text:
Southern Maine
© 2002, © 2022 by Paul Freeman. Revised 11/11/22.
Andover Airport (revised 6/9/18) - Casco Bay NAAF (revised 10/6/18) - Fernald Field (revised 4/27/21) - Limerick Yarn Mills Airport/ Limerick Airport (revised 10/6/18)
Greenlaw Airport / Maheux Airport (Auburn) (revised 10/6/18) - Maheux Airport (Minot) / Maheu Airport (revised 10/6/18) - Port Of Maine Airport / Port O' Maine Airport (added 4/3/19)
(Original) Portland Airport / Scarborough Airport (revised 11/18/20) - St. Croix Airport (revised 1/18/21) - Twitchell Airport & Seaplane Base (added 11/11/22)
Twitchell Airport & Seaplane Base (3B5), Turner, ME
44.189,-70.233 (Northeast of Portland, ME)
Twitchell Airport, as depicted on the July 1947 Boston Sectional Chart.
According to its FAA Airport/Facility Directory data, Twitchell Airport was activated in December 1946.
However, Twitchell Airport was not yet depicted on the January 1947 Boston Sectional Chart.
The earliest depiction which has been located of Twitchell Airport was on the July 1947 Boston Sectional Chart,
which depicted Twitchell as a commercial/municipal airport.
The earliest photo which has been located of Twitchell Airport was a 1953 aerial view.
It depicted Twitchell Airport as having a single northwest/southeast unpaved runway, with 3 light single-engine planes parked near some small hangars on the northwest side.
One light single-engine floatplane was seen on the Androscoggin River at the seaplane base to the southeast.
The earliest topo map depiction which has been located of Twitchell Airport was on the 1956 USGS topo map.
It depicted Twitchell Airport as having a single northwest/southeast unpaved runway, with 1 small building on the northwest side.
The seaplane base to the southeast was not yet depicted.
The 1979 USGS topo map showed Twitchell Airport's primary runway had been paved, and it had gained a crosswind northeast/southwest unpaved runway, along with several small buildings on the north & south sides.
But the seaplane base to the southeast still was not depicted.
The earliest photo which is available of Twitchell Airport was a 1997 USGS aerial view looking north.
It depicted Twitchell Airport as having a single northwest/southeast paved runway & an unpaved crosswind northeast/southwest runway.
Two-dozen light single-engine planes were visible on the field, among the small hangars.
The earliest photo which is available of the Twitchell Seaplane Base was a 1997 USGS aerial view.
It depicted 13 light single-engine floatplanes along the Androscoggin River.
According to the Twitchel Airport website, Dale Twitchell retired in February 2019, at which point Dirigo Aerospace Solutions,
owned & operated by husband & wife team Kate & Mark McGhee, began managing the airport & seaplane base.
A June 2019 photo looking east depicted a row of planes, hangars, and the Twitchell's Airport & Seaplane Base sign.
A 2021 aerial view looking north depicted Twitchell Airport as having a single Runway 12/30 & an unpaved crosswind northeast/southwest runway.
The number of planes visible on the field had decreased to 11.
A 2021 aerial view looking north at the Twitchell Seaplane Base depicted 8 light single-engine floatplanes along the Androscoggin River.
A 2022 or earlier photo of a Cessna 172 on a trailer in front of Twitchell Airport hangars.
A 2022 or earlier photo of a Cessna 182 floatplane at the Twitchell Seaplane Base.
A 2022 or earlier photo of a row of Cessnas at Twitchell Airport.
A 2022 or earlier photo of a Piper Cub inside a Twitchell Airport hangar.
A 2022 or earlier photo of Cessna floatplanes at the Twitchell Seaplane Base.
A 2022 or earlier photo of a Cessna floatplane inside a Twitchell Airport hangar.
A 2022 or earlier aerial view looking north at the Twitchell Airport hangars.
A 2022 or earlier photo looking northwest at the Twitchell Airport hangars.
A 2022 or earlier aerial view looking southeast at the Twitchell Seaplane base.
The 2022 Boston Sectional Chart depicted Twitchell Airport as having a single northwest/southeast paved 2,100' runway,
and the Twitchell Seaplane Base as having a 10,000' water landing area.
An April 2022 photo looking northeast depicted planes & hangars at Twitchell Airport.
An article entitled "Twitchell Airport property in Turner under contract to be sold" in the 11/7/22 Sun Journal (courtesy of Ron Plante) spelled out the unfortunate end for Twitchell Airport:
"Twitchell Airport, the last in Maine that is privately-owned & commercially operated, will cease operation at the end of the month after 76 years.
The land owners, Kurt & Kelvin Youland, have decided to sell the roughly 145 acres the airport & seaplane facilities share, including hangar space & docks.
A self-storage facility will reportedly be built on the property.
The airport has been managed by Dirigo Aerospace Solutions since 2019,
which is owned by husband & wife team Kate & Mark McGhee, who took over the role from Dale Twitchell when he retired."
"The entire aviation community has been affected by this, because Twitchell's is such an iconic, historic place," Kate McGhee said.
The loss will primarily be felt by recreational pilots with small planes & seaplanes who live in the area or have second homes or cabins in Maine.
McGhee estimates that means at least 75-100 pilots will have to find a new airport to call home.
Twitchell's was also the only place in the Northeast to rent a seaplane solo,
and McGhee adds Twitchell's has been the only on-the-water fuel stop for seaplanes to refuel south of Greenville, until one gets to Rhode Island.
Twitchell's also offered maintenance & repair of small & commercial airplanes, sold fuel, offered flight instruction, plane rentals & leased hangar space.
McGhee said the Maine Warden Service would fuel up its seaplanes used in search & rescue and other operations at Twitchell's.
At least 40 planes were based at Twitchell's, McGhee said, with outside tie-downs for a few dozen more.
In addition, they did 50-75 seaplane float-to-tire conversions, swapping out the floats for tires at the beginning & end of each season.
A 10/31/22 photo by Daryn Slover of a sign on a window Monday at Twitchell Airport, advised the business is out of fuel.
Operators say they have not been selling fuel for airplanes since the middle of October as they prepare to close permanently.
Kate McGhee said they were notified they have to vacate the property by the end of November,
which means collecting many years worth of equipment, tools & support vehicles & finding a new home for it all.
They will also have to relocate their business, which is something they are talking about with other airports.
"Oh, I'm heartbroken," McGhee said about the closure.
"You know, it is difficult at this point to even be here right now, because there are so many people who already started taking their planes away and everything."
The McGhees have dedicated themselves to the airport since they took over management of the facility, working seven days/week, 365 days/year to keep the it running.
Both of them fly planes, and Mark has 35 years of experience as a certified airplane mechanic & commercial pilot, skills that are in high demand.
However, starting a mature business from scratch will be a challenge.
McGhee said there was an organized effort to purchase the property to keep it as an airport by local pilots & non-pilots in the community, but it was not successful.
Thanks to Ron Plante for pointing out this airport.
Port Of Maine Airport / Port O' Maine Airport, Scarborough, ME
43.609, -70.306 (Southwest of Portland, ME)
Port Of Maine Airport, as depicted on the July 1966 Boston Sectional Chart.
According to Tim Sullivan, "Port O' Maine Airport [was] founded in 1940 by Harold Troxel, formerly Sagadahoc Dairy Farm."
However, Port O' Maine Airport was not yet depicted on the 1941 or 1942 Boston Sectional Charts,
or the 1941 or 1942 USGS topo maps.
According to Tim Sullivan, "Operations shut down during WW2, which prevented private flights 50 miles from the coast."
According to Tim Sullivan, "Port O' Maine Airport... started back up after the war."
The earliest depiction which has been located of Port Of Maine Airport was on the July 1946 Boston Sectional Chart.
The earliest photo which has been located of Port Of Maine Airport was a 1947 aerial view looking north.
It depicted Port Of Maine Airport as having 2 unpaved runways, with some small buildings along the northwest side.
A 1950 photo by Henry Pollard looking east at his Stinson in front of Port Of Maine Airport's Portland Flying Service hangar, with the Snack Bar visible in the background.
A 1950 aerial view by Henry Pollard looking south at Port Of Maine Airport, showing 3 unpaved runways, with several buildings & a number of light planes on the west side.
A 1951 aerial view by Henry Pollard (courtesy of Tim Sullivan) looking southwest at Port O' Maine Airport, showing 3 unpaved runways, with several buildings & a number of light planes on the west side.
The last photo which has been located showing Port O' Maine Airport still in operation was a 1956 aerial view, which depicted 2 light aircraft parked on its west side.
The 1957 USGS topo map depicted Port O' Maine Airport as having 3 unpaved runways, with several small buildings on the west side.
According to Tim Sullivan, "Portland Flying Services was sold to Nathan Lake, Jr and others in 1962.
According to Tim Sullivan, "The airport closed around 1965."
The last aeronautical chart depiction which has been located of Port O' Maine Airport was on the September 1966 Boston Sectional Chart.
It depicted Port O' Maine as having a 2,800' unpaved runway.
Port O' Maine Airport was evidently closed (for reasons unknown) at some point between 1966-67,
as it was no longer depicted on the 1967 Boston Sectional Chart.
Port O' Maine Airport was still depicted on the 1970 USGS topo map, even though it may have been closed already for 3 years by that point.
The number of runways had decreased to only 1 (oriented northwest/southeast),
with a large building having been built over the eastern portion of the former crosswind runways.
A 1970 aerial view showed Port O' Maine Airport's northwest/southeast runway remained clear,
and the airport hangars may have remained intact on the west side, although a few other buildings had been built nearby.
A 1975 USGS aerial view showed Port O' Maine Airport's northwest/southeast runway remained clear,
and the airport hangars may have remained intact on the west side.
A 1998 aerial photo showed no recognizable trace of Port O' Maine Airport,
with the hangars having been removed, and other buildings having been built over the former airfield.
A 2013 aerial view looking northeast showed no recognizable trace of Port O' Maine Airport.
The site of Port O' Maine Airport is located east of the intersection of Pleasant Hill Road & Gibson Road.
Thanks to Tim Sullivan for pointing out this airport.
Andover Airport, Andover, ME
44.6, -70.74 (Northwest of Portland, ME)
Andover Airport, as depicted on the January 1945 Lewiston Sectional Chart.
Photo of the airport while in use has not been located.
Andover Airport was not yet listed among active airfields in the 1945 AAF Airfield Directory (courtesy of Scott Murdock).
The earliest depiction which has been located of Andover Airport was on the January 1945 Lewiston Sectional Chart.
It depicted Andover as an auxiliary airfield.
The July 1947 Lewiston Sectional Chart (courtesy of Ron Plante) depicted Andover as a commercial/municipal airport.
The 1950 USGS topo map depicted Andover as a commercial/municipal airport,
located on the west side of Route 5, south of the town of Andover.
The last aeronautical chart depiction which has been located of Andover Airport was on the May 1955 Lewiston Sectional Chart.
It depicted Andover Airport as having a mere 1,700' unpaved runway.
Andover Airport was evidently closed (for reasons unknown) at some point between 1952-56,
as it was no longer depicted on the 1956 USGS topo map nor on the May 1960 Lewiston Sectional Chart.
The only photo which has been located of Andover Airport was a 5/5/65 USGS aerial view.
It depicted a clearing on the west side of Airport Road, with several possible unpaved runways.
But there were no aircraft visible on the field, or any other indication of recent usage.
A 1997 aerial photo showed no recognizable trace of Andover Airport.
Deb Cayer reported in 2015, "A neighbor (Jim Coolidge) just uncovered a cement airport marker.
It's located just off Airport Road where I'm told there was once an airstrip.
It had been buried for years by a softball or baseball group that built a field on the site.
Luckily a long-time resident remembered playing trucks there on the circle.
He took his 11 year old son out as a history project & dug it up very carefully with a flat shovel."
A 9/21/15 photo by Deb Cayer of the unearthed circular stone airport marker at the site of Andover Airport.
The site of Andover Airport is located west of Airport Road, appropriately enough.
Thanks to Deb Cayer for pointing out this airport.
Limerick Yarn Mills Airport / Limerick Airport, Limerick, ME
43.7, -70.78 (West of Portland, ME)
Limerick Yarn Mills Airport, as depicted on the January 1949 Boston Sectional Chart (courtesy of Ron Plante).
Limerick Yarn Mills Airport was evidently established at some point between 1948-49,
as it was not yet depicted on the July 1948 Boston Sectional Chart,
The earliest depiction which has been located of Limerick Yarn Mills Airport was on the January 1949 Boston Sectional Chart (courtesy of Ron Plante),
which depicted it as having a mere 1,500' unpaved runway.
According to Norm Bisson, "The airstrip was built by Dana Smith of Limerick.
He built the strip for his aircraft mechanic School, Air-Tech. The school was in the hangar. Dana built that as well.
Dana was a well-known aircraft mechanic. He was also an FAA mechanic examiner. He tested me for my A&P.
Dana also built a replica Wright Vin Fix airplane which he flew both locally & at some northeast aviation events."
According to Dana Smith's obituary (courtesy of Norm Bissson), Dana founded & operated Air-Tech Aviation Maintenance School in Limerick for 28 years.
The last aeronautical chart depiction which has been located of Limerick Yarn Mills Airport was on the January 1953 Boston Sectional Chart.
It depicted Limerick Yarn Mills Airport as having a 1,500' unpaved runway.
Limerick Yarn Mills Airport was evidently closed (for reasons unknown) at some point in 1953,
as it was no longer depicted on the May 1953 Boston Sectional Chart.
Dorinda Cox reported, "I am Dana Smith's eldest daughter. We moved to Limerick on my 7th birthday in May 1969.
I grew up on that airfield & helped my dad do everything from scraping paint off the floor of the first Air-Tech building before the school opened,
to gluing & nailing gussets on the trusses when we later built the hangar & finished many a yard of the concrete that covers the apron in front of the hangar & the end of the airfield.
My Mom was the director of admissions of the school (she ran the place!). My brothers helped Dad more than I did.
I flew frequently with my dad growing up - he loved flying in New England because he could always find a grass airstrip on which to land.
He also was fond of flying on floats in the summer in Maine. He was a brilliant airplane mechanic & pilot & had a passion for restoring old airplanes.
It seems he always had a project going on - whether it be an old Waco, a Curtiss pusher or a Cub. My personal favorite was a 1933 Stinson SR-JR.
Later in his life built several post Wright flyer replicas that actually flew. His pet project was the Vinn-Fizz."
No airfield was depicted in Limerick on the March 1970 Boston Sectional Chart nor on the 1973 USGS topo map.
After several decades, the airfield in Limerick was evidently reestablished in the same location at some point in the 1970s,
although the reestablished Limerick Airfield was evidently not depicted on aeronautical charts.
Steve St. Saviour reported, "I talked to my father, and found out the Limerick airport became operational sometime before 1977.
That was his graduation year, and he attended an event at the airfield. He said it was nearly-new then."
Limerick Airport was labeled simply as "Landing Strip" on the 1983 USGS topo map.
It depicted a single unpaved 2,300' southeast/northwest runway with a few small buildings on the south side.
