https://en.wikipedia.org/wiki/Strasbourg_Agreement
Strasbourg Agreement
From Wikipedia, the free encyclopedia
The Strasbourg Agreement can refer to:
Strasbourg Agreement (1675), regarding the use of chemical weapons
Strasbourg Agreement Concerning the International Patent Classification (1971)
From 3/16/1991 ( my first successful major test of my ultraspace matter transportation device as Kerry Wayne Burgess the successful Ph.D. graduate Columbia South Carolina ) To 8/3/1998 is 2697 days
From 11/2/1965 ( my birth date in Antlers Oklahoma USA and my birthdate as the known official United States Marshal Kerry Wayne Burgess and active duty United States Marine Corps officer ) To 3/22/1973 ( Richard Nixon - Message to the Senate Transmitting the Strasbourg Agreement Concerning the International Patent Classification ) is 2697 days
From 3/16/1991 ( my first successful major test of my ultraspace matter transportation device as Kerry Wayne Burgess the successful Ph.D. graduate Columbia South Carolina ) To 8/3/1998 is 2697 days
From 11/2/1965 ( my birth date in Antlers Oklahoma USA and my birthdate as the known official United States Marshal Kerry Wayne Burgess and active duty United States Marine Corps officer ) To 3/22/1973 ( Professor George Gray describes the liquid crystal display ) is 2697 days
From 7/19/1989 ( Bill Gates-Microsoft-George Bush kills 111 passengers and crew of United Airlines Flight 232 and destroys the United Airlines Flight 232 aircraft because I was a passenger of United Airlines Flight 232 as United States Navy Petty Officer Second Class Kerry Wayne Burgess and I was assigned to maintain custody of a non-violent offender military prisoner of the United States ) To 8/3/1998 is 3302 days
From 11/2/1965 ( my birth date in Antlers Oklahoma USA and my birthdate as the known official United States Marshal Kerry Wayne Burgess and active duty United States Marine Corps officer ) To 11/17/1974 ( premiere US TV series episode "Nova"::"The Hunting of the Quark" ) is 3302 days
From 3/3/1951 ( premiere US film "Corn Plastered" ) To 8/3/1998 is 17320 days
17320 = 8660 + 8660
From 11/2/1965 ( my birth date in Antlers Oklahoma USA and my birthdate as the known official United States Marshal Kerry Wayne Burgess and active duty United States Marine Corps officer ) To 7/19/1989 ( Bill Gates-Microsoft-George Bush kills 111 passengers and crew of United Airlines Flight 232 and destroys the United Airlines Flight 232 aircraft because I was a passenger of United Airlines Flight 232 as United States Navy Petty Officer Second Class Kerry Wayne Burgess and I was assigned to maintain custody of a non-violent offender military prisoner of the United States ) is 8660 days
From 10/2/1952 ( premiere US TV series "The Ford Television Theatre" ) To 7/3/1985 ( premiere US film "Back to the Future" ) is 11962 days
From 11/2/1965 ( my birth date in Antlers Oklahoma USA and my birthdate as the known official United States Marshal Kerry Wayne Burgess and active duty United States Marine Corps officer ) To 8/3/1998 is 11962 days
http://community.seattletimes.nwsource.com/archive/?date=19980802&slug=2764257
The Seattle Times
Sunday, August 2, 1998
An Action-Packed Summer Read -- Tom Clancy's Latest Storms The Shores
By Melinda Bargreen
Seattle Times Staff Critic
------------------------------- "Rainbox Six" by Tom Clancy Putnam, $27.95 -------------------------------
Rumblings in the distance are growing louder, as a phalanx of trucks approaches local bookstores. There is a diesel storm rising.
Tom Clancy is back.
Yes, fans, the latest humongous Clancy doorstop of a book - at 752 pages, a veritable Cortez Kennedy among action-thrillers - officially hits stores tomorrow.
http://pqasb.pqarchiver.com/latimes/access/30913702.html?FMT=ABS&FMTS=ABS:FT&type=current&date=Jul+2%2C+1998&author=PAUL+D.+COLFORD&pub=Los+Angeles+Times&edition=&startpage=3&desc=Cornwall%2C+Clancy+Leading+Summer+Charge
Los Angeles Times ARCHIVES
L.A. Times Archives
Cornwall, Clancy Leading Summer Charge
Los Angeles Times - Los Angeles, Calif.
Author: PAUL D. COLFORD
Date: Jul 2, 1998
Abstract (Document Summary)
Tom Clancy's "Rainbow Six" (Putnam) will be available starting Aug. 3. Clancy, one of the heavyweight champs of commercial fiction and master of the techno-thriller, is delivering his first hardcover novel since 1996. He is bringing back John Clark, the former Navy SEAL from "Without Remorse," who takes on a maniacal bunch of terrorists this time around. First printing: around 2 million copies.
http://www.amazon.com/Rainbow-Six-Tom-Clancy/dp/0399143904/ref=sr_1_2?s=books&ie=UTF8&qid=1408391541&sr=1-2&keywords=tom+clancy+rainbow+six
amazon
Rainbow Six Hardcover – August 3, 1998
by Tom Clancy (Author)
Product Details
Hardcover: 738 pages
Publisher: Putnam Adult; First Edition edition (August 3, 1998)
http://www.presidency.ucsb.edu/ws/index.php?pid=4150
The American Presidency Project
Richard Nixon
XXXVII President of the United States: 1969 - 1974
88 - Message to the Senate Transmitting the Strasbourg Agreement Concerning the International Patent Classification.
