPUs.
Q8: What's your refund policy?
A: If you want to know the information about Refund Policy, please enter: Pavtube Refund Policy .
1) I am not satisfied with your product. I want to get my payment refund.
2) I find out that I bought the wrong product after installing the software. Can I get the refund to purchase your another product?
We provide you a "Try-Before-Buy" software version, and for a downloaded program and its registration code sent to you cannot be taken back, so please forgive that we will not refund you for such a mistake. But we could offer a discount or the second best solution to you for the product you want. Please contact support staff about the situation with your order number and/or email address.
3) How long does it take to get the refund on my credit card statement?
The refund will process will appear on your credit card statement in 10 to 15 business days, if your refund request is approved. Please contact your credit card company about the statement posting, if you can not find the statement on your credit card after 15 business days.
Q9: What's your update/upgrate policy?
A: Generally, there are two kinds of new version for Pavtube software, an updated version and an upgraded version. It is totally free to get the updated version while you may have to pay extra money for an upgraded version. All rights about the price for the upgrade are reserved.


The state-owned China Central Television (CCTV) news channel has released a previously unseen video of Beijing's AVIC Wing Loong unmanned air vehicle carrying out weapons testing.
Conducted in the autonomous region of Inner Mongolia in northern China in July, the testing saw the UAV fire eight weapon types at targets to show the flexibility of the system, AVIC says.
"[UAVs] that can both reconnoitre and attack have to function like this. It is unknown what kinds of targets are on the ground," Li Yidong, deputy chief engineer of Wing Loong at AVIC's Chengdu Engines, told CCTV.
Wing Loong is comparable to the US General Atomics Aeronautical Systems MQ-1 Predator UAV in terms of characteristics, but visually akin to the larger MQ-9 Reaper.
The extent of its capability largely remains to be seen, but the video shows the Wing Loong dropping a number of weapons, with footage then switching to ground targets being hit.
CCTV says that China has been delivering Wing Loong UAVs to users in batches since 2014, with customers reportedly including the domestic military, plus Russia, Saudi Arabia, the United Arab Emirates and Uzbekistan, according to numerous news reports.


The versatile Fiber Lab 750 from M2 Optics offers multiple lengths of optical fiber in just 3RU, saving 50% or more rack space for engineers.
The customizable Fiber Lab 250HD from M2 Optics provides a versatile solution for communications service providers, test labs, and research institutions.
When splicing together two lengths of fiber optic cabling, you have to choose between the two known methods - fusion splicing and mechanical splicing - which both essentially produce the same result - a secure connection between two formerly separate lengths of fiber.
However, how do you choose between them? Is one method better than the other? Well, in this article, we take a closer look at both, to provide some clarity on the subject. By reading to the end, you'll know what the pros and cons are of each, how each connection is created and you'll be in a better position to make a considered decision.
So, without any further delay, let's begin.
The ultimate goal of cable splicing is to create a secure connection between two or more sections of fiber in a way that allows the optical signal to pass through with minimal loss. As we mentioned already, both mechanical and fusion splicing achieve this goal, but they do so in very different ways.
Firstly, fusion splicing involves melting the two sections of fiber permanently together. This is achieved with an electrical device aptly known as a fusion splicer, and it's something that not only melts the two parts together with an electric arc, but it is also able to align the fiber to create a good connection precisely.
One of the main differences with mechanical splicing is that it doesn't permanently join the fibers together, instead of locking and aligning the pieces together with a screw mechanism. This method requires no heat or electricity at all.
With both mechanical and fusion splicing techniques, there are four distinct steps to the process. The first two steps for each are almost identical, but the final two are where the differences lie.
To prepare the fiber for splicing, you need to strip away the jacket or sheath that surrounds the internal glass fiber. You'll be left with bare glass when you're finished, which should then be cleaned with an alcoholic wipe.
The next step involves cleaving the fiber, which shouldn't be confused with cutting. Cleaving means that the fiber should be lightly scored and then flexed until it naturally breaks. To create a sound connection, you need a good, clean, smooth cleave that's perpendicular to the fiber it's being connected to in the fusion splicer.
The Optical Time Domain Reflectometer (OTDR) is a vital tool for fiber optic testing that can analyze the performance of fiber optic cabling through the use backscattering technologies, as well as identifying and locating connectors, splices, and breaks in fiber optic networks.
However, there is an unwanted phenomenon known as 'dead zone' that occurs when using an OTDR, which can cause improper readings if the right steps aren't taken. This dead zone limitation can be avoided through the use of an OTDR Launch Box, which is what we review in more detail here.
The launch box, which is also known in the industry as a launch fiber, pulse suppressor, dead zone box or fiber ring, is a device that helps to eliminate the dead zone issue during fiber optic testing significantly. The dead zone is something that occurs when the pulse width changes and causes a high degree of reflection that can cover an area several hundred meters from where the OTDR is located. This results in the OTDR device not being able to detect events or issues in that area.
A term launch box is a box that contains a long spool of fiber that is placed in between the fiber being tested and the OTDR. This provides extra fiber on which the dead zone can occur. This enables the OTDR to now detect events at the beginning of the fiber being tested.
Launch boxes come in various shapes and sizes. However, all tend to have a robust outer casing to make them more durable. Each end of the fiber is terminated, with one to be attached to the OTDR and the other to the fiber being tested. Once connected to the relevant ports, the test can be run accordingly.
While using an OTDR box is a relatively simple process, you must be sure that it contains a sufficient length of fiber to take account of the entire dead zone or you still won't achieve a proper reading on your trace and could miss events. Choosing the right OTDR launch box is important, as they can be customized to the specific application or device.
When choosing the right OTDR launch box for your needs, you should approach it in the same way as you would choose a fiber patch cable. Box styles along with features such as connector type, fiber type, and fiber length should all be determined. Furthermore, some launch boxes are available with bulkhead adapters while others provide directly terminated fiber ends.
As mentioned before, a dead zone can cover several hundred meters, so your launch box spool should be long enough to cater for this. It is important to make sure you choose one that suits the job, and your OTDR user manual can provide guidance regarding the expected dead zones.
If you would like to learn more about anything else relating to packaged optical fiber solutions, network simulation, and latency/time delays, please get in touch with us at M2 Optics by calling us on 919-342-5619 or, visit our website www.m2optics.com.
Since 2001, M2 Optics has been an established manufacturer and innovator of professional optical fiber platforms for fiber network simulation, latency / optical time delay, training, and demonstration applications. Our customer base includes many of the world's most recognized communications service providers, equipment manufacturers, data centers, web service providers, financial institutions, research institutions, and government agencies.
Fiber optic attenuators are used in networking applications where an optical signal is too strong and needs to be reduced. There are many applications where this arises, such as needing to equalize the channel strength in a multi-wavelength system or reducing the signal level to meet the input specifications of an optical receiver. In both scenarios, reducing the optical signal strength is necessary or else system performance issues may arise.
If you are in the line of work where you are simulating networks using optical fiber, it is safe to assume that you have a few spools of bare fiber sitting in your test environment. The importance of ensuring your fiber-based network devices will work as envisioned before deployment in the field is vital. However, running simulations using unprotected or unsecured spools fiber can prevent you from producing the maximum results due to challenges that can arise.


Headache is another common problem Dr. Jason Hanson works with in our Longmont chiropractic office. Many headaches actually originate in the neck, and so it's not surprising that it's a symptom that is frequently experienced after a car crash.
The course of treatment for your headache after an auto injury will be dependent on what caused the problem in the first place. The staff at Hanson Health Chiropractic and Massage are here to help you recover. Give our office a call today at (720) 494-1525 for an appointment.