text:
My first ever NFL experience.
I know. I can't believe it, either. Not that I'm a football freak. But I've been a Steeler fan since age 5, so it's about time. My colleague Christina's husband has Eagles season tickets, and he wanted some quick cash to go golfing. She asked me if I was interested (it was Wednesday) and I said ohhellyeah, paid for them the next day, and went to the game the day after that. It was most righteous. I love being surrounded by hostile idiots. The game itself was kinda severely boring, but it was sweet nonetheless. Steph's brother Joe was in town on leave from the Navy, so I asked him to go with. He was all for it, and he'd never been to an NFL game, either. Let's begin.
The first glimpse of The Linc.
Linc glimpse #2, slightly blocked by ESPN temporary housing.
We had no idea ESPN was going to be on-site. (no cable). But hey, that's Stuart Scott, rubbing his eye! Remember when he used to be cool? And that's Steve Young, post concussion. And Michael Irvin, post rehab (not pictured). And Tom Jackson, the only semi-normal one. Where's Chris Berman when you need him?
Hey, there's Mike. And TJ, chatting up some fans.
Steve Young gets hair work done during commercial. Nancy boy.
This is what the other 3 guys are doing while Stuart Scott is having a live interview with someone on the field. Absolutely anything besides paying attention.
I finally got over the fact that the TV people were there and took a look at the actual field. Gorgeous. Notice the helmet getting pumped up. You'll see.
Slightly straighter angle. Our seats were 7 rows from the very top of that uppermost level. Ouch.
Navy color guard (yo Joe!) doing the national anthem before the game.
The big inflatable helmet that covers the Eagles' locker room tunnel. See?
The Eagle cheerleaders line up to prepare for the Eagles players to run out.
But first! The STEELERS!
More STEELERS!
Steelers form their own line, they don't need no stinking cheerleaders.
OK, here comes the home team. yay.
Second play from scrimmage!
Huddle up.
Vince Papale (from the movie Invincible) was there during halftime. Seems like a swell guy. I don't know if I'd want Mark Wahlberg playing me.
The best part of halftime was the mini-game between an all-star peewee league team and a team of blown-up mascots. It was beyond awesome. That air-filled bird can really throw the long bomb.
Using the digital 200x zoom, here's another play from scrimmage in the 2nd half.
Steel Curtain, getting ready.
A shot of the jumbo-tron instant replay of a sweet Eagle interception. Those bitches won the game 16-7.
The Steeler bench was unimpressed. By my picture-taking ability.
It's a big love fest after the game. How many thrid-string quarterbacks can you spot? I found one!
Parting shot of the stadium moniker on the way out... 'twas a lovely evening.
We were sitting next to some friends of the guy who sold us the tickets, and they seemed bemused when I said we got the tickets because he needed golf money. There were plenty of Steelers fans around - including one rather attractive young lady in a tank top who brought her Terrible Towel and stood up and danced around with it when the Steelers made a big play. Then all the die-hard Eagles fans around would applaud her and yell "Go Steelers!" Unforunately, she didn't stick around long. The game was kind of energetic and exciting for the first quarter. By halfway through the second, all the starters were gone and people started leaving. The rest of the game was kinda lame - neither team played that well, except for maybe the defenses. Not a lot of big offensive plays; a couple of nice interceptions and sacks. We stayed for the whole thing and just relaxed and hung out. Got a couple of souvenir cups, had fun waving my Terrible Towel around when the Steelers scored, held my ground when our Eagle neighbors tried to take it away from me. NEVER! Good times. Except for the hailstorm that attacked my brand new car on the way home.


Featurizers for machine learned models.
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Tells if X is a vector.
Converts a machine learned model into a function which converts a vector into features produced by the model. It can be the output itself or intermediate results. The model can come from scikit-learn, keras or torch.
Builds a featurizer from a keras model It returns a function which returns the output of one particular layer.
Builds a featurizer from a :epkg:`scikit-learn:linear_model:LogisticRegression`. It returns a function which returns model.decision_function(X).
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Builds a featurizer from a torch model It returns a function which returns the output of one particular layer.
Checks types and dimension. Calls fct and returns the approriate type. A vector if X is a vector, the raw output otherwise.


The 20yo from Oregon who won the Ski. com dream job to document an around-the-world tour of Vail's Epic pass destinations is clearly having a great time. Turns out he sent in his video resume on the last day possible. Most recent location was Hakuba.
For a little more about how Jackson thinks about life, here's an interview from November. The trip is happening Jan-Feb 2019.


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I understand that this is a Japan Sized Bed and will fit best with a Japanese Size Mattress. I will confirm mattress sizing before purchasing.
As typical of Japanese designs, the Linie Loft Japanese Metal Loft Bed - Ladder is elegant and sturdy, capable of withstanding up to 150kg. Your safety is paramount; don't take your chances with a cheap, flimsy loft bed, get a solid and strong loft bed like the Linie Japanese Metal Loft Bed! This ladder version saves even more space.
We purchased the white version of the Linie Stairs. The frame of the bed is very sturdy and does not shake unnecessarily. It is very well built and came exactly as described in the photos. However do take note that the electrical plug is designed for use in Japan and not suitable for Singapore without a step down converter. We were briefed of this before the purchase so all good. Highly recommended!
The bed is very sturdy, and I really like the look. It also comes with a few spare parts. I was just a little surprised to find that the ladder isn't actually secured to the bed frame, but I don't think it would be a problem. Also, it would have been nice if I got to keep a copy of the assembly manual for future reference. Overall, a very good product.
I love the matte black finishing and color of the wood piece on mine! Feels steady and secure after setup. Well made.


Host a Fiddlehead Designs at Home Party, and earn merchandise from sales in vintage and reproduction home decor furnishings, handmade sterling silver jewelry and unique personalized gift baskets. What a wonderful opportunity to entertain, socialize, enjoy some shopping with friends, and earn design and decor items for your home by hosting a party.
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Saturday's election has been seen as a major test of the government's ability to organize a nationwide ballot ahead of the more important presidential election next April.
The United Nations mission in Afghanistan (UNAMA) issued a statement of its own expressing concern at Taliban threats to attack schools and other buildings used as polling centers.
On top of mounting security concerns, the elections have been dogged by technical and organizational problems, notably around the use of untested biometric voter verification equipment rushed in after allegations of widespread voter fraud.
It was unclear how the attack would affect moves toward a peace process, following a meeting last week of Taliban officials and the U.S. special envoy, Zalmay Khalilzad, but it complicates an already difficult situation.
Last year, the United Nations Committee against Torture cited "numerous and credible allegations" that Razeq was complicit in severe human rights abuses, including extrajudicial killings and secret detention centers.


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I've managed to find a PDF of this.


Barrel racing standings, provided by the Women's Professional Rodeo Association, are unofficial, subject to audit and may change. Unofficial WPRA Standings are published by the PRCA as a courtesy. The PRCA is not responsible for the verification or updating of WPRA standings.


text:
Island Air Expands and Promotes Leadership Team
Island Air has expanded its leadership team by adding a new senior vice president of operations and promoting two directors to vice presidents.
"As part of Island Air's focus on growing our airline and improving operations at all levels, we are continuing to build a strong leadership team," said David Uchiyama, president and CEO of Island Air.
"David Lindskoog, Dee Airman and George Nichols have extensive experience in the airline industry and they fully understand what it takes to ensure the efficient and safe operation of the airline on a daily basis, while also planning for future growth and expansion to meet customer needs and changing travel trends."
David Lindskoog, Senior Vice President of Operations
David Lindskoog has 35 years of experience in airline operations, including 16 years of line flying and 19 years in airline management.
Throughout his career, he has served as a key member of the management teams for various airlines including Copa Airlines, North American Airlines and ATA Airlines, successfully effecting changes to streamline operations, improve standards and training, ensure regulatory compliance, foster better safety culture, improve labor relations and implement new systems and technologies.
He has been responsible for flight operations, including scheduling, flight training and standards for pilots, dispatchers and crew members.
In addition, Lindskoog has guided airlines through major transitions, including moving from a charter company to a major scheduled-service airline, as well as overseeing workforce growth and training relating to the introduction of new aircraft fleet.
He also served as senior director of safety at TransPac Aviation Academy.
William "Dee" Airman, Vice President of Administration, Safety and Security
William "Dee" Airman has more than 30 years of experience in aviation leadership and safety and security management.
For the past two years, Airman served as Island Air's director of safety, security and quality assurance.
