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User talk:Errorist~enwiki

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Hello,

The developer team at Wikimedia is making some changes to how accounts work, as part of our on-going efforts to provide new and better tools for our users like cross-wiki notifications. These changes will mean you have the same account name everywhere. This will let us give you new features that will help you edit and discuss better, and allow more flexible user permissions for tools. One of the side-effects of this is that user accounts will now have to be unique across all 900 Wikimedia wikis. See the announcement for more information.

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title: User talk:Errorist~enwiki


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Canadian Internet Registration Authority

The Canadian Internet Registration Authority (CIRA) (Autorité canadienne pour les enregistrements internet ACEI) is the organization that manages the .ca country code top-level domain (ccTLD) for Canada. Its offices are located at 979 Bank Street in Ottawa, Ontario, Canada. CIRA sets the policies and agendas that support Canada's internet community and Canada's involvement in international internet governance. It is a member-driven organization with membership open to all that hold a .ca domain. As of March 2023, there were more than 3.3 million active .ca domains.

Inception
In May 1987, the Information Sciences Institute at the University of Southern California, delegated the ccTLD .ca to the University of British Columbia (UBC) in Vancouver, British Columbia, Canada. The university was named the sponsoring delegation for .ca. John Demco, the university's computing facilities manager for the Department of Computer Science, would be its administrator and technical contact. For ten years, under his leadership, a group of volunteers managed the .ca domain.

In 1997, the Canadian internet community, part of an evolving and rapidly expanding internet, wanted changes with the administration of the .ca domain. After its annual conference, it formed the Canadian Domain Names Consultation Committee. After public consultations, the committee's recommendation was to form a private-sector, not-for-profit corporation to administer the .ca domain in Canada.

On 30 December 1998, the Canadian Internet Registration Authority was incorporated, and in an 11 March 1999 letter, the Government of Canada officially recognized CIRA as the authority to manage the .ca domain for Canada. On 9 May 2000, CIRA, the University of British Columbia, and the Government of Canada entered into an umbrella agreement that stated: "the .ca domain space should be developed as a key public resource for social and economic development for all Canadians".

On 10 October 2000, Industry Canada sent a letter to the Internet Corporation for Assigned Names and Numbers (ICANN) formally designating CIRA as the Government of Canada's designee for the .ca domain. On 30 November 2000, CIRA sent ICANN a letter requesting a redelegation of the ccTLD .ca domain, effective 1 December 2000. ICANN agreed, and on that day, the ccTLD .ca was redelegated to CIRA, effectively transitioning all .ca domains from UBC to CIRA. By 30 November 2000, it had registered approximately 120,000 .ca domain names.

In March 2001, CIRA initiated the process to elect its first board of directors. In May 2001, it opened its offices in Ottawa, Ontario and in June 2001, it held a public election for its initial twelve directors. Its first annual general meeting was held 1 December 2001 in Toronto, Ontario.

Milestones
In April 2008, CIRA announced that it had surpassed 1 million registered .ca domains. It announced in October 2009, that it would initiate testing for securing the .ca domain space using DNSSEC.

In 2010, CIRA stopped accepting new registrations for third-level domains like "example.on.ca", which prior to CIRA's inception, were imposed on registrants wanting a second-level domain like "example.ca", but who could not meet the domain name registry's (UBC) standing requirements. Also in 2010, it announced it had reached 1.5 million registered .ca domains, and it launched a national consultation called the Canadian Internet Forum, designed to engage Canadians on internet governance and policy.

In 2012, CIRA announced it had already reached 2 million .ca registered domains. That year it launched Internationalized Domain Names (IDNs). In 2014, CIRA started a Community Investment Program, and in 2015, launched the Internet Performance Test initiative.

Security
In September 2012, CIRA held a DNSSEC key signing ceremony, and published its first signed .ca zone file in January 2013. In 2014, it launched its D-Zone DNS firewall and introduced Anycast DNS. A year after its launch, D-Zone was protecting 800,000 users from malware, ransomware and other cyber-attacks in schools, hospitals, municipalities and small businesses across Canada. In June 2016 it announced delivering a white-label Anycast version of D-Zone. In June 2018, CIRA announced a partnership with the Canadian Centre for Child Protection, safeguarding K-12 schools by incorporating data from its Project Arachnid into its D-Zone platform.

CIRA Registry Platform
In July 2016, CIRA announced it would be offering its back-end registry service called FURY, to gTLDs and ccTLDs around the world. Its first gTLD customer was .kiwi in October 2016. The first ccTLD would be .sx which went live on FURY in November 2017. In 2019, its second and largest ccTLD .ca was added to the platform, and later it added gTLD .mls. In November 2020 .ie completed the process of migrating it's backend registration platform to a customised version called Titan.

Controversy
In March 2006, Clyde Beattie, former chair of the CIRA board of directors and Bernard Turcotte, former president and CEO of CIRA sent an open letter to ICANN expressing concerns on ICANN's "accountability", "transparency", and "fair processes".