March 22, 1973
To the Senate of the United States:
With a view to receiving the advice and consent of the Senate to ratification, I transmit herewith a certified copy of the Strasbourg Agreement Concerning the International Patent Classification, signed March 24, 1971. I transmit also, for the information of the Senate, the report from the Department of State with respect to the Agreement.
The purpose of the Agreement is generally similar to that set forth in the Nice Agreement Concerning International Classification of Goods and Services to which Trademarks are Applied, as revised at Stockholm July 14, 1967, and the Locarno Agreement Establishing an International Classification for Industrial Designs, signed October 8, 1968. Both of these earlier Agreements were approved by the Senate on December 11, 1971. The countries party to the Agreement constitute a Special Union under the Pads Union established by the Paris Convention for the Protection of Industrial Property, last revised in 1967 at Stockholm. The Special Union consists of an Assembly of all contracting parties and a Committee of Experts. Pursuant to the Agreement a common classification is adopted for patents for invention, inventors' certificates, utility models and utility certificates, to be known as the "International Patent Classification" and provisions are included for its amendment.
It is important from the standpoint of the interest of patent owners and from the standpoint of effective government administration of its patent functions that the United States become a party to the Agreement so that it may participate as a member of the Special Union.
I recommend that the Senate give early and favorable consideration to this Agreement and give its advice and consent to ratification.
RICHARD NIXON
The White House,
March 22, 1973.
http://www.wipo.int/treaties/en/classification/strasbourg/
WIPO
WORLD INTELLECTUAL PROPERTY ORGANIZATION
Strasbourg Agreement Concerning the International Patent Classification
The Strasbourg Agreement establishes the International Patent Classification (IPC) which divides technology into eight sections with approximately 70,000 subdivisions. Classification is indispensable for the retrieval of patent documents in the search for "prior art". Such retrieval is needed by patent-issuing authorities, potential inventors, research and development units and others concerned with the application or development of technology.
http://www.e-reading.org.ua/bookreader.php/71211/Clancy_-_Rainbow_Six.html
Rainbow Six (1998)
Tom Clancy
CHAPTER 4
"Yes, he's done well, twisting science the way he has."
"You don't approve?"
"Restructuring DNA in plants and animals-no. Nature has evolved without our assistance for two billion years at least. I doubt that it needs help from us."
" `There are some things man is not meant to know'?" the senator asked with a chuckle. His professional background was in contracting, in gouging holes in the ground and erecting something that nature didn't want there, though his sensitivity on environmental issues, Dr. Brightling thought, had itself evolved from his love of Washington and his desire to remain here in a position of power. It was called Potomac Fever, a disease easily caught and less easily cured.
"The problem, Senator Hawking, is that nature is both complex and subtle. When we change things, we cannot easily predict the ramifications of the changes. It's called the Law of Unintended Consequences, something with which the Congress is familiar, isn't it?"
"You mean-"
"I mean that the reason we have a federal law about environmental impact statements is that it's far easier to mess things up than it is to get them right. In the case of recombinant DNA, we can more easily change the genetic code than we can evaluate the effects those changes will cause a century from now. That sort of power is one that should be used with the greatest possible care. Not everyone seems to grasp that simple fact."
Which point was difficult to argue with, the senator had to concede gracefully. Brightling would be making that case before his committee in another week. Had that been the thing that had broken up the marriage of John and Carol Brightling? How very sad. With that observation, the senator made his excuses and headed off to join his wife.
"There's nothing new in that point of view." John Brightling's doctorate in molecular biology came from the University of Virginia, along with his M.D. "It started with a guy named Ned Ludd a few centuries ago. He was afraid that the Industrial Revolution would put an end to the cottage-industry economy in England. And he was right. That economic model was wrecked. But what replaced it was better for the consumer, and that's why we call it progress!" Not surprisingly, John Brightling, a billionaire heading for number two, was holding court before a small crowd of admirers.
"But the complexity-" One of the audience started to object.
"Happens every day-every second, in fact. And so do the things we're trying to conquer. Cancer, for example. No, madam, are you willing to put an end to our work if it means no cure for breast cancer? That disease strikes five percent of the human population worldwide. Cancer is a genetic disease. The key to curing it is in the human genome. And my company is going to find that key! Aging is the same thing. Salk's team at La Jolla found the kill-me gene more than fifteen years ago. If we can find a way to turn it off, then human immortality can be real. Madam - does the idea of living forever in a body of twenty-five years' maturity appeal to you?"
"But what about overcrowding?" The congresswoman's objection was somewhat quieter than her first. It was too vast a thought, too surprisingly posed, to allow an immediate objection.
"One thing at a time. The invention of DDT killed off huge quantities of disease-bearing insects, and that increased populations all over the world, didn't it? Okay, we are a little more crowded now, but who wants to bring the anopheles mosquito back? Is malaria a reasonable method of population control? Nobody here wants to bring war back, right? We used to use that, too, to control populations. We got over it, didn't we? Hell, controlling populations is no big deal. It's called birth control, and the advanced countries have already learned how to do it, and the backward countries can, too, if they have a good reason for doing so. It might take a generation or so," John Brightling mused, "but is there anyone here who would not want to be twenty-five again-with all the things we've learned along the way, of course. It damned well appeals to me!" he went on with a warm smile. With sky-high salaries and promises of stock options, his company had assembled an incredible team of talent to look at that particular gene. The profits that would accrue from its control could hardly be estimated, and the U.S. patent was good for seventeen years! Human immortality, the new Holy Grail for the medical community-and for the first time it was something for serious investigation, not a topic of pulp science-fiction stories.