During that time, he led Island Air through the successful completion of its first International Air Transportation Association Operational Safety Audit, which is the global benchmark for operational safety management in the airline industry.
He also led the airline through its first successful codeshare safety review with United Airlines. Part of his new responsibilities will be to oversee human resources and elevate the airline's training curriculum.
Airman has extensive experience in domestic and international flight operations, having held management and director-level positions in safety, security, regulatory compliance and systems operations for airlines including Northwestern Airlines, Porter Airlines, flydubai, Emirates and Champion Air.
A United States Air Force Academy graduate, Airman served as an Air Force commander, instructor and research pilot for 28 years.
George Nichols, Vice President of Information Technology
George Nichols has been promoted after serving as the airline's IT director since May 2015.
He now oversees all aspects of the company's IT systems, including preparing disaster and emergency recovery plans; creating IT security guidelines; managing and preparing the design, development and upgrading of systems and programs; and acquiring computer hardware, software and firmware.
Nichols, who has 26 years of experience in IT and project management, previously worked for American Airlines as a principal project manager responsible for technology and services operations, employee relations, financial management, business strategy and project management.
He has also held leadership and management positions at Cadbury Schweppes, Brink's Incorporated, ElesticEdge, First Tennessee Mortgage, NationsBank/Bank of America and Computer Support Services, Inc.
Nichols also served in the U.S. Army Military Intelligence.
Island Air offers 238 flights each week between Oahu, Maui, Kauai and Hawaii Island.
Founded in 1980 as Princeville Airways, the company was renamed Island Air in 1992 and has been proudly serving the islands of Hawaii for more than 35 years.
Read more here: http://bigislandnow.com
Piper PA-11, N4681M: Accident occurred September 19, 2016 in Grand Isle, Vermont
Docket And Docket Items - National Transportation Safety Board: http://dms.ntsb.gov/pubdms
Aviation Accident Factual Report - National Transportation Safety Board: http://app.ntsb.gov/pdf
http://registry.faa.gov/N4681M
FAA Flight Standards District Office: FAA Portland FSDO-65
NTSB Identification: GAA16CA495
Accident occurred Monday, September 19, 2016 in Grand Isle, VT
Aircraft: PIPER PA 11, registration: N4681M
Injuries: 2 Uninjured.
NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.
The pilot of a tailwheel-equipped airplane reported that about 450 feet above the ground, he reduced the power to idle to simulate an engine failure and forced landing. The pilot further reported that he "pushed the nose over" and made a "left tear drop turn" to land on the opposite direction of the takeoff direction. When the pilot had about 15 to 20 degrees remaining in the turn, and was about 15 to 20 feet above the ground, he reported that he increased "back stick pressure" and the airplane entered an aerodynamic stall. Subsequently, the left wing dropped and the airplane impacted terrain in a nose low left wing down attitude.
The left wing and fuselage sustained substantial damage.
The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
The pilot reported in the National Transportation Safety Board Pilot/ Operator Aircraft Accident/ Incident Report that he misjudged the wind speed and did not realize he was completing the simulated training maneuver with a tailwind. The accident airport did not have an automated weather observing system or wind indicator.
The crashed Piper PA-11 on the Savage Island runway
The damaged plane after it was moved from the crash site to a barn on Savage Island.
The plane has been disassembled and placed in a barn on Savage Island until the owner can remove it.
GRAND ISLE — The sheriff who mounted a large-scale emergency response to a plane crash on a Lake Champlain island said the air national guardsmen who did not immediately notify authorities should face consequences.
The accident occurred Sept. 19 around noon on Savage Island, according to Grand Isle Sheriff Ray Allen. However, the crash of the airman's personal plane wasn't reported to authorities until six hours later when another pilot, flying over the privately owned island, saw the crashed single-prop Piper PA-11, and radioed the flight tower at Burlington International Airport, Allen said.
Air traffic controllers called Vermont State Police, who called in Allen. Believing he was dealing with an active crash scene, Allen dispatched two boats and called on Milton's volunteer fire department to join the marine response.
Allen requested assistance from a U.S. Customs and Border Protection helicopter out of Plattsburgh, New York, to help search the more than 200- acre island for the downed plane, but one of his deputies reached the scene in time to cancel that request.
The island's caretaker, Wayne Fisher, told sheriffs that no one was injured and the pilot and his passenger were long gone, Allen said. Hours earlier, Fisher had ferried them back to Grand Isle, and drove them to the airport at Allenholm farm where their car was parked, the caretaker told Seven Days, which first reported the incident.
After an airplane accident that results in injury or "significant damage," federal regulations require that the operator must "by the most expeditious means available, notify the nearest National Transportation Safety Board (NTSB) office."
It does not appear the two airmen involved did that, as the NTSB didn't notify the Federal Aviation Administration workers at the Burlington airport.
"In my thinking, yeah, there ought to be some consequences," Allen said. The response put his deputies and a group of volunteers at risk due to the lake's low water level and because they left the island after dark, he said.
"If necessary agencies are informed ahead of time, we don't have to treat this like it's an active response situation," Allen said.
Allen said failing to report an emergency happens frequently and is frustrating.
A few years ago, he said someone spotted light reflecting off the window of a car stuck in the ice on Lake Champlain. His department was called in, along with volunteers, who used specialized gear to trek out onto the ice, only to find the car was abandoned.
The car owner "was actually at home relaxing," Allen said.
"If people are out there enjoying recreational activities, and something goes wrong, somebody else is going to see it and report it if they don't," Allen said, "It's common sense."
The FAA and NTSB are conducting a joint investigation of the accident. Scott Pratt, the FAA investigator handling the case, said depending on what his investigation finds, a suspension or revocation of the airmen's private pilot license was possible.
The Piper PA-11 involved in the accident is registered to John Rahill. Rahill is a Lieutenant Colonel with the Vermont Air National Guard who flies F-16s and has deployed overseas a number of times, according to news reports unearthed by Seven Days.
VTANG spokesman Maj. Chris Gookin confirmed airmen were involved airmen, but declined to confirm the identity of the pilot or passenger, citing the ongoing investigation. Rahill did not return a call requesting comment.
George Moore, an aviation attorney who serves as an aviation legal expert for Plane & Pilot magazine, said the pilot should expect a letter from the FAA taking some type of action against their private pilot license.
"I think he'll have to fight not to be suspended," Moore said.
Moore noted that the standard for reporting an airplane accident with no injuries is "substantial damage," and the pilot may argue on any appeal that he did believe that threshold was met.
However, a preliminary accident report on the FAA website lists the plane as "destroyed." Moore said he believes there's no doubt the NTSB should have been notified immediately. However, he said it's understandable the pilot might not have felt any urgency to notify authorities.
""To be charitable, he might have thought 'Why should I notify anyone?'" because there was no injuries, and the only people in the immediate area, the island's caretaker, was aware of the situation.
"They're not anticipating anyone getting all excited and notifying the FAA," Moore added. "If you look at this from the pilot's point of view it's like 'yeah I'll take care of this later,' I want to get back to my car."
Moore said the FAA investigation may reveal that the pilot was not at fault for the accident or made efforts to minimize the damage. An investigation is underway.
Moore said it's unlikely the incident will have any bearing on the pilot's service as an airmen, noting that military pilots aren't required to have civilian certifications.
If VTANG officials determine the airmen acted recklessly by not notifying authorities, they may ask them to undergo further training.
Being taken off flight duty is unlikely, Moore said.
During a brief interview, Maj. Gookin repeatedly referred to the situation as a "civilian matter," and would not comment on whether disciplinary action was possible.
Pratt, the FAA investigator, said he didn't know when the investigation will be completed.
Source: https://vtdigger.org
National Guard Pilot Crashed Plane, Left Local Police in the Dark
An off-duty Vermont National Guard airman crashed a small private plane on a Lake Champlain island around noon Monday and left the scene with his passenger — another airman — apparently without calling police.
Local authorities found out about the badly damaged Piper PA-11 on Savage Island only after the pilot of another small plane noticed the wreckage six hours later while flying over the 207-acre island, according to Grand Isle County Sheriff Ray Allen.
That pilot radioed the tower at Burlington International Airport to report it. The tower staff contacted Vermont State Police, who in turn patched in Allen around 6 p.m.
Allen mobilized a massive response to what he thought was an active crash scene.
"There are lots of fire chiefs upset, myself included, along with other agencies, that this was an incident six hours old with no injuries — and nobody there," Allen told Seven Days.
Had local authorities been alerted when the incident happened, an unnecessary large-scale response could have been prevented, Allen added. "This was a substantial amount of money and time wasted," he said.