CIRA has itself invited concerns and controversy by changing the make-up of its board of directors, and by removing the reference to "registration" from a clause in its letters patent, allowing it to now go beyond its original mandate by venturing into more lucrative commercial endeavours.

In 2014, Mark Jeftovic, a former CIRA director, and co-founder of easyDNS Technologies Inc, an accredited ICANN domain name registrar, and CIRA certified, sent an open letter to Canada's industry minister, the Honorable James Moore. In his letter, he expressed his concerns about CIRA entering the business of managed DNS, while having a monopoly to operate the ccTLD .ca registry. He proposed the registry be opened to a competitive bidding process, in order to operate it under a fixed three to five-year term.

Governance
The CIRA board is composed of twelve elected directors and currently, three non-voting board advisors. The board members are elected annually by CIRA members through an online process.

Board of directors
The current board of directors as of November 2023:
 * Jill Kolwalchuck – Chair, Board of Directors
 * Liza Aboud – Director
 * Colleen Arnold – Chair, Finance, Audit, Investment and Risk Management (FAIR) Committee
 * Gwen Beauchemin – Vice-chair, Board of Directors
 * Don Bowman, Chair – Services Strategy Committee
 * Graeme Bunton - Director
 * Anne Butler, Chair – Compensation and Review Committee
 * Eric Hill, Chair – Governance Committee
 * Matthew Gamble – Co-chair, Community Investment Committee
 * Samantha Ventresca – Co-chair, Community Investment Committee
 * Rob Villeneuve - Director
 * Michael Zahra – Director

Board advisors
The current board advisors as of March 2023:
 * Byron Holland – Board Advisor, President, CEO
 * John Demco – Board Advisor
 * Heather Dryden – Board Advisor, Innovation, Science and Economic Development Canada

Leadership team
The current leadership team as of January 2024:
 * Byron Holland – President and CEO
 * Sanita Alias – Vice-president, People, Culture & Brand
 * Adam Eisner – General Manager, .CA & Registry Services
 * John Ferguson – General Manager, Cybersecurity and DNS Services
 * Jane Fulford – Chief Operating Officer
 * Jacques Latour – Chief Technology and Security Officer
 * Charles Noir – Vice-president, Community Investment, Policy and Advocacy

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/


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Avianca Flight 052

Avianca Flight 052 was a regularly scheduled flight from Bogotá, Colombia, to New York City, United States, via Medellín, Colombia, that crashed on January 25, 1990, at 21:34 (UTC−05:00). The Boeing 707 flying this route ran out of fuel after a failed attempt to land at John F. Kennedy International Airport (JFK), causing the aircraft to crash onto a hillside in the small village of Cove Neck, New York, on the north shore of Long Island. Eight of the nine crew members and 65 of the 149 passengers on board were killed. The National Transportation Safety Board (NTSB) determined that the crash occurred due to the flight crew failing to properly declare a fuel emergency, failure to use an airline operational control dispatch system, inadequate traffic flow management by the Federal Aviation Administration (FAA), and the lack of standardized understandable terminology for pilots and controllers for minimum and emergency fuel states.

The flight left Medellín with more than enough fuel for the journey and progressed toward JFK normally. While en route, the flight was placed in three holding patterns. Due to the air traffic controllers giving ultimately untrue delay estimations the flight became critically low on fuel. This dire situation was not recognized as an emergency by the controllers because of the failure of the pilots to use the word "emergency". The flight attempted to make a landing at JFK, but bad weather, coupled with poor communication and inadequate management of the aircraft, forced it to abort and attempt a go-around. The flight ran out of fuel before it was able to make a second landing attempt. The airplane crashed about 20 mi from JFK.

Hundreds of emergency personnel responded to the crash site and helped save victims. Many of those who survived were severely injured and required months or years to physically recover. NTSB investigators looked at various factors that contributed to the crash. The failures of the flight crew were cited as the probable cause of the crash, but the weather, air traffic controller performances, and FAA traffic management were also cited as contributing to the events that led to the accident. This conclusion was controversial, with disagreement between investigators, passengers, and Avianca as to who was ultimately responsible. Eventually, the U.S. government joined with Avianca and settled to pay for the damages to the victims and their families. The crash has been portrayed in a variety of media.

Background
The aircraft involved was a Boeing 707-321B (registration HK-2016). The aircraft was manufactured in June 1967, and was purchased by Avianca from Pan Am in 1977. By the time of the crash, the aircraft was 22 years old and had over 61,000 flight hours. The 707 was equipped with four Pratt & Whitney JT3D-3B engines modified with a hush kit to reduce noise pollution. Avianca personnel reported that they factored in a 5% fuel overburn into the performance calculations due to the hush kit, along with an additional 5% overburn due to the age of the aircraft. Additionally, maintenance crews had noted recurring issues with the aircraft's autopilot, including the altitude hold function. These same issues were reported on the aircraft's penultimate flight, but maintenance was unable to fix the autopilot, and it was disabled as a result.