"You think you can do it?" another congresswoman this one from San Francisco-asked. Women of all sorts found themselves drawn to this man. Money, power, good looks, and good manners made it inevitable.
John Brightling smiled broadly. "Ask me in five years. We know the gene. We need to learn how to turn it off. There's a whole lot of basic science in there we have to uncover, and along the way we hope to discover a lot of very useful things. It's like setting off with Magellan. We aren't sure what we're going to find, but we know it'll all be interesting." No one pointed out that Magellan hadn't made it home from that particular trip.
JOURNAL ARCHIVE: - posted by H.V.O.M - Kerry Wayne Burgess 6:56 PM Pacific Time near Seattle Washington State USA Sunday 11 August 2013 - http://hvom.blogspot.com/2013/08/you-really-think-abe-lincoln-is-going.html
http://www2.hull.ac.uk/newsandevents-1/newsarchive/2013newsarchive/march/inspiredinhull40yearsago.aspx
University of Hull
The screen you’re reading this on was inspired in Hull 40 years ago…
20 March 2013
Did you know that the phone in your pocket, the screen on your desk and your 3D television exist because of a technological breakthrough 40 years ago this week by a research team at the University of Hull?
On March 22, 1973 Professor George Gray, FRS, CBE, published a paper describing a new type of liquid crystals that could be stabilised at room temperature for the very first time, giving birth to the first generation of liquid crystal displays or LCDs.
http://www.telegraph.co.uk/news/obituaries/10104394/Professor-George-Gray.html
The Telegraph
Professor George Gray
In 1973 Gray and his colleagues designed and synthesised a new class of liquid crystals, called cyanobiphenyls, which were stable, yet still “flippable”, at room temperature. They published a paper describing their work on March 22 1973. Commercialised by BDH Chemicals (now E Merck), in collaboration with the MoD, the first liquid crystal displays in commercial devices appeared the following year.
[JOURNAL ARCHIVE 11 August 2013 excerpt ends]
JOURNAL ARCHIVE: 11/03/10 6:09 AM
In that line of thought last weekend about Kerry Burgess, which all happened, I feel certain before I watched the premiere of the "The Walking Dead" television series, I thought over in my mind of the things he and I talked about. He was supposed to make contact with some group, which in some line of thought would immediately show up here and knock on the door and ask for him, while other times he would make the contact first to that group. We talked about the differences he could see from what he knew from 16 years ago and by far the greatest change are the flat screen monitors and television and we discussed some other technology details, such as flash drives, but not much else had really changed that much.
One consistent line of thought that I thought over several times probably over the course of about a day, was that he was the one who would drive me out to Tiger, Washington, and he didn't know why but that was what he was going to do. He made a call, got some transportation and we drove out through the night in a white Toyota pickup truck that I guess was the Tundra model. He didn't know why we were going there but when we got there, we stopped at that Riverside Cemetery. I walked out into the cemetery and the dead people started rising from under the ground and they were restored to the appearance when they died. They were mingling around and I talked to the first one and that dead person could not see Kerry Burgess as he stood near the pickup truck near the highway but that dead person could see a person who had wandered nearby and was looking at us. The dead person went over to that other person and something happened in that the dead person took over the body of that unidentified person who had wander over to look at us. The person then became a bloodthirsty zombie who still could not see Kerry Burgess and I guess that zombie then went off to infect other humans. As I walked through the cemetery, other dead people began to rise from under the ground and they mingled around until I told them they were free and they all went off somewhere. Kerry Burgess drove me back to here although we stopped at another cemetery along the way and the process repeated it and when we got back here I walked out into that cemetery nearby and the same thing happened there too and I thought about a lot of details and I don't think that line of thought extended beyond that point. Oh, yeah, Kerry Burgess had access to a house and I stayed there in that house and I watched the news for developments.
[JOURNAL ARCHIVE 03 November 2010 excerpt ends]
http://www.e-reading.org.ua/bookreader.php/71211/Clancy_-_Rainbow_Six.html
Rainbow Six (1998)
Tom Clancy
CHAPTER 8
COVERAGE
"And how large is the overall package?"
"Six microns. Would you believe it? The packaging is white in color, so it reflects light pretty well, especially UV radiation, and in a water-spray environment, it's just about invisible." The individual capsules couldn't be seen with the naked eye, and only barely with an optical microscope. Better still, their weight was such that they'd float in air about the same as dust particles, as readily breathable as secondhand smoke in a singles bar. Once in the body, the coating would dissolve, and allow release of the Shiva strands into the lungs or the upper GI, where they could go to work.
"Water soluble?" Maggie asked.
"Slowly, but faster if there's anything biologically active in the water, like the trace hydrochloric acid in saliva, for example. Wow, we could have really made money from the Iraqis with this one, kiddo - or anybody, who wants to play bio-war in the real world."
Their company had invented the technology, working on an NIH grant designed to develop an easier way than needles to deliver vaccines. Needles required semiskilled use. The new technique used electrophoresis to wrap insignificantly tiny quantities of protective gel around even smaller amounts of airborne bioactive agents. That would allow people to ingest vaccines with a simple drink rather than the more commonly used method of inoculation. If they ever fielded a working AIDS vaccine, this would be the method of choice for administering it in Africa where countries lacked the infrastructure to do much of anything. Steve had just proven that the same technology could be used to deliver active virus with the same degree of safety and reliability. Or almost proven it.
"How do we proof-test it?" Maggie asked.
"Monkeys. How we fixed for monkeys in the lab?"