Federal regulations require a pilot involved in an accident to "immediately, and by the most expeditious means available, notify the nearest National Transportation Safety Board office." The NTSB had a preliminary crash report on its website Thursday, but a spokesman could not say when the agency was notified.
Allen told Seven Days he contacted the FAA, along with the Milton Fire Department, and had six or seven boats from various agencies respond to the call. He even asked U.S. Customs and Border Protection to deploy a helicopter from its Plattsburgh, N.Y., base.
After Allen arrived at the scene and realized there was no emergency, he called off the helicopter. The island caretaker, Wayne Fisher, told Allen that the crash had happened around noon. Allen learned that Fisher had ferried the airmen off the island by boat and drove them to the Allenholm Airport, the small South Hero airstrip from which the duo had originally taken off.
Allen said the low water level exposed unseen obstacles that made it treacherous for the first responders to navigate the lake at night.
"By the time all resources were back in and my last boat came off the water, it was close to 8:30 p.m.," Allen said.
Fisher told Seven Days that he had been in the basement of the island's main house, then came upstairs and saw the damaged plane. It was on the grassy airstrip that runs through the private island, which is owned by members of the Riehle family.
The airmen were already out of the plane when Fisher reached it, according to the caretaker. They told him they were uninjured and that there hadn't been any mechanical issues. Fisher said the pilot claimed to have landed and then tried a complicated takeoff maneuver that failed, resulting in the crash.
"They did make several calls. I don't know to whom and the nature of the calls but they made several calls," Fisher said. "They never asked me to call cops. And I didn't feel like it was my responsibility; it wasn't my accident. I didn't have anything to do with it."
Pictures of the scene show the tiny plane nose-down in the field with a broken wing. The FAA describes the two-seat aircraft, built in 1947, as "destroyed."
The plane is registered to John Rahill, a lieutenant colonel in the Vermont Air National Guard. He did not respond to a phone call requesting comment. In April, he told NECN about flying an F-16 over Fenway Park for the Red Sox home opener in Boston. And in October 2015, he talked to WCAX after returning from a four-month stint in the Pacific. The deployment was his eighth overseas since joining the Vermont Air National Guard 15 years prior, Rahill told the station at the time.
The Guard issued a statement Tuesday confirming the crash involved airmen and said no further information would be released because of the FAA investigation.
"We appreciate the concern from the community and are happy that neither of our airmen were injured and are currently back at work," the statement said.
Because no serious injury occurred, the NTSB will rely on information from the FAA "and/or the operator, and will not travel in support of this investigation to prepare this aircraft accident report," the board says on its website.
The FAA did not come out to the scene, Fisher told Seven Days, but interviewed him by phone.
Source: http://www.sevendaysvt.com
SAVAGE ISLAND, Vermont -- Grand Isle County Sheriff Ray Allen says he is waiting for a Federal Aviation Administration investigation to dictate whether federal investigators want the state of Vermont to press charges against two off-duty Air National Guardsmen.
Sheriff Allen says 30 people, or more, were dispatched to Savage Island in Grand Isle County Monday after reports of a plane crash.
Allen says the response effort involved multiple marine vessels, volunteer firefighters and a U.S. Customs & Border Protection helicopter. The island is not accessible by any roadway.
"The volunteers, they're taking time away from their families, they're volunteering their time to go out," said Sheriff Allen.
When they got there, they found a destroyed Piper PA-11. Nobody was with the plane.
"Rather surprised that nobody had reported the incident," said Sheriff Allen. "It was probably about 6 hours prior when the crash actually occurred. The pilot or anybody, never reported it to the proper authorities as required to do so."
Sheriff Allen believes the plane crashed around noon Monday.
The Vermont Air National Guard confirmed earlier this week, two airmen were on board.
Sheriff Allen told Local 22/Local 44 News the pilot is John Rahill.
In an email Friday requesting information on Rahill's rank, Guard spokesperson Capt. Tracy Morris responded: "We don't release information on members without their consent. It's for their own safety and operational security."
Sheriff Allen says the two Guardsmen were taken off the island by boat and brought back to the Burlington International Airport by the island's caretaker.
As for the crash, pilots are required to immediately contact the National Transportation Safety Board following a crash.
NTSB Investigator Adam Gerhardt says the Board was notified about the incident but he is unsure of the timeline, saying "We are aware and we are investigating."
"What is your reaction when you hear that they are Air National Guardsmen?" asked Local 22/Local44 News' Staci DaSilva to Sheriff Ray Allen.
"A little surprised," he responded. "I know the Guard, federal pilots, have very strict regulations and are up to date on all the requirements of the FAA and National Transportation Safety Board. I was stunned that they didn't ever notify anybody of the incident."
Sheriff Allen says the case, for now, is in the hands of the FAA.
"We're following the investigation out of the FAA and the NTSB and waiting to hear from them what they're going to do be doing or if they want to see any charges from the state of Vermont," he said.
Major Chris Gookin with the Vermont National Guard says the Guard has not been contacted, at this time, by the FAA.
In a statement sent Tuesday, Major Gookin wrote: "We appreciate the concern from the community and are happy that neither of our Airmen were injured and are currently back at work.
Due to the ongoing FAA investigation into this matter, we have no further details to release at this time."
Source: http://www.mychamplainvalley.com
Incident occurred September 19, 2016 at Midway International Airport (KMDW), Chicago, Illinois
No one was hurt in a small blaze on a airplane Monday afternoon at Midway International Airport.
The blaze was reported in the engine compartment of a plane near Gate 7 at 12:17 p.m., according to Fire Media Affairs.
The fire was put out with an extinguisher, according to Fire Media.
No passengers were on board the plane at the time, and no injuries were reported.
Source: http://chicago.suntimes.com
Shiprock Airstrip receives $580K in Federal Aviation Administration grants: Funds will be used for a runway rehabilitation design and an aeronautical survey
FARMINGTON — A pair of grants from the Federal Aviation Administration will help renovate and improve the airstrip in Shiprock.
Navajo Nation President Russell Begaye signed documents last week to accept $580,000 in grants from the FAA, according to a press release from his office.
"This improvement to the Shiprock airport will support commercial developments being planned for the Shiprock area. This airstrip is in need of reconstruction," Begaye said in the release.
The airstrip is 4,840 feet long and is located six miles south of the community along U.S. Highway 491.
Michele Crank, a spokeswoman for Begaye's office, said today that the tribe has received the award, and the president signed the documents as part of the acceptance process.
Arlando Teller, acting deputy director for the Navajo Division of Transportation, confirmed the FAA awarded two grants to the tribe and said the funding for the airstrip has been a long time coming.
A grant for $180,000 will be used for a runway rehabilitation design, and the second grant for $400,000 will go toward an aeronautical survey.
The design aspect will take place during fiscal year 2017, and construction will start in fiscal year 2018, he said.
"This is the beginning of other potential improvements to the airport," Teller said.
Renovations include adding lighting to the runaway, which has been without lights due to vandalism and other factors, he said.
Also, both the runway and taxiway will receive new pavement, the president's office release states.
The Shiprock Airstrip is listed on the FAA's National Plan of Integrated Airport Systems, which identifies 3,345 public-use airports in the country that are eligible to receive grants under the federal agency's Airport Improvement Program.
Source: http://www.daily-times.com
Seawind 3000, N57TJ: Accident occurred September 18, 2016 at Renton Municipal Airport (KRNT), King County, Washington
Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf
The National Transportation Safety Board did not travel to the scene of this accident.
Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Renton, Washington
http://registry.faa.gov/N57TJ
Accident occurred Sunday, September 18, 2016 in Renton, WA
Aircraft: JURCAN Seawind 3000, registration: N57TJ
The private pilot was conducting a cross-country personal flight. He reported that, after arriving at his destination and trying to ensure that the airplane was configured for the water landing, he observed that the right main landing gear (MLG) indicator light was off and that the hydraulic pressure read 0. The pilot then attempted to retract the right MLG several times to no avail. He chose to fly to a nearby airport with a paved runway, where the tower controller confirmed that the right MLG was extended but that the left MLG and nose landing gears were retracted. The pilot attempted to use the backup manual hydraulic pump and abrupt maneuvers to extend the remaining landing gear to no avail. The pilot chose to land on the runway with the landing gear partially retracted. The airplane touched down on the runway with the right MLG first. The pilot held the left wing off the runway as long as possible, but then the wing touched the runway, and the airplane veered off the runway surface. The airplane slid along the grass, impacted an airport sign and light, spun 180°, and then came to a rest.