The flight was staffed by a crew of nine, including six flight attendants and three flight crewmen. The flight crew in the cockpit consisted of 51-year-old Captain Laureano Caviedes Hoyos, 28-year-old first officer Mauricio Klotz and 45-year-old flight engineer Matias Moyano. At the time of the crash, Captain Caviedes had been employed with Avianca for over 27 years and had logged over 16,000 hours of flight time, including over 1,500 in the 707. Caviedes had 478 hours of night flying experience in the 707 (and 2,435 hours of night flying experience in total) and had no record of any prior accidents. Co-pilot Klotz had been employed with Avianca for three years and had 1,837 hours of flight time, with 408 hours at night. Klotz had transitioned to the 707 the previous October and had logged 64 flight hours in the airframe, including 13 at night. Flight engineer Moyano had been employed with Avianca for over 23 years and had over 10,000 hours of flight time, including over 3,000 hours in the 707 and over 1,000 hours of night flying in the same airframe (and 2,986 hours of night flying regardless of airframe).

All three flight crew members had previous experience in landing at JFK.

Flight
Avianca Flight 052 was a regularly scheduled international passenger flight from El Dorado International Airport in Bogotá, Colombia, to JFK in Queens, New York, with an intermediate stop at José María Córdova International Airport near Medellín, Colombia.

Departure and flight
Flight 052 departed Bogotá at 13:10 Eastern Standard Time, five minutes ahead of schedule, on January 25, 1990. The flight landed at Medellín at 14:04 and prepared to fly the leg to JFK. At Medellín, the aircraft landed with 67200 lb of fuel. The flight plan filed for the journey to JFK called for 55520 lb of fuel required for the trip to JFK, 4510 lb for reserve fuel, 7600 lb for alternate fuel, 4800 lb for holding fuel, and 1500 lb of taxi fuel totaling 73930 lb minimum of block fuel. The dispatcher at Medellín ordered a total fuel load of 78000 lb, including 4070 lb of "top off" fuel to raise the aircraft weight to the maximum allowable for the planned departure runway. At Medellín, the captain and dispatcher decided to use another runway and requested an additional 2000 lb of fuel.

The flight departed Medellín at 15:08, bound for JFK. The flight first entered U.S. airspace of Miami Air Route Traffic Control Center at 17:28, flying at 35000 ft, and proceeded northward, climbing to 37000 ft. The flight was cleared to fly Atlantic route 7 to the DIXON navigational aid and jet airway 174 to Norfolk, Virginia. Flight 052 entered its first holding pattern over Norfolk at 19:04 and remained circling until 19:23. From there, Flight 052 continued on to the BOTON intersection near Atlantic City, New Jersey, where it was placed in a second holding pattern from 19:43 to 20:12. The flight proceeded to the CAMRN intersection where it entered its third holding pattern from 20:18 to 20:47. Flight 052 entered the CAMRN holding pattern at 14000 ft, having been cleared to descend prior to arrival at the intersection, and the flight descended further to 11,000 ft while in the CAMRN holding pattern. At 20:44:09, while still holding at CAMRN, the New York Air Route Traffic Control Center (ZNY) advised Flight 052 that there was an "indefinite hold" and to continue holding at CAMRN. At 20:44:43, the ZNY controller told the flight to "expect further clearance" at 21:05. The flight had previously been given two delay estimates that had passed.

At that point, First Officer Klotz radioed the controller, saying, "ah well I think we need priority we're passing [unintelligible]." The controller inquired as to how long the flight could hold, as well as what their alternative airport was. Klotz replied at 20:46:03 that they could hold for five more minutes. The controller once again inquired as to their alternative airport and Klotz replied at 20:46:24, "It was Boston, but we can't do it now we, we, don't, we run out of fuel now." A handoff controller listening in on the conversation called the New York Terminal Radar Approach Control (NY TRACON) at 20:46:24 and advised the TRACON controller that Avianca Flight 052 could only hold for five more minutes. The handoff controller asked whether NY TRACON could take the flight or whether to send Avianca to its alternative airport. The NY TRACON controller replied, "Slow him to one eight zero knots and I'll take him." The handoff controller later testified that he had not heard Flight 052 say that they could no longer reach their alternative airport. At 20:46:47, the NY ARTCC radar controller cleared the flight to proceed to JFK at 11000 ft and to slow to 180 kn. Flight 052 departed the CAMRN holding pattern at 20:47.

Landing attempt
At 20:47:27, the NY TRACON feeder controller told the flight crew to "expect an ILS two two left" "altimeter two niner six niner proceed direct Deer Park." At 20:54:40, the feeder controller directed Flight 052 to make a 360° turn. At 20:56:16, the controller gave the flight a wind shear advisory of an "increase of 10 knots at 1500 feet and then an increase of 10 knots at 500 feet." The flight crew acknowledged the advisory. At 21:00, JFK was experiencing light drizzle and fog with $1/undefined$ mile visibility, an indefinite ceiling with 200 ft obscured, and a wind of 21 kn at 190°.

