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Horizon / Alaska Airlines, de Havilland Dash 8-400, N412QX: Incident occurred December 29, 2017 at Pullman–Moscow Regional Airport (KPUW), Whitman County, Washington -and- Accident occurred November 19, 2017 at Sacramento International Airport (KSMF), California
'It's a cover-up from the Federal Aviation Administration at the highest level': Cockpit voice recording can't be used in investigation, source says
The mystery at Pullman–Moscow Regional Airport (KPUW): Plane mistakenly lands on taxiway, but was key evidence inspected?
A top Federal Aviation Administration official has forbidden inspectors who are trying to determine why a Horizon Air commercial jet mistakenly landed on a Pullman, Washington, airport taxiway from reviewing "critical" evidence: recorded cockpit conversations between that flight's pilots, a federal official familiar with the investigation said
The directive came straight from John Duncan, FAA's head of flight standards who is in charge of the agency's flight inspectors across the country, said the source, who requested anonymity because of the sensitive nature of the probe. Despite the cockpit voice recorder being quarantined by Horizon Air, inspectors investigating the incident have been prevented from listening to the audio of the pilot discussions.
"It's a cover-up from the FAA at the highest level," the source said. "We don't want this to happen again because next time they could hit someone and people will die."
FAA spokesman Ian Gregor declined to comment Friday: "The FAA does not comment on pending investigations."
The wayward flight is the latest high-profile airport mishap involving botched landings, including three at San Francisco International Airport — one of which could have resulted in one of the country's biggest air disasters. Experts have said cockpit voice recorders are critical to determining what caused flight crew confusion. In the end, the Dec. 29 incident at Pullman-Moscow Regional Airport ended with the Horizon jet, along with its 38 passengers and four crew members, landing safely with no injuries.
U.S. Rep. Mark DeSaulnier, D-Concord, has been lobbying for improvements to how aviation and airline officials collect and save the cockpit recordings, which are often lost if not immediately pulled because the audio will overwrite itself. After the three alarming SFO incidents and others across the country, DeSaulnier wrote the FAA and pushed for a public hearing on the issue.
"Oh man," DeSaulnier said by phone Friday. "What are they hiding? Why aren't they being more forthcoming?"
The congressman said his office was in the process of crafting a letter to the FAA asking for details about the Pullman incident.
On December 29, Horizon Air Flight 2184 landed on the small airport's taxiway during a driving rain storm that had shorted out the runway lights. Alaska Airlines, which operates Horizon, said the 17-year veteran pilot misidentified Taxiway Alpha as Runway 6 and landed. The airline also said the pilots have been temporarily suspended from flying during the investigation.
Because the Horizon plane actually landed on the taxiway, federal regulations require the airline to immediately report the incident to the National Transportation Safety Board and to preserve the critical data, including the cockpit voice recorder. The airline followed the rules, but the NTSB declined to investigate the incident.
It's not always required that cockpit voice recordings be retrieved, and if they are not, they will be overwritten. That is what happened in the SFO near misses. In one case, an Air Canada plane narrowly averted landing on a taxiway crowded with four fully loaded jets awaiting takeoff. But because it didn't land on the taxiway, the airline was not required to retain the recording and the plane took off hours later.
The FAA has initiated a probe in the Horizon Air incident, but that effort has now been diminished, according to the source.
"If I were doing it and I didn't have all the information, I couldn't close the investigation. It is that crucial … The CVR will tell you everything," the source said of the cockpit recordings. "(The FAA) flat out told them you can't listen to that tape. To me, that's very troubling."
Interviewing pilots is helpful, experts have said, but the raw conversations leading up to the aviation error are pivotal.
"It helps us figure things out in case someone lies to us," the source said.
Federal regulations require the recorder to be held for at least 60 days by the airline, but the federal official said the concern is that once that period ends, the data could be lost forever.
"Then we'll never know what happened."
Story and comments ➤ https://www.mercurynews.com
PULLMAN, WASH. — Last month, a Horizon Air plane mistakenly landed on a taxiway at a small airport in Washington. It was serious enough that the flight crew was suspended, but federal aviation officials have kept most of the details under wraps.
The major gaffe had a happy ending — the plane landed safely on the empty taxiway and no one was injured. But some aviation experts say the Pullman mistake coupled with several other high profile near-misses involving botched landings, including three at San Francisco International Airport, provide a good reason why cockpit voice recordings should be preserved and reviewed after dangerous aviation incidents, wreck or no.
Congressman Mark DeSaulnier, D-Concord, is someone who also wants to make sure critical evidence is kept. When aviation and airline officials failed to collect evidence from the three SFO incidents and others across the country, DeSaulnier pushed the Federal Aviation Administration to find a way to capture more of the recordings and for a public hearing on the issue.
"We need to get to the bottom of these," DeSaulnier said. "We need to understand what the standards are, if they are followed and do they need to be strengthened."
And that's why the Pullman incident is so strange.
Because the Horizon plane actually landed on the taxiway, federal regulations require the airline, which is operated by Alaska Airlines, to immediately report the incident to the National Transportation Safety Board and to preserve the critical data, including the cockpit voice recorder.
The airline and federal officials confirm that this was done. However, the NTSB declined to investigate the incident. The FAA has initiated a probe but refuses to say whether its investigation will include reviewing the audio. It hinted it will not.
FAA spokesman Allen Kenitzer repeatedly told this news agency his agency could not comment on an ongoing investigation and his only comment about the cockpit recordings was: "The FAA does not have the regulatory authority to remove cockpit voice recorders."
Taxiway landing
On Dec. 29, a heavy rain and melting snow created a flash flood that caused an electrical failure of the Pullman-Moscow Regional Airport's runway lights, leaving only the blue taxiway lights working as Horizon Air Flight 2184 approached.
At about 6:20 p.m., the flight crew, about three miles from the airport, positioned the aircraft for landing and attempted to activate the remote-controlled runway lights, according to an Alaska Airlines statement. The crew had not been alerted about the inoperable lights — the airport director said the facility did not know about the outage yet — and the 17-year veteran pilot misidentified Taxiway Alpha as Runway 6 and landed. No other aircraft were on the taxiway at the time.
"The pilots have been temporarily removed from flight status while the landing is being investigated internally and in partnership with investigating authorities," Alaska Airlines said.
Aviation experts say taxiway lights are clearly blue and instruments would have guided the flight crew to the airport's darkened runway, which should have caused the pilot to abort the landing. The Pullman airport, which has one landing strip and one taxiway, has no tower, but air crews can communicate with each other via radio.
"It is a big mistake," said Michael Barr, former director of the USC Aviations Safety Program. "Especially at night because runway lights are much different than taxiway lights."
The runway is 100 feet wide, but the taxiway a narrow 60 feet, said airport manager Tony Bean.
"I don't think visibility was a problem (that night)," Bean said. "It was a very, very, very strange occurrence."
Normally, after a major incident, the FAA, even when it is investigating, will provide the public with basic preliminary information. However, all the flight specifics from Pullman came from the airline and airport manager. And there was confusion three weeks after the incident between the NTSB and FAA.
"For more information, you'll want to contact the NTSB. They are leading this investigation," Kenitzer said on Jan. 18.
The same day, NTSB spokesman Eric Weiss said: "We are not conducting a separate Investigation on this event. As such, we did not gather any recorder data."
The next day, Weiss said: "We are looking into several wrong runway/airport/taxiway landings and have documented that this event occurred. However, we will not be conducting a separate investigation given our current resources."
He did later confirm that Horizon properly notified them and the airline "indicated that the recorders had been quarantined."
The FAA refuses to say if they are reviewing the audio. Nearly a month after the taxiway landing, no one will say what happened to the cockpit voice recordings after they were removed by the airline, or if they have been reviewed.
Barr said that audio is critical evidence to find exactly why the pilots veered from the runway.
"It's very important," the aviation safety expert said, "if they'd like to know what happened."
Flight QXE2119: Aircraft sustained a birdstrike to the nose of the fuselage. No injuries. Damage substantial. Landed without incident.
http://registry.faa.gov/N412QX
Date: 20-NOV-17
Regis#: QXE2119
Aircraft Make: BOMBARDIER
Aircraft Model: DH8D
Event Type: ACCIDENT
Damage: SUBSTANTIAL
Activity: COMMERCIAL
Flight Phase: EN ROUTE (ENR)
Aircraft Operator: HORIZON AIR
Flight Number: QXE2119
City: SACRAMENTO
Timestamp 1/26/2018 11:32:00 PM 2 comments
Firm to build jet-powered drones in Oklahoma City, bring 350 jobs
A California-based jet-powered drone manufacturer is moving at least 350 employees and part of its engineering, design and manufacturing operations to Oklahoma City, company and state leaders said Friday.
Kratos Defense & Security Solutions Inc. develops and manufactures jet drones used for military missile tests and other applications. The new Oklahoma City facility will be home to much of the company's design and manufacturing of a new version of offensive jet drones intended to be used in combat along with manned aircraft.
"We can fly our aircraft as a wingman for an F-22," Steve Fendley, president of Kratos' unmanned systems division said in a news conference on Friday. "The manned pilot can fly to a proximity and deploy the unmanned aircraft farther without having to threaten himself."
Kratos has four engineers and 25 support employees at a temporary Oklahoma City location. The company is looking for a permanent facility near Tinker Air Force Base where it will house its expanded research and production offices. The new location also will be home to some of the company's manufacturing operations.
Fendley said he expects the company to be in the new facility by the end of the year and to have 350 to 500 Oklahoma City employees within five years.
Gov. Mary Fallin leads a press conference at the state Capitol on January 26, 2018.
"We're close to reaching our production capacity in California," Fendley said. "Our intention here is to install our tactical performance capability, both the development and production of those systems. For those tactical aircraft systems, their home will be here. We will develop and produce them here in Oklahoma."
Aviation and aerospace is Oklahoma's second largest industry behind the energy sector, but Kratos represents a portion of the industry new to the state.
"These are cutting-edge components of technology and aviation coming to Oklahoma City," said Roy Williams, president of the Greater Oklahoma City Chamber. "It represents the future of the industry. Much of what we have in Oklahoma City is maintenance and overhaul, which is taking care of everything that is old. This is the next wave of growth in the sector. We think this is a home run."
Kratos also represents the revival of aerospace manufacturing in the state, said Vince Howie, aerospace and defense director at the Oklahoma Department of Commerce.
"This is the beginning of a long and fruitful relationship," he said. "We've brought aircraft manufacturing back to Oklahoma."
Kratos executives chose Oklahoma City after meeting with Rep. Steve Russell, R-Oklahoma City, Gov. Mary Fallin and other state and local leaders, Fendley said.
"All of the pieces in Oklahoma fit what we were looking for," he said. "We wanted a state that is supportive of the business we're in, supportive of the military, supportive of advancements of our capability testing, have a close proximity to military bases and have the potential for a flight test facility."
Fendley said his company is negotiating with the Federal Aviation Administration for the ability to run flight tests at the Oklahoma Air & Space Port in Burns Flat, which is home to the third-longest civilian airport runway in North America.
"We hope to eventually do ground testing and possibly eventually flight testing there," Fendley said. "If we can do that, Oklahoma is really our center focus for all the development work we do."
Kratos has conducted most of its tests on military bases in California, where it must work around military schedules.
"The opportunity to take advantage of a facility like (Burns Flat) with the proximity we have with the size and capacity and ceiling all the way to space, is incredible," Fendley said.
Besides the proximity to Burns Flat and Tinker Air Force Base, Fendley said the company also was drawn by the state's engineering and Quality Jobs tax credits.
Oklahoma has a checkered history of providing tax credits to aerospace companies based at or interested in Burns Flat. Rocketplane, for example, took in $18 million in state subsidies before filing for bankruptcy in 2010.
Gov. Fallin pointed out, however, that Krotos is an established company that operates in 20 states and five countries and has more than 3,000 employees and close to $1 billion in contracts.
"This is not a startup company," she said.
Earlier this month, Kratos announced a $23 million unmanned aerial drone system production award from an unnamed customer, and a $93 million contract to supply target drones to the Army. This most recent contract makes Kratos the sole supplier of jet-powered, sub-scale target drones to all branches of the U.S. military.
Aerospace firms produced about $4.9 billion in goods and services in the Oklahoma City metro, according to a 2016 study by the Greater Oklahoma City Chamber.
Tinker Air Force Base is a major driver for the local aerospace industry, which includes firms such Boeing Aerospace, Pratt & Whitney, Lockheed Martin Aircraft, Northrop Grumman, General Electric Aviation and AAR Aircraft Services.
While Kratos is a strong benefit to the Oklahoma economy on its own, it also will help state and economic leaders attract additional businesses to the state, Fallin said.
"When you get a company like Kratos to locate in Oklahoma, they have suppliers that will look at the possibility of coming to Oklahoma because they want to do business with a major supplier of unmanned aerospace and the latest technology," Fallin said. "It's great for Tinker and all of our other military installations to be able to partner with a company like this."
Story, photo gallery and video ➤ http://newsok.com
Labels: Drones
Bellanca 17-30A Super Viking, N39894: Accident occurred March 01, 2017 near Carson Airport (KCXP), Carson City, Nevada
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office: Reno, Nevada
Continental Motors; Mobile, Alabama
http://registry.faa.gov/N39894
Location: Carson City, NV
Registration: N39894
Aircraft: BELLANCA 17-30A
Defining Event: Fuel related
Injuries: 1 Serious
The airline transport pilot was conducting the airplane's first flight after about 1 1/2 years of inactivity and the completion of an annual inspection. A witness reported that the airplane took off normally, but the retractable landing gear remained extended. As the airplane neared the end of the runway, about 300 ft above ground level, the engine sounded as though it "decreased to idle." The airplane entered a right, 180o turn and descended rapidly before impacting the ground.
During a postaccident test run, the engine operated normally at both idle and full power settings and during abrupt changes between idle and full power. However, it operated inconsistently at 2,100 rpm for about 30 seconds before stabilizing at that power setting. During this time, the fuel pump pressure fluctuated. Following the test run, the fuel manifold valve was disassembled, revealing rust on the screen, lower housing, and plunger, consistent with exposure to water. The diaphragm was removed and a small amount of fuel was found on the "dry" side of the valve; the vent extending from this section was examined and clear of debris. Examination of the airframe and engine maintenance logs revealed that the airplane flew a total of 73 hours and underwent 3 annual inspections in the previous 8 years. It is likely that water accumulated in the fuel system sometime during the airplane's prolonged periods of disuse, resulting in corrosion of the fuel manifold valve's internal components. Because the corrosion was internal, it would not have been detected without disassembly of the fuel manifold, which is not part of the annual inspection procedure. It is likely that this corrosion caused the manifold valve plunger to temporarily stick, which restricted fuel flow to the engine and resulted in the anomalous operation during the postaccident test run as well as the loss of power on the accident flight. Following the loss of engine power, the pilot initiated a turn back to the runway, during which the airplane exceeded its critical angle of attack and experienced an aerodynamic stall.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A total loss of engine power due to internal corrosion of the fuel manifold valve. Also causal was the pilot's decision to return to the runway following the loss of engine power shortly after takeoff, and his exceedance of the airplane's critical angle of attack during the turn, which resulted in an aerodynamic stall.
Fuel distribution - Fatigue/wear/corrosion (Cause)
Fuel distribution - Malfunction (Cause)
Personnel issues
Aircraft control - Pilot (Cause)
On March 1, 2017, about 1250 Pacific standard time, a Bellanca 17-30A, N39894, experienced a loss of engine power shortly after takeoff from the Carson Airport (CXP), Carson City, Nevada. The pilot, sole occupant, was seriously injured, and the airplane sustained substantial damage to both wings. The airplane was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident no flight plan was filed for the local flight.
At the time of this report, the pilot was unable to provide a statement or complete the NTSB Pilot/Operator Aircraft Accident/Incident Report Form 6120.1.
A witness reported that he observed the airplane takeoff normally, with the exception that the landing gear remained in the down position. At the end of the runway, when the airplane was no higher than 300 feet, it sounded as if the engine decreased to idle. The airplane made a right 180o turn and descended rapidly before impacting the ground.