The earliest photo which has been located of Limerick Airport was a 1998 USGS aerial view looking southeast,
showing 3 single-engine planes sitting next to a hangar on the south side of the runway.
A 5/25/10 photo by Kevin Porter looking northwest along Limerick's runway.
Kevin reported, "I've done some digging in local libraries & I haven't been able to find much information.
Current Sectionals don't depict the airport, despite the fact that it appears to be active.
The airport is currently a gravel strip, 1,200'-1,500' in length, perhaps 50' wide.
There is a small building which may be a hangar on site, and a paved concrete ramp area."
A 5/25/10 photo by Kevin Porter of an Ercoupe & Cessna 175 parked in the grass at Limerick.
A circa 2010-2014 aerial view looking south at Limerick Airport showed 1 single-engine planes sitting next to a hangar on the south side of the runway.
Note that the eastern end of the runway appeared to have been paved, whereas the majority of the runway appears to be gravel.
According to Norm, "The patchwork appearance of the paved runway section was due to Dana having a local cement company drop off any leftover cement.
During my exam we had to stop a couple times so Dana could run out & show the truck where to drop. Then he would spread the cement out."
Dorinda Cox reported, "My Mom sold the property in 2012.
Sadly, my healthy, fit, athletic father passed away in 2013 after battling Alzheimers. He was 78."
According to Norm, Limerick Airport founder "Dana [Smith] passed away in 2013.
He was a good man. His school must have closed at some earlier date."
A 4/7/13 aerial view looking southeast showed the deteriorating pavement on the eastern end of the runway.
There were no aircraft visible parked outside.
A 2014 photo by Steve St. Saviour looking northwest along the Limerick runway.
Steve reported, "The airstrip is well known among the locals of the town.
There are 2 airplanes that still takeoff/land there every now & then (an Ercoupe & a Cessna 175), but I think they are just local townsmen.
I did happen to talk to one a few years ago, and he invited me to fly up in my Super Viking, but I never had the chance.
I heard rumors of some legal incident (an accident) causing the airstrip to become un-public, but that's just heresay, and I can't verify it.
The airstrip appears to be dirt, not in terrible condition."
A 2014 photo by Steve St. Saviour at a Limerick hangar.
Steve reported, "There is one easily-identifiable hangar; there may be more, but I did not search around much."
Limerick Airport is located north of the intersection of Central Avenue & Hillcrest Avenue.
Greenlaw Airport / Maheux Airport (Auburn), Auburn, ME
44.09, -70.27 (North of Portland, ME)
Greenlaw Airport, as depicted on the June 1936 Lewiston Sectional Chart.
Photo of the airport while open has not been located.
Greenlaw Airport was evidently established at some point between 1933-36,
as it was not listed among active airfields in The Airport Directory Company's 1933 Airport Directories (according to Chris Kennedy).
This little general aviation airport was owned by Roland Maheux.
Clarence Dargie recalled, "Roland Maheux was a very interesting character.
He never had a flying lesson in his life.
He bought what I believe was a Heath Parasol at age 16, climbed into it & taught himself to fly.
He opened his airport during the 1930s. He kept his first airplane in a farm field south of Taylor Pond."
The earliest depiction which has been located of Greenlaw Airport was on the June 1936 Lewiston Sectional Chart.
It depicted Greenlaw as an auxiliary airfield.
Greenlaw Airport was evidently renamed Maheux's Airport at some point between 1936-37,
as that is how it was advertised in the 1937 Lewiston High School yearbook (courtesy of Chris Brame).
The Airport Directory Company's 1941 Airport Directory (courtesy of Chris Kennedy)
described Maheux Airport as a commercial field, located 1 mile west of Auburn.
The field was said to be rectangular, having a single 1,200' runway,
with buildings to the east & west, including a hangar.
The Maheux Airport may have been temporarily closed at some point between 1941-42
(like many other small civilian airport near the coasts, due to wartime security concerns),
as it was not depicted at all on the February 1942 or December 1943 Lewiston Sectional Charts.
The Maheux Airport in Auburn evidently reopened at some point in 1944,
as it was listed among active airfields in the April 1944 US Army/Navy Directory of Airfields (courtesy of Ken Mercer).
It described the Maheux Airport in Auburn as having a 1,200' unpaved runway.
The June 1944 Lewiston Sectional Chart (courtesy of Chris Kennedy)
depicted the Maheux Airport in Auburn as an auxiliary airfield.
Note that this 1944 chart also depicted the new Maheux Airport, a few miles to the northwest (in Minot).
The September 1944 Boston Sectional Chart continued to depict the Maheux Airport in Auburn as an auxiliary airfield.
Clarence Dargie recalled of the original Maheux Airport, "Other pilots started using it
and it developed into an airport which was later bought by Wilfred Charest, aka, The Butcher.
Maheu had already opened the new Maheux Airport in Minot before selling the Taylor Pond one to Charest.
Rumor had it that bad blood developed between Charest and Maheu over some shady aspects of the airport sale.
The single grass runway ran north & south... about 1,200' long.
There was an office building & a couple of hangars.
The field was owned by Wilfred Charest, a butcher by trade who owned a butcher shop in Auburn.
Thus, the field was more popularly known as The Butcher's.
It was an outlaw field that played host to every misfit pilot in the area,
most of whom had been banned from other local airports for dangerous & unorthodox behavior.
In fact, Roland Maheu cautioned us students
that any of us he caught landing at the Butcher's would be grounded for a month.
I never landed there but did fly in the vicinity to observe the antics of that wild bunch
and one day watched as someone in a Waco UPF-7 did low altitude loops over the center of the field
as airplanes were landing in both directions.
A few days later, one of the Butcher's Boys, as they were known,
was killed in a Stearman along with his passenger when he crashed into the pond
while doing slows rolls on final approach to the runway."
The original Maheux Airport in Auburn was evidently closed at some point between 1944-45,
as it was no longer depicted at all on the July 1945 Lewiston Sectional Chart (courtesy of Chris Kennedy).
At some point between 1945-46 the original Maheux Airport in Auburn was evidently reopened under the name of Greenlaw Airport (once again),
as that is how it was depicted on the July 1946 Boston Sectional Chart.
"Greenlaw (Auburn)" Airport, as depicted on the 1950 USGS topo map.
The last depiction which has been located of Greenlaw Airport was on the January 1950 Boston Sectional Chart.
It depicted Greenlaw Airport as having a mere 1,500' unpaved runway.
In a 1953 aerial photo, no recognizable trace of Greenlaw Airport was still recognizable.
Greenlaw Airport was evidently closed at some point between 1950-55, as it was no longer depicted on the May 1955 Boston Sectional Chart.
In a 2004 aerial photo, the former Maheux Airport workshop building was visible in the center of the photo.
No recognizable trace of the airfield clearing was still visible.
A 2006 photo by Norman Houle "of the old airport workshop on the west side of the old Airfield, it is now owned by Columbia River Corp.
Their address is 389 Stevens Mill Rd., Auburn."
The site of the Maheux Airport in Auburn is located west of the intersection of Stevens Mills Road & Hotel Road.
Maheux Airport (Minot) / Maheu Airport, Minot, ME
The second location of the Maheux Airport (northwest of Minot) was depicted as a commercial airport on the December 1943 Lewiston Sectional Chart.
Photo of the airport while open is not available.
This little general aviation airport replaced the original Maheux Airport in Auburn.
The Maheux Airport in Minot was evidently established at some point in 1943,
as no Maheux Airport was depicted on the February 1942 & December 1942 Lewiston Sectional Charts (according to Chris Kennedy).
The earliest depiction which has been located of the Maheux Airport in Minot was on the December 1943 Lewiston Sectional Chart.
It depicted the Maheux Airport in Minot as a commercial airport.
The April 1944 US Army/Navy Directory of Airfields (courtesy of Ken Mercer)
described the Maheux Airport in Minot as having an 1,800' unpaved runway.
Clarence Dargie continued, "I learned to fly in Maine in 1946 at Maheu's Airport in West Minot.
It was listed as a 1,200' (obviously measured with a stretchable rubber tape) grass runway
running north & south on top of a ridge that sloped down toward the valley floor to the west.
As a result, we had a built-in crosswind from the west.
To the east were woods, to the south, the ground went downhill rather steeply
and was covered with much brush, juniper bushes, etc.
On the north was an apple orchard.
We had an office/club house building, one maintenance hangar and three or four T-hangars.
It was my favorite spot in the world and I spent many, many happy hours there, just hanging out and flying as often as I could."
Clarence Dargie recalled of Roland Maheu, "He was the most skillful aerobatic pilot I have ever seen.
In a stock J-3 Cub modified only by hanging a stunt prop on it, he could do square loops off the ground,
roll the airplane on takeoff (although the manufacturer's flight manual warned pilots not to attempt to roll a J-3) etc.
Flying solo, he would kill the engine, trim the airplane into a shallow glide,
turn the ignition back on when it quit windmilling, get out & prop the engine,
his right foot jammed between the tire & the wheel strut,
holding on the the right cabane strut down near the panel with his left hand.
In this manner, he could swing his body alongside the engine cowl & reach the prop in whatever position it stopped.
He would then prop the engine back into life & climb back in and continue his routine.
The FAA stopped him from doing that stunt after he had performed it at 57 airshows by the summer of 1947."
The airport's spelling was still listed as "Maheux" on the December 1948 Lewiston Sectional Chart (courtesy of Chris Kennedy).
The 1950 USGS topo map depicted the "Maheux (Minot)" Airport.
The earliest photo which has been located of the Maheux Airport in Minot was a 1953 aerial photo.
It depicted the field as having a single northwest/southeast grass runway, with a hangar & 7 single-engine aircraft along the east side.
By the time of the May 1954 Lewiston Sectional Chart (according to Chris Kennedy),
the spelling of the airport was depicted as "Maheu".
It described the field as having a single 2,100' turf runway.
Clarence Dargie recalled of Roland Maheux, "His name was originally spelled Maheux,
but he dropped the x because it was too confusing to many folks."
Maheu Airport was depicted simply as "Airfield" on the 1956 USGS topo map.
Clarence Dargie recalled of Roland Maheu, "He had many close calls, many forced landings in his 70 years or so of flying
but, to the best of my knowledge, he never damaged an airplane to the point where it could not fly.
In his late 70s, he could no longer pass the physical so he bought himself some ultralights
and continued to fly til he died of natural causes well into his eighties."
The 1968 Flight Guide (courtesy of Robert Levittan) depicted Maheux Airport
as having a 2,100' unpaved Runway 18/36, with 2 T-hangars & 2 other small buildings on the east side.
The last aeronautical chart depiction which has been located of Maheux Airport as an active airfield
was on the April 1978 Montreal Sectional Chart (courtesy of Chris Kennedy).
It depicted Maheu as a public-use airport having a 2,100' unpaved runway.
The 1989 USGS topo map depicted Maheu Airport as having a single 2,100' northwest/southeast unpaved runway,
with a few small buildings along the east side of the field.
Note that it also depicted "Hemond Airport" almost directly across the road as well.
The date of closure of Maheu Airport has not been determined.
It was no longer depicted on the 2005 Sectional Chart as an active airfield.
A 9/18/13 aerial view looking southeast showed Maheu Airport to appear completely intact, but there was no obvious sign of current aviation usage,
so it is not apparent if the airfield was still in use at this point.
Clarence Dargie explained the airport layout: "The cluster of buildings on the northeast end of the field
are the home (the dark building) that Roland Maheu built there after taking out the apple orchard & extending the runway another 900'.
The runway used to end even with that curved line just below the light colored ramp in front of his house
The cluster on the southeast end, starting with the square light colored northern most building are the old main hangar.
There used to be 3 or 4 T-hangars just north of the main hangar but I see they are now gone.
South of that, on the other side of the entrance to the airport by the maintenance hangar is the club house/office building.
It is shaped sort of like an inverted T."
Maheu Airport is located southwest of the intersection of Route 119 & Jackass Annie Road.
St. Croix Airport, Baring, ME
45.13, -67.31 (Northeast of Bangor, ME)
The St. Croix Airport, as depicted on the January 1947 Lewiston Sectional Chart.
This small general aviation airport was located less than a half-mile from the Canadian border.
According to Andrew Laverdiere, St. Croix Airport "was built under the Federal Emergency Relief Administration / Maine Emergency Relief Administration
around 1934 when they were constructing airports all over the state."
However, St. Croix Airport was not yet depicted on the July 1946 Lewiston Sectional Chart.
The earliest depiction of the St. Croix Airport which has been located was on the January 1947 Lewiston Sectional Chart.
It depicted St. Croix as a commercial/municipal airport.
The 1948 Lewiston Sectional Chart (courtesy of Chris Kennedy) depicted St. Croix as having a 1,900' unpaved runway.
The 1949 USGS topo map depicted St. Croix as having a single unpaved northwest/southeast runway, labeled simply as "Airfield".
The runway at St. Croix was evidently paved at some point between 1948-68,
as the 1968 Flight Guide (courtesy of Robert Levittan) depicted described St. Croix
as having a single 3,000' paved Runway 17/35, with 2 small buildings at the northwest end.
The 1972 Flight Guide (courtesy of Chris Kennedy) depicted described St. Croix as having a single 3,000' paved Runway 17/35.
Gary Ross recalled, "For many years St. Croix Airport was the base for Thomas DiCenzo,
a contractor who built roads & infrastructure including several Nike sites throughout Maine.
In the 1970s I landed there practicing touch & go's in a 172.
The airport was challenging as it had major power lines at the right at the hangar end of the runway.
DiCenzo had kept a PA-23 in the lone hangar located at the northeast corner of the strip. He was the primary user of the field.
In June of 1973 he & his pilot were killed when the PA-23 struck trees in a dense fog while attempting to locate the Princeton Airport.
After his death I saw a few aircraft at the field."
St. Croix became a private field by 1976,
as that is how it was described in the 1976 AOPA Airport Directory (courtesy of Chris Kennedy).
The airfield was described as consisting of a single 2,800' asphalt Runway 17/35.
In the 1996 USGS aerial view looking south, a single light aircraft was visible parked at the northwest end of the runway.
St. Croix Airport apparently was closed at some point between 1996-2004,
as it was no longer depicted on the Sectional Chart, or listed in the Airport/Facility Directory as of 2004.
A 2014 aerial view looking southwest along the former St. Croix runway showed it to remain intact, along with several buildings at the northwestern end of the field.
Gary Ross reported in 2017, "Today machinery lines the old strip."
A 12/29/20 photo by Andrew Laverdiere looking northwest along the remains of the St. Croix Airport runway.
Andrew reported, "The company has turned the airfield into a junk yard. The asphalt was in very poor condition."
The site of St. Croix Airport is located southeast of the intersection of Route 1 & Center Street.
(Original) Portland Airport / Scarboro Airport / Scarborough Airport, Scarborough, ME