At 21:03:07, Flight 052 contacted the NY TRACON final controller, who cleared them to descend progressively to 2000 ft. At 21:03:46, the flight crew discussed the go-around procedures. At 21:09:29, flight engineer Moyano stated that the controllers "already know that we are in [a] bad condition." The captain said, "No they are descending us," and the second officer added, "They are giving us priority." At 21:11:07, the NY TRACON final vector controller informed the flight that they were 15 miles from the outer marker and instructed them to maintain an altitude of 2000 ft "until established on the localizer." The flight crew began preparing for an instrument landing approach, extending flaps and discussing the appropriate airspeed. The final controller instructed the flight crew to contact the JFK tower controllers and signed off. Klotz acknowledged the transmission.

At 21:15:19, Klotz contacted the tower controllers and informed that Flight 052 was "established two two left." One minute later, the captain asked if he should lower the landing gear, but the first officer replied, "No I think it's too early now." At 21:17:30, JFK tower asked Flight 052 to increase their airspeed by 10 knots to 150 kn. At 21:18:11, the flight was 3 mi from the outer marker. Twenty-one seconds later, the first officer remarked "glideslope alive." At 21:19:09, the captain requested the landing gear be deployed. Almost a minute later, the JFK tower cleared the flight to land on runway 22L. The captain asked the first officer to confirm that the flight was cleared to land. At 21:20:28, the first officer began informing the captain that the aircraft was below the glideslope. At 21:22:07, Flight 052 descended to 1000 ft. The aircraft began descending beyond the angle of the glideslope, then began climbing above it, followed by a steeper descent. At 21:22:57, the first officer commented, "This is the wind shear." The first officer warned the captain about the sink rate and noted an altitude of 500 ft at 21:23:10. As he warned the captain, the ground proximity warning system (GPWS) began 11 "whoop, whoop, pull up" audible warnings. At 21:23:13, the captain called for lights, followed by questions as to where the runway was a few seconds later. The GPWS began four "glideslope" audible warnings a few seconds later, alerting the flight crew that the aircraft was below the glideslope. In response to the captain's inquiries, the first officer replied that he did not see the runway. At 21:23:23, the flight began climbing again, having come within 250 ft of crashing 2 miles short of the runway. The landing gear was raised, and the first officer announced that the flight was executing a missed approach.

Crash
The JFK tower controller asked the flight to climb to 2000 ft and make a left turn. At 21:24:06, the captain asked the first officer to "tell them we are in [an] emergency." The first officer told the JFK tower controller that "we'll try once again[;] we're running out of fuel," to which the controller replied, "okay." A few seconds later, the captain again told the first officer to "advise him we are [in an] emergency" and asked if he did so. The first officer replied, "Yes sir, I already advised him." The JFK controller directed the flight to contact the NY TRACON approach controller once more at 21:24:39. The TRACON controller asked the flight to climb once more to 3000 ft. The captain asked the first officer again to "advise him we don't have fuel." The first officer replied, "Climb and maintain three thousand and ah we're running out of fuel sir." The captain once again asked whether the first officer had advised the controller of their emergency, and the first officer replied, "Yes sir. I already advise him[;] hundred and eighty on the heading[;] we are going to maintain 3000 feet and he's going to get us back."

A minute later, the controller instructed the flight to turn to the northeast and asked the flight crew if they had enough fuel to be directed 15 mi from the airport. First Officer Klotz replied, "I guess so thank you very much." At 21:29:11, Klotz asked the controller if he "can give us a final now...?" The controller said, "affirmative sir[;] turn left heading zero four zero." At 21:30:12, the controller cleared another aircraft for landing. Klotz briefly thought the clearance was directed at Avianca and began to tell Captain Caviedes to change course before the controller corrected him. The controller then asked Avianca to climb to 3000 ft. Klotz replied, "negative sir we just running out of fuel we okay three thousand now okay." The controller continued to direct the flight northward, away from the airport. At 21:31:01, the controller said, "Okay and you're number two for the approach[;] I just have to give you enough room so you make it without ah having to come out again." At 21:32:38, the cockpit voice recorder (CVR) recorded a temporary interruption in power. A second later, Flight Engineer Moyano exclaimed, "Flame out[;] flame out on engine number four." The CVR recorded another interruption in power one second after that, and Moyano said, "Flame out on engine number three[;] essential on number two or number one." The captain acknowledged. At 21:32:49, Klotz radioed the controller, informing him that the flight had "just ah lost two engines[,] and ... we need priority please." The controller instructed the flight to fly southwest to intercept the localizer. Klotz acknowledged this. The flight crew selected the ILS. At 21:33:04, the controller informed the flight that they were 15 mi from the outer marker and cleared them for an ILS approach on runway 22L. Klotz acknowledged. That was the final radio transmission from Flight 052. Caviedes asked if the ILS had been selected. Klotz replied, "It is ready on two" at 21:33:23. One second later, the CVR stopped recording. At 21:34:00, the controller tried to radio the flight, asking, "You have enough fuel to make it to the airport?" There was no response.