Postaccident examination of the airframe revealed continuous control continuity throughout the airframe. In addition, control continuity was established from the cabin to the throttle, mixture, and propeller controls. The fuel lines were intact from the engine to the firewall, and from the wing tanks to the fuselage; the remaining lines were inaccessible due to airframe damage. Air was blown from the engine driven fuel pump inlet line aft through the fuel selector and air/fuel exited the left wing fuel tank outlet line. With no obvious anomalies with the airframe or engine, the engine was shipped to Continental Motors to be run in a test cell.
The engine was installed into a test cell. It started normally and ran for a while at 1,200 RPM with no anomalies noted. The power was increased to 2,100 rpm and the engine operated inconsistently; the fuel pump pressure was fluctuating, and after about 30 seconds the engine stabilized. After stabilization, a magneto check was completed and no abnormalities were noted. The engine power was increased to 2,400 RPM momentarily before full power was applied; the engine continued to operate normally. The engine power was abruptly changed between idle and full power several times with no anomalies noted. Unable to recreate the inconsistent running engine, it was shut down normally and removed from the test cell.
The fuel components were removed from the engine. The fuel manifold valve was disassembled and rust indicative of corrosion was present on the screen and lower housing of the unit. The plunger was removed and it also exhibited rust. The diaphragm was removed and a small amount of fuel was found on the "dry" side of the valve; the vent extending from this section was examined and clear of debris.
The most recent entries from the airplane's airframe and engine maintenance logbooks were three annual inspections that occurred over a span of about 8 years. The tach time difference between these inspections was a total of 73 hours, for an average of 9 hours a year. The wife of the pilot reported that they purchased the airplane in 2002, and it has been parked in a hangar for a majority of their ownership. About 1.5 years leading up to the accident, the airplane had been undergoing an annual inspection and new paint, which was completed on February 24, 2017. When the maintenance was completed, the pilot ran the airplane's engine on the ground for about 45 minutes with no anomalies noted; the accident flight was the first flight post maintenance.
According to a Continental Motors representative the fuel manifold valve is generally not disassembled by a mechanic in the field, and there are rarely issues with this engine component. If fuel issues are suspected, the troubleshooting section of the Continental Motors Standard Practices Manual (M-0) directs the mechanic to an isolated fix. If the problem is isolated to the fuel manifold, it is to be removed and either sent to an appropriate overhaul facility, or replaced by a new or rebuild from Continental Motors.
History of Flight
Initial climb
Fuel related (Defining event)
Loss of engine power (total)
Off-field or emergency landing
Aerodynamic stall/spin
Collision with terr/obj (non-CFIT)
Certificate: Airline Transport; Flight Engineer
Airplane Rating(s): Multi-engine Land; Multi-engine Sea; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): Glider
Medical Certification: Class 1 Without Waivers/Limitations
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time: 22000 hours (Total, all aircraft)
Aircraft Manufacturer: BELLANCA
Model/Series: 17-30A
Airworthiness Certificate: Normal
Serial Number: 73-30544
Landing Gear Type: Tricycle
Certified Max Gross Wt.:
Time Since Last Inspection: 1 Hours
Engine Manufacturer: CONT MOTOR
ELT: Not installed
Engine Model/Series: IO 520 SERIES
Observation Facility, Elevation: CXP, 4705 ft msl
Observation Time: 1255 PST
Distance from Accident Site: 0 Nautical Miles
Direction from Accident Site:
Lowest Cloud Condition: Clear
Temperature/Dew Point: 7°C / -9°C
Lowest Ceiling: None
Visibility (RVV):
Departure Point: Carson City, NV (CXP)
Destination: Carson City, NV (CXP)
Departure Time: 1250 PST
Airport: Carson Airport (CXP)
Airport Elevation: 4705 ft
Runway Surface Condition: Dry
Runway Used: 9
VFR Approach/Landing: Forced Landing
Crew Injuries: 1 Serious
Total Injuries: 1 Serious
NTSB Identification: WPR17LA072
Accident occurred Wednesday, March 01, 2017 in Carson City, NV
Aircraft: BELLANCA 17-30A, registration: N39894
Injuries: 1 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On March 1, 2017, about 1250 Pacific standard time, a Bellanca 17-30A, N39894, experienced a loss of engine power shortly after takeoff from the Carson Airport (CXP), Carson City, Nevada. The pilot, sole occupant, was seriously injured, and the airplane sustained substantial damage to both wings. The airplane was registered to, and operated by, the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident and it is unknown if a flight plan was filed. The flight was destined for an unknown location.
A witness reported that they observed the airplane takeoff normally, with the exception that the landing gear remained in the down position. At the end of the runway, when the airplane was no higher than 300 feet, it sounded as if the engine decreased to idle. The airplane made a right 180 degree turn and descended rapidly before impacting the ground.
The airplane has been recovered to a secure location for further examination.
Eurocopter AS 350 B3, N413LP, Helicorp Inc: Accident occurred February 21, 2017 at Fernando Luis Ribas Dominicci Airport (TJIG), San Juan, Puerto Rico
Federal Aviation Administration / Flight Standards District Office; San Juan, Puerto Rico
HeliCorp Inc: http://registry.faa.gov/N413LP
Location: San Juan, PR
Date & Time: 02/21/2017, 1015 AST
Registration: N413LP
Aircraft: EUROCOPTER AS 350
Defining Event: Fire/smoke (non-impact)
The pilot/owner of the turbine helicopter was practicing autorotations with a flight instructor. After completing several autorotations uneventfully, the instructor asked if he could perform one, and the pilot agreed. Near the flare at the end of the maneuver, the pilot heard the engine overrev, followed by an Nr (rotor speed) aural warning, followed by a fire warning light illumination on the instrument panel. After landing, the pilot exited the helicopter with a fire extinguisher and attempted to extinguish an engine fire.
Review of data downloaded from a vehicle-engine multifunction display and digital engine control unit revealed that the first failure recorded during the flight indicated that the gas generator rotation speed (N1) reached an out-of-limit value. At that time, the fuel regulation was in mixed mode, as the collective twist grip throttle control was out of the "flight" detent and the pilot was manually controlling the throttle. A second failure was recorded 2 seconds later, which indicated that the free turbine rotation speed (N2) reached an out-of-limit value. The failure was triggered by the maximum recorded value of 545 rpm, which equated to a turbine speed (Nr) of 140%.
The engine's freewheeling turbine was designed to separate turbine blades at 150% Nr in order to prevent the turbine disc separating at 170% Nr. It is likely that the flight instructor excessively opened the fuel metering unit via the twist grip throttle manual control, which resulted in an engine overspeed, turbine blade separation, and subsequent engine fire.
The flight instructor's incorrect manipulations of the twist grip throttle control during a practice autorotation, which resulted in an engine overspeed and subsequent fire.
Fuel controlling system - Incorrect use/operation (Cause)
Incorrect action performance - Instructor/check pilot (Cause)
On February 21, 2017, about 1015 Atlantic standard time, an Airbus Helicopters (Eurocopter) AS 350 B3, N413LP, operated by the commercial pilot, was substantially damaged during a practice autorotation at Fernando Luis Ribas Dominicci Airport (TJIG), San Juan, Puerto Rico. The flight instructor and commercial pilot were not injured. The instructional flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the flight that originated from TJIG about 0900.
According to the flight instructor's written statement, he was the pilot-in-command for the flight and the commercial pilot/owner of the helicopter was practicing autorotations. During recovery from the last 180° autorotation, the flight instructor noticed that the engine rpm continued to increase and exceeded limitations, followed by a vibration in the helicopter. He then immediately landed on a grass area near a runway. After the landing, a mechanic told him that the helicopter's engine was on fire. The flight instructor completed the engine fire procedure and exited the helicopter.
According to the commercial pilot's written statement, he had completed several training maneuvers and autorotations uneventfully. The flight instructor then asked if he could perform an autorotation and the commercial pilot agreed. During the flare at the end of the autorotation, the commercial pilot heard the engine overrev, followed by an Nr (rotor speed) aural warning, followed by a fire warning light illumination on the instrument panel. After landing, the commercial pilot exited the helicopter with a fire extinguisher and attempted to extinguish an engine fire.
Review of airport security video revealed that the helicopter was descending to a grass area adjacent to the runway. About 30 feet above ground level, smoke began emitting from the helicopter and it climbed out of the video frame. It then descended back into the video frame and landed on the grass while smoke continued to emit from the helicopter.
Examination of the helicopter by a Federal Aviation Administration inspector revealed that the fire resulted in damage to the engine deck support structure and a portion of the tail rotor drive shaft. A vehicle and engine multifunction display (VEMD), digital engine control unit (DECU), hydromechanical unit (HMU), and assembly valve were retained for examination and data download at the manufacturers' facilities under the supervision of the Bureau d'Enquetes et d'Analyses (BEA) in France. Examination and testing of the HMU and assembly valve did not reveal any anomalies that would have precluded normal engine operation.
Review of data downloaded from the VEMD and DECU revealed that during the accident flight, the first failure recorded by both computers was an NG/N1 failure, respectively. The failure was recorded at 1 hour, 13 minutes, 18 seconds (1:13:18) into the 1-hour, 14-minute flight by the VEMD and 1:13:27 by the DECU. The recorded failure indicated that the gas generator rotation speed (N1) reached an out of limit value. At that time, the fuel regulation was in mixed mode as the collective twist grip throttle control was out of the "flight" detent and the pilot was manually controlling the throttle. A second failure was recorded 2 seconds later, which indicated that the free turbine rotation speed (N2) reached an out of limit value. The failure was triggered by the maximum recorded value of 545 rpm, which equated to an Nr of 140%.
According to a representative from the engine manufacturer, the engine's freewheeling turbine was designed for its turbine blades to separate at 150% turbine speed. The design was to prevent the turbine disc from separating at a turbine speed of 170%. During his examination of the engine, the representative observed evidence consistent with the turbine blades separating, resulting in an engine fire.
Autorotation
Miscellaneous/other
Fire/smoke (non-impact) (Defining event)
Certificate: Airline Transport; Commercial
Other Aircraft Rating(s): Helicopter
Instrument Rating(s): Airplane; Helicopter
Second Pilot Present: Yes
Instructor Rating(s): Helicopter; Instrument Helicopter
Flight Time: 6250 hours (Total, all aircraft), 950 hours (Total, this make and model), 5500 hours (Pilot In Command, all aircraft), 280 hours (Last 90 days, all aircraft), 40 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft)
Certificate: Commercial
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Instrument Rating(s): None
Medical Certification: Class 1 With Waivers/Limitations
Aircraft Manufacturer: EUROCOPTER
Model/Series: AS 350 B3
Aircraft Category: Helicopter
Landing Gear Type: High Skid
Date/Type of Last Inspection: 06/09/2016, 100 Hour
Time Since Last Inspection: 59 Hours
Engines: 1 Turbo Shaft
Airframe Total Time: 1846 Hours at time of accident
Engine Manufacturer: Turbomeca
ELT: C126 installed, not activated
Engine Model/Series: Arriel 2B
Registered Owner: HELICORP INC
Observation Facility, Elevation: TJIG, 10 ft msl
Observation Time: 1001 AST
Direction from Accident Site: 0°
Lowest Cloud Condition: Scattered / 3000 ft agl
Lowest Ceiling: Broken / 5500 ft agl
Wind Speed/Gusts, Direction: 6 knots/ 12 knots, 330°
Departure Point: San Juan, PR (TJIG)
Destination: San Juan, PR (TJIG)
Departure Time: 0900 AST
Airport: Fernando Luis Ribas Dominicci (TJIG)
Runway Surface Type: Grass/turf
Airport Elevation: 10 ft
Runway Used: N/A
Runway Length/Width:
VFR Approach/Landing: Simulated Forced Landing
Aircraft Fire: In-Flight
NTSB Identification: ERA17LA126
Accident occurred Tuesday, February 21, 2017 in San Juan, PR
Aircraft: EUROCOPTER AS 350, registration: N413LP
According to the flight instructor's written statement, he was the pilot-in-command for the flight and the commercial pilot was practicing autorotations. During recovery from the last 180° autorotation, the flight instructor noticed that the engine rpm continued to increase and exceeded limitations, followed by a vibration in the helicopter. He then immediately landed on a grass area near a runway. After the landing, a mechanic told him that the helicopter's engine was on fire. The flight instructor completed the engine fire procedure and exited the helicopter.
According to the commercial pilot's written statement, he had completed several training maneuvers and autorotations uneventfully. The flight instructor then asked if he could perform another autorotation and the commercial pilot agreed. During the flare at the end of the autorotation, the commercial pilot heard the engine overrev, followed by an Nr aural warning, followed by a fire warning light illumination on the instrument panel. After landing, the commercial pilot exited the helicopter with a fire extinguisher and attempted to extinguish an engine fire.
Examination of the helicopter by a Federal Aviation Administration inspector revealed that the fire resulted in damage to the engine deck support structure and a portion of the tail rotor drive shaft. A vehicle engine multi display (VEMD), digital engine control unit (DECU), hydromechanical unit (HMU), and adjusted valve were retained for examination.
Eurocopter MBB-BK 117 C-2, N140SF, registered to BB&T Equipment Finance Corporation and operated by OSF Aviation LLC: Accident occurred October 12, 2017 at Ingersoll Airport (KCTK), Canton, Fulton County, Illinois
Federal Aviation Administration / Flight Standards District Office; Springfield, Illinois
http://registry.faa.gov/N140SF
Location: Canton, IL
Accident Number: GAA18CA012
Date & Time: 10/12/2017, 2335 CDT
Registration: N140SF
Aircraft: EUROCOPTER DEUTSCHLAND GMBH MBB BK 117
Defining Event: Loss of control in flight
The helicopter flight instructor reported that he was training a new company pilot at night, and they were using night vision goggles. He added that, while in a hover, he attempted to demonstrate the use of the controllable search light to the pilot in the right seat.
The flight instructor added that, "to adjust the light, I took the [left] cyclic in my left hand which would normally be holding the left collective and attempted to reach the control switch for the light and grabbed the throttles of the right collective with my right hand. My right hand would normally be on the left cyclic." He further added that, he then inadvertently pushed down on the collective and the helicopter began to settle on the runway. He reported in response "my reflex was to pull up with my left hand (which would normally be on the collective)," and when he did so the helicopter moved rearward. Subsequently, he "pushed the cyclic forward to correct" the rearward movement, but in doing so, the helicopter touched down hard and the main rotor impacted the upper wire strike protection unit.
The main rotor sustained substantial damage.
The flight instructor reported that there were no preaccident mechanical malfunctions or failures with the helicopter that would have precluded normal operation.
The flight instructor's incorrect cyclic control during a hover, which resulted in a hard landing.
Aircraft control - Instructor/check pilot (Cause)
Object/animal/substance - Contributed to outcome
Maneuvering-hover
Loss of control in flight (Defining event)
Landing-flare/touchdown
Flight Instructor Information
Certificate: Airline Transport; Flight Instructor
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Flight Time: (Estimated) 6933 hours (Total, all aircraft), 1130 hours (Total, this make and model), 5845 hours (Pilot In Command, all aircraft), 53 hours (Last 90 days, all aircraft), 18 hours (Last 30 days, all aircraft)
Airplane Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Helicopter
Flight Time: (Estimated) 3888 hours (Total, all aircraft), 11 hours (Total, this make and model), 3650 hours (Pilot In Command, all aircraft), 56 hours (Last 90 days, all aircraft), 9 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)
Aircraft Manufacturer: EUROCOPTER DEUTSCHLAND GMBH
Model/Series: MBB BK 117 C-2
Airworthiness Certificate: Transport
Landing Gear Type: Skid
Date/Type of Last Inspection: 10/02/2017, AAIP
Airframe Total Time: 3156.9 Hours at time of accident
Engine Manufacturer: TURBOMECA/ SAFRAN
Engine Model/Series: ARRIEL 1E2
Registered Owner: BB&T EQUIPMENT FINANCE CORP.
Operator: OSF AVIATION LLC.
Operating Certificate(s) Held: On-demand Air Taxi (135)
Operator Does Business As:
Operator Designator Code: O84A
Condition of Light: Night
Observation Facility, Elevation: KCTK, 683 ft msl
Observation Time: 0454 UTC
Lowest Cloud Condition: Partial Obscuration
Lowest Ceiling: Overcast / 2000 ft agl
Wind Speed/Gusts, Direction: 11 knots, 180°
Departure Point: PEORIA, IL (PIA)
Type of Flight Plan Filed: Company VFR
Destination: Canton, IL (CTK)
Type of Clearance: Traffic Advisory; VFR; VFR Flight Following
Departure Time: 2255 CST
Type of Airspace: Class G
Airport: INGERSOLL (CTK)
VFR Approach/Landing: Full Stop
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It could hardly get any classier than a navy / white color palette at a beautiful ballroom! Kelley and Patrick were married this November at Highland Park Presbyterian Church, and then celebrated their new vows at a local favorite: Dallas Scottish Rite.
It was our pleasure to add elegant florals to their sophisticated celebration! Classic ivory blooms complemented the bridal party beautifully: soft roses and a few carefully arranged green leaves created an elegant look for the bride and her bridesmaids.
At the reception, we continued a classic color palette: ivory centerpieces and floral accents throughout the ballroom. Scottish Rite's unique architecture set a classic tone; we followed suit with a combination of traditional blooms, gold vases, taper candles, and organic table garlands. The head table was lined with oversized tall arrangements to make a memorable impact… and the loose greenery garland added a delicate finishing touch to the sequined linens.
We loved creating a luxurious and classic event design for this wonderful couple… and it was a joy to help them celebrate their special day! Congratulations to Kelley and Patrick!
Would a traditional ceremony be right for you? We would love to bring it to life in a way that feels elegant and elevated. Contact us to learn more about our planning and floral design packages; it would be lovely to meet you and hear more about your vision!