Postaccident examination of the airplane revealed that a hydraulic leak had originated from a cracked flare in a hydraulic line fitting, which caused the hydraulic fluid to leak, decreased the hydraulic pressure to 0, and prevented the landing gear system from fully extending or retracting.
The failure of the landing gear system to either fully retract or extend due to a cracked hydraulic fitting flare, which resulted in the loss of hydraulic pressure.
On September 18, 2016, about 1500 Pacific daylight time, a Jurcan Seawind 3000 airplane, N57TJ, impacted a runway sign after landing with a landing gear malfunction at the Renton Municipal Airport (RNT), Renton, Washington. The pilot and one passenger were not injured, and the airplane sustained substantial damage to the left wing. The airplane was registered to, and operated by, the pilot as a personal flight under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed. The airplane departed from Lampson Field Airport (1O2) Lakeport, California at 1040 and was originally destined for Lake Sammamish, Issaquah, Washington.
The pilot reported that after arriving at Lake Sammamish, they observed that the right main landing gear indicator light was off and the hydraulic pressure read zero. The pilot attempted to retract the right landing gear several times, but to no avail. He elected to fly to a nearby airport, where the control tower confirmed that the right main landing gear was extended, while the left main and nose landing gears remained retracted. The pilot attempted to use the back-up manual hydraulic pump as well as abrupt maneuvers to lower the remaining landing gears, however, to no avail. The pilot elected to land onto the runway with the abnormal landing gear configuration. The airplane touched down onto the runway right landing gear first. The pilot held the left wing off the runway as long as possible, but when the wing touched the runway, the airplane veered off the runway surface. It slid along the grass and impacted an airport sign and light, before spinning 180 degrees and coming to a rest.
Postaccident examination of the airplane revealed a hydraulic leak that originated at a cracked flare in a hydraulic line fitting. This fitting was located on the bulkhead between the cabin and nose compartment that leads directly into the nose gear actuator.
FAA Flight Standards District Office: FAA Seattle FSDO-01
Injuries: 1 Minor.
On September 18, 2016, about 1500 Pacific daylight time, a Jurcan Seawind 3000 airplane, N57TJ, impacted a runway sign after landing with a landing gear malfunction at the Renton Municipal Airport (RNT), Renton, Washington. The pilot (sole occupant) sustained minor injuries and the airplane sustained substantial damage to the left wing. The airplane was registered to, and operated by, the pilot as a personal flight under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed. The airplane departed from Lampson Field Airport (1O2) Lakeport, California at 1040.
The pilot reported that after departing from 1O2 he observed that the landing gear indicator lights showed the right main landing gear extended with the nose and left main landing gear retracted. He proceeded to RNT where the control tower confirmed the airplane's abnormal configuration. The pilot attempted to extend the nose and left main landing gears, or retract the right main landing gear using both the regular and emergency systems, however, to no avail. The pilot landed the airplane onto the runway; the airplane slid to the left and exited the runway surface before it impacted a runway sign and came to rest.
The airplane has been recovered to a secure location for further examination.
Cessna 172S Skyhawk, Morgan Aviation LLC, N461SP: Incident occurred September 16, 2016 in Tooele County, Utah
MORGAN AVIATION LLC: http://registry.faa.gov/N461SP
FAA Flight Standards District Office: FAA Salt Lake City FSDO-07
AIRCRAFT ON LANDING STRUCK THE PROPELLER, TOOELE VALLEY, UTAH
Date: 16-SEP-16
Time: 22:45:00Z
Regis#: N461SP
Aircraft Make: CESSNA
Aircraft Model: 172
Event Type: Incident
Highest Injury: None
Damage: None
Activity: Instruction
Flight Phase: LANDING (LDG)
City: TOOELE VALLEY
de Havilland DH-115 Vampire T.55, N4861K, registered to CB Aviation Inc and operated by the pilot: Accident occurred September 16, 2016 at Reno-Stead Airport (KRTS), Reno, Nevada
Federal Aviation Administration / Flight Standards District Office; Reno, Nevada
http://registry.faa.gov/N4861K
Accident Number: WPR16LA181
Date & Time: 09/16/2016, 1715 PDT
Registration: N4861K
Aircraft: DEHAVILLAND DH115 VAMPIRE
Aircraft Damage: Substantial
Defining Event: Part(s) separation from AC
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Air Race/Show
The airline transport pilot reported that, during an air race flight, he heard a "loud bang," followed by wind noise and wind entering the cockpit. The pilot immediately aborted the race by pitching the airplane up and reducing power to idle, at which point he noticed that the right side of the canopy was fractured. The pilot added that he noted throughout the climb and orbit that all engine gauges displayed normal indications as he set up for landing. As the pilot established on the downwind leg for his intended runway, he advanced the power lever and realized the engine had lost power. The pilot realized that the airplane was not going to be able to reach any of the runways, so he chose to land in the open desert north of the airport. He conducted an engine restart procedure without success. Subsequently, the pilot initiated a forced landing with the landing gear and flaps in the retracted position.
A majority of the right canopy window was fractured from the frame. The aft canopy frame had deformation damage as did the airplane structure above and aft of the upper portion of the right seat. Postaccident examination of the canopy and the reconstructed right window (about 79% of the window was identified and reconstructed) revealed no evidence of any preexisting crazing, scratching, or other anomalies that would have contributed to the fracture of the right canopy. Postaccident examination of the engine revealed no evidence of any preexisting malfunctions that would have precluded normal operation. Neither the reason for the fractured canopy nor the engine failure could be determined.
Probable Cause and Findings
The in-flight failure of the canopy and subsequent loss of engine power for reasons that could not be determined because postaccident examination of the airframe and engine revealed no anomalies that would have precluded normal operation.
Not determined - Unknown/Not determined (Cause)
Factual Information
On September 16, 2016, about 1715 Pacific daylight time, a De Havilland DH115 Vampire, N4861K, sustained substantial damage during an off-airport landing near the Reno-Stead Airport (RTS), Reno, Nevada. The airplane was registered to CB Aviation Inc., Ogden, Utah, and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. The airline transport pilot, sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local air race flight, which originated from RTS about 9 minutes prior to the accident.
The pilot reported in both written and verbal statements that he was participating in a Jet Class Gold Race at the National Championship Air Races, which consisted of 6 laps around a closed race course. About 3.5 laps into the race, while approaching pylon 4, the pilot heard a "loud bang" followed by wind noise and wind within the cockpit. The pilot immediately aborted the race, pitched up, and reduced power to idle, trading airspeed for altitude. The pilot stated that he assessed all primary flight controls and trim, noting no anomalies except for the trim wheel, which was jammed. The pilot also observed a crack in the right side of the canopy. Throughout the climb, the pilot noted that all engine gauges displayed a normal indication.
The pilot further reported that while orbiting the airport at best glide speed, he was able to free the jammed trim wheel and continued to enter downwind for runway 08. Upon turning onto downwind, he advanced the power lever and realized the engine had lost power. The pilot said he evaluated his option for landing, realizing he was unable to reach runway 14 or runway 08, and elected to land in the open desert north of the airport as he conducted an engine restart procedure. Subsequently, the pilot initiated a forced landing with the landing gear and flaps in the retracted position.
Examination of the accident site revealed that the airplane came to rest up right about 7,741 feet north, northwest of the approach end of runway 08. The wreckage debris path was oriented on a heading of about 345o and was about 756 feet in length. Portions of plexiglass from the airplane's canopy structure were located about 1.57 miles southwest of the accident site. The wreckage was recovered to a secure location for further examination.
The accident airplane was powered by a single jet engine mounted on the airplane centerline aft of the cockpit and has a twin tailboom tail arrangement. The cockpit is set up with side-by-side seating for two pilots. The canopy consisted of a metal frame with acrylic windows installed on the left and right sides. The acrylic windows wrap from above the pilot's heads around the left and right sides with complex curvatures. The edges of the acrylic windows are reinforced with fiberglass where the frame screws pass through to secure the window to the frame. The canopy is hinged at the aft, upper edge to open upward.
Examination of the recovered wreckage revealed that the lower fuselage of the airplane was crushed and deformed upward consistent with damage from the forced landing. The left canopy window had a small hole and cracks emanating from the hole coincident with the location of the upper portion of the left seat. A majority of the right canopy window was fractured from the frame. There was damage and deformation to the aft canopy frame and airplane structure above and aft of the upper portion of the right seat.