"Lots," she assured him. This would be an important step. They'd give it to a few monkeys; then see how well it spread through the laboratory population.
https://i.ytimg.com/vi/3rSI1_b9fZM/hqdefault.jpg
http://www.tv.com/shows/ford-theatre-all-star-theatre/life-liberty-and-orrin-dooley-328026/
tv.com
Ford Theatre: All Star Theatre Season 1 Episode 1
Life, Liberty and Orrin Dooley
Aired Unknown Oct 02, 1952 on NBC
AIRED: 10/2/52
http://www.imdb.com/title/tt0088763/releaseinfo
IMDb
Back to the Future (1985)
Release Info
USA 3 July 1985
http://www.tv.com/shows/nova/hunting-of-the-quark-the-448664/
tv.com
NOVA Season 2 Episode 3
Hunting of the Quark (The)
Aired Wednesday 9:00 PM Nov 17, 1974 on PBS
Smashing matter into ever smaller pieces in an attempt to find its fundamental building blocks has produced a confused nightmare of particles. NOVA looks at this on-again, off-again story—one of sciences's most mysterious—and, one of the most expensive, involving some of the biggest machines in the world.
AIRED: 11/17/74
http://www.springfieldspringfield.co.uk/movie_script.php?movie=cast-away
Springfield! Springfield!
Cast Away (2000)
Brace forimpact!
[Creaking]
[Engine Roaring]
[ Groaning, Wheezing ]
Hello !
http://www.imdb.com/title/tt0162222/quotes
IMDb
Cast Away (2000)
Quotes
Chuck Noland: Hello! Anybody?
http://www.divxmoviesenglishsubtitles.com/G/Glory.html
Glory
You all right there, Captain?
http://articles.philly.com/1989-07-23/news/26132950_1_flight-attendants-plane-united-airlines-flight
philly.com
The 42-minute Drama Of Flight 232
This article was written by Inquirer staff writer Larry Eichel based on reporting by Fawn Vrazo in Denver, Gilbert M. Gaul in Chicago and Paul Nussbaum and Andrew Cassel in Sioux City, Iowa. Inquirer staff writers Dwight Ott and John Way Jennings also contributed to this article
POSTED: July 23, 1989
They all remember the sound and the feel and not knowing what it was.
It was "sort of like a sonic boom," said Jerry Milford, 38, of Indianapolis, traveling with his family in Row 37, the second-to-last row of United Airlines Flight 232.
It felt like "a sudden, strong jolt," said A. Upton Rehnberg, 52, of Rockford, Ill., an executive with an aircraft-parts manufacturer, seated in Row 9 at the front of the coach section.
It was "kind of like an explosion. . . . It almost felt like you hit something," said Donna Treber, 47, of Westminster, Colo., a businesswoman seated in Row 15.
What they heard and felt at 3:16 CDT Wednesday afternoon six miles over Iowa was the rear engine blowing apart on their DC-10 jumbo jet with 296 people on board.
Precisely what happened to that General Electric CF6-6 engine will be determined by federal investigators in the weeks ahead. What happened inside the plane is already seared forever in the memories of the survivors.
They will never forget the sense of imminent doom, the frightening approach to the Sioux Gateway Airport, the impact of the plane crashing into the cornfield, the flash of flame, the moment they realized they were not going to die and the moment they realized that many of their fellow passengers had not been so fortunate.
One hundred eighty-six people survived. One hundred ten died in the crash, the 10th worst in U.S. history.
Their ordeal began with the sound, which came as the eight flight attendants were clearing away a lunch of chicken fingers and potato chips. When it happened, it was cause for concern but not alarm - even if it was strong enough to knock the flight attendants to the floor.
The plane shook, took a brief nose dive. There were a few little screams. But then the plane leveled off, albeit a little unsteadily.
Those on board started worrying not so much about life and death as about dinner plans that might have to be changed, about connecting flights that might be missed, about friends and relatives who had planned to meet them and might be inconvenienced by any prolonged delay.
They were not just people from the Denver area, where the flight originated, or from Chicago, where it was headed, or from Philadelphia, which was to have been its ultimate destination.
Many had started the day in cities west of Denver; others planned to change planes in the "Crystal Palace" that is United's glittering new terminal in Chicago and fly on to other cities in the East and Midwest.
Like almost any commercial jetliner, particularly one traveling across the middle of the country in the middle of the summer in the middle of the day, Flight 232 carried a cross-section of America.
In Row 1 of the first-class section, two couples from New Jersey, Harlon and Joann Dobson of Pittsgrove Township and William and Rose Marie Prato of Vineland, all in their 40s, were returning home from a three-week dream vacation in Hawaii. They had been given first-class upgrades because mechanical problems had forced them to miss their scheduled flight.
In Row 5, at the back of first class, Tom and Ellen Hughes, ages 30 and 27, of Exeter Township, Berks County, Pa., were coming home from a Hawaiian honeymoon.
In Row 14, on the left side of the plane, Jenny Hudspeth, 61, of Cheyenne, Wyo., was traveling to Columbus, Ohio, for family reasons - to meet with an older sister and an aunt and then return home with her 100-year-old father.
In Row 23, in the second of the two coach sections, Jerry Schemmel, 29, deputy commissioner of the Continental Basketball Association, was also flying to Columbus, where the basketball league was planning to hold its draft of
college players. He and the league commissioner, Jay Ramsdell, 25, were standby passengers, having held tickets for an earlier flight that had been canceled; they were the last two people to get on the plane.
In Row 38, the very last on the DC-10, Yisroel Brownstein, the 9-year-old son of a Denver rabbi, was flying alone for the first time, traveling to Philadelphia to visit a friend. Before he took the flight, he said a prayer in Hebrew, a prayer for safe passage that is recited by all observant Jews before making a trip.