The NTSB report estimates that around this time, the flight crashed. The aircraft descended without power, clipped several trees and posts, and crashed onto a hill with a 24° slope in Cove Neck, New York. The fuselage partially fragmented into three distinct pieces. The cockpit and forward cabin separated from the rest of the airframe and were hurled over the crest of the hill, coming to a stop 90 ft from the rest of the wreckage. The rest of the fuselage stopped within 25 ft after impact. The main fuselage came to rest on the upslope of the hill, facing south, with the forward end extending over the crest of the hill. The right side of the forward end of the fuselage fractured a residential wooden deck.

First response
Residents of Cove Neck immediately called emergency services. Jeff Race, a paramedic and member of New York City's Emergency Medical Service, who lived half a mile from the crash site, was the first rescuer on site. He reported that most passengers were still strapped in their seats and the survivors were crying out for help. Survivors later commented that it took about half an hour for rescue teams to arrive. Initial reports to emergency services reported that a much larger Boeing 747 had crashed. Fire Chief Thomas Reardon of Oyster Bay Fire Company No. 1 was in charge of the initial effort to remove people from the wreckage. In his first call to the Nassau County Fire Commission dispatch, he requested all the help available. Thirty-seven fire and ambulance companies, as well as more than 700 Nassau County police officers arrived to help. Other companies that were not called showed up voluntarily to assist. The swell of support created major problems for extricating survivors.

The crash was only accessible to vehicles via a single residential street. With the surge of rescue personnel who converged on the area, the roads leading to the site soon became choked with traffic. Emergency vehicle drivers abandoned their vehicles contrary to established policy in the course of the rescue efforts. This prevented other vehicles from being able to access the crash area. The road was so impassable, many rescue workers left their vehicles miles away and made it to the scene on foot. Fog also grounded rescue helicopters for two hours. As a result, many critically injured survivors were not evacuated until 23:30. Eventually, four helicopters from the New York City Police Aviation Unit evacuated 21 people from the crash site. Also, major problems occurred with communication by rescuers. Radio frequencies became overloaded, and authorities on site were unable to make command decisions in some cases. The head of surgery of the Nassau County Medical Center was present at the scene, but unable to direct patients to the best locations because many rescuers were radioing the center itself to get advice on where they should send the survivors. Medical professionals on site reported that some hospitals received the most up-to-date information by watching the news coverage. Three of the passengers found alive died of their injuries.

Rescue workers set up two triage areas on the lawn of John and Kay McEnroe, the parents of professional tennis player John McEnroe, at 13 Tennis Court Road. A morgue and command post were also set up on their property, which was 500 ft from the crash site. At least six bodies were found outside the fuselage. Firefighters and medics erected ladders next to the airframe wreckage and led passengers down on stretchers and to the triage sites. At these sites, doctors tagged the critically injured patients for immediate evacuation. At least 30 bodies were gathered on the makeshift morgue at the McEnroe property by 03:00 the following morning. Passenger Astrid Lopez was initially believed to be dead due to her severe injuries, and officials placed her body in the morgue. A rescuer soon heard her moans, and she was sent to a hospital. Some medical responders were turned away from the scene by police to help ease the congestion. By 03:30, all the survivors had been evacuated to hospitals. At least one emergency responder was hospitalized as a result of the rescue efforts. Throughout the evacuation, priests were on site, offering encouragement, assisting medical personnel, and performing last rites. Many local New York residents showed up at hospitals with food or blankets, or to volunteer as Spanish interpreters. The New York Blood Center reported collecting 2,000 units of blood, almost triple their goal.

Casualties
Of the 158 people on board, 73 died as a result of the crash. The lead flight attendant was the only crew member to survive, while the remaining flight attendants and all three flight crew members died. Of the surviving passengers, 72 adults and children over three years old sustained serious injuries, while two sustained minor injuries. Of the 11 infants, two sustained minor injuries, eight were seriously injured, and one died. The surviving flight attendant testified that no communication was made from the cockpit as to the unfolding situation, thus no warning came in the end to assume brace positions. The NTSB report held that, had passengers been warned ahead of time to brace for impact, the severity of some injuries might have been avoided.

The most common serious injuries were multiple lower leg fractures and dislocations, spinal fractures, hip fractures, head injuries, and multiple lacerations and contusions. The NTSB investigators found severe damage on the floor of the cabin, leading many of the passengers' seats to fracture where their legs met the floor track. This fracturing permitted many of the seats to come loose during the impact and aggravated the passengers' injuries. The report posits that the passengers' legs hit the lower seat frames in front of them. At the same time, the seats collapsed and twisted downward and to the left, likely causing hip and spinal fractures. As the impact progressed, the seats, now separated, flung passengers forward into each other and into other wreckage, causing head injuries and lacerations. Passengers holding onto infants reported being unable to either prevent their children from being ejected from their grasp in the impact or locate their children in the darkness afterward. The NTSB held that, had the children been in FAA-approved child seats, many injuries might have been mitigated. Rescuers remarked that one rescued baby was found smiling. The NTSB was unable to accurately chart where individual passengers were seated because Avianca only assigned seats to a few passengers, and many who were assigned reported moving after takeoff.