Bajaj Auto losing out Hero Moto, MTNL losing out to mobile telephony and traditional banks losing out to technology are all examples where the businesses just did not see the trend coming. Had they focused on growth in market share rather than pure market share, they could have seen trouble coming much earlier.
Back in 2007, Nokia was featured on the cover of a reputed global magazine as a company with an unbeatable market share in the mobile phone market. That was just before the first smart phone was launched by Apple. What happened in the next few years was absolutely unbelievable. Nokia refused to accept that smart phones could replace their clunky and sturdy mobile phones. But that is exactly what happened. Over the next 5 years, Nokia almost entirely lost the lucrative high-end mobile market to Apple and Samsung and later to Chinese entrants like Xiaomi. In fact, had the journalist writing the article spent the next few quarters looking at the growth in market share rather than the market share itself, then the article may not have appeared so ironic today.
Much closer home, we have the case of how Bajaj Auto lost out market share in the two-wheeler market to Hero Moto (then Hero Honda). For a long time after the entry of Hero Honda, Bajaj continued to dominate the two-wheeler market with the largest market share. But something was changing silently. People were jumping on to the more trendy motorbikes produced by Hero Honda. Also, the bikes were extremely fuel efficient and for the cost conscious Indian customer, it did make a lot of sense. Today Bajaj Auto is ranked fourth in the domestic market after Hero Moto, Honda and TVS Motors. Once again, it underscores the need to look at market share growth rather than just absolute market share. Let us understand the reasons why!
Traditional definitions of the market are not exactly compatible with a fast-changing business environment. For example, in the past, the lines of competition were quite clear. But look at the case of Bajaj Auto. It would have been hard to imagine that the competition for scooters could come from motorbikes. But that is what happened. Similarly, today the challenge for the auto industry is not coming from car manufacturers but from companies like Tesla and even from Google, which is testing driverless cars. The software has actually started competing with the hardware.
When you are talking of market share, you are automatically taking a rear-mirror view. You are looking at what has happened. It does not give you an idea of how the industry structure is changing. For example, the biggest competition to traditional banking did not come from private banks but from technology. ATMs, online transfers, UPI, digital banking is changing the landscape substantially. The major growth is already coming for digital banks. That is what growth in market share can tell you. If you look at the growth in new bank accounts, increasingly people are opting for digital banking accounts.
This is another important aspect about measuring market share. If you look at market share, it gives you an idea of what you have already achieved. When you look at growth in market share, you get an idea of whether you are gaining market share or you are losing market share. That is where strategy comes in. If your market is not growing or if your market share is growing at a slower rate, then you need to ask some serious questions. That will be able to point out the flaws in your current strategy and you can focus accordingly.
If you look back at case studies in the last 20 years, there are innumerable instances where a focus on market share has resulted in wrong strategies. Kodak focused on its traditional photography market share but lost out to digital photography in a big way. It just did not see the shift coming. Major book stores like Borders and Barnes & Nobles are also cases in point. When Amazon came into the online business, the traditional book sellers were literally swept aside by Amazon. Another instance is that of Blockbuster Entertainment which dominated the video rental space. When Netflix came in with its online video rental model, Blockbuster did not see the threat and eventually ended up filing for bankruptcy.
In the Indian context, the scale of disruption has not been so huge. But there are examples. Bajaj Auto losing out Hero Moto, MTNL losing out to mobile telephony and traditional banks losing out to technology are all examples where the businesses just did not see the trend coming. Had they focused on growth in market share rather than pure market share, they could have seen trouble coming much earlier.