The right canopy window was reconstructed in the canopy frame by matching the fracture surfaces of the individual pieces utilizing tape to hold the fragments in place. About 70% of the right canopy window was conclusively identified and placed on the reconstruction. The recovered fragments from the aft half of the window were smaller than those from the forward half. Seven small pieces of canopy could not be conclusively placed on the reconstruction. None of the fractures intersected the screw holes around the periphery of the window. There was no evidence of crazing, scratching, or other pre-existing anomalies on the window fragments examined.
Examination of the engine revealed that all fuel lines were intact. The lower portion of the burner ring was impact damaged. All of the environmental control system was intact. The fuel control unit lever linkage was impact damaged. The power lever moved by hand from stop to stop. Dirt debris was observed throughout the engine from the inlet to the exhaust tailpipe.
Maneuvering-low-alt flying
Part(s) separation from AC (Defining event)
Powerplant sys/comp malf/fail
Off-field or emergency landing
Certificate: Airline Transport
Age: 47, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used: 5-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 09/01/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 09/05/2015
Flight Time: 20000 hours (Total, all aircraft), 75 hours (Total, this make and model), 19500 hours (Pilot In Command, all aircraft), 150 hours (Last 90 days, all aircraft), 50 hours (Last 30 days, all aircraft), 7 hours (Last 24 hours, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Manufacturer: DEHAVILLAND
Model/Series: DH115 VAMPIRE 55
Aircraft Category: Airplane
Amateur Built: No
Airworthiness Certificate: Experimental
Landing Gear Type: Retractable - Tricycle
Date/Type of Last Inspection: Continuous Airworthiness
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Turbo Fan
Airframe Total Time:
Engine Manufacturer: AMA/EXPR
ELT: Installed, not activated
Engine Model/Series: UNKNOWN ENG
Registered Owner: CB Aviation
Rated Power: hp
Operator: On file
Operating Certificate(s) Held: None
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KRTS, 5053 ft msl
Observation Time: 0015 UTC
Distance from Accident Site: 2 Nautical Miles
Direction from Accident Site: 164°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 24°C / -13°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 5 knots, 90°
Visibility (RVR):
Altimeter Setting: 30.13 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Reno, NV (RTS)
Type of Flight Plan Filed: None
Destination: Reno, NV (RTS)
Type of Clearance: None
Departure Time: PDT
Type of Airspace: Class G
Airport: RENO/STEAD (RTS)
Runway Surface Type: N/A
Airport Elevation: 5050 ft
Runway Surface Condition: Dry
Runway Used: N/A
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: Forced Landing
Crew Injuries: 1 None
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 39.702778, -119.889444 (est)
Accident occurred Friday, September 16, 2016 in Reno, NV
Aircraft: DEHAVILLAND DH115 VAMPIRE, registration: N4861K
On September 16, 2016, about 1715 Pacific daylight time, a Dehavilland DH115 Vampire, N4861K, sustained substantial damage during an off airport landing near the Reno-Stead Airport (RTS), Reno, Nevada. The airplane was registered to CB Aviation Inc., Ogden, Utah, and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The airline transport pilot, sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed and no flight plan was filed for the local air race flight, which originated from RTS about 9 minutes prior to the accident.
The pilot reported that he was participating in a Jet Class Gold Race at the National Championship Air Races, which consisted of 6 laps around a closed race course. About 3.5 laps into the race, the pilot heard a loud bang followed by wind noise and wind within the cockpit. The pilot immediately aborted the race, pitched up, and began to slowly reduce power, trading airspeed for altitude. The pilot said he assessed all primary flight controls and trim, noting no anomalies, however, noticed a crack in the right side of the canopy. In addition, the pilot noted throughout the climb and orbit that all engine gauges displayed a normal indication as he set up for landing on runway 8. The pilot further stated that he attempted two separate engine restart procedures, with no success. The pilot said he was unable to reach runway 14 or runway 8, and elected to land in the open desert north of the airport. Subsequently, the pilot initiated a forced landing with the landing gear and flaps in the retracted position. As the airplane descended through about 80 feet above ground level, the pilot turned off the fuel and all switches in preparation of the off airport landing.
Examination of the accident site revealed that the airplane came to rest up right about 7,741 feet north, northwest of the approach end of runway 8. The wreckage debris path was oriented on a heading of about 345 degrees and was about 756 feet in length. Portions of plexi glass from the airplane's canopy structure were located about 1.57 miles southwest of the accident site. The wreckage was recovered to a secure location for further examination.
Cessna 172S Skyhawk, N52265: Accident occurred September 18, 2016 near Spirit of St. Louis Airport (KSUS), Chesterfield, St. Louis County, Missouri
Federal Aviation Administration / Flight Standards District Office; St Ann, Missouri
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
http://registry.faa.gov/N52265
Location: Chesterfield, MO
Accident Number: CEN16LA379
Date & Time: 09/18/2016, 2006 CDT
Registration: N52265
Aircraft: CESSNA 172S
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 1 Serious
Flight Conducted Under: Part 91: General Aviation
On September 18, 2016, at 2006 central daylight time, a Cessna 172S, N52265, impacted terrain during a go-around from runway 26R at Spirit of St Louis Airport (SUS), Chesterfield, Missouri. The airplane descended after it entered into a right nose-down turn while turning downwind for runway 26R. The airplane was destroyed. The commercial pilot sustained serious injuries. The rental airplane was registered to Christiansen Aviation Inc and operated by Air Associates of Missouri under 14 Code of Federal Regulations Part 91 as a personal flight that was not operating on a flight plan. Night visual meteorological conditions prevailed at the time of the accident for the flight that originated from SUS.
A flight instructor at SUS stated that during the right downwind leg for runway 26R, the airplane's altitude was "erratic as it pitched up and down" with "large power adjustments." The airplane's approach seemed "very unstable." As the airplane approached the runway, it entered a go-around. He stated that the go-around was "just as unstable." The airplane had overshot the runway and was well left of the runway centerline during the climb out from the go-around. The flight instructor then ran into the flight school building where he worked in attempt to assist the pilot by radio. As he reached for the radio, he heard the airplane engine accelerate and then heard a "loud thud." He ran out onto the ramp and did not hear any additional sounds. He concluded that the airplane impacted terrain.
The Federal Aviation Administration (FAA) Coordinator for the accident stated that the pilot was "coming in fast" on an approach to landing. The pilot then performed a go-around from runway 26R. When the pilot turned the airplane onto a right crosswind leg, he lost airplane control. The airplane impacted the ground about 150-200 yards northwest of runway 26R. There were no mechanical anomalies that would have precluded normal airplane operation. A requested written statement of accident investigation findings from the FAA Coordinator was not received.
FAA provided photos showed that the airplane resting in an inverted orientation at the end of the ground scar and the right wing was separated at the wing root. The right wing was resting along the ground scar, and the left wing was attached to the airframe. The left wing flap was in the retracted position. The cockpit throttle control was out about ½ inch and the mixture control was in the full forward position. The cockpit fuel selector had both wing fuel tanks selected. The cockpit pitch trim indication was in the full nose-down position. The cockpit wing flap selector was in the 0-degree flap position. The standby altimeter indicated about 425 feet mean sea level and the altimeter was set to about 29.96 inches of mercury.
The Hobbs meter indicated 2,729.9 hours. The tachometer indication was not reported and is unknown. It is unknown if the Hobbs meter sustained impact damage rendering it unreliable. Maintenance records recorded tachometer times and not Hobbs time. The last 100-hour inspections for the airframe and engine were at a tachometer time of 2,067.6 hours.
A National Transportation Safety Board Pilot/Operator Aircraft Accident/Incident Report (form 6120) was not received from the pilot.