The cockpit was severely damaged in the impact. It struck an oak tree, which penetrated the area occupied by Klotz and Moyano. All the seats occupied by the flight crew were found outside the cockpit. Neither of the pilots' seats had shoulder straps as were required by United States domestic passenger flights. At least one flight crew member was airlifted to Nassau County Medical Center. The NTSB report states that all of the flight crew "died from blunt-force head and upper torso trauma." Five flight attendants also died from blunt-force trauma to the limbs, abdomen, chest, and head.

Investigation
The NTSB commenced an investigation, which began shortly after the crash, and concluded with the issuance of its final report on April 30, 1991. Because it involved a Colombian airline, Colombia's Departamento Administrativo de Aeronáutica Civil (DAAC) also conducted an investigation into the accident.

A survey of the wreckage revealed that the tail was mostly intact, and all control surfaces were connected to the pilots' controls. Both wings had been severely damaged on impact and fractured into several pieces. The flaps and slats were found in their extended positions, with the flaps set at 14°. As with the tail, all wing control surfaces were found to have been connected to the pilots' controls. No evidence was found of any control surface failure prior to the crash. Investigators realized that none of the four engines had been under power at the time of impact. As the first responders worked to rescue the passengers, investigators recovered the flight data recorder (FDR) and cockpit voice recorder (CVR) from the wreckage, and brought them to the NTSB laboratory in Washington, DC. The FDR was an older oscillographic foil model. In 1989, the FAA began requiring domestic carriers to change to digital FDRs to minimize the errors that foil models produced. This requirement did not apply to international carriers. The Avianca FDR foil was found to have been taped down at some point prior to the flight, and thus was inoperative. The NTSB recommended in the Avianca report that the FAA take an "active role in ensuring upgraded international standards" for flight recorders. The CVR and ATC recordings became vital sources of evidence for the crash. The investigators also looked at meteorological factors that led to flight problems.

The NTSB investigators found that the weather data that the flight crew received in Medellín were 9–10 hours old. Additionally, the alternate airport on the flight plan, Logan International Airport in Boston, was forecast to be below the safe minimum for landing. The NTSB also stated that the flight crew should have been more aware of these problems and cited these deficiencies as evidence of inadequacies in the dispatch of the airplane. The NTSB also found no evidence that the flight crew ever requested weather information en route or communicated with Avianca dispatchers about their fuel status and intents as other flights did. Flight 052 did not make contact with FAA flight service stations or flight watch en route, and the NTSB was unable to determine why. The flight did not express any concern to ATC about their fuel situation during the first two holding patterns that the flight made. The first indication of worry came at 20:09 when the flight crew inquired about delays at Boston. The NTSB posited that the flight crew might have become confused about the "expect further clearance" (EFC) times they were given. This confusion may have been the reason that the flight continued to hold, burning up its reserve fuel to the point where it could no longer divert to Boston.

Investigators also cited the flight engineer for failing to calculate the "minimum approach/landing fuel quantity." The report references the 360° turn that the flight was ordered to make at 20:54 as evidence that the crew should have known that they were being treated routinely and not given any emergency priority. Instead, the CVR revealed that the flight crew was convinced that they were being given priority. Additionally, the NTSB criticized the first officer for failing to use the word "emergency" as the captain had insisted he do. Compounded with the apparent inability of the captain to hear or understand the radio communications, the NTSB called the situation a "total breakdown in communications by the flight crew." Summarizing, the investigators cited "the flight crew's failure to notify ATC of their fuel situation while holding at CAMRN in order to ensure arrival at the approach fix with an adequate approach minimum fuel level and a breakdown in communications between the flight crew and ATC, and among the flight crewmembers" as the two main factors that led to the crash.

Investigators asserted that the performances by the traffic controllers were proper and that the misunderstandings that were made were reasonable. None of the controllers involved considered the word "priority" or the assertions by the flight crew that they were running out of fuel to be indicative of an emergency. The report provided various examples of the flight crew failing to convey the danger of their situation, even moments before the engines flamed out. Although the investigators felt that the communications from the ATC personnel were "proper," the NTSB voiced concern over the controllers not placing significance on the word "priority." At a public hearing, it was revealed by an unrelated pilot that the emphasis on the word "priority" by the Avianca crew might have come from training and bulletins from Boeing that used the word in relation to fuel emergencies. Avianca also used the word "priority" in its publications on low-fuel status procedures. ATC controllers testified that "Mayday", "pan-pan", and "emergency" were the three phrases that they would respond to immediately. The report also stated that "priority" was defined in the ATC Handbook as "precedence, established by order of urgency or importance." As a result of this linguistic confusion, the NTSB recommended that the FAA work with the International Civil Aviation Organization to develop a standard glossary of clearly defined terms, as well as notify foreign carriers that they must be knowledgeable of ATC rules and procedures.