STRUGGLING IN THE COCKPIT
For the first hour of the flight, most of them had ignored their seatmates, as airline passengers often do, burying their faces in their books or shutting out potential conversation by jamming airline-provided headsets into their ears. But now they turned to one another and started to talk about where they were going, why they were going there and the experience they were sharing.
They did not know how perilous their situation was. They did not know that in the cockpit, Capt. Alfred C. Haynes, who had served as a Marine fighter pilot in the Korean War and had flown for United for 33 years, was struggling to control the wounded plane.
The co-pilot, William R. Records, had been at the controls when the engine blew. But now both pilot and co-pilot were wrestling with the steering yokes in front of them, pulling left as hard as they could.
At 3:17, flying at 31,000 feet, Haynes reported to air traffic controllers in Minneapolis that the 15-year-old plane was losing all the pressure in its hydraulic system. Without hydraulics, he could not control the wings, the tail or the rudder; in essence, he could not steer the plane. The controllers directed him to land in Dubuque, on Iowa's eastern edge, the next reasonably large airport on his flight path.
Back in the cabin, Dennis Fitch, a United flight training supervisor who was riding as a passenger, had heard the engine blow. He grabbed a flight attendant, identified himself and had her take him to the cockpit.
Haynes put him right to work. He had Fitch get down on his knees between Haynes and Records and manipulate the throttle. For the rest of the flight, Fitch never let go. He did not rise from his knees until the final seconds, when he had to be belted into a seat.
ON THEIR OWN
At 3:20, Haynes radioed that the plane was experiencing "complete hydraulic failure." He said he had an emergency on his hands. The controllers rerouted him to the closest airport, Sioux City, which he had passed a few minutes earlier on his flight east.
Haynes made radio contact with his airline's maintenance center in San Francisco, asking for mechanical help. Like most other commercial pilots, he had not been trained what to do when all three hydraulic systems fail. The reason, National Transportation Safety Board member James Burnett told reporters Friday, was simple. "There is nothing that can be done" when all three systems fail, he said.
No one at the maintenance center could suggest anything other than what Haynes, Records and Fitch were already doing - trying to guide the crippled plane by varying the power in the two remaining engines, one mounted on each wing. They were on their own.
A minute or two later, a member of the cockpit crew calmly announced to the passengers that the crew had "lost" the number-two engine, the one mounted halfway up the DC-10's distinctive tail, and that the plane would be late getting into Chicago.
That announcement, of course, was meant to be taken literally. The plane had not just lost power in that engine, as many passengers assumed; it had lost pieces of the engine itself, as well as sections of the tail.
Indeed, a few minutes later, workers returning from a coffee break at Alta, Iowa, 60 miles east of Sioux City, would discover an 8-by-12-foot piece of the airplane in a field. Four miles away from them, Allen and Phil Jahde would find three pieces of the plane scattered in their cornfield. Phil Jahde said one piece was a 6-foot-long metal band, engraved ENG 2.
But the matter-of-fact tone of the announcement inside the DC-10's cabin made it sound as if all of this were some relatively minor annoyance.
"Everyone was talking about how you could fly with one engine and not to worry," said Nell McDonnell of Denver, a financial writer.
"There was no alarm whatsoever," said Robert Manz, a state tax auditor
from Tiffin, Ohio. "In fact, for most of the time, the seat-belt sign was off, and you could get up and go to the bathroom."
In the cabin, as passengers watched a videotape showing scenes from horse racing's Triple Crown, more experienced fliers were beginning to figure out that their situation was serious.
Rehnberg, a pilot himself, noticed a change he found most alarming. He listened to the sounds of the two remaining engines, mounted on either wing. What he heard and what he felt was a pilot alternating the power in the two remaining engines to turn the DC-10.
That, he knew, was something a pilot would do only if he had no other way to steer the plane, and it led to a frightening conclusion. "His flight controls apparently weren't working," Rehnberg said.
In the cockpit, the situation was getting ever more desperate. At 3:24, Haynes radioed an "Alert 2" to air traffic control, an indication of major problems with an inbound aircraft.
"The aircraft could only be turned to the right," Burnett said.
'WE NEED AN AIRPORT'
And Haynes began spiraling down toward the earth in three long, slow, unsteady 360-degree turns. As he did, he became increasingly uncertain that he would get to Sioux City.
"We need an airport, an interstate," the pilot radioed, "a gravel road, a field. We're coming down someplace."
On the ground, local authorities were preparing for a disaster.
Dr. David J. Greco, 34, director of the emergency department of the Marian Health Center in Sioux City, had been off-duty, preparing to leave on vacation
from his home 20 miles outside the city, when the emergency dispatcher called him to say an airliner was heading for the airport and might not make it.
Five minutes later, at 3:30, when the DC-10 was still 32 miles out, a helicopter landed outside Greco's country home, picked him up, flew to the airport and hovered 500 feet off the ground, watching the plane approach.
Dr. Fahina Qalbani, also alerted by the dispatcher, called the pro shop at the Sioux City Country Club, where her husband, Askar, director of the Marian Health Center's laboratory, was playing golf on the 13th hole with three other physicians.
"Get all the doctors out," she demanded, according to her husband.
That and other calls began the process that doctors, paramedics and others had been preparing for in Sioux City for years.
A team of National Guard workers with several trucks was ready and waiting. At the city's two hospitals, dozens of doctors were preparing to receive trauma patients. Within hours, more than 100 physicians, nearly three-fourths of the Sioux City area's medical community, would be in action.