43.57, -70.36 (Southwest of Portland, ME)
A summer 1928 photo by Ira Milliken of a biplane & 2 monoplanes in front of the newly built hangar at Scarborough Airport (courtesy of Bill Deane).
According to the Scarborough Historical Society, the Scarborough Airport was the brainchild of Chester Jordan,
an avid aviator & president of the Portland Chamber of Commerce.
He began to dream establishing an airport for Portland in the early twenties when flight was still a novelty
and much of the local action was taking place on the sands of Pine Point & Old Orchard Beaches.
Jordan found an enthusiastic audience in the person of Phillips Payson,
who had succeeded his father as president of the H. M. Payson Investment Banking firm in Portland.
Payson had learned to fly while in the Army Air Corps during WW1
and had continued his interest in aviation after returning to civilian life.
Jordan's dream became a reality when Payson took over the practical aspects of the concept
through incorporation & the sale of stock.
The 2 men purchased the site off Manson Libby Road in 1926 from George Eastman & Lida Libby
and hired a contractor, the W. E. Arthur Company, to prepare the site & erect several structures.
The famous visit of Charles Lindbergh took place over the weekend of July 23, 1927
while the Scarborough airfield was still very much under construction.
In spite of that, several thousand patient flying enthusiasts turned up to await the arrival of their hero
in what turned out to be a pea-soup fog.
Lindbergh arrived at the site & circled the field for more than an hour,
hoping for a break in the fog; although he caught occasional glimpses of the tracks of the PS&P railroad,
which skirted the eastern end of the runway,
he ultimately decided to spend the night at Concord, NH which was in the clear, and try again the following day, Sunday.
Sunday proved no better, weatherwise, for the fog persisted.
Yet fans by the thousands returned & continued their patient vigil.
Again, The Lone Eagle circled the field for nearly an hour, then flew southeast over Old Orchard Beach.
A hole developed in the overcast just long enough for the aviator to land the Spirit of St. Louis on the sand shingle.
Mindful of the waiting throngs, Lindbergh was whisked by motorcade to the Scarborough Airport
where he addressed the throng, shook as many hands as he could, and continued the motorcade to Portland.
The earliest photo which has been located of Scarborough Airport was a summer 1928 photo by Ira Milliken (courtesy of Bill Deane)
of a biplane & 2 monoplanes in front of Scarborough's newly built hangar.
The Scarborough Airport was opened in 1928, with a huge air show & open house over the weekend of September 27-28, 1928.
The air show was a wild success.
The weather beamed, the flyers outdid themselves, the daring parachute jumpers all landed safely,
and the only casualty was someone in the parking lot who suffered a bruised knee
when a motorist backed out of his parking place & bumped gently into her.
The cooperation of the Town of Scarborough was sought to improve the access road,
and the town meeting in 1928 voted to spend $5,000 to do so.
Nevertheless, the final result was a subject of ridicule in the press during the big weekend in September 1928,
when several front page photos sarcastically showed "the class A roadway"
as a rutted, uneven, gravel track extending a mile & a quarter from Route One to the Airport complex.
Shortly after the above 1928 photograph of the hangar,
the blank white 65' wide space over the hangar doors was lettered "PORTLAND AIRPORT".
A similar legend adorned the roof so as to be clearly visible to approaching aircraft.
The hangar suffered extensive damage during a freak windstorm in December, 1934;
apparently someone opened at least one of the great rolling doors which all moved toward Dunstan
long enough for the building to fill during a gust & the entire rear wall exploded outward, damaging several aircraft.
This wooden/glass wall was subsequently replaced with a more substantial masonry/glass/steel curtain.
The Curtiss Wright Company was prominent in the active years of the airport,
operating a flying school & contributing expertise to administration.
As an adjunct to their presence, the company decided to build a bunkhouse nearby
for what they anticipated would be a flood of young men desiring to learn how to fly.
Taking on this franchise was Halsey Gulick, whose family achieved fame via the Luther Gulick Camps at Sebago Lake.
They built a log building nearby which today is the home of Post 76, American Legion.
Upon completion, the school only managed to enroll 2 students who completed their courses in 1929.
The crash of the stock market that year doomed the project & the building was sold & subsequently became the Plantation Restaurant.
The original Portland Airport, as depicted on the Boston Chamber of Commerce's
1931 "Airports & Landing Fields of New England" (courtesy of Chris Kennedy).
It described the field as a commercial airport, located in the town of Scarboro.
The field was said to consist of a 193-acre triangular sod & clay field,
with 3 grass runways (with the longest being a 3,600' northeast/southwest strip).
The field was also said to have an 80' x 60' hangar, and the commercial operator was listed as Curtiss-Wright Flying Service.
An aerial view looking north at Scarborough Airport,
from The Airport Directory Company's 1933 Airports Directory (courtesy of Chris Kennedy).
The directory described the Scarborough Airport as having 2 sod runways: 3,600' northeast/southwest & 3,000' northwest/southeast.
A single hangar was depicted west of the runway intersection.
The manager was listed as Sanford Chandler, and the operator was listed as the Portland Flying Service.
The earliest aeronautical chart depiction which has been located of the original Portland Airport was on the March 1933 Boston Sectional Chart.
The field was depicted as the "Portland" Airport on the 1934 U.S. Navy Aviation Chart (courtesy of Chris Kennedy).
Within 10 years of its grand opening, the Scarborough Airport became too limited
to accommodate the larger, increasingly powerful aircraft being developed.
Hemmed in by the railroad tracks to the east, by Moses Brook to the North,
U.S. Route One to the West, and the great marsh to the south, relocation became a priority.
Operations moved to Stroudwater in the late 1930s & the Scarborough complex became a flying school.
described Scarborough Airport as having a triangular sod & clay landing area.
The last photo which has been located of Scarborough Airport was a 10/5/40 USGS aerial view,
which depicted a single hangar on the northwest edge of an irregularly-shaped grass airfield.
The November 1944 Boston Sectional Chart (courtesy of Chris Kennedy) labeled the airport as "Scarboro".
Scarborough Airport may have gone through a period of temporary closure,
as it was labeled "Abandoned Airport" on the 1944 USGS topo map.
The last aeronautical chart depiction which has been located of Scarboro Airport was on the July 1946 Boston Sectional Chart.
Scarborough Airport was reportedly the site of numerous air shows in the late 1940s.
Scarborough Airport was evidently closed at some point between 1946-50,
as it was no longer depicted on the January 1950 Boston Sectional Chart.
A 1956 aerial photo showed the irregular outline of the Scarborough Airport property, and the airport circle marking.
There was a single hangar on the northwest side of the field.
The field appeared abandoned, as there were no aircraft visible on the field, but it was intact.
The Scarborough Airport was no longer depicted at all on the 1956 USGS topo map
or the 1960 Boston Sectional Chart (courtesy of Mike Keefe).
The hangar became a storage warehouse for several enterprises, Humpty Dumpty notably which stored empty cans & packaging materials there.
Then, in the early 1960s, the hangar was destroyed in a spectacular nighttime fire,
which left little but a pile of twisted steel & broken bricks among the ashes.
The remaining buildings were demolished or moved elsewhere.
The site of Scarborough Airport was labeled "Airport (Abandoned)" on the 1978 USGS topo map.
A 1998 USGS aerial photo of the site of Scarborough Airport bore no recognizable sign of having been an airport.
A 2018 aerial view looking northeast shows no trace of Scarborough Airport.
The property is the home of the Scarborough Industrial Park.
The Public Works complex occupies the grassy spot upon which Ira Milliken stood to snap his historic photo above,
and a Butler-type building now rises where the Lone Eagle waved to thousands of spectators.
The site of Scarborough Airport is located southeast of the intersection of Manson Libby Road & Washington Avenue.
Thanks to Chris Kennedy for pointing out this location.
Casco Bay Naval Auxiliary Air Facility, Long Island, ME
43.7, -70.15 (East of Portland, ME)
"Casco Bay (Navy)", as depicted on the November 1943 Boston Sectional Chart.
The Casco Bay seaplane base was not yet depicted on the November 1942 Boston Sectional Chart.
This small seaplane facility was built by the Navy in 1942 on Long Island
to support the aviation activities of the surface fleet in Casco Bay.
Warren Brayley reported that the land for the seaplane facility was purchased by the Navy from his Grandfather, Elwin Doughty, in 1942.
The Casco Bay seaplane facility consisted of 300' square paved parking apron, a single hangar, and a seaplane ramp.
Most of the facility's personnel were housed in summer residences which were leased from their civilian owners,
with a total capacity of 87 personnel.
After the loss of a PBY Catalina flying boat in 1942, Casco Bay was deemed unsuitable for PBY operations.
In spite of that, Casco Bay was commissioned in the following year as an auxiliary of NAS Brunswick.
For the next 2 years, the base was primarily charged
with the support of catapult seaplanes assigned to surface naval vessels.
The earliest depiction of the Casco Bay seaplane base which has been located was on the November 1943 Boston Sectional Chart.
The 1944 USGS topo map depicted the seaplane hangar at Casco Bay,
but did not specifically identify the seaplane base.
A WW2-era National Archives aerial view looking southeast at Casco Bay NAAF
depicted a single arch-roof hangar & several smaller buildings on a paved apron, with a seaplane ramp leading into the water.
A fire destroyed Casco Bay's hangar & Officer in Charge's quarters in early 1946.
The base was closed later that year, and the property was sold back into private ownership.
However, according to Warren Brayley (grandson of original property owner Elwin Doughty),
many of the original pre-war property owners thought that they would regain ownership of their land,
but that did not turn out to be the case.
The last aeronautical chart depiction of the Casco Bay seaplane base which has been located was on the January 1947 Boston Sectional Chart.
The Casco Bay seaplane base was not longer depicted on the July 1947 Boston Sectional Chart.
The last depiction which has been located of the Casco Bay Seaplane Base was on the 1949 USGS topo map.
A 1956 aerial photo depicted the foundation of the hangar,
with several smaller buildings still standing along the periphery of the seaplane apron.
The 1957 USGS topo map still labeled the property as "U.S. Naval Reservation".
A 9/18/13 aerial view showed the Casco Bay seaplane apron still existed, reused for boat storage.
The site of the seaplane base is at Doughty Landing, at the end of Doughty Lane,
just north of the little town of Mariner.
Thanks to Lloyd Momborquette for pointing out this location.
Fernald Field, Winterport, ME
44.65, -68.91 (Southwest of Bangor, ME)
A circa 1943-45 aerial view looking north at Fernald Field from the 1945 AAF Airfield Directory (courtesy of Scott Murdock).
The date of construction of Fernald Field is unknown.
It was apparently built at some point between 1943-44,
as it was not depicted on the December 1943 Lewiston Sectional Chart.
The earliest depiction which has been located of Fernald Field
was a circa 1943-45 aerial view looking north from the 1945 AAF Airfield Directory (courtesy of Scott Murdock).
It depicted Roy L. Fernald Field as having 2 paved runways.
described Roy L. Fernald Field as having a 4,000' hard-surface runway.
According to Norman Houle, Fernald Field may have been constructed as a takeoff alternate
for military aircraft departing from Runway 22 at Dow Field in Bangor.
However, none of the many chart depictions which have been located of this field ever depicted it as a military field.
The earliest aeronautical chart depiction which has been located of Fernald Field was on the June 1944 Lewiston Sectional Chart.
Fernald Field was depicted as an auxiliary airfield.
The 1945 AAF Airfield Directory (courtesy of Scott Murdock) described Roy L. Fernald Field
as a 517 acre L-shaped property having 2 bituminous concrete 4,000' runways, oriented ENE/WSW & NNW/SSE.
The field was said to not have any hangars, and to be owned by the City of Winterport.
The 1948 USGS topo map depicted Fernald Field as having two 4,000' paved runways,
with a small paved ramp at the southwest corner of the field.
Fernald Field was depicted on the 1948 Lewiston Sectional Chart (according to Chris Kennedy)
as having a 4,000' hard-surface runway.
Fernald Field was still depicted as a civilian airport on the May 1954 Lewiston Sectional Chart (courtesy of Chris Kennedy),
but the airspace over the field was surrounded by an unusual circular Caution Area (C-133) centered on the field.
The chart's description of Caution Area C-133 indicated that it was used by the Maine National Guard for "Drone aircraft operation".
Was this in reference to target drone operations?
Fernald Field was no longer depicted on the 1957 USGS topo map.
Fernald Field was described in 1962 AOPA Airport Directory
as having 2 paved runways, and the operator was listed as the Town of Winterport.
A 10/8/65 FAA Airport Facilities Record (courtesy of Norm Houle) depicted Fernard Field as having 2 bituminous concrete 4,000' runways: 9/27 & 17/35.
A broken bituminous ramp & an office were depicted on the southwest end.
It was listed as being owned by the Town of Winterport, and the Manager was Morris Curtis.
The November 1965 Lewiston Sectional Chart (courtesy of Ron Kunse)
depicted Fernald Field as having 2 paved runways, with the longest being 4,000'.
The last map depiction which has been located Fernald Field as an active airport was on the 1968 Flight Guide (courtesy of Robert Levittan).
It depicted Fernard as having 2 paved 4,000' runways, with a ramp & 3 small buildings at the southwest end.
Fernald was listed in the "low use airports" section of the 1971 Flight Guide (according to Chris Kennedy).
It was described as having a single 4,000' paved Runway 17/35,
along with the remarks "Drag racing May-Nov."
The last aeronautical chart depiction which has been located of Fernald Field was on the 1971 Halifax Sectional Chart.
It depicted Fernald as having 2 paved runways, with the longest being 4,000'.
Fernald Field was apparently closed at some point between 1971-76,
as it was not listed among active airfields in the 1976 AOPA Airports USA directory (according to Chris Kennedy).
The 1984 Halifax Sectional Chart & 1988 USGS topo map depicted Fernald Field as an abandoned airfield.
In the 1995 USGS aerial photo, both paved runways of the abandoned Fernald Field still remained in excellent condition.
There appeared to be one small building at the southeast end of the east/west runway,
but its location immediately adjacent to the side of the runway makes it presumed to have been built after the site's airfield days.
The former Fernald Field runways are now apparently used for drag racing as the "Winterport Dragway".
A 2015 aerial view looking north showed both paved runways of the abandoned Fernald Field still remained in excellent condition.
An April 2021 aerial view by Alex Melia looking north at Fernald Field.
Alex reported, "This former airstrip is very prominent leaving & coming into Bangor International Airport.
It looks like a dragstrip has been constructed on one of the runways.
It's a shame the town didn't keep it & develop it into general aviation use. It's still in quite a nice condition & no doubt the 185s & bush planes prevalent in Maine could still easily utilize it."
Fernald Field is located northeast of the intersection of Route 139 & Boston Road.