The NTSB also cited the captain's inability to land on his first attempt as contributing to the crash. The investigation revealed that wind shear was a significant factor in the failed approach, but that other factors probably contributed. The report cited recurring maintenance problems with the airplane's autopilot as a possible factor. If the pilots had been forced to fly manually from Medellín, investigators believed this might have added to exhaustion and stress in the cockpit. For evidence, the NTSB pointed to nine instances where the captain asked the copilot to repeat the ATC instructions or to confirm the aircraft configuration. This stress, investigators asserted, would have degraded the flight crew's performance on final approach. Investigators also looked at the traffic management by the Central Flow Control Facility (CFCF). The CFCF, in communication with NY TRACON, established an airport acceptance rate of 28 aircraft landings per hour that morning. Later, a CFCF supervisor contacted NY TRACON and requested a higher rate of 33 landings per hour. This acceptance rate, investigators concluded, was based on inaccurate weather conditions. The report concluded that these traffic-management problems contributed to the conditions that led to the accident but did not lead directly to the accident.

Controversy
The probable cause of the crash was determined by the NTSB to be "the failure of the flight crew to adequately manage the airplane's fuel load, and their failure to communicate an emergency fuel situation to air traffic control before fuel exhaustion occurred." However, two NTSB members filed dissenting opinions in the report. Jim Burnett voted against the adoption of the report because he felt it did not adequately address the failures of the air traffic controllers or the FAA's role in allowing more traffic than JFK could handle. Christopher Hart filed a partial dissent because he disagreed with the report's findings of a lack of standardized terminology. In his dissent, he wrote that "we do have standardized understandable terminology ... that would have adequately communicated the existence of a dangerous situation, and the problem was that the pilots failed to use this terminology with the controllers".

Colombia's DAAC investigators also disagreed with some of the NTSB's findings. In a comment on a draft of the NTSB's report, the DAAC recommended that the NTSB place some responsibility on the controllers for their "inadequate handling" of the Avianca flight. The DAAC also recommended that the NTSB encourage modifying the EFC system, and that FAA regulations should require an "active flight-following system" to assist flight crews in evaluating weather and traffic delays.

Aftermath
Two male passengers were arrested at North Shore Hospital after a nurse informed police that 46-year-old Antonio Zuluaga had swallowed containers filled with cocaine. Zuluaga, who had a fractured spine, broken ribs, and a dislocated hip, was the second passenger to be found in possession of cocaine packages, after doctors operating on Jose Figueroa on the day after the crash to stop internal bleeding had also discovered packets of cocaine. Zuluaga and Figueroa pleaded guilty to second-degree criminal possession of a controlled substance. Figueroa was sentenced to seven years to life in prison, and Zuluaga was sentenced to six years to life.

Many crash survivors suffered long recoveries from the physical and psychological traumas they endured. A month after the crash, an orderly caravan of around 1,000 vehicles drove to JFK while some demonstrators laid wreaths in the international terminal lobby to protest the handling of the flight. Some survivors sued the FAA, accusing the agency of failing to ensure the flight's safety. In July 1990, Avianca offered $75,000 to each crash survivor or the relatives of those killed. The U.S. government eventually joined Avianca and reached a settlement estimated at over $200 million in damages to the victims.

The same summer, Avianca flights declared two notable fuel emergencies. The first happened in June, when a flight declared a "minimum fuel situation" and landed with only 10 minutes' worth of fuel left. The second happened in August, when Avianca Flight 020 declared it had "only 15 minutes of fuel left". Confusion arose as to what the pilot meant, but controllers declared an emergency pre-emptively and cleared the plane to land immediately. The flight was later found to have had over two hours' worth of fuel remaining.

As of 2024, Avianca has not retired the flight number. Avianca Flight 052 is now a flight from Lima to Bogotá. However, Avianca has changed the numbers for the now non-stop flights from El Dorado to JFK, designated as Avianca Flight AV210, AV244 and Flight AV020 respectively while the airline continues to operate the Medellin to JFK nonstop sector as AV042 and AV144. All of these flights were now operated by the Airbus A320 and the 707 has since been retired.

In popular culture

 * The events of Flight 052 were featured in "Missing over New York", a season-two (2005) episode of the Canadian TV series Mayday (called Air Emergency and Air Disasters in the U.S. and Air Crash Investigation in the UK and elsewhere around the world). The dramatization was broadcast with the title "Deadly Delay" in the United Kingdom, Australia, and Asia. The flight was also included in a Mayday season-eight (2009) Science of Disaster special titled "System Breakdown", which looked at the role of air traffic controllers in aviation disasters.
 * Avianca Flight 052 was featured on the MSNBC network's Why Planes Crash series, in an episode titled "Human Error".
 * The impact of cultural differences between the Colombian pilots and American air traffic controllers was discussed in Malcolm Gladwell's book Outliers.
 * Stock footage of the plane wreckage was used in the 2004 film The Day After Tomorrow.
 * Survivor Nestor Zarate wrote a book about the flight, titled 20 minutos antes... 20 años después (20 Minutes Before... 20 Years Later).

title: Avianca Flight 052


text:
Thomas H. Stix

Thomas Howard Stix (July 12, 1924 – April 16, 2001) was an American physicist. Stix performed seminal work in plasma physics and wrote the first mathematical treatment of the field in 1962's The Theory of Plasma Waves.