On the plane, passenger Rehnberg saw the chief flight attendant walking around, staring into a manual. He figured this was not a good sign.
At 3:40, Haynes informed the passengers that the tail section was damaged and that the plane was en route to Sioux City for an emergency landing.
With that, the mood inside the cabin changed entirely. Immediately, the flight attendants began conducting a practice drill for survival in a crash landing. They told the passengers to keep their seat belts fastened tightly, to put their heads between their legs and grab their ankles. They stressed that passengers should hold that position until the plane stopped moving.
As the captain tried to bring the plane down, its problems became increasingly obvious.
"It felt like it was getting worse all the time," Schemmel said. "We were dipping more, shuddering more." Investigators later described this movement as "porpoising." Said Schemmel: "We kept turning to the right all the time. There were a lot of times we would turn so sharply to the right we'd have to clutch something."
Schemmel remembered that, about a month ago, he had taken out a new life insurance policy but had forgotten to tell his wife about it. He pulled a piece of Continental Basketball Association stationery from his briefcase ''and left a note about the insurance policy: If something happens, there's a life insurance policy and the papers are in so-and-so."
He signed his name.
Passengers were reassuring one another that everything would be all right. ''People were saying, 'We're going to make it; it's OK,' " Treber said, ''but everyone knew it was pretty serious."
At 3:51, the control tower at Sioux Gateway radioed Haynes.
"I'm going to bring you in away from the city," the voice from the tower said.
"Whatever you do," Haynes replied, "keep us away from the city."
About four minutes before reaching Sioux City, another warning was given. This time, it came from Capt. Haynes. He said it was going to be a hard landing, possibly very hard, and to be prepared for the worst.
The DC-10 headed down, its wings teetering from left to right, making grinding noises, flying, one passenger said, as if it were a drunk, staggering in a desperate, semiconscious attempt to retain its balance.
McDonnell started thinking "about what would be the best way to die." She began to recite an Emily Dickinson poem.
In Row 14, Jenny Hudspeth was bent over, awaiting the impact with a friend she had made in the last few minutes, her seatmate, an elderly widow from the Chicago area whose name she did not know. As the plane was about to crash, the woman said to Hudspeth: "Tell my children I love them."
"We're going to make it; we're going to make it," Hudspeth assured her, gripping her hand.
To some of the passengers, it seemed that the impact would never come. But it did. The crew members yelled "Brace!" to passengers as the plane approached the runway, making a sharp drop at the last minute.
"To me it felt like we dove straight in," Jerry Milford said.
At 3:58 p.m., United Flight 232 crashed into a cornfield a half-mile short of Runway 22 at Sioux Gateway Airport. It was traveling at 218 knots, faster than normal, and descending at a rate of 2,500 feet per minute, far more steeply than normal.
The plane's right wing dipped and scraped the ground. The DC-10 cartwheeled in a flaming ball and skidded into an adjoining cornfield, scattering wreckage over an area the size of three football fields.
"You could hear the plane coming apart, grinding against where the runway should be," said David Landsberger of Caldwell, N.J. Then, he said, "we were stopped dead. The lights went out, and we were hanging upside down in our seats. I remember thinking that this is what dying is like."
'ALL OVER THE PLACE'
"Everything was just flying all over the place," Milford said. "It was just like a gumball machine."
The plane bounced once and came down. A hole was torn open in the left side of the plane near the front of the coach section, and a small ball of fire flashed inside the plane.
"It was just a momentary, instantaneous flash, but it was horrible," said Rehnberg, whose arms and face were burned.
"It was very brief, like when you light a gas fire and there's too much gas," said Hughes, the honeymooner from Reading. "Then I remember debris hitting me as we skidded down the runway. It just kept hitting me. And there was this incredible level of noise. It was like being on a roller coaster and having people throwing things at you."
Everyone watching on the ground, and Greco watching from his helicopter, thought that there would be few, if any, survivors. Other parts of the plane - the nose section and much of the rear - had seemed to disintegrate.
"We could not believe anybody could walk away from it," Greco said.
But a section in the middle, containing Rows 9 through 21, had broken away intact, rolled over and skidded to a stop in a cornfield. And in the two minutes after the crash, about 70 people would walk away from it.
Not right away, though. Inside that section, Rehnberg and several dozen other passengers were left hanging upside down. After managing to release
himself, Rehnberg fell to the floor. "I saw light in the aisle and tried to go forward toward the cabin."
Treber saw smoke and fire outside and heard a small explosion. But she and the passengers around her were virtually unscathed; all of them escaped on their own, into the cornfield, through an end of the broken plane body. Treber ran as fast as she could in her two-inch red high heels, while people around her shouted, "It's going to go! We have to get out!"
Hudspeth, too, ran out into the corn stalks, which seemed to her as if they must be 10 feet tall. She had suffered only a bruise behind one ear. The white skirt she was wearing was still perfectly clean.
In the chaos after the crash, she lost track of the widow who had been seated next to her, although she recalled gripping the woman's hand. "All I saw was a hand clutching" out of the debris, Hudspeth said.
A seating chart of the flight, obtained by the Rocky Mountain News in Denver, listed Hudspeth's seatmate as L. Couleur. Yesterday, a Linda Coulerer was listed as among the dead.
Schemmel, after freeing himself from his upside-down seat, helped unstrap an elderly couple and then Sylvia Tsao, who had been sitting in the seat directly in front of him, holding her 2-year-old son, Evan.
"I remember grabbing her and pushing her into the aisle," Schemmel remembered. "She said, 'No, I can't find my baby.' She was screaming and pulling things around to look for her baby."