Certificate: Commercial; Private
Other Aircraft Rating(s): None
Instructor Rating(s): None
Toxicology Performed:
Medical Certification: Class 2 Unknown
Last FAA Medical Exam:
Occupational Pilot: No
Flight Time: (Estimated) 657 hours (Total, all aircraft), 502 hours (Total, this make and model), 479 hours (Pilot In Command, all aircraft), 0 hours (Last 90 days, all aircraft), 0 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)
Aircraft Manufacturer: CESSNA
Model/Series: 172S
Airworthiness Certificate: Normal; Utility
Serial Number: 172S10899
Landing Gear Type: Tricycle
Date/Type of Last Inspection: 07/20/2016, 100 Hour
Certified Max Gross Wt.: 2558 lbs
Engines: 1 Reciprocating
Airframe Total Time: 2067.6 Hours as of last inspection
Engine Manufacturer: Textron Lycoming
Engine Model/Series: IO-360-L2A
Registered Owner: Christiansen Aviation Inc
Rated Power:
Operator: Air Associates of Missouri
Condition of Light: Night
Observation Facility, Elevation: SUS, 463 ft msl
Observation Time: 2017 CDT
Temperature/Dew Point: 19°C / 18°C
Wind Speed/Gusts, Direction: Calm
Departure Point: Chesterfield, MO (SUS)
Destination: Chesterfield, MO (SUS)
Type of Clearance: VFR
Departure Time: CDT
Type of Airspace:
Airport: Spirit of St Louis Airport (SUS)
Runway Surface Type: Asphalt
Airport Elevation: 463 ft
Runway Used: 26R
Runway Length/Width: 5000 ft / 75 ft
VFR Approach/Landing: Go Around
Crew Injuries: 1 Serious
Total Injuries: 1 Serious
Latitude, Longitude: 38.662222, -90.651944 (est)
NTSB Identification: CEN16LA379
Accident occurred Sunday, September 18, 2016 in Chesterfield, MO
Aircraft: CESSNA 172S, registration: N52265
On September 18, 2016, at 2006 central daylight time, a Cessna 172S, N52265, impacted terrain during a go-around from runway 26R at Spirit of St Louis Airport (SUS), Chesterfield, Missouri. The airplane descended after it entered into a right nose-down turn while turning downwind for runway 26R. The airplane was destroyed. The commercial pilot sustained serious injuries. The airplane was registered to Christiansen Aviation Inc and operated by Air Associates of Missouri under 14 Code of Federal Regulations Part 91 as a personal flight that was not operating on a flight plan. Night visual meteorological conditions prevailed at the time of the accident for the flight that originated from SUS.
CHESTERFIELD, MO (KPLR) – A Chesterfield pilot is expected to recover after the single engine plane he was flying crashed near the Spirit of St. Louis Airport Sunday night.
Authorities believe he may have been doing "touch and go" maneuvers when the plane stalled. He was the only person on board.
The U.S. Air Force has credited the Missouri Civil Air Patrol with both a "find" and a "save", as in finding the plane and saving the pilot.
Their training and a search beacon led the way to the overturned plane and the injured pilot, Ranakrishna Vallurutalli, 70.
He was still trapped in the wreckage, hidden by the late night darkness and waist high soybeans.
"What we could see from the fence line when they actually found the airplane was just one of the wheels sticking up," said Lt. Col. Keith Monteith of the MO Civil Air Patrol.
The plane went down not far Spirit Airport around 8:00 last night.
Helicopter searchers were picking up the plane's emergency beacon, a steady radio tone activated by impact. Still, they could not see the plane. Their initial search focused on the Missouri River and Howell Island west of the airport. But the handheld direction finder used by in civil air patrol's ground search team locked onto the beacon and pointed them just north of the area where the helicopter searchers were looking.
"When we showed up with the direction finder, we got a bearing that said it was actually a lot close to the outlet mall, than Howell Island," Monteith said. "When the needle (of the direction finder) centers up then we just look straight ahead, that's where the bearing should be to the airplane that we're trying to find … so (we) directed the helicopter to relocate and search the soybean field that was just to north of the airport. Within two passes he had lit up the crash site with his powered spotlight…we train for years to go out and find and hopefully rescue downed air crew before they are in too severe straits. Many times you don't find them in time. It's awesome if you find someone in time to make a difference."
Shortly after 10:00, the search was over. The FAA is investigating the incident but there is not yet any definitive word on what caused the crash.
Story and video: http://kplr11.com
A pilot of a small single-engine airplane that crashed near Spirit of St. Louis Airport in Chesterfield on Sunday night reportedly suffered serious but non-life threatening injuries.
Chesterfield Sgt. Keith Rider identified the pilot as Ramakrishna Vallurupalli, 70, of Chesterfield. Vallurupalli was found conscious and alert inside the upside down plane about two hours after the crash, according to Monarch Fire Protection Agency officials. He was extricated from the plane and hospitalized at a local hospital.
The investigation of the crash now is largely up to the Federal Aviation Administration [FAA], Rider said. Vallurupalli was the only person in the plane.
Roger Herin, a spokesperson for the Monarch Fire Protection District, said about 8:07 p.m. on Sunday night the control tower at Spirit reported the plane had gone down somewhere to the west of it. Tower officials couldn't immediately pinpoint the location of the plane, A police helicopter found the plane after 10 p.m.
It was thought that the plane may be on the riverbank of the Missouri River in the Howell Island Conservation Area. The plane turned out to have landed in an area near airport property, south of Rombachs Farm in the 18000 block of Olive Street Road that shielded by high grass and difficult to see, particularly with darkness setting in, Herin said.
The pilot actually was able to call his wife via cellphone to tell her to call 9-1-1 but the call was dropped before he could give a better location, Herin said. Herin said another agency was in cellphone contact and responders were able to pinpoint his positions from the pilot's cellphone signal.
Herin said the plane was upside down when responders came on the scene. He said fire fighters had to literally cut the pilot out of the plane. The pilot was then transferred to a local hospital.
Herin said plane crashes aren't common. "It does happen," Herin said.
Source: http://westnewsmagazine.com
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redpajama_set_name: RedPajamaCommonCrawl


text:
Welcome to the Mill Woods Mosaic!
AboutAdvertising RatesBack IssuesContact
Mill Woods Mosaic -
The Multicultural
Voice of Edmonton Southeast
Arnim Joop and his wife Susan
Contact Mill Woods Mosaic
The multicultural community newspaper Mill Woods Mosaic was founded by the German-Canadian journalist Arnim Joop in September 2008 and has been published monthly since then. The idea was to create a publication for the residents of southeast Edmonton which informs people about community events, provides information for new immigrants and other newcomers to Alberta, and promotes multiculturalism and diversity.
Mill Woods is a unique community with a very diverse population of more than 100,000 which includes immigrants and refugees from more than 100 countries around the world. This community is a colorful example of the great Canadian Mosaic, a community where people from many different backgrounds, religions and cultures live together peacefully and work together to create a better society.
Until recently, the Mill Woods Mosaic was printed monthly, and 4,000 copies were distributed to more than 250 locations in Mill Woods and the Meadows every month. But since the coronavirus health crisis started, many local businesses, restaurants, schools and places of worship have closed, so the traditional way of distributing the newspaper was made impossible. Therefore we have created a profile on Facebook (www.facebook.com/Mill-Woods-Mosaic) and this website, so readers can still read the newspaper every month and local businesses have a platform for advertising their goods and services.
The Publisher:
Arnim Joop was born and raised in Germany. He grew up in Cologne and studied German literature, linguistics and political science at the University of Hamburg. He started working as a freelance journalist while he was still studying, and contributed regularly to several German newspapers. In 1989, Joop immigrated to Canada and worked as a reporter, photographer and editor for several weekly newspapers in southern Alberta, Fort Saskatchewan and Sherwood Park and the daily newspaper Lethbridge Herald. In 1995, he founded a monthly newspaper for German-speaking people in Alberta, the Albertaner,
Joop has received numerous awards for his journalistic work, including the Queen Elizabeth II Golden Jubilee Medal (2002) and the Alberta Centennial Medal (2005), and he won three times the annual journalism award of the Canadian Ethnic Media Association. And in 2002, Joop was one of the main organizers of a benefit concert for flood victims in the German Province of Saxony which raised more than $80,000, and he was recognized for that by the Premier of Saxony who awarded a medal to him.
Joop, who was already the editor of his high school's student newspaper, is passionate about freedom of expression, equality and human rights and has fought against discrimination and racism for many years.
Joop is married to Susan, and the couple has two adult children and one grandson.
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MONMOUTH, N.J. — Sponsorship opportunities are available for one of the most highly anticipated events of the year – the Annual Kentucky Derby Celebration at Monmouth Park. This is an incredible opportunity for businesses to show their support for the vital services of the organization in the widely read Ad Journal.
There are still sponsorship opportunities available for this sold out event. Call Ad Journal Co-Chair Linda Sirico at 917-882-4218 for details.
On Saturday afternoon, May 5, 2018, the Monmouth Park Charity Fund will be hosting its 15th Annual Kentucky Derby Celebration at Blu Grotto's outdoor garden at the historic Monmouth Park Racetrack in Oceanport, N.J. Proceeds from this event provide critically needed funds to over 50 nonprofit organizations in Monmouth County delivering vital services relating to health, those at risk in the community, and those identified as in need of special services. Since 1946, Monmouth Park Charity Fund has distributed $9,447,000.