History
Born in St. Louis, Missouri, on July 12, 1924, Stix grew up near Washington University. The Stix family owned Rice-Stix Inc., a dry goods firm that was among the city's largest businesses at the turn of the 20th century. It continued operations until the 1950s. His family home on Forsyth Boulevard was eventually donated to Washington University and is now the Stix International House.

Stix graduated from John Burroughs School and served in the U.S. Army as a radio expert in the Pacific theater during and after World War II. After the war, he obtained his bachelor's degree from Caltech in 1948 and his doctorate from Princeton in 1953.

He worked for Project Matterhorn, a secret U.S. study of nuclear fusion, and developed the Stix coil to contain gases that were heated to solar temperatures with electromagnetic waves. Stix's invention of the coil jump-started a period of intellectual productivity that revolutionized plasma heating research and whose influence is still felt in the field. Stix's 1975 paper “Fast Wave Heating of a Two-Component Plasma” remains one of the most cited papers ever published by the journal Nuclear Fusion.

Stix taught astrophysics at Princeton and did much of his research at the Princeton Plasma Physics Laboratory (see Model C stellarator). In 1978, Stix was appointed associate director for academic affairs at PPPL. He pioneered and for many years served as director of Princeton's Program in Plasma Physics, the first graduate-level program of its kind. In 1991, Princeton awarded its inaugural "University Award for Distinguished Teaching” to Stix for his contributions as a teacher and educator.

Stix and his wife, Hazel Sherwin, were married for 51 years and together had two children, Susan Stix Fisher of New York City and Dr. Michael Sherwin Stix of Lexington, Massachusetts. They lived their last decades in Princeton.

Stix died on April 16, 2001, of leukemia.

Honors and awards
In 1962, Stix was elected chair of the Division of Plasma Physics of the American Physical Society. He received a Guggenheim Fellowship in 1969, leading to the first of his three sabbaticals at the Weizmann Institute of Science in Israel.

In 1980, the American Physical Society awarded Stix its highest honor in the plasma physics field, the James Clerk Maxwell Prize for Plasma Physics, for his pioneering role in developing and formalizing the theory of wave propagation and wave heating in plasmas.

In 1999, he received the Lifetime Achievement Award by Fusion Power Associates.

Legacy
Stix's 1962 book, The Theory of Plasma Waves, has been translated into Japanese, Russian, and other languages. It received a paperback reprint in 2012 and still sells and is taught at universities around the world.

His obituary in The New York Times said that Stix's "elegant mastery of the literally infinite complexities of waves in electrified gases helped create a new field of science."

In 2013, the American Physical Society created the Thomas H. Stix Award, presented annually to a plasma physics researcher with outstanding contributions early in their career.

title: Thomas H. Stix


text:
Even as We Speak

Even As We Speak is an Australian indie band from Sydney. Formed in the mid-1980s, founding members Matthew Love (guitar, banjo, vocals) and Mary Wyer (vocals, guitar) were later joined by Rob Irwin (bass) Anita Rayner (drums, banjo, mandolin), Paul Clarke (guitar, vocals) and Julian Knowles (keyboards, guitar, production).

History
After a series of vinyl releases on Australian independent labels including Phantom Records, and success on the Australian indie scene, they came to the attention of BBC Radio 1 DJ John Peel who started to play the band's Phantom Records single 'Goes So Slow' on his show. This brought them to the attention of UK audiences and began a relationship with UK indie label Sarah Records. The band released several singles and an album on Sarah Records, three of which reached the Top 5 of the Melody Maker and New Musical Express UK independent music charts in 1992 and 1993.

Between 1992 and 1993, the group recorded three sessions for John Peel and one session for Mark Goodier for BBC Radio 1. They were among the few Australian bands to record Peel Sessions – others were The Birthday Party, The Triffids, The Go-Betweens and Laughing Clowns. These sessions were released as the album 'Yellow Food: The Peel Sessions'<ref name="Yellow Food: The Peel Sessions" in June 2014. A session was also recorded for Radio France.

Wyer formed a pop rock band, Her Name in Lights, which issued their debut album, Into the Light Again, in October 2004. Egg Records of Glasgow has compiled Even As We Speak's five Australian vinyl singles into a 17-song CD, A Three Minute Song is One Minute Too Long (2007).

In 2016, the band reformed (minus Paul Clarke) to play NYC Popfest and added some further shows to mark the release of 'Yellow Food: The Peel Sessions', a compilation album of the complete sessions recorded for the BBC between