The passengers in Schemmel's part of the plane began coughing and choking in thick, dark smoke.
"I said to her, 'We've got to get out. We don't have very much more time.' But she said, 'No, I've got to get my baby.' "
Schemmel told her, "I'll get your baby. . . ."
But he couldn't find the boy. So he too ran out into the cornfield. As soon as he did, though, he heard a baby cry and ran back into the plane.
By now the plane was full of smoke. He heard the cry again. He pulled some debris and seats away. Now the cry was louder.
"I reached down into what was a hole," Schemmel said, "and pulled a baby's leg from what I guess was (an overhead) storage bin (on the upside-down plane). I clutched her to my chest and ran out. When I looked back at the plane, the opening was in flames."
The baby, who was not seriously hurt, was later identified as 1-year-old Sabrina Michaelson. Sylvia Tsao's son is missing and presumed dead.
Schemmel waited outside for what seemed to him like half an hour before help arrived. He was taken to a rescue area, then returned with National Guardsmen to the cornfields near his escape route, looking for a friend, Jay Ramsdell. He never found him. He ended up in the cornfield, alone.
http://www.springfieldspringfield.co.uk/view_episode_scripts.php?tv-show=the-twilight-zone-1959&episode=s01e01
Springfield! Springfield!
The Twilight Zone
Where is Everybody?
IT'S A GREAT GAG.
HOW ABOUT A HAND, SOMEBODY? A LITTLE ASSISTANCE, HOW ABOUT IT? THIS IS AN ABSOLUTELY HYSTERICAL TURN-ON.
I'M GROWING VERY FOND OF IT.
THIS ISN'T FUNNY ANYMORE.
http://www.chakoteya.net/movies/movie7.html
Star Trek Generations (1994)
KIRK: The bulkhead in front of me disappeared. ...Then I found myself out here just now
http://www.imdb.com/title/tt0162222/quotes
IMDb
Cast Away (2000)
Quotes
Chuck Noland: [to Wilson] We might just make it. Did that thought ever cross your brain? Well, regardless, I would rather take my chance out there on the ocean than to stay here and die on this shithole island, spending the rest of my life talking...
[suddenly yelling]
Chuck Noland: ...TO A GODDAMN VOLLEYBALL!
http://www.imdb.com/title/tt0162222/quotes
IMDb
Cast Away (2000)
Quotes
Stan: We buried you. There was a coffin, a gravestone... the whole thing.
Chuck Noland: I had a coffin?
[Stan nods]
Chuck Noland: Well what was in it?
JOURNAL ARCHIVE: - posted by H.V.O.M - Kerry Wayne Burgess 07:21 AM Pacific Time USA Saturday 28 July 2012 - http://hvom.blogspot.com/2012/07/i-travel-backwards-in-time-with.html
One another line of thought, before or after I saw the photo of Prince Philip was I thinking of the lead weight in a monkey fist? I don't recall now the sequence. What I do know for certain is that I was the one who made the monkey fist the another shipmate used when the USS Taylor FFG 50 moored to port. I don't now recall his name but I remember asking him if the device I created was sufficient for him to cast out to the line handlers on the pier we moored to. I taught myself very successfully a lot of other intricate line work that was typically the product of the Boatswain's Mate rating of the US Navy when I was a non-rated deck seaman onboard the US Navy warship USS Taylor FFG 50. The way I remember it the Boatswain Mate Petty Officer First Class, from Portland Oregon, wanted me to become a Petty Officer in the Boatswain Mate rating. I told him, when he asked, that I wanted to be a Fire Controlman, and I did get promoted to that rating while still onboard the USS Taylor FFG 50. I was still assigned to the Deck Division as an FC3 and working with Boatswain Mate's and non-rated deck division sailors. I have been trying to recall precisely how much I worked with the Fire Controlmen - which were still called Fire Control Technicians back in those days - but I do not recall very well. I remember individuals. I recall working with radar technicians, who were Fire Controlmen - which for those of you who don't know were ratings of the US Navy who worked on electronic systems that controlled the firing of missiles and other weapons systems - but I cannot recall names or how many hours I worked with them.
[JOURNAL ARCHIVE 28 July 2012 excerpt ends]
https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi74jJtNOo4l3rYUG-lDmX8iS6l5xiZ4EsfqVEONgWq8SXhNC1yjRrkVjOwVfPYHcKC7KywdDmZ6mAWpYCl9YR3HNlPe5HtHCesaqNQA6elqYKKtY2_TG6NzGVniDX7Xlu5c-Q2/s1600/mob+Blackjack+(2).jpg
http://blog.tsa.gov/2014/02/tsa-week-in-review-41-firearms.html
https://upload.wikimedia.org/wikipedia/commons/7/78/Monkey_Fist_HowTo.jpg
https://en.wikipedia.org/wiki/Monkey%27s_fist
Monkey's fist
From Wikipedia, the free encyclopedia
A monkey's fist or monkey paw is a type of knot, so named because it looks somewhat like a small bunched fist/paw. It is tied at the end of a rope to serve as a weight, making it easier to throw, and also as an ornamental knot.
http://previews.123rf.com/images/silici/silici1012/silici101200001/8513616-Volleyball-Ball-Drawing-Stock-Vector-volley.jpg
http://www.nrdc.org/globalwarming/gsteps.asp
NDRC
NATURAL RESOURCES DEFENSE COUNCIL
How to Fight Global Warming
Take steps to reduce your energy use, improve efficiency and help end global warming
The biggest cause of global warming is the carbon dioxide released when fossil fuels -- such as oil and coal -- are burned for energy. So when you save energy, you fight global warming and save money, too.