The Monmouth Park Charity Fund will be recognizing the following honorees at this year's Kentucky Derby Celebration: Michael Duru Clothiers for contributing time, talent and treasure to support many local charities; Joseph Roselle as a recognized philanthropic leader and personal champion in the community; and Thomas F. Hayes, Director of Customer and Community Relations at New Jersey Natural Gas, for his commitment and leadership, serving on over 20 local charity boards and assisting countless others, where his hard work and dedication strengthens partnerships between charities and the corporate community.
It is anticipated that 400 guests will attend the event.
Honorary Chairs of the event are Tom Donovan and Phil Villapiano.
Event leaders are Maureen Lloyd, Event Chair; Maria Farhat Tanzola, Event Co-Chair; Nona Balaban, Racetrack Liaison Chair; Margaret Hernandez, Sponsorship Chair, Mary Ann Larkin, Auction Chair; Angela Ashley and Linda Sirico, Ad Journal Co-Chairs; Kit Roache and Ellie Smith, Decoration Co-Chairs and Debi Heptig, Director of Operations.
Junior Committee Chairs are Liana Balaban and Michael Hernandez.
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The Ultimate Guide to R&B
Discover how the masters write, produce, and mix one of the most diverse genres in the contemporary music industry
Read this article and you will understand what makes R&B so special and differs this genre from others:
R&B basslines
R&B chords and instrumentation
Modern R&B production and mixing
The genre originated in the 1940s, though its meaning and influences have changed considerably over time. Originally, it drew upon jazz while applying a stronger core beat with piano, guitars, bass, drums, saxophones and vocalists. In the 1950s, the focus began to shift toward blues, around which time it also contributed to the development of rock and roll; it also grew synonymous with gospel and soul influences.
These rapid changes continued into the late 1980s, when truly modern R&B began taking form. We'll focus on contemporary R&B, but it's worth noting that its groundwork was laid many decades ago ... and the genre continues to grow and develop.
R&B is different from many other genres in that the beats are so wide ranging in style and pattern. That said, you can usually start with 4 to the floor and make adjustments from there. If you enjoy being creative, you can try using a ton of syncopation with the kick heavily spaced out. Ne-Yo's song Miss Independent does this perfectly:
R&B revolves around implied beats — as in, what happens in between the kick and snare hits. You can accomplish this through a variety of percussion instruments, hi hats, etc. but the beat doesn't need to be 'busy' to create the motion you want. In fact, the more relaxed you can make the beat (up to a certain point, of course), the more natural it will sound. For example, listen to Faith Evans' Love Like This:
It creates a driving beat, but there's a certain 'laziness' to it that hangs perfectly in the balance between pushing and relaxing. Frequently switching up the kick and snare pattern will help here, along with quantizing to a specific rhythm slightly off the grid. Ableton Live's Groove Pool is a great way to accomplish this, but if you don't have a similar tool at your disposal, you can manually drag individual notes into the placement you want and loop the result for as long as you like. Straying even a little away from the grid makes a huge difference; the robotic nature of perfect quantization is one of the easiest ways to kill the vibe.
You can also use one of the beats preloaded into one of UJAM's Beatmakers like KANDY — the MIDI's already programmed with a natural feel, and you can drag it into your DAW session and manipulate it as you see fit. Programming notes off the grid is worth it sometimes, but it's time consuming; if you want to cut out most of the manual work, try using a Beatmaker!
The dead space where the bass isn't playing is just as important as the bassline itself in R&B. You want to keep it light and punchy, with plenty of bounce in the rhythm. Check out the bass line in Always on Time by Ja Rule and Ashanti:
About half the time, you can hear a constant 16th bassline staying on one pitch; but the rest of the time, the only true low end comes from the kick and snare cross stick hits. It would be way too much to have the bass going the whole time — but it's easy to listen to even a driving bass like this when you don't hear it constantly. You can also use the bass to punctuate the kick and chord changes, leaving the rest of the space open. Where the Party At by Jagged Edge and Nelly is an excellent example of this. This also keeps the bass nice and punchy since you typically hear it coupled with the kick, combining their transients into one.
If you're not using a live bass player, it's tricky to get this punchy, fluffy quality with most bass VSTs — but we created Virtual Bassist DANDY for this exact purpose. Try it out free for 30 days — you'll find it much easier to get the warmth and percussive nature you're looking for, and it has tons of basslines already programmed in that you can manipulate on your own using its MIDI Drag & Drop feature. Open up the Softy preset; it's round and punchy, and you can seamlessly slide it into any R&B track you like!
You may notice similarities between R&B chords and jazz chords — they incorporate a lot of the same characteristics, like sevenths and extensions; and while the progressions are different, R&B's chord progressions are quite different from a lot of other popular music. They're commonly played with electric piano and electric guitars, with an electric bass guitar creating the foundation.
R&B especially shines in its use of background vocals. Take Because of You by Ne-Yo, for example: the backing vox shine through, carved into just the right place in the mix so they never get in the way of the lead singer. They're so carefully arranged that they become a chord instrument in their own right:
Since R&B is such a diverse genre, rather than seeing specific guidelines which don't usually hold true, listen to a variety of different artists to see what they do differently. Chord progressions in some of Doja Cat's most popular songs closely follow classic jazz progressions, whereas you'll hear simpler, popular chord progressions when listening to Ariana Grande. There's no way to properly classify 'strains' of R&B, which only serves to further differentiate artists from each other.
Chord instruments often have a ton of 'shimmery' effects added, such as gentle ping pong delays and plate reverbs along with a host of other subtle effects. UJAM's Finisher VOODOO is a great way to achieve this without having to chain a ton of different effects together — plus, it was specifically designed with guitars in mind and you can use it to evoke this feel quite easily.
One of the most immediate differences between 'classic' and contemporary R&B mixes is that recent R&B has a lot more low and high end frequencies, while the mids are heavily scooped out. It's very difficult to achieve this balance without making your mix sound brittle and dimensionless, so you certainly don't want to go overboard. Give your vocals and chords a slight boost with a high shelf EQ and brutally cut the low end from any tracks that don't need it — you'll get some extra high frequency shimmer and more space for your bass and kick to cut through, and you'll have an easier time finishing up your mix from there.
In R&B, the vocalist must shine through — great producers typically give vocals plenty of room to breathe; jokes aside, accentuating breath noises creates a very intimate feel, and many artists use this masterfully. In terms of processing, you'll often hear long reverbs with the low end completely rolled off via a high pass filter to further emphasize the high frequencies and add dimension. R&B vocals are typically clean, electing not to use much if any distortion; it's more about the character of the singer's voice. You'll also hear a lot of heavily autotuned vocals; not on every song, but on many of them. This is largely a stylistic choice, closely tied to a vocalist's or producer's brand.
A lot of contemporary R&B still uses acoustic drum kits — but even in songs that don't, they tend to use acoustic drum samples, rather than synthesized samples like you commonly hear in EDM or trap. Despite how many changes the genre has gone through, certain nuances like this show how in touch it is with its roots. The production style varies, but many of the core sounds stay the same. As you listen to the genre, take note of how many subtle ways R&B artists find to place a unique stamp on their songs — vocal, arranging, drum sample, chord and mixing styles all come into play, making for an endlessly deep genre to immerse yourself in.
R&B is constantly evolving, and has been at the epicenter of many of the genre developments of the twentieth century. The use of specific production techniques, drum sampling and more move it toward trap in the hands of some artists, while others prefer a more traditional approach that keeps it anchored in its roots. Due to so many varying styles, it's possible R&B will never have a singular, fixed identity — which is all for the better, as it's responsible for some of the most innovative and beautiful music available.
When you hear something different you enjoy, take note of it; you can even toss all your R&B 'study materials' into a Spotify playlist and have them on hand when you go to create your own
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Speaker Pelosi claims to have as much power as the President, is swiftly fact-checked back down to Earth
January 4, 2019 | Frieda Powers | Print Article
(Image: screenshot)
Nancy Pelosi may have reclaimed her position as Speaker of the House, but many feel she should go back to school on the U.S. Constitution.
In a historic return, the California Democrat was elected as speaker for the second time in 12 years, putting her in position to be next in line for the presidency should anything happen to President Donald Trump and then Vice President Mike Pence.
But in a New York Times interview published on Thursday, the 78-year old liberal showed how dangerously ignorant she is of the Constitution that she is sworn to uphold.
In the interview, Pelsoi recalled wondering, "Doesn't anybody listen to a woman in the room?" at a White House dinner when men were speaking over her.