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text:
Variety Plus Icon Read Next: M. Night Shyamalan Plays 'Would You Rather?' and Talks Faith and Family in 'Knock at the Cabin'
Nov 13, 2022 11:58am PT
Valentina Maurel's Thessaloniki Winner 'I Have Electric Dreams' Explores Complexities of Family Relationships, Sexual Awakening
By Ed Meza
Ed Meza
@edmezavar
Ehab Tarabieh's 'The Taste of Apples Is Red' Delves into Absurdity of Occupied Golan Heights, Syrian War by Way of Magical Realism 3 months ago
Mihai Mincan Tapped into Existential Fear to Make Stowaway Thriller 'To the North' 3 months ago
Valentina Maurel's Thessaloniki Winner 'I Have Electric Dreams' Explores Complexities of Family Relationships, Sexual Awakening 3 months ago
Valentina Maurel, Heretic
Valentina Maurel's coming-of-age drama "I Have Electric Dreams" has proved a major winner on the international festival circuit and a daring work that further highlights Costa Rica's burgeoning film scene. The film won the prizes for director, actress and actor at the Locarno Film Festival, and San Sebastián Film Festival's Horizons Award. The film continued its winning streak this week at the Thessaloniki Film Festival, where it took home the Golden Alexander for best feature film, and leading man Reinaldo Amien Gutiérrez also won the award for best actor.
The film follows Eva, a restless 16-year-old girl who is experiencing her sexual awakening and is desperate to leave the house she shares with her mother and younger sister and move in with her estranged father, a troubled creative artist who paints, sculpts, writes poetry and drinks too much.
The film is a personal work that explores darker aspects of family relationships, Maurel explains.
"It's inspired by the things that I know, from my own life, but it's not an autobiographical film. It's a film I wanted to do about the complexities of family relationships, about violence. And I especially wanted to make a film that wasn't about Costa Rican culture or what it is to live in a tropical paradise in Central America."
She wanted to instead tell a story that could happen anywhere. "Sometimes when you come from a small country you feel the obligation, the responsibility of representing it culturally in order to interest European or North American audiences. So I thought, I will try not to do that."
Daniela Marín Navarro and Reinaldo Amien Gutiérrez in "I Have Electric Dreams" Valentina Maurel
In telling Eva's story and the often shocking and disturbing events she experiences, Maurel sought to present an honest portrait of the complexity of life free of moral judgement. "I felt that life is way more complicated. I wanted to be faithful in showing that life can be very blurry, and that's what makes situations complicated for everybody."
She adds: "I wanted the characters to be complex and I wanted them to be in situations in which the spectator is not really sure about the difference between right and wrong because that's how it is in everyday life. If we always have the moral distance to judge good from wrong, then life would be easier."
Maurel was also eager to focus on a generation of people in Costa Rica that have broken with the country's established social norms – people that are more modern, artistic and bohemian.
"Costa Rica is a country that has a strong middle class – it's starting to disappear but it's still there. I wanted to be critical about this situation of privilege that we have in Costa Rica. If you compare it to other countries in the region, we are in a situation of privilege, but that doesn't mean that there aren't very machista and violent things happening.
"We tend to forget this because the situations in the neighboring countries are so bad. We believe we are very advanced, but there is still a lot of work to do."
Noting that Costa Rica lacks a film acting tradition, Maurel auditioned first-time performers and stage actors. While she saw everybody that she could, it was important for her to find people familiar with San José and the city's middle class lifestyle and art scene.
She found the perfect leads in Daniela Marín Navarro and Amien. While Amien is an experienced stage actor, Marín is a newcomer to the craft.
"Daniela had never acted before. She was what I would call a typical pandemic teenager. She was very bored at home and didn't know what to do with her life. She saw the casting ad and she came – and it was really kind of a miracle that she came."
Maurel, who is based in Brussels, made "I Have Electric Dreams" as a Costa Rican-Belgian-French co-production with Wrong Men in Brussels and Paris-based Geko Films. It was a welcomed structure, particularly in view of the difficult financing situation in Costa Rica, which nevertheless has a limited film fund and tax rebate program.
"It's a paradox because Costa Rican cinema has never been better," she adds. "We have lots of films in festivals. … There's a big boom. Something is happening. It's really exciting and I think it will continue this way because there are a lot of young people that are very motivated by film."
Looking forward, the director plans to continue the story of Eva's family in her next film. She is currently writing a screenplay for a follow-up that will focus on the relationship between Eva and her mother Anca, played by Vivian Rodríguez Barquero.
Noting that she was frustrated about having to cut much of Anca's story in the film in order to focus on this particular story, Maurel is eager to explore the character more in another movie, which in addition to focusing on the mother-daughter relationship will also include "complex characters and maybe a little bit of a raw take on relationships between women."
Costa Rica,
Thessaloniki Film Festival

redpajama_set_name: RedPajamaCommonCrawl


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Wrightwood, CA — January 11, 2008 — Resort owners celebrated today as the North Resort opened to skiers and snowboarders for the first time since its purchase in November, 2004. Two feet of recent snow made the event possible and local enthusiasts turned out in droves. Located just ¾ of a mile from Mountain High's West Resort, the area consists of 70 acres of beginner and intermediate terrain, one serviceable lift, and a 6,000 sq ft base lodge with scalable restaurant facilities. Without snowmaking, the North Resort relies on natural snow and, with several light winters, it was only just today that the mountain finally opened.
Says Karl Kapuscinski, President and CEO, "Today is a great day in Mountain High's history.
Mountain High North is the perfect resort for families and introductory skiers and snowboarders. The rolling terrain offers hours of excitement and all trails culminate at the bottom of the Sunrise Quad. Formerly Ski Sunrise, the North Resort originated in the 1940's along with other regional resorts such as Mount Waterman, Krakta Ridge and Blue Ridge, now known as Mountain High's West Resort. During its hay-day in the 1960s and 1970s the area was considered a local's favorite but saw limited success in the 1990s recently due to high management turnover and the lack of capital investment.
Mountain High now consists of three resorts; East, West, and North. The East Resort offers a true alpine experience with wide open runs, incredible views and the longest trails in Southern California serviced by a single high speed quad. Nearly the entire West Resort is dedicated to its terrain park and jumps & jibs cover more than 80% of the trails. The West Resort is also the only resort in Southern California open 7 nights a week so you can ride under the stars or warm yourself by the fire in the Bullwheel Bar and Grill. A single lift ticket is good at all three areas and there are free shuttles running between the East and West Resorts.
In addition to skiing and snowboarding, Mountain High North offers the largest tubing park in Southern California. Up to 14 lanes are available when the area is fully open and there are two 450 foot moving carpets to move guests back up. Operating hours are 9:00am to 4:00pm peak season and tickets which include the tube rental are $18.00 for two hours or $34.00 for all day.
The North Resort will remain open as long as conditions allow so do not miss this exceptional opportunity to ride a piece of Mountain High that most Southern Californian's never get to see.


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Cop shooter accused of trying to murder prison guard
By Lynn Moore | lmoore8@mlive.com
MUSKEGON COUNTY, MI – A man who ambushed and shot a Muskegon Police officer, after earlier shooting his neighbor, several years ago has been charged with trying to kill a prison guard.
Paul Osborn, 51, has been charged with assault with intent to murder for the assault on a guard at the Brooks Correctional Facility in Muskegon on March 21, said Matt Roberts, chief trial attorney for the Muskegon County Prosecutor's Office.
Osborn was convicted in 2013 of shooting Muskegon Police Detective Sgt. Monica Shirey as she and three other Muskegon officers assisted sheriff's deputies in searching a rural neighborhood for Osborn.
In the latest case, it's alleged that Osborn put a fan blade in a mesh bag and assaulted a correctional officer with it, striking her in the head several times, Roberts said. The officer, who suffered a concussion, had to have multiple cuts closed with stitches and staples, he said.
Osborn was arraigned via video feed on July 18. A preliminary examination has been scheduled for Aug. 5 in front of Muskegon County District Judge Harold Closz.
Osborn has since been transferred to the Ionia Correctional Facility.
Police: Alleged cop-shooter Paul Osborn taunted officers even after their sergeant was down with gunshot wounds
When the shooting stopped, police found alleged gunman Paul Osborn had been shot in his abdomen, but still ranting against police officers, according to the officers' testimony in Osborn's trial in Muskegon County Circuit Court on Wednesday.
On Dec. 8, 2012, four Muskegon city police officers were in unfamiliar territory, walking abreast down snowy River Road in near total darkness when they encountered the armed suspect who fired at them, according to testimony at Osborn's trial.
The officers, including Shirey, returned fire and shot Osborn in the abdomen.
Shirey was hit by buckshot fired from Osborn's shotgun. She ended up with five wounds - four that went through her left foot and calf - and one in her right heel. Her left fibula also was broken.
Shirey recovered and returned to service, but has since retired from the police department.
Osborn had assaulted his wife and shot his neighbor earlier that night, and had claimed he was going to shoot officers as well, according to testimony at his trial.
Paul Osborn testifies, then is found guilty of trying to murder Muskegon police officer
A Muskegon County judge didn't buy Paul Alan Osborn's claim that he was only trying to commit "suicide by cop."
He was convicted of assault with intent to murder Shirey as well as being a felon in possession of a firearm, resisting and obstructing police and three counts of possessing a firearm while committing a felony. He was convicted as a fourth-time habitual offender, and sentenced to 44 to 70 years in prison.


text:
Q: C++/OpenGL chess game program design advice I'm making a chess game, rendered with OpenGL.
I'm not looking for somebody to tell me all of the answers, I would like to figure the code out on my own, but pointing me to the right concepts is what I really need. At this point, I'm not sure where to start. Here is what I've figured out:
An enumeration, TurnState, with the following values:

*

*playerOneTurn

*playerTwoTurn

*Stopped
An enumeration, GameState, with the following values:

*

*playerOneCheck

*playerTwoCheck

*playerOnecCheckMate

*PlayerTwoCheckMate

*InitializingGame

*Tie

*NormalPlay
An abstract class, Player, and a subclass, Computer.
A class, ChessGame, with the following fields:
Player p1, p2
TurnState turnState
GameState gameState

A class, Move, with the following fields:
*Piece
Location origin
Location destination

A class, Location, with the following fields:
row
col
*ChessBoard

A class, ChessBoard, with one method, isValid, which takes a Move and checks if the move is valid or not.
An abstract class, ChessPieces, with the following methods:
GetValue()      // returns an int value of the piece (for scoring)
GetPosition()   // returns the current position of a piece
getIsSelected() // returns a boolean, true if selected, false if unselected
move()          // moves the piece in a way dependent upon what piece

And the following subclasses:

*

*Pawn

*Rook

*Queen

*King

*Knight

A: As to the AI part of the chess game:
To get a chess AI, or any sort of turn based game AI, you will need to calculate the "value" of the game in a given turn (that's important) (i.e. you assign each piece a value and sum the values for player1 and player2 and then you do score = player1score - player2score, so negative values will benefit player 2 and positive ones, player 1, that's just a basic example and not a very efficient one, but it's the most basic way to explain what the "value" of the game would be).
After you can calculate that you need to be able to calculate every possible move of a player given a certain configuration of the board.
With that you will be able to build a decision tree in which you will have as the root node the current state of the game. The next "level" of the tree will represent every possible state you can get to from the current state (and so forth). It's important to notice that if you consider player1 possible moves in on level of the tree you will consider player two possible moves in the next.
Next thing to do would be:
suppose player1 is gonna make a move, he will look into in the tree until depth 5 (for a chess game you'll never look in the whole tree). So he will choose a move that will be optimized for him, that would mean: at each level he'll consider HIS best move or player2's best move (so he will work on the worst case scenario), so he'll move the the highest valued node in the next level of the tree.
To calculate a value of a node you do the following:
NOTE: considering root node is of depth 0, every odd depth node need to be maxValue for player1 and every even depth node minValue for player2.
You'll expand the tree to the max depth you define, for the node in the maxDepth you'll just calculate the value of the board (which I mentioned in the beginning of my answer), for upper nodes you'll do:
even node's value : minValue between all child nodes
odd node's value : maxValue between all child nodes
So basically you'll do the regression to find the value of a node based on the value of deeper nodes.
Well, that's the basic idea, from it you can research some other stuff, if you want you can PM me, I've done some work on this kind of search, and I just described the most basic idea here, for an efficient code you'll need lots of optimization techniques.
Hope it helped a little

A: First of all: Separate the two: AI and GUI/OpenGL. In chess it is normal to have the GUI and the AI (the "Engine" in computer chess lingo) in two different processes that's communicating with a predefined protocol. The two most popular protocols for this are UCI and WinBoard.
For the chess engine part, you basically need three thing:

*

*A board/position representation

*A leaf node evaluation function

*A search algorithm

I suggest you read:

*

*Chess Programming WIKI

*TalkChess forum for computer chess

*Study a open source computer chess engine, like Stockfish, Crafty or Fruit.

A: This may not be directly answering your question (actually what is your question?), but you mentioned you wanted pointers to the right concepts.
oysteijo is right, one of the concepts that is very important is separating parts of a program from each other.
For something like chess there exist many efficient and elegant representations of the state of a chess game. I would say that the MVC (model, view, controller) design pattern works quite well for a chess game.
Hopefully this will make some sense, if not I suggest you read up on MVC some more.
Your model is going to primarily involve the datastructure which stores the representation of state of the game, this is the chessboard. A piece can only be on one of 64 spots, and there are limitations on the types of pieces and how many there are and what each of them do. The model will be responsible for dealing with this stuff. It would also make sense to give the model the logic for determining the legality of any given move (i.e. the properties of the game which don't necessarily involve the state of any given instance of a game).
The view is where all of your presentation related code goes. All that OpenGL is going in here, as would a "debug" routine which might (for instance) print an ASCII representation of the chessboard to the console.
The controller might have some functions which interface with the user to process input. The controller is the part of code which manipulates the model ("move E5 to D3": a function in your controller might call model.moveKnight('D3')) and the view ("draw the board in glorious 3D": the controller might do something like calling openGLView.draw(model))
One of the primary goals that MVC helps achieve is the independence of parts of code that perform different tasks. If some change in your AI causes problems with a rendering algorithm, it is a frustrating and difficult position to be in. An experienced programmer would go to some great lengths to ensure that this couldn't happen.
You might be wondering at this point where your AI code fits into the picture. Well, it's really up to you. Use your best judgement. It could be a part of the controller. Personally I'd have it be a whole nother controller (chessAIController) which implements the AI algorithms, but it is just as easy to have all of it contained within the main controller.
The point is, it doesn't really matter how you actually organize the code so long as it is done in some kind of logical way. The reason that MVC is so widespread is that those 3 components are usually present in most software and it usually makes sense to separate them. Note they're not actually really separated... the controller often directly manipulates both the view and model. Restrictions such as not allowing the view to manipulate anything helps code to stay clean and intelligible.
When you have no structure or organization in a programming project it can be nearly impossible to avoid having huge routines which do a little bit of everything because there is really only one place in the code in which to build functionality upon. What this generates invariably is a tangled mass of spaghetti code that no language, no matter how high-level, can save you from. This creates code that just plain sucks because nobody else can understand it, and even you will be unable to understand it two weeks from the time it is written.

redpajama_set_name: RedPajamaStackExchange


This 75-minute dialogue between Niall Ferguson and James Fallows, about China and its relationship with the U.S., is nuanced, detailed, and thought-provoking.
Anyway, Ferguson and Fallows really argue here—in the way two smart people argue over dinner, not in the way that people argue ("argue") on cable news. It's always surprisingly thrilling to see people actually think on camera.
To set it up, the point they don't dispute is that, right now, the world's most important entity is "Chimerica"—the blended economies of China and America. At this point, even after the economic shocks of 2008 and 2009, they are still inseperable, and incoherent without each other.
Ferguson and Fallows disagree on what happens next. Ferguson says Chimerica is doomed, and get ready for a painful disruption. Fallows, fresh off of three years living in China, is more optimistic—he thinks the relationship is flexible, durable, and many-faceted.
I saw Niall Ferguson debate Peter Schwartz here in San Francisco, and all I gotta say is: I wouldn't want to face off with this guy across a stage. He is erudite, to be sure; but he also carries and deploys his erudition in a particularly cutting way—like an Oxford don James Bond.
Anyway, I emerged from the 75 minutes mostly on the side of Fallows—but I always appreciate Ferguson's gloomy, ultra-realist point of view. Also, Fallows follows up here.
What does "ultra-realist" mean in this context?
* Sometimes it means: discarding any ideological considerations in favor of material ones, specifically those of power politics and the security of states.
* Sometimes it means: conceiving of power politics as a zero-sum game, where one state's relative advantage always comes at another's (and usually EVERY other's) disadvantage.
* Sometimes it means: seeing global affairs as an existential struggle to the death between actors, where every nation is one misstep away from total annihilation, or worse, shuddering irrelevance.
"I sometimes think that liberal individualism is something like the intellectual and moral equivalent of the best modernist design — spare, elegant, functional — but hard to grasp or truly appreciate without a cultivated sense of style, without a little discerning maturity. National Greatness Conservatism is like a grotesque wood-paneled den stuffed with animal heads, mounted swords, garish carpets, and a giant roaring fire. Only the most vulgar tuck in next to that fire, light a fat cigar, and think they've really got it all figured out. But I'm afraid that's pretty much the kind of thing you get at the Committee on Social Thought. If you declaim the importance of virtue loudly enough, you don't have to actually think."
I think another plausible explanation for "ultra-realist" in this context is an acknowledgment that states sometimes engage in negative-sum games, like arms buildups or trade restrictions; that productive relationships can sometimes be fragile, especially in hindsight; and that the close entwinement of China and the US means that each has the power to hurt the other significantly. What would happen if China decided to start selling US Treasury bonds, or simply slowed its rate of purchase? Or if the US put a 10% tariff on Chinese goods in retaliation?
This is a slightly cynical and negative view of the relations between nation-states, to be sure, but it's more a sense of "everyone could get screwed" than "the strongest shall prevail"... more Ecclesiastes than Heidegger.
The best articulation of modern realism that I've run across is The Tragedy of Great Power Politics by Mearsheimer. It's so insanely well-argued -- and so NOT "national greatness" conservatism, so NOT mere militarism -- that it's hard to walk away w/out incorporating at least part of it into your thinking. That was my experience, in any case. I definitely don't think it 100% describes the world, but I think it's a useful tool -- and frankly a more coherent framework than you can find almost anywhere else.
Anyway, I think that's generally where Ferguson falls -- especially the "tragedy" part of it. He's a pessimistic liberal -- that is, a liberal of the OLD sort.
Yeah, when I think of honest-to-goodness realism, I think of John Mearsheimer - who was a teacher of mine at Chicago. I think what I was trying to get at is that sometimes people who pose as "ultrarealists" in fact aren't very realist at all.
It's funny I came away from this favoring Ferguson - not necessarily in his comparisons to the Kaiser's Germany - but in his assertion that Chimerica as we know it is coming to an end. That the future holds a more tense, less co-dependent relationship between what will be the world's two superpowers. (Though I think it remains to be seen in the next few years if China does in fact shake off its bonds to the US - the real tell for Ferguson's future.) For example, (and perhaps Mr. Mearsheimer would agree, stopping power of water and all) I found Ferguson's argument very compelling that China's naval rise was much more than the limited objective of Taiwan.
The most important of the cautionary notes from either Fallows or Ferguson though I thought was Fallows' point (which he re-emphasizes in his blog post) that anything can happen. However much Ferguson's arguments won me over, I thought Fallows' nuanced temperances were consistently the most important points expressed here. China is not some monolithic "China", for example. Yes, it's unlikely we'll see a war over Taiwan, but...? We can predict all we want about the stability of the regime, but, really, who knows?
Thanks for pointing us to this, Robin. Really enjoyable to watch.
"Of course merchants don't wish for war or conflict. Unfortunately, merchants don't make the strategic & political decisions."
As a general statement this seems patently falsifiable in certain important cases which happen to be both highly influential and highly successful.
Not that that's necessarily relevant here.
Oh boy, another tangential rant!
Right! I mean, it all depends on what you're selling - and what the relationship is between the state and the merchants.
You could say that what's more important and more general than the strategic decisions of the state are the ways that monopolies or oligopolies on violence are exercised. State actors exercising their power would just be a special case of this. And of course states can always lease their monopolies on violence to other folks - colonists, militias, security agencies - or have it stolen from them - rebel groups, organized crime, de facto states, all of which usually have an economic as well as a political substrate.
@Saheli, @Peter and @Tim: Interesting point... I'm struggling w/ how best to think about this. Because yes, on one hand, war (or at least prep for war) is a big business. On the other hand, I do think Ferguson is right: rational merchants prefer a peaceful, trading world to a warring, locked-down world. Even (especially?) arms merchants? They want to sell their stuff to everybody!
But how do we use this insight to evaluate Ferguson's & Fallows' claims?
Fallows says: The commercial and cultural bonds between these countries are wide and deep. Linkages exist on all these levels. Don't bet on a sudden separation. Ferguson says: If commercial and cultural links were the key factor, then Germany wouldn't have made war on England. Merchants aren't thinking about long-term resource strategy and geopolitics.
So, okay, yes, there are always some merchants who profit from war. But what does that tell us about the Chimerica relationship (if anything)? Most of the bonds of trade between the U.S. and China are of the non-military variety.
Let me put it this way: merchants don't want peace, buyers do. Buyers want to be able to buy from as many sellers as possible, because that increases quality and decreases price. And merchants/sellers want buyers. So merchants usually want peace. But it's a conditional good, twice over, not an essential one.
Let's scale it from min to max.
3) Merchants want to sell their goods to everybody and be the only wholesale buyer and only retail seller of those goods.
So, most of the time, it's #2. It's the terminal logic of #3 that drives hard/soft mercantilism, colonialism, organized crime, and other kinds of violence in the name of capitalism. And sometimes, just #1 is enough.


The EGR valve controls a passageway between the intake and exhaust manifolds. When the valve opens, the intake vacuum draws exhaust through the valve. This dilutes the incoming air/fuel mixture and has a quenching effect on combustion temperatures. Remember to always replace your faulty EGR valve with the model that corresponds to your year/models engine.


text:
Geomys knoxjonesi est une espèce de rongeurs de la famille des Géomyidés qui rassemble des gaufres ou rats à poche, c'est-à-dire à abajoues. C'est un petit mammifère endémique des États-Unis où il est présent au Texas et au Nouveau-Mexique.

L'espèce a été décrite pour la première fois en 1975 par Robert J. Baker et Hugh H. Genoways, deux mammalogistes américains.

Liens externes

Geomyidae
Rongeur (nom scientifique)

redpajama_set_name: RedPajamaWikipedia


57 easy-fit pieces for imaginative building fun.
Kids make bridges, obstacle courses and more!
Connect and twist the tube into the connector spheres.
The product is listed as appropriate for 3yr old children and up. I purchased it for Pre-K and Kindergarten children. They were not able to build with the Toobeez by themselves. It took a great deal of teacher assistance. Once constructed the structure was very unstable and came apart easily.
My Students are Toobeez Crazy!!
I use this product as one of the choices in my Maker Space in my classroom. It is one of the most popular activities for my students in grades 1 - 6. What a great chance to build and play and work together.
This product is being used in the Makers Space set up in my classroom. I have found students do not really know how to create without directions or examples. Toobeez allow the students to investigate beginning engineering skills.
Loads of fun for groups!
Use as free-play element at our events and festivals. Kids love being able to create something quickly on their own!


We saw an article the other day about a couple caught on video performing a lewd act in broad daylight at a Delaware parking lot. News of this incident quickly went viral on the Internet and on social media channels.
Clearly this isn't the kind of recognition most people would want but it got us thinking about publicity and the fact that so much of what we see and hear in the news is negative. This is particularly true when it comes to financial services. To combat this, perhaps it is time to ask whether you are doing enough to promote the good things you do in the community.
Consider a recent press release from Huntington Bank. It highlighted some of the steps the bank has taken as part of its ongoing "Fair Play" strategy. Over the past 4Ys, Huntington says it has undertaken a number of initiatives to make the products and services it offers more "fair" to customers. It has eliminated certain fees, for instance and gives customers more time to cover overdrafts. We find this interesting because Huntington hasn't been shy about telling the world its strategy. The bank has rolled out a barrage of press releases, alongside television and radio commercials in its markets to do just that.
We're willing to bet that every bank has something good to say about itself. Community bankers have hundreds of stories current customers and prospects may not necessarily know but might be interested in hearing. Perhaps you have a new business-friendly product you'd like to promote. Perhaps you're rolling out a new retirement product, or maybe your bank is donating significant funds or employee time to a local charity. While it may be going too far to issue a press release every time you do something positive, banks in general could stand to get their name out there in a positive light far more often than many do today.
One challenge community banks face in winning business from bigger banks and others is a lack of brand recognition. A recent study by Harris Poll suggests customers who already bank with a community bank clearly understand the benefits. The study found that 93% of customers who bank at community bank financial institutions trust their bank and 84% feel very loyal. One in two consumers polled indicated that banking locally is important.
That said, there seems to be a perception issue among certain customers of big banks. Indeed, 24% of megabank customers say they don't use a community bank because they don't believe smaller institutions can offer the same benefits. What's more, 83% of megabank customers say a recognizable brand name is at least somewhat important to them when choosing a bank (re-read our Ken Schmidt article from yesterday).
Merriam-Webster defines publicity as "something that attracts the attention of the public" or "getting people to give attention to someone or something." No matter how your bank generates publicity, once you get the attention it is important to do something with it to help build your brand.
Capturing customers who aren't happy with their megabank and getting them to make the switch to a community bank requires more than simply hanging out your shingle. Surveys show these customers tend to need extra convincing. It takes marketing, persistence and an all-out effort from your team to let people know who you are and what makes your bank different. Everyone knows how bad publicity can hurt, but don't forget how good publicity can deliver significant rewards.
Yields remained relatively unchanged throughout the session, falling a modest 1bp as market participants seemed to shrug off ongoing Ukrainian tensions.
Yields are up 1bp while the market gets set for the release of existing home sales.
JPMorgan Chase in Feb. said it no longer plans to open 100 branches over the next 2Ys and said it now plans to just focus on optimizing the locations it already has.
A survey of bank leaders by Bank Director finds the following are the biggest concerns this year: margin compression (89%), regulatory burden (86%), loan competition (78%), cyber security risk (76%), loan demand (64%) and interest rate risk (39%).
Banks should know Wal-Mart has just announced it will launch a new domestic money transfer service that will let customers transfer money between 4,000 U.S. Walmart stores.
The Wall Street Journal reports Q1 loan growth at the 6 largest U.S. commercial banks by assets was 2.9%, driven primarily by commercial lending activity.
Community bankers should monitor Facebook, as they are reportedly launching wire transfer remittances and other financial services in Europe.
Amazon's Login and Pay option was launched last year and allows online businesses to sign in and pay using their Amazon accounts. Meanwhile, Amazon has also launched a peer-to-peer (P2P) money transfer service (Amazon Payments) that lets its customers send or receive up to $500 per month for a fee.
Research by McKinsey projects 20% of the world's largest banks could be broken up in coming years due to heavy regulation (will push them to narrow their product and geographic focus).
Bank of America reports more than 10% of all deposits made by consumers at the bank now occur through mobile devices. Meanwhile, the total number of active mobile banking accounts reached 15mm in Q1 (up 19% YOY and up 55% over the past 2Ys).


text:
El Paso Police: Alleged drunk driver went wrong way on Loop 375 for 7 miles
The El Paso Police Department has arrested a man on suspicion of DWI after he allegedly drove the wrong way on Loop 375 for about seven miles.
El Paso Police: Alleged drunk driver went wrong way on Loop 375 for 7 miles The El Paso Police Department has arrested a man on suspicion of DWI after he allegedly drove the wrong way on Loop 375 for about seven miles. Check out this story on ElPasoTimes.com: https://www.elpasotimes.com/story/news/crime/2018/07/04/el-paso-police-drunk-driver-wrong-way-loop-375-dwi-crackdown/757769002/
Aaron Bracamontes, El Paso Times Published 9:38 a.m. MT July 4, 2018 | Updated 11:30 a.m. MT July 4, 2018
The Texas Department of Transportation has information on Driving While Intoxicated. Fines and charges vary on the situation of the DWI. According to its website, TXDOT gives tips on how to stay safe. Wochit
Alejandro Terrones(Photo: Courtesy of EPPD)
An alleged drunk driver went the wrong way on Loop 375 for about seven miles Tuesday night, police said.
Alejandro Terrones, 29, was arrested just before midnight after he was pulled over on Loop 375 near the Pebble Hills exit, police said in a news release.
Terrones was first spotted by other drivers in a 2006 Saturn Ion going east in the westbound lanes near Midway. Police first saw the Ion going north on southbound lanes near Vista Del Sol before pulling the car over, the release said.
Officers said Terrones showed signs of being intoxicated so he was arrested on suspicion of DWI.
Police said Terrones has been convicted of DWI at least twice before. He was booked into El Paso County Jail on a $20,000 bond.
The El Paso Police Department has arrested and charged eight people with DWI, or a similar offense, since Tuesday morning, the release said.
More: Texas DPS troopers to target DWI, traffic violators over 4th of July holiday
El Paso County Sheriff's Office plans DWI crackdown during July 4th holiday period
Read or Share this story: https://www.elpasotimes.com/story/news/crime/2018/07/04/el-paso-police-drunk-driver-wrong-way-loop-375-dwi-crackdown/757769002/
Texas teen busted for spitting in tea bottle
Juárez hit squad suspected in 22 murders
Fourth case of measles confirmed in El Paso
Notorious drug lord 'El Chapo' sentenced to life in prison
Extended families separated at US-Mexico border
5 teens arrested in stabbing near middle school


Navona bronze fleur dis lis porcelain mosaic tile backsplash wall. Floor tile medallion floor tile medallion. Audrey, 60" mosaic tile floor medallion medallionspluscom floor. Mesopotamia, 48" stone floor medallion medallionspluscom floor.


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Spy Kids (2001)
Running time: 88 minutes (1 hour, 28 minutes)
MPAA – PG for action sequences
EDITOR/WRITER/DIRECTOR: Robert Rodriguez
PRODUCERS: Elizabeth Avellan and Robert Rodriguez
CINEMATOGRAPHER: Guillermo Navarro
COMPOSERS: John Debney, Danny Elfman, Los Lobos, and Robert Rodriguez
ACTION/COMEDY/FAMILY
Starring: Antonio Banderas, Carla Gugino, Alexa Vega, Daryl Sabara, Alan Cumming, Tony Shalhoub, Teri Hatcher, Cheech Marin, Robert Patrick, and Danny Trejo
Robert Rodriguez is a low-budget filmmaker even when he gets a big budget to make a film. His breakthrough work, El Mariachi, was an effort of gathering money from wherever he could, including selling his body for medical experiments. Even as his budgets grew larger, his films still had a low cost, B-movie feel to them including such entertaining movies as From Dusk Till Dawn (which was actually a low-budget film) and The Faculty. When he turned his eye towards making a kid-friendly film, he retained his charming visual style, and used a bigger budget to create imaginative and novel backdrops and characters – all of which are seen in Spy Kids.
In Spy Kids, Gregorio and Ingrid Cortez (Antonio Banderas and Carla Gugino) are retired spies with two precocious children, Carmen (Alexa Vega) and Juni (Daryl Sabara), but Gregorio has a secret. He's still doing spy work, and a project he worked on, named the Third Brain, is the object of desire of a bad spy, Mr. Lisp (Robert Patrick). When Lisp and his cohorts capture Gregorio and Ingrid, their spunky, resourceful children, Carmen and Juni, decides that it's up to them to find their parents and save the world from the threat of Lisp and his band of nefarious Spy Kids.
Spy Kids has a lot in it that's worth liking. For one thing, it's a decidedly low-wattage action movie, which is perfect for children. It lacks the violence and intensity of many action films, but it retains the spirit of action flicks with a sense of adventure and lots of high tech gadgets and vehicles. The cast of villains is a collection of oddballs, seemingly more inspired by Tim Burton films than James Cameron films. Rodriguez fills his Spy Kids with imaginative sets and creatures that seemingly come right out of a children's fairytale book or a comic book. It all looks so unusual in the context of an action movie, but that's what makes Spy Kids really unique.
The acting is mostly pretty good. While Banderas and Ms. Gugino are kind of wooden as the parents, young Alexa Vega and Daryl Sabara get better as the film goes along. They manage to be both serious and have a sense of fun about their work. They're having a good time, and they manage to establish a sly, sort of winking relationship with the audience; they definitely make this picture. The cast of villains is very good, including a surprising turn by Alan Cumming as Fegan Floop, the host of Juni's favorite TV program; he really buries himself in the character and seems inseparable from the role while on screen.
Although Rodriguez's script belabors the point about the need for family members to have each other's back, the film is a fine example of an action film that everyone in the family can enjoy. The plot and story are simplistic, but not simple-minded, and Spy Kids has all the things that make "real" action movies exciting – thrills, gadgets, and a sense of urgency to save the good from the bad.
Posted by Leroy Douresseaux at 10:31 AM
Labels: 2001, Action, Antonio Banderas, Danny Elfman, Danny Trejo, Family, Movie review, Robert Rodriguez
seomaartin August 19, 2011 at 3:09 AM
Wireless hidden cameras are the only camera to the Board of Directors. Edge of the camera is completely contained on a single circuit board in the camera lens, and all the electronics needed to produce a video signal. Wireless Spy Camera


Internationally renowned serial entrepreneur Gary Vaynerchuk has been announced as one of the keynote speakers at the 2018 Sharjah Entrepreneurship Festival (SharjahEF), which will be held on November 20-21, 2018 at the Sharjah Golf and Shooting Club.
Vaynerchuk, one of the world's most sought after public speakers, will deliver a keynote address on the first day of the event, where he will share his unique take on entrepreneurship to inspire and invigorate the startup ecosystem that will come together at this year's SharjahEF, organized by the Sharjah Entrepreneurship Center (Sheraa).
The 42-year-old Vaynerchuk -a bonafide social media star boasting of millions of followers across all of his multimedia platforms- is a serial entrepreneur who is currently the Chairman of VaynerX, a modern day communications parent company, which includes VaynerMedia, a full-service digital agency servicing Fortune 500 clients, and Gallery Media Group, which houses women's lifestyle brand PureWow, and men's lifestyle brand ONE37pm. VaynerX also houses an ad tech platform, Tracer, and recently launched speaker's bureau, VaynerSpeakers.
Following Vaynerchuk's on-stage appearance, the audience will also get a chance to personally interact with the five-time New York Times bestselling author in a book signing exercise hosted at the event. Vaynerchuk will also be engaging with a select group of UAE-based entrepreneurs for an informal Q&A that will be facilitated by Sheraa.
Vaynerchuk is one of more than 50 speakers slated to be speak at the second edition of the Sharjah Entrepreneurship Festival, which will happen this year on November 20-21, 2018, at the Sharjah Golf and Shooting Club.


Transform your bob for summer by slicking it back. This red carpet-worthy style can easily be achieved at home.
Start by washing hair with Toppik Hair Building Shampoo and Toppik Hair Building Conditioner. Blow dry hair backwards towards your crown, using a round brush to add volume at the root. Next, use a flat iron to straighten any frizz and slightly flip the ends outwards. Then finish the look with a mist of Toppik FiberHold Spray for longer-lasting results.
Let 2019 be the year of the big chop! If you're looking for a big change, try a platinum blonde pixie cut.
To keep your shade from becoming too brassy, use a purple toning shampoo weekly to maintain your platinum blonde. Then use hair wax to style this summer hairstyle on a day-to-day basis.
Short hair is typically more flattering for thin hair types. But if your pixie summer haircut shows off any sparse areas, simply mix Toppik Hair Building Fibers in white and blonde. Then apply the mixture to hair to fill in any areas of thinness.
This cute summer hairstyle for medium hair couldn't be easier to pull off! Start by sectioning your hair at the ears. Next pull up into a half ponytail and secure with a hair tie. Wrap a small piece of hair around the ponytail and pin to conceal the hair tie. Then loosely wave the remaining hair with a curling iron.
If pulling your hair up reveals thin areas around the hairline, don't worry! Just spritz Toppik Hair Fibers for instantly thicker-looking hair.
Got frizz? Layers are more prone to frizz and flyaways. But since the blunt lob has no layers whatsoever, this summer haircut is perfect for reducing summertime frizz.
Ask your hairstylist for a blunt lob that falls somewhere between your shoulders and your collarbones. Plan to get trims every 4 to 6 weeks to keep this haircut neat and precise.
How you style this summer haircut depends on your hair texture. For straight hair, apply a thickening serum like Toppik Hair Fattener Advanced Thickening Serum. Blow dry to smooth, then use a texturizing spray at the ends to create movement.
For wavy or curly hair, apply a bit of mousse to damp hair. Then dry hair with a diffuser to embrace your natural hair texture.
Want to freshen up your long hair for summer? Consider a long shag. This summer haircut utilizes lots of layers to bring out your natural hair texture and movement.
Ask your hairstylist for light, soft layers around the crown with long, tousled bangs. To style at home, apply a texturizing salt spray on damp hair. Then blow dry hair with a diffuser or allow to air dry. Don't worry about it looking too perfect. This summer haircut is all about being effortlessly cool.
Dress up your everyday ponytail with this fresh take on an easy summer hairstyle.
First, brush hair up and fasten with a hair tie at the crown. Hint: if you have any bumps in your hair, use the long end of a rat tail comb to smooth them.
Next, separate your ponytail into two sections. Twist both sections in the same direction, then twist the sections together in the opposite direction.
Using the Toppik Spray Applicator attachment, spray Toppik Hair Fibers in your root color along your hairline. This will create the illusion of thicker, fuller looking hair. Finish with Toppik FiberHold Spray, which will increase the magnetic hold between fibers and hair plus give your hair a healthy shine.
How do you style your hair for warm weather? What's your favorite summer haircut? Let us know in the comments!
Thank you for posting such a wonderful blog on summer haircuts!