NIGERIA yesterday joined others to condemn "in strong terms" reports that Malian rebel soldiers had taken over control of the country from the democratically elected government of President Amadou Toumani Toure.
United Nations (UN) Secretary-General Ban Ki-moon called for calm and for grievances to be settled democratically. The African Union said it was "deeply concerned by the reprehensible acts currently being perpetrated by some elements of the Malian army".
The African Union (AU) said the "act of rebellion" was a "significant setback for Mali".
The Economic Community of West African States (ECOWAS) said it was deeply disturbed by the raging mutiny in Mali and has warned mutineers to hands off attempts to take over power via unconstitutional means.
Foreign Minister Alain Juppe said in a statement that France, Mali's former colonial power, was suspending some security cooperation with Bamako and urged constitutional order to be reestablished promptly, a call echoed by the European Union.
"The United States strongly condemns the violence initiated by elements of the armed forces of Mali," the White House added in a statement.
The renegade soldiers who have looted the presidential palace declared on state television yesterday they had seized power in the West African state in protest at the government's failure to quell a nomad-led rebellion in the north.
But a government official told the BBC that President Toure is safe and not in the custody of mutineers.
The coup has been fronted by soldiers of the rank of captain or lower and, if successful, will add a new layer of insecurity to a Saharan region battling al Qaeda agents and a flood of weapons trafficked from Libya since the fall of Muammar Gaddafi.
The army has for weeks appealed to the government for better weapons to fight the northern Tuareg rebels, now bolstered by heavily armed ethnic allies who fought on Gaddafi's side last year but have returned to Mali.
Members of the newly formed National Committee for the Return of Democracy and the Restoration of the State (CNRDR) read a statement after heavy weapons fire rang out around the presidential palace in the capital Bamako throughout the night.
"The CNRDR … has decided to assume its responsibilities by putting an end to the incompetent regime of Amadou Toumani Toure," said Lieutenant Amadou Konare, spokesman for the CNRDR.
"We promise to hand power back to a democratically elected president as soon as the country is reunified and its integrity is no longer threatened," Konare, flanked by about two dozen soldiers, said in a statement marred by sound problems.
A subsequent statement by Captain Amadou Sanogo, described as president of the CNRDR, declared an immediate curfew "until further notice". Little is known about Sanogo except that he is an instructor at a military training college.
The CNRDR declared all land and air borders shut, but it was impossible to verify whether the mutiny had sufficient support to seal off a country twice the size of France and with seven neighbours. Earlier a Reuters reporter said Bamako airport had been shut down by local police rather than renegade soldiers.
The International Committee of the Red Cross (ICRC) had warned that the raging internal conflicts between the Malian government and some opposition parties may increase the number of refugees across Africa.
Speaking Wednesday at a seminar for senior officers of the National Defence College in Abuja, the Head of ICRC Delegation to Nigeria, Mr. Zoran Jovanovic, pointed to the possibility of seeing mass influx of Malian refugees into other African countries if the internal conflict were not speedily resolved.
However, he added that the ICRC and its counterparts in Nigeria and Mali were working to reduce human suffering that the inhabitants of the battlefields may confront.
Jonathan, in a statement by his spokesman, Dr. Reuben Abati, "warned the coup plotters to allow the ongoing democratic process in the country to run its full course and not to do anything that would truncate the electoral process especially the presidential election slated for next month.


text:
Atlantic Coast Conference football champions
The Atlantic Coast Conference football champions includes 11 distinct teams that have won the college football championship awarded by the Atlantic Coast Conference (ACC) since its creation in 1953. Sixteen different teams have competed in the conference since that year. Five teams—Miami, Boston College, Pittsburgh, Syracuse, and Louisville—have never won an ACC football championship, while two teams that are no longer a member of the league hold championships: Maryland holds nine championships and South Carolina holds one championship.
Between 1953 and 2003, the championship was normally earned in round-robin regular-season play among all conference members, although in earlier years league teams did not typically play every possible ACC opponent. The league did not employ tiebreaking procedures, such as head-to-head results, to determine a single champion, and thus it was not unusual for a season to end with "co-champions." With a 2004 expansion of the league to include Miami and Virginia Tech, round-robin play became impossible due to an NCAA limit on the number of games a team may play during the season and the unwillingness of the league to hold more than eight conference games per season per team. NCAA rules also forbade a championship game due to the league having only 11 members.
A 2005 expansion that admitted Boston College gave the ACC the required 12 members needed for divisional play and a championship game. The ACC Championship Game has been held annually since that year, featuring the regular-season winners of the Atlantic and Coastal divisions in a game to determine the conference champion.[1]
During the 2005, 2006, and 2007 seasons, the championship game was held at Alltel Stadium in Jacksonville, Florida. In 2008 and 2009, the championship was held at Raymond James Stadium in Tampa, Florida. In 2010 and 2011, the venue switched to Bank of America Stadium in Charlotte, North Carolina, and on December 2, 2011 the ACC announced that the 2012 and 2013 ACC Championship Games would again be played in Charlotte.[2]
1 Early era
2 Championship game era
3 Champions by year
4 Championships by school
Early eraEdit
See also: Atlantic Coast Conference
The charter members of the ACC were Clemson, Duke, Maryland, North Carolina, North Carolina State, South Carolina, and Wake Forest.[3] The seven ACC charter members had been aligned with the Southern Conference, but left due in part to the conference's ban on postseason play.[4] The ACC officially came into existence on June 14, 1953.[3] The 1953 college football season, the first under the new conference, saw Duke and Maryland crowned conference co-champions. Maryland later went on to be crowned national champions before losing the 1954 Orange Bowl.[5]
On December 4, 1953, conference officials convened in Greensboro, North Carolina, and admitted the University of Virginia as the eighth member of the conference.[3] Virginia was the first non-Southern Conference member to join the new conference, as Virginia had played football with no conference affiliation since 1936.[4] The conference operated with eight members until June 30, 1971, when the University of South Carolina left to become an independent.[6]
After South Carolina's departure, the ACC operated with seven members until April 3, 1978, when the Georgia Institute of Technology was admitted. The Atlanta school had withdrawn from the Southeastern Conference in January 1964 and had operated as an independent before joining the ACC.[7] Though the school joined the conference beginning with the 1979 season, it did not become eligible to win the ACC football championship until the 1983 season.[8] Seven years after beginning full ACC play, Georgia Tech won its first ACC football championship en route to winning the 1990 NCAA Division I football championship.[9]
In the fall of 1982, Clemson University was put on probation by the NCAA for recruiting violations.[10] The probation forbade the team from participating in any bowl games, reduced the scholarships available to the team, and rendered the team ineligible for ACC football championship competition.[10] Though the team still played its full slate of games during the 1983 season and finished 9–1–1, Maryland, which finished with an 8–4 record, was awarded the ACC football championship.[11]
The ACC expanded to nine members on September 15, 1990, with the addition of Florida State.[12] Beginning with the 1992 football season—its first in the ACC—Florida State won or shared the ACC football championship nine consecutive times.[13] The conference expanded to 11 members on July 1, 2004, with the addition of the University of Miami and Virginia Polytechnic Institute and State University.[12]
Miami and Virginia Tech began official ACC play with the 2004 season,[14] but because the league was forbidden from hosting a championship game, the conference was forced to award a championship based on regular-season play (round-robin scheduling was no longer used beginning that season). Virginia Tech, which had the best conference record at the conclusion of the season, was awarded the ACC championship.[15]
Championship game eraEdit
The final scoreboard of the 2007 ACC Championship Game records the 30–16 score and congratulates Virginia Tech on its victory.
Main article: ACC Championship Game
Following the admittance of Boston College into the conference beginning with the 2005–2006 season, the conference began to play an annual championship game to conclude the season.[16] The new 12-team conference was divided into two divisions, and the champion of each division (the team with the best conference record in each division) was awarded an invitation to the conference championship game.[17]
The first championship game was held in Jacksonville, Florida, on December 3, 2005,[18] with Florida State (champions of the Atlantic Division) defeating Virginia Tech (Coastal Division champions), 27–22.[19] In 2006, Wake Forest faced off against Georgia Tech for the championship. In the lowest-scoring conference championship game in Division I history, Wake defeated Georgia Tech, 9–6.[20] The 2007 game saw Virginia Tech return to the contest, this time facing off against Boston College. In their second ACC Championship Game, Tech defeated Boston College, 30–16.[21]
The 2008 ACC Championship Game was held in Raymond James Stadium in Tampa, Florida, on December 6, 2008. Virginia Tech won by a score of 30–12, becoming the first ACC team to win consecutive ACC championship games.[22] Tampa also hosted the 2009 ACC Championship Game which was won by Georgia Tech over Clemson.[23] Poor attendance in both of the Florida locations caused a move to Charlotte, North Carolina's Bank of America Stadium for the 2010 and 2011 games.[23] Charlotte hosted the game again in 2012 and 2013. In February 2014 it was announced that Charlotte would continue to host the game through at least 2019.
Champions by yearEdit
[24][failed verification]
1953 Duke
Maryland This was the inaugural ACC football season, and seven teams participated.[3]
Maryland also won the 1953 NCAA Division I college football national championship.[24]
1954 Duke Virginia participated as an ACC team for the first time. Eight schools participated in the ACC.[3]
1957 NC State
1963 North Carolina
NC State South Carolina/Duke originally co-champions. League office made South Carolina forfeit wins against NC State and Clemson which made them co-champions.[24]
1969 South Carolina
1970 Wake Forest
1971 North Carolina South Carolina left the ACC following the 1971 season. Seven teams remained in the ACC.[6]
1974 Maryland
1981 Clemson Clemson also won the National Championship beating Nebraska in the Orange Bowl.
1983 Maryland Clemson finished undefeated against ACC opponents, but was ineligible for the 1983 conference title. Therefore, the championship was awarded to Maryland, whose loss to Clemson did not count against its conference record.[11] Georgia Tech became eligible to win the ACC football championship this season.[8]
Virginia Virginia received the Citrus Bowl bid awarded to the ACC champion in 1989.[24]
1990 Georgia Tech Georgia Tech also won the UPI National Championship (now the USA Today Coaches' Poll), beating Nebraska in the Citrus Bowl.
1991 Clemson Florida State joined the ACC, but did not compete for the football championship until the following season.[13]
1992 Florida State
1993 Florida State Florida State also won the National Championship that season, beating Nebraska in the Orange Bowl
Virginia Florida State received the Bowl Alliance bid awarded to the 1995 ACC football champion.[24]
Georgia Tech Florida State received the Bowl Championship Series bid awarded to each of the top 2 teams in the national rankings.[24]
1999 Florida State Florida State won their second National Championship that season, beating Michael Vick and Virginia Tech in the Sugar Bowl
2000 Florida State Florida State received the Bowl Championship Series bid awarded to each of the top 2 teams in the national rankings.
2001 Maryland Maryland became the first team other than Florida State to win the outright conference championship since FSU joined the ACC.
2004 Virginia Tech Virginia Tech and Miami joined the ACC, which then had 11 teams.[25]
2005 Florida State This was the first year of the ACC Championship Game. Florida State defeated Coastal Division champion Virginia Tech.[18]
2006 Wake Forest Wake Forest defeated Coastal Division champion Georgia Tech.[26]
2007 Virginia Tech Virginia Tech defeated Atlantic Division champion Boston College.[21]
2009 Vacated Georgia Tech defeated Atlantic Division champion Clemson in the championship game, but the NCAA later vacated their win.[27]
2010 Virginia Tech Virginia Tech defeated Atlantic Division champion Florida State.
2011 Clemson Clemson defeated Coastal Division champion Virginia Tech.
2012 Florida State Florida State defeated Coastal Division champion Georgia Tech.
2013 Florida State Florida State defeated Coastal Division champion Duke, followed by a victory over Auburn in the BCS National Championship Game for the Seminoles' third title. Pittsburgh and Syracuse joined the ACC, bringing it to a total of 14 teams. Notre Dame also joined the ACC, competing for the championship in every sport but football, in which they would play five games against ACC opponents. This brought the conference to fifteen teams.
2014 Florida State Florida State defeated Coastal Division champion Georgia Tech. Florida State lost to Oregon in the 2014 Rose Bowl Game of the inaugural College Football Playoff.
2015 Clemson Clemson defeated Coastal Division champion North Carolina. Clemson defeated Oklahoma in the 2015 Orange Bowl of the College Football Playoff. Clemson moved on to play for the 2016 College Football Playoff National Championship against Alabama, losing 45 to 40.
2016 Clemson Clemson defeated Coastal Division champion Virginia Tech and made the College Football Playoff as the #2 seed. They would go on to defeat Ohio State 31-0 in the Fiesta Bowl and Alabama 35-31 in the CFP National Championship Game.
2017 Clemson Clemson defeated Coastal Division champion Miami. Clemson lost in the playoff semi-finals with a 24-6 loss to Alabama in the Sugar Bowl.
2018 Clemson Clemson defeated Coastal Division champion Pitt. They would go on to beat Notre Dame in the CFP Cotton Bowl 30-3, then would win over Alabama 44-16 in the CFP National Championship. It would be the Tigers 2nd championship in 3 years and 3rd overall national championship. The modern era's first 15-0 team.
2019 Clemson Clemson defeated Coastal Division champion Virginia
Championships by schoolEdit
Clemson 19 1956, 1958, 1959, 1965*, 1966, 1967, 1978, 1981, 1982, 1986, 1987, 1988, 1991, 2011, 2015, 2016, 2017, 2018, 2019
Florida State 15 1992, 1993, 1994, 1995*, 1996, 1997, 1998*, 1999, 2000, 2002, 2003, 2005, 2012, 2013, 2014
Maryland 9 1953*, 1955*, 1974, 1975, 1976, 1983, 1984, 1985, 2001
Duke 7 1953*, 1954, 1955*, 1960, 1961, 1962, 1989*
NC State 7 1957, 1963*, 1964, 1965*, 1968, 1973, 1979
North Carolina 5 1963*, 1971, 1972, 1977, 1980
Virginia Tech 4 2004, 2007, 2008, 2010
Georgia Tech 2 1990, 1998*, 2009**
Virginia 2 1989*, 1995*
Wake Forest 2 1970, 2006
South Carolina 1 1969
Boston College 0
Miami (FL) 0
* Co-champions.
** Georgia Tech was forced to vacate the 2009 ACC Championship in response to NCAA violations.
List of Atlantic Coast Conference football standings
^ Eagles' move just another BCS-windle Brendan Hall, The Massachusetts Daily Collegian, October 24, 2003. Accessed December 6, 2007.
^ http://www.charlotteobserver.com/2011/12/03/2821296/charlotte-will-keep-acc-title.html[permanent dead link]
^ a b c d e About the ACC Archived 2012-10-14 at the Wayback Machine The Atlantic Coast Conference, theACC.com. Accessed April 25, 2008.
^ a b Powell, Adam K. Border Wars: The First Fifty Years of Atlantic Coast Conference Football. Scarecrow Press, 2004. "Introduction", Page xvi.
^ NCAA College Football Division 1A Past Champions Accessed April 25, 2008.
^ a b Carolina history Archived 2009-04-08 at the Wayback Machine University of South Carolina Athletics department, gamecocksonline.cstv.com. Accessed April 25, 2008.
^ Georgia Tech Football History Database Nationalchamps.net. Accessed April 26, 2008.
^ a b Georgia Tech Football Year-By-Year Georgia Tech Athletics Department, Ramblinwreck.cstv.com. Accessed April 26, 2008.
^ 2006 Georgia Tech Yellow Jackets football media guide (PDF) Georgia Tech Athletics Department, Ramblinwreck.cstv.com. Accessed April 26, 2008. Page 21.
^ a b Clemson University placed on NCAA probation[permanent dead link] The NCAA, NCAA.org. November 22, 1982. Accessed April 26, 2008.
^ a b "ACC Year by Year: 1983 (PDF)" (PDF), 2007 Atlantic Coast Conference Media Guide, Atlantic Coast Conference: Page 112, 2007, retrieved 2008-01-13
^ a b Member Institutions Archived 2008-05-13 at the Wayback Machine The Atlantic Coast Conference, theACC.com. Accessed April 26, 2008.
^ a b Florida State football history Database Nationalchamps.net. Accessed April 26, 2008.
^ Miami, Virginia Tech quietly join ACC Archived 2009-03-18 at the Wayback Machine The Associated Press, MSNBC.com. July 2, 2004. Accessed March 13, 2008.
^ Tech topples 'Canes to win ACC championship Archived 2007-08-07 at the Wayback Machine Jimmy Robertson, Hokiesports.com The Newspaper. Hokiesports.com. December 4, 2004. Accessed April 25, 2008.
^ After Ugly Breakup, BC Hopes for Fast Start in ACC Mark Schlabach, The Washington Post.[August 10, 2005; Page E04. Accessed March 13, 2008.
^ ACC Unveils Future League Seal, Divisional Names Archived 2013-05-25 at the Wayback Machine The Atlantic Coast Conference, theacc.com. October 18, 2004. Accessed March 14, 2008.
^ a b Florida State pulls off VaTech upset, clinches BCS berth The Associated Press, ESPN.com, December 4, 2005. Accessed December 17, 2007.
^ 4th Qtr Play-by-Play ESPN.com, December 3, 2005. Accessed December 23, 2007.
^ Elias Says ... ESPN.com, December 3, 2006. Accessed March 29, 2008.
^ a b Hokies ride Glennon's arm, Taylor's legs to ACC crown ESPN.com, December 1, 2007. Accessed December 10, 2007.
^ a b The Associated Press. "Virginia Tech takes down BC, headed to Orange Bowl again", ESPN.com. December 6, 2008. Accessed December 6, 2008.
^ a b ACC Announces Future Sites for Football Championship Game Archived 2008-05-13 at the Wayback Machine The Atlantic Coast Conference, December 12, 2007. Accessed December 12, 2007.
^ a b c d e f "ACC Champions" (PDF), 2007 Atlantic Coast Conference Media Guide (PDF), Atlantic Coast Conference: Page 93, 2007, retrieved 2008-01-13
^ ACC invites Miami, Va. Tech Archived 2009-07-21 at Archive.today Tim Candon, The Daily Tar Heel, June 26, 2003. Accessed December 6, 2007.
^ Wake Forest Claims First ACC Title Since 1970 Archived 2007-10-21 at the Wayback Machine The Associated Press, theACC.com. December 2, 2006. Accessed March 29, 2008.
^ NCAA places Georgia Tech on probation ESPN.com. July 14, 2011. Accessed July 14, 2011.
Retrieved from "https://en.wikipedia.org/w/index.php?title=Atlantic_Coast_Conference_football_champions&oldid=929812650"
Last edited on 8 December 2019, at 11:25

redpajama_set_name: RedPajamaCommonCrawl


PLEASED TO INTRODUCE OURSELVES AS AN ACTIVE TRADING COMPANY IN HONG KONG, INVOLVED IN INTERNATIONAL TRADING, LOGISTICS AND SHIP CHARTERING BUSINESS. OUR COMPANY IS A LIMITED COMPANY AND HEAD OFFICE REGISTERED IN HONG KONG. AND HAVING OUR BRANCH OFFICE IN AUSTRALIA, BANGLADESH, CHINA AND VIETNAM. WE HAVE REPRESENTATIVE OFFICES IN EGYPT, UKRAINE DIFFEREN CITIES MENTIONED BELOW. WE HAVE SKILLED AND WELL EXPERIENCED TEAM MEMBERS WHO ARE ACTIVELY HANDLING OUR DIFFERENT BUSINESS ISSUES IN A PROFESSIONAL MANNER TO UTMOST SATISFACTION OF OUR CLIENTS.
Co-ordinate with Bank and follow up trade finance activities.


"3-D Computer Guided Implant Treatment Planning"
We practice in a world where 3D cone beam CT scan is readily available. It is fast becoming a modality of diagnosis as well as treatent planning, and used heavily in the correct execution of precise and safe dental procedures world-wide. many foresee that it will be, if not, already is a "standard-of-care" in many communities. The speaker who has pioneered this very field will be presenting the state of the art of 3D technology, what is available, and possible in this day and age in implant dentistry.
Dr. Scott D. Ganz graduated from the University of Medicine and Dentistry - New Jersey Dental School. He completed a three-year specialty program inMaxillofacial Prosthetics at M.D. Anderson Cancer Center in Houston, Texas. During this time Dr. Ganz was exposed to many different aspects of head and neck reconstruction, fabricating both intra-oral and extra-oral prostheses such as eyes, ears, noses, etc. This was followed by 25 years clinical experience (both surgical and restorative phases) with most major implant systems available today.
He is a Diplomate of the International Congress of Oral Implantologists, a Fellow of the American Academy of Maxillofacial Prosthetics, and an Associate Fellow in the American College of Prosthodontists. Dr. Ganz has served as Chairperson for several committees of various organizations, and is a past member of the Board of Directors of the New Jersey Section of the American College of Prosthodontists for which he is a Past-President. He is on the staff of Hackensack University Medical Center, teaching prosthodontics and implant dentistry, is on the faculty of the University of Medicine and Dentistry of New Jersey, and past faculty of the University of Pennsylvania School of Dental Medicine. Dr. Ganz has been a long time member of Zimmer Dental's Peer Practicum Educational Program and is past faculty member of the ExperDent/ICOI Implant Prosthetic Continuum Faculty. He has also been on the faculty of many other implant preceptorship programs throughout the country including the University of Texas Health and Science Center in San Antonio, Boston University Implant Symposium, the University of Michigan, the Brookdale / NYU Maxicourse in Implantology, the University of Miami Implant Dentistry Program, and the Universidad Nacional, Federico Villareal, in Lima, Peru.
Dr. Ganz's landmark book, "An Illustrated Guide to Understanding Dental Implants" available in both English and Spanish, has received wide acclaim as the standard in patient education texts, and has sold worldwide in over twenty-two countries. Dr. Ganz has also been a pioneer in the area of CT Imaging, CT diagnosis and treatment planning, the development of interactive multi-media presentations and educational material for the computer, CD-ROM, the Internet, and video. He currently serves as the President of the CAI Academy - Computer Aided Implantology Academy, and is on the Board of Directors of the ICOI.


LPT: If you signed up to News+ and want to read WSJ articles you can't find in the news app, go to the WSJ website, go to the paywalled article you want to read, press the share button, and select "Open in Apple News".
Discovered this trick when I was frustrated by the meager selection of WSJ articles they offer in the app.
Now this is the seamless user experience I fell in love with.
Yeah I do the same thing with Apollo for reddit since I can't set it as default reddit app.
This is always so slow for me. Like the thing pops up after about 30 seconds.
Same. A lot of times it doesn't pop up for me at all. It's a nice feature when it works but it's just not consistent for me.
Try an app called opener. It basically adds an option in the share menu and it can open to any other app.
You don't need it if you just use Apollo.
That's because it's how Apple chose to do it.
In iOS, the website defines what client it opens in. However, on Android, the OS defines what client to open a given webpage in. Infinitely better user experience than relying on the "Share" button and Opener.
Still infuriating we have to do that.
Why-oh why, oh why-o.... why did I ever leave Ohio?
True that. And scrapple is good with maple syrup. My part of Ohio, we called it goetta.
We come cheaper by the bunch!
You don't have to. Just cancel and read something else, for free.
Well isn't that terribly inconvenient.
I wish Apple News had the option of adding local small town newspapers rather than just the well known ones like WSJ.
Nilay was just complaining about this on the Vergecast so it's good to know that there is a way.
Apple is so secretive about how their products work. This isn't the first time I've learned something about my phone on reddit.
If there is a way to do this without doing that, that would be great.


Reluctantly, Stella, a reclusive academic agrees to accompany Carter, a federal contractor, in search of the source of bizarre riots. She's hiding in Montana for many reasons and people think she's crazy, but she's his only hope of finding answers to questions he's been asking ever since his face became marred with horrible scars.
I am a multi-publisher author who writes in several genres. If there is one advice I'd give to all aspiring writers is, try writing in every single genre that you read and then focus on one or two genres and write them well.


text:
Roscoe Dash Speaker Profile
Roscoe Dash Biography
Roscoe Dash
Category :Arts & Humanities, Entertainers, Entertainment, Music, Speakers by Industry
Live Event: $10,000 - $20,000
Virtual Event: Please Contact
More About Roscoe Dash
Mixing the party rap sound of his hometown Atlanta with more of an indie attitude, Roscoe Dash came on the scene in 2009 with the club track "All the Way Turnt Up!" Dash was originally called ATL, a moniker he used when he became friendly with the local hip-hop crew Travis Porter. The group members asked if they could include Dash's "All the Way Turnt Up!" on their I'm a Differenter 2 mixtape, but when the cut was credited to "Travis Porter featuring YT and ATL," the relationship soured. He became the solo artist known as Roscoe Dash, re-recorded the cut with Soulja Boy Tell Em, and signed with the major label Interscope. As the track was burning up the clubs in the summer of 2010, Dash announced he was working on his debut album. Ready Set Go! arrived in November that year. His sophomore effort, J.U.I.C.E., followed in 2011.
On August 29, 2014 Dash released his mixtape entitled The Appetizer. In June 2015, Dash released the track called "Catch A Body", which is currently off of his upcoming album Dash Effect 2, under new booking management and is seeking a major comeback after his last few years of silence. In March 2016, Dash released a new mixtape titled Glitch.
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Born in Guam, Tina grew up in Southern California. In 1980, her family moved to the Pacific Northwest.
In 1988, Tina started Bandula to promote her artwork. In 1993, she expanded into publishing with her debut book, The Sun Is Always Shining Above The Clouds. The book is a non-fiction compilation of poems, essays and original paintings. The book has helped many people deal with what Tina calls "the game of life." The Sun Is Always Shining Above The Clouds reflects on how to create a life fueled by love, change and growth.
Tina is also an ordained minister. She has acted as the officiant for numerous wedding ceremonies and performs a variety of spiritual services.
Tina currently lives in Seattle with her husband William. She has two sons, Brian and Blake Anthony.


text:
Constraining Dark Matter Through the Study of Merging Galaxy Clusters
by Dawson, William Anthony, Ph.D., University of California, Davis, 2013, 144; 3602041
Context: The majority (~85%) of the matter in the universe is composed of dark matter, a mysterious particle that does not interact via the electromagnetic force yet does interact with all other matter via the gravitational force. Many direct detection experiments have been devoted to finding interactions of dark matter with baryonic matter via the weak force. It is still possible that dark matter interacts with itself via a strong scale force and has a self-scattering cross-section of ~0.5 cm2g -1. In fact such a strong scale scattering force could resolve several outstanding astronomical mysteries: a discrepancy between the cuspy density profiles seen in ΛCDM simulations and the cored density profiles observed in low surface brightness galaxies, dwarf spheroidal galaxies, and galaxy clusters, as well as the discrepancy between the significant number of massive Milky Way dwarf spheroidal halos predicted by ΛCDM and the dearth of observed Milky Way dwarf spheroidal halos. Need: While such observations are in conflict with ΛCDM and suggest that dark matter may self-scatter, each suffers from a baryonic degeneracy, where the observations might be explained by various baryonic processes (e.g., AGN or supernove feedback, stellar winds, etc.) rather than self-interacting dark matter (SIDM). If dark matter lags behind the effectively collisionless galaxies then this is clear evidence that dark matter self-interacts. The expected galaxy-dark matter offset is typically >25 kpc (for cross-sections that would explain the other aforementioned issues with ΛCDM), this is larger than the scales of that are plagued by the baryonic degeneracies. Task: To test whether dark matter self-interacts we have carried out a comprehensive survey of the dissociative merging galaxy cluster DLSCL J0916.2+2951 (also known as the Musket Ball Cluster). This survey includes photometric and spectroscopic observations to quantify the position and velocity of the cluster galaxies, weak gravitational lensing observations to map and weigh the mass (i.e., dark matter which comprises ~85% of the mass) of the cluster, Sunyaev-Zel'dovich effect and X-ray observations to map and quantify the intracluster gas, and finally radio observations to search for associated radio relics, which had they been observed would have helped constrain the properties of the merger. Using this information in conjunction with a Monte Carlo analysis model I quantify the dynamic properties of the merger, necessary to properly interpret constraints on the SIDM cross-section. I compare the locations of the galaxies, dark matter and gas to constrain the SIDM cross-section. This dissertation presents this work. Findings: We find that the Musket Ball is a merger with total mass of 4.8+3.2-1.5×10 14Msun. However, the dynamic analysis shows that the Musket Ball is being observed 1.1+1.3-0.4 Gyr after first pass through and is much further progressed in its merger process than previously identified dissociative mergers (for example it is 3.4+3.8 -1.4 times further progressed that the Bullet Cluster). By observing that the dark matter is significantly offset from the gas we are able to place an upper limit on the dark matter cross-section of σSIDMm -1DM < 8 cm2g-1. However, we find an that the galaxies appear to be leading the weak lensing (WL) mass distribution by 20.5" (129 kpc at z=0.53) in southern subcluster, which might be expected to occur if dark matter self-interacts. Contrary to this finding though the WL mass centroid appears to be leading the galaxy centroid by 7.4" (47 kpc at z=0.53) in the northern subcluster. Conclusion: The southern offset alone suggests that dark matter self-interacts with ~83% confidence. However, when we account for the observation that the galaxy centroid appears to trail the WL centroid in the north the confidence falls to ~55%. While the SIDM scenario is slightly preferred over the CDM scenario it is not significantly so. Perspectives: The galaxy-dark matter offset measurement is dominated by random errors in each cluster. Thus measuring this offset in other dissociative mergers holds the promise of reducing our uncertainty and enabling us to: 1) state confidently whether dark matter self-interacts via a new dark sector force, or 2) constrain the dark matter cross-section to such a degree that SIDM cannot explain the aforementioned mysteries. To this end we have established the Merging Cluster Collaboration to observe and simulate an ensemble of dissociative merging clusters. We are currently in the process of analyzing six dissociative mergers with existing data, and carrying out multi-wavelength observations of a new sample of 15 radio relic identified dissociative mergers. (Abstract shortened by UMI.)
Advisor: Wittman, David M.
Commitee: Bradac, Marusa, Tyson, J. Anthony
School: University of California, Davis
Department: Physics
School Location: United States -- California
Subjects: Astrophysics, Physics, Astronomy
Keywords: Cosmology, Dark matter, Dissociative mergers, Gravitational lensing, Merging galaxy cluster, Self interacting dark matter


text:
JONES, THOMAS (1648? - 1713), of London and Shrewsbury, almanack maker, bookseller, printer, and publisher
Name: Thomas Jones
Date of birth: 1648?
Occupation: almanack maker, bookseller, printer, and publisher
Place: London Shrewsbury
Area of activity: Business and Industry; History and Culture; Printing and Publishing; Scholarship and Languages; Science and Mathematics
Author: William Llewelyn Davies
Born at Tre'r Ddôl, near Corwen, possibly on 1 May 1648. At the age of 18 he is said to have gone to London as a tailor; he is afterwards found attending fairs at Chester, Shrewsbury, Wrexham, and Bristol - possibly as a vendor of books. H. R. Plomer (Dict. of Printers and Booksellers… at work… from 1668 to 1775) connects his name with The Character of a Quack Doctor, 1676. In the autumn of 1679 he issued the first number (for 1680) of the series of thirty-two Welsh almanacks with which he was to be connected up to about 1712; the letters patent granting him the sole right of writing, printing, and publishing an almanack 'in the British Language' are dated 1 January 1679, whilst the assignment to him by the Company of Stationers of the sole right of publishing almanacks for each year 'in the Welsh tongue' was made on the first day of March in the same year. In 1681 he appears to have had a shop in Paul's Alley, London, in 1685 he was settled in Blackfriars, whilst the preface to his Welsh dictionary of 1688 was written at his house near the sign of the Elephant in Lower Moorfields. Three very rare works published by him in London were Llyfr Plygain, 1683; Athrawiaeth i ddysgu ysgrifennu amriw fath ar ddwylo, 1683, probably the 'first Welsh copybook' (Jnl. Welsh Bibliog. Soc., iv, 67, 113); and Y Gwir er Gwaethed yw, 1684, a Welsh story, in verse, of the Popish plot (Jnl. Welsh Bibliog. Soc., iv, 243); the above three works are represented by unique copies in N.L.W. In 1687-8 he published a Welsh edition of the Book of Common Prayer, a Welsh version of the Thirty-nine Articles, and the metrical psalms of Edmund Prys. Another substantial London publication was Y Gymraeg yn ei Disgleirdeb, 1688, a Welsh - English dictionary. By about this time Thomas Jones was working up a substantial business as a bookseller with selling-agents at Chester, Abergavenny, Bala, Dolgelley, Llanfyllin, Oswestry, Welshpool, and Shrewsbury. When he actually settled in Shrewsbury is not definitely known, but some bibliographers believe that Carolau a Dyriau Duwiol, 1696 (an anthology based upon Ffoulke Owen's Cerdd-Lyfr published in 1686), was issued at Shrewsbury; another fairly early Shrewsbury publication may have been Artemidorus: Gwir Ddeongliad Breuddwydion (1698?; there is an imperfect copy in N.L.W.). It is definite that Attebion i'r Hôll Wâg Escusion, 1698, and the Welsh version of John Bunyan's Pilgrim's Progress, i.e. Taith y Pererin, 1699, were printed at Shrewsbury. Jones was busy compiling, printing, and publishing Welsh books and thereby establishing the position of Shrewsbury as a most important centre for the publication and sale of Welsh books. Details as to the various places in Shrewsbury where he lived or worked are given in Llywelyn C. Lloyd's monograph on ' The Book Trade in Shropshire ' (in Trans. Shropsh. Archaeological Society, xlviii, 1935-36).
The list of publications by Thomas Jones (from London and Shrewsbury) is long and impressive. He was most definitely a benefactor to Welsh literature; even his almanacks had more than an ephemeral interest, for they contained poems, most of them hitherto unpublished, by several of the better-known Welsh poets. Details are given in various volumes of the Jnl. Welsh Bibliog. Soc., i, ii, iv; see also Ifano Jones, History of Printing and Printers in Wales, and T. Shankland in Trafodion Cymdeithas Hanes Bedyddwyr Cymru, 1912-13. Thomas Jones has one other title to fame, for he can be described as the first Welsh journalist. He would appear to have founded the first Welsh newspaper; this is inferred by references in his almanacks for 1691 and 1692 (Jnl. Welsh Bibliog. Soc., ii, 99). The venture was unsuccessful and no copy of the work has survived; for the lack of success the publisher blamed Welsh 'mercers' and other vendors for not ordering copies. T. W. Hancock (in Bye-Gones, 25 May 1881) said that Jones published a news-sheet (A Collection of all the Material News, Printed and sold by Thomas Jones in Hill's Lane (?) near Mardol. Price 1d.), possibly in 1705; if this was the case then Shrewsbury was one of the places where the earliest provincial newspapers were published (Francis Burges's Norwich Post began publication in September 1701; see Llewelyn C. Lloyd, op. cit.).
Thomas Jones died 6 August 1713; this date is deduced from a Welsh elegy, ' Marw-nad am yr enwog Sywedydd Thomas Jones yr hwn a fu farw y 6 Dydd o fis Awst 1713 '; he is probably the ' Thomas Jones, of ye Castle Hill ' who was buried on 8 August 1713 (S. Mary's parish register).
Sir William Llewelyn Davies, (1887 - 1952)
To the references quoted in the text add W. Rowlands, Cambrian Bibliography
and Moses Williams, Cofrestr o'r holl lyfrau printiedig gan mwyaf a gyfansoddwyd yn yr iaith Gymraeg, neu a gyfieithwyd iddi hyd y flwyddyn 1717 (London 1717)
NLW: Welsh Almanac Collection
Sound and Film
Geraint Jenkins: 'Y Sywedydd Chwyslyd': Thomas Jones yr Almanaciwr
Wikidata: Q18936277
Article Copyright: http://rightsstatements.org/page/InC-RUU/1.0/
Davies, W. Ll., (1959). JONES, THOMAS (1648? - 1713), of London and Shrewsbury, almanack maker, bookseller, printer, and publisher. Dictionary of Welsh Biography. Retrieved 21 Jan 2021, from https://biography.wales/article/s-JONE-THO-1648


text:
Epic Television Scores: The Music of the 'Arrowverse'
Epic Television Scores: The Music of the Arrowverse
Blake Neely tackles the incredibly daunting task of scoring not one, but all four of the series that make up The CW's Arrowverse. But what is most incredible is that each has their own very unique sound that captures the very essence of the show. I'm sure that in 2012 when Neely started working on Arrow, he never imagined that in a few years time, he would be composing four different superhero shows at the same time (as well as Blindspot and Riverdale).
With Arrow, Neely plays to the darker themes of the show. What's interesting is that the music is sometimes very heavy, but still gives you that sense of motion. The themes for both the Dark Archer and Deathstroke are prime examples of this. But really, my favorite part is when the main theme of the show starts in toward the end of a scene and leads into the show title. It's a very driving theme and is always placed perfectly within a scene. Neely also does a masterful job with the more melodic pieces, adding that increased sense of emotion into a scene, like in the season one finale, "Sacrifice."
With The Flash, Neely did a fantastic job harnessing the momentum of the series and delivering a theme that makes us feel like we are running with Barry. The Flash has a much lighter tone than Arrow, but we still get music that is packed with emotion like in "How it Ended/Reluctant Hero." I think that how Reverse-Flash's theme was done is one of my favorites from all four shows. It's such a cool and different sound, and adds a sense of anxiety because you know that he's coming. Another piece that deserves a lot of praise is "Let it Snow Villains."
With Supergirl, Neely really delivered a grandiose score. For Supergirl's main theme, you have the driving undertone, but then the trumpets take over to belt out the main theme line. It then transitions into the feeling of flying. The music is very fitting of a Super. Currently, only the season 1 soundtrack is available, but two of my favorites off of the album are "A Hero Emerges" and "Hope Speech/Lifting Fort Rozz."
Legends of Tomorrow is a beast in its own as you have to account for an ensemble cast. Neely succeeds in finding a balance between all of the Legends and also creates a theme that encompasses them all. My favorite music moment comes at the end of "Nuclear Missile Sale." It's just so awesome. Vandal Savage's theme is also really cool and speaks to the ruthless nature of the character. It starts out really subtle and then just explodes in the end.
My absolute favorite thing about the work that Neely has done in the Arrowverse is when our heroes crossover. Some of my favorite pieces are from the weaving together of the different themes. I'm super excited for when the past season soundtrack comes out and we get the music for the epic four-way crossover event. A prime example of his ability to blend the themes is in the the two-part Flash vs. Arrow crossover event with the pieces "The Brave and the Bold" and "The Flash vs. Arrow."
I look forward to what Neely brings us during the next season of Arrow, The Flash, Supergirl, and Legends of Tomorrow and am hoping for some even more amazing music.
Micajah
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text:
Viktor Eriksson kan syfta på:

 Victor Eriksson (född 2000), svensk fotbollsspelare
 Victor Ericsson (född 1992), svensk politiker
 Wiktor Ericsson (född 1973), svensk manusförfattare och regissör

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text:
Kasivelaun (latinsko ), britski poglavar, ki je  leta 54 pr. n. št. vodil obrambo združenih britanskih plemen proti Rimljanom v Cezarjevi drugi invaziji na Rimska Britanijo. Ko so poražena britska plemena Rimljanom odkrila njegov položaj, se je vdal. Bil je prvi Britanec z dokumentiranim imenom.

Kasivelaun je močno vplival na britansko zavest. V britanski legendi nastopa kot Kasibelan (Cassibelanus), v Monmouthovi Historii Regum Britanniae (Zgodovina britanskih kraljev) kot eden od legendarnih britanskih kraljev, v starih valižanskih rokopisih Mabinogion in Brut y Brenhinedd in v valižanskih Triadah kot Caswallawn, sin Beli Mawra.

Njegovo britsko ime *Kađđiwellaunos  je sestavljeno iz prakeltskega *kađđi - strast, ljubezen, sovraštvo, lahko tudi dolgolas ali bronast, in *welnamon - vodja, suveren.

Zgodovina
Kasivelaun je prvi v pisni zgodovini poznan Britanec. V Cezarjevih Komentarjih galskih vojn je omenjen kot poveljnik združene britske vojske, ki se je upirala Rimljanom v Cezarjevi drugi invaziji na Britanijo leta 53. pr. n. št.. Cezar ne omenja njegovega plemena, ampak samo njegovo ozemlje severno od Temze, ki je bilo med kasnejšo Klavdijevo invazijo naseljeno s Katuvelauni.

Cezas pravi, da se je Kasivelaun pred njegovo invazijo stalno vojskoval z britskimi plemeni in strmoglavil kralja Trinovantov, najmočnejšega plemena v takratni Britaniji. Kraljev sin Mandubracij je pobegnil k Cezarju v Galijo. Med Cezarjevo invazijo je Kasivelaun poskušal s plenjenjem svojega ozemlja preprečiti Cezarjevi vojski oskrbo s hrano, vendar je Cezar kljub temu prodrl do Temze. Edino prehodno plitvino na Temzi so Briti utrdili z zašiljenimi koli s konicami tik pod vodno gladino. Ker je Rimljanom kljub temu uspelo priti preko reke, je Kasivelaun razpustil večino svoje vojske in prešel na gverilsko vojskovanje, pri čemer se je zanašal na poznavanje ozemlja in hitrost svojih bojnih vozov.

Britska plemena Kenimagni, Segontiaki, Ankaliti, Bibroki in Kasi so se vdala Cezarju in izdala položaj Kasivelaunove trdnjave, ki je stala verjetno v Wheathampsteadu. Ko je Kasivelaun izvedel, da ga namerava Cezar oblegati, je zaprosil kralje Kenta Cingetoriksa, Karvilija, Taksimagula in Segovaksa, naj zberejo svojo vojsko in napadejo rimski tabor na obali Temze. Rimljani so njihov napad odbili in ujeli poglavarja Lugotoriksa. Ko je Kasivelaun izvedel za njihov poraz in rimsko pustošenje njegovega ozemlja, se je vdal.

Pri pogajanjih o vdaji je posredoval Cezarjev galski zaveznik Komij. Kasivelaun je moral Cezarju izročiti talce in mu plačevati davek. Mandubracij je ponovno zasedel trinovantski prestol in Kasivelaun proti njemu ni sprožil nobene povračilne vojne. Cezar se je vrnil v Galijo, kjer je slaba letina sprožila nemire. Rimske legije so se v Britanijo vrnile šele čez 97 let.

Grški avtor Polien v svoji Stratagemati  pravi, da je Cezar premagal Kasivelaunove ovire na Temzi z  oklepljenim slonom. Njegova nenavadna trditev izhaja verjetno iz zamenjave Cezarjeve invazije z invazijo leta 43 n. št., v kateri je Klavdij v Britanijo domnevno  pripeljal bojne slone.

Sklici

Vira
 R. Bromwich (2006), Trioedd Ynys Prydein: The Triads of the Island of Britain, University Of Wales Press, ISBN 0-7083-1386-8.
 J. Gantz (prevajalec) (1987), The Mabinogion, New York, Penguin, ISBN 0-14-044322-3.

Kelti
Rimsko cesarstvo
Zgodovina Združenega kraljestva


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