"Hopefully that will become a thing of the past now that we have so many women in Congress — and with the gavel," she said. "The gavel makes a big difference."
Pelosi was asked by Sheryl Gay Stolberg in The New York Times interview if she considered herself to be equal to Trump.
"The Constitution does," she replied, according to piece which called her an "icon of female power."
Soon after she took control of the House, Pelosi issued a letter to Trump that began, "The Constitution established the legislative, executive and judicial branches as co-equal branches of government, to be a check and balance on each other."
Though the Constitution established the separation of powers in the federal government, the three branches have far from equal powers. Article I, Section 8 gives 18 powers specifically and only to Congress, including collecting taxes and declaring war. Article II, Section 2 lists the six enumerated powers of the president which include being Commander and Chief of the military.
Legal scholar Jonathan Turley fact-checked Pelosi's statement in a blog post on Friday.
"A speaker is not the equal to a president because a speaker is not the head of one of the branches. She is at most the head of one of the house of the Legislative Branch and even that can be contested as overblown since her powers are limited under House rules," Turley explained.
"The fact that a Speaker is second in line to the President under the Presidential Succession Act also does not make her a constitutional equal — any more than cabinet members are the equal to the president because they are also in the line of succession," he wrote.
Pelosi's statement about being equal to the president as the speaker drew scathing rebukes on social media.
This is nonsense. Accepting, for argument's sake (since it's not in the text of the Constitution), that the legislature is a "co-equal" branch of government, Pelosi's party only controls one of two chambers, and not the upper one. https://t.co/79m211F7Ol
— Joel B. Pollak (@joelpollak) January 3, 2019
Lol, Pelosi said that the Constitution considers her the President's equal. Sure Nancy, try signing some of the garbage legislation the House passes and let us know how that goes…
— Bill Mitchell (@mitchellvii) January 3, 2019
It's quite obvious to me that nutcase Pelosi's understanding of the Constitution as pertaining to her Speakership role, is one she lacks in defining correctly. Truth is, she's not equal to the President, just in the line of sucession in t event something happened to t President.
— MakeAmericaGreat2020 (@MGreat2020) January 4, 2019
No, the 3 BRANCHES of our Constitutional Republic are coequal, not the leaders! There's no way in hell Pelosi is equal to Trump! #delusional
— Mike Ryan (@mikeryan68) January 3, 2019
She clearly has not read the Constitution. It considers the Legislative Branch equal to the Executive. She is just one leader in the Legislative Branch. Trump is the leader of the Executive Branch.
— Kenny Hansen (@Ken_Sen) January 3, 2019
Great. @SpeakerPelosi is insane and @TheDemocrats just made her speaker. So she's saying @SpeakerRyan was equal to the @POTUS?
— Steve Carlson 2.020 (@SteveWCarlson) January 4, 2019
She never said that when Obama was president, was the Constitution updated? https://t.co/S280Zrq2fn
— Anthony J Bruno (@ajbruno14) January 4, 2019
I didn't realize Nancy could issue Executive Orders and veto legislation. Impressive!
— Drew (@StMillerFan) January 4, 2019
The constitution considers the ENTIRE Congress, some 500+ members together as an equal branch. The Speakership is an invention of congress and isn't even mentioned in the Constitution.
— The Jdub (@jwscotterz) January 4, 2019
Lol, Pelosi said the Constitution considers her the President's equal
Nancy – POTUS is in charge of the Executive Branch. You're the Leader of 1/2 of a co-equal Branch (Congress)
+ even then, you need support from the House to have your Leadership role amount to a hill of beans https://t.co/ZBGvrQ3gGr
— John Betts (@JohnFromCranber) January 3, 2019
Thank goodness I'm learning so much from Pelosi than I ever could from my basic civics courses…oh wait…
— Zach Jameson (@inglorious_zach) January 4, 2019


PHILADELPHIA – A Philadelphia man who fled overseas after the killing of his wife's lover in a restaurant two decades ago is back in court to face murder charges.
Seventy-one-year-old Santiago Pedroso appears gaunt and haggard after two decades on the run, mostly in the Philippines.
Pedroso faces a murder trial after a preliminary hearing Wednesday, when a detective read his recent police statement.
Authorities say Pedroso told police that jealousy drove him to kill 41-year-old Delores Alvarez, but he didn't kill his wife because their teen daughter would be left motherless.
The FBI says Pedroso was arrested this month after seeking a passport at the U.S. embassy in Manila. He is a self-described spiritualist who sold religious items.
His lawyer says he will see if Pedroso's statement matches the evidence.


The Utah Jazz picked up a win in their UTAH Summer League debut on July 2nd. After defeating the San Antonio Spurs (92-76), all eyes were on Jazz rookie guard Grayson Allen.
In his first NBA Summer League matchup, Grayson Allen finished the game with 11 points, 8 rebounds and 7 assist shooting (4-16) from the field.
Following the game, Grayson Allen sat down with the media and spoke on his first NBA game. Allen addressed the pace of the game and building the proper conditioning for the NBA season. Grayson Allen officially signed his Jazz contract on game day and he spoke on fulfilling one of his childhood goals.
Grayson Allen spoke on Donovan Mitchell's impact on the benching assisting him, some parts of his game he wants to improve in, Utah Jazz fans and more.
The Utah Jazz host the Atlanta Hawks in there final UTAH Summer League matchup on Thursday July 5th in Salt Lake City, Utah at 7pm MT/ 9pm EST.


As anyone who has a disability which affects mobility knows, being able to travel while experiencing minimal disruption to your day-to-day life is invaluable.
Often, public transport isn't accessible or accommodating for wheelchair users. That's why wheelchair accessible vehicles, or 'WAVs' as they're more commonly referred to, are a key part of retaining an independent lifestyle.
But just like when shopping for any vehicle, it's important to resist the temptation to buy the first one you see. When choosing a WAV, it's especially important to do research and make sure your vehicle is perfectly suited to your needs.
It's best to start by making a checklist of the modifications you'll need for your individual circumstances, so when browsing vehicles online or visiting showrooms you'll be able to match your requirements to the specifications of the vehicles available.
First of all, think about the size of your wheelchair. Your WAV will need to have at least enough space for it to fit in, or more if you have two wheelchairs and often travel with both.
Also consider how many people you are likely to be travelling with. Most WAVs are available in small, medium or large. A small WAV can usually seat four passengers, whereas a large WAV such as a minibus can seat up to six wheelchair users, more suitable if you regularly travel with a large group of people.
As you'd expect, WAVs are available with a range of modifications. These include built in folding ramps for easier access (some large WAVs even have lifts) and wheelchair tie-downs for optimum safety when travelling.
In addition, folded seats which can be tucked away depending on the number of passengers or amount of space required, lowered floors or higher roofs which accommodate extra headroom and options for side or back entrances are all features which are designed to make travelling easier for wheelchair users.
Just like when buying a standard car, second hand WAVs are also available, so there's no need to worry if your budget is restricted. But, help is also available through disability grants and the Motability scheme.
Once you've got the keys to your new vehicle, you'll need to make sure you're fully insured before you can drive away. At Fish Insurance, our insurance policy for wheelchair accessible vehicles and cars adapted for disabilities offers significant discounts for registered disabled drivers and Blue Badge holders, so you can feel confident and protected on the road.


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Edward Taylor has served as the managing partner of the law firm of Taylor, Eldridge & Endres, P.C. for the past twenty years. The firm handles all aspects of community association law for over 200 condominium, cooperative apartment and homeowners association communities. The firm of six attorneys advises small businesses and corporations on matters related to formation/dissolution, sale/purchase, and general issues of concern. They also handle real estate transactions, landlord/tenant matters, and commercial and real estate litigation. The firm's philosophy has always been to provide clients with legal representation that is effective, efficient, and which seeks to solve problems by maximizing benefits while minimizing costs.
Mr. Taylor has lectured and written extensively on a variety of topics concerning community association and corporate law, including compliance with governing documents and state/federal statutes, good governance principles, and conflict resolution.
Mr. Taylor has been a member of the College of Community Association Lawyers (CCAL) since 2014. He was a founding member and President of the Long Island Chapter of the Community Associations Institute, served as President of the Greater Smithtown Chamber of Commerce, and is the current President of Long Island Adolescent and Family Services, Inc.
Mr. Taylor obtained a bachelor's degree in History from Grinnell College, a master's degree in Public Policy from the University of Michigan, and a law degree from Touro Law Center.
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