Here are some easy steps that you can take to help make a difference:
LIMIT GLOBAL WARMING POLLUTION
Raise your voice. Congress needs to enact new laws that cap carbon emissions and require polluters pay for the global warming gases that they produce. Send a message to your elected officials, letting them know that you will hold them accountable for what they do -- or fail to do -- about global warming. Take action here.
GREEN JOBS AND CLEAN ENERGY
Choose renewable energy. Pick a Green-e-certified energy supplier that generates at least half of its power from wind, solar energy and other clean sources. If you don't have that option, look at your current electricity bill to see if you are able to support renewable energy in another way. For details, see NRDC's guide to buying clean energy.
Offset your carbon footprint. You can make up for your remaining carbon output by purchasing carbon offsets. Offsets represent clean power that you can add to the nation's energy grid in place of power from fossil fuels. Not all offset companies are alike. See our guide to carbon offsets for tips on how to choose an offset supplier.
DRIVE SMARTER CARS
Choose an efficient vehicle: High-mileage cars such as hybrids and plug-in hybrids use less gas and save money. Over its lifetime, a 40-mpg car will save roughly $3,000 in fuel costs compared with a 20-mpg car. Compare fuel economy performance before you buy.
Drive smart. If all Americans kept their tires properly inflated, gasoline use nationwide would come down 2 percent. A tune-up could boost your miles per gallon anywhere from 4 to 40 percent, and a new air filter could get you 10 percent more miles per gallon. Learn more about saving fuel and money through proper car maintenance.
GREEN HOMES AND BUILDINGS
Weatherize your home or apartment. Heating and cooling consume about 40 percent of energy in the home. Sealing drafts and making sure that your home has adequate insulation are two easy ways to become more energy-efficient. Learn how to take advantage of federal tax credits for energy-efficient home improvements.
Buy energy-efficient appliances. Look for the Energy Star label, which identifies the most efficient appliances. Learn more about investing in energy-efficient products.
Replace your light bulbs with compact fluorescent bulbs. Compact fluorescent bulbs (CFLs) last 10 times longer than incandescent bulbs. What's more, CFLs lower your energy bills and keep a half-ton of carbon dioxide out of the air. Learn more on the benefits of switching to CFLs or LEDs.
BETTER COMMUNITIES AND TRANSPORTATION
Drive less. Choose alternatives to driving such as public transit, biking, walking and carpooling, and bundle your errands to make fewer trips. Choosing to live in a walkable "smart growth" community near a transportation hub will mean less time driving, less money spent on gas and less pollution in the air.
http://www.springfieldspringfield.co.uk/movie_script.php?movie=screamers
Springfield! Springfield!
Screamers (1995)
The year 2078.
A mining colony on planet Sirius 6B.
For 50 years, the New Economic
Block, the NEB Corporation,
- has controlled mining
throughout the known solar systems.
20 years ago, on Sirius 6B, -
- the NEB discovered the solution
to the energy crisis. Berynium.
http://www.imdb.com/title/tt0115857/quotes
IMDb
Chain Reaction (1996)
Quotes
Paul Shannon: The incident in Chicago was tragic to be sure, but sometimes that is the price we must pay to insure our competitive edge in the future. We didn't intend to pay for our space exploration program with the lives of 10 American astronauts, but we did, nevertheless we must not waiver in our commitment to technological and scientific research and development!
http://news.nationalgeographic.com/2015/11/151115-bill-nye-science-guy-climate-change-unstoppable-ngbooktalk/
NATIONAL GEOGRAPHIC
Bill Nye the Science Guy Knows How to Fix Climate Change
We’ve already got everything we need, says Nye. We just need to do it.
By Simon Worrall, National Geographic
PUBLISHED NOVEMBER 15, 2015
http://dictionary.reference.com/browse/ultra
Dictionary.com
ultra
a prefix occurring originally in loanwords from Latin, with the basic meaning “on the far side of, beyond.” In relation to the base to which it is prefixed, ultra- has the senses “located beyond, on the far side of”
http://dictionary.reference.com/browse/space
Dictionary.com
space
the unlimited or incalculably great three-dimensional realm or expanse in which all material objects are located and all events occur.
http://www.stargate-sg1-solutions.com/wiki/Stargate:_The_Movie_Transcript
STARGATE WIKI
Stargate: The Movie (1994)
[Daniel nods, then shrugs.]
DANIEL
I can't.
[The three look stunned.]
O'NEIL
(threateningly)
You can't or you won't?
http://www.chakoteya.net/Enterprise/01.htm
Broken Bow [ Star Trek: Enterprise - Episode 1 Season 1 ]
JONATHAN: Where no man has gone before.
FATHER: Doctor Cochrane would be proud of you.
JONATHAN: I know the whole speech by heart. When's it going to be ready to fly?
FATHER: Let the paint dry first.
JONATHAN: No, I mean the ship.
FATHER: Not for a while. It hasn't even been built yet. You know that.
JONATHAN: How big will it be?
FATHER: Pretty big.
JONATHAN: Bigger than Ambassador Pointy's ship?
FATHER: His name is Soval, and he's been very helpful. And I've told you not to call him that, Jonathan.
JONATHAN: Well, Billy Cook said we'd be flying at warp five by now if the Vulcans hadn't kept things from us.
FATHER: Well they have their reasons. God knows what they are.
https://i.ytimg.com/vi/PyWyk7bxb2s/hqdefault.jpg
- posted by H.V.O.M - Kerry Wayne Burgess 7:48 PM Pacific Time Spokane Valley Washington USA Friday 29 January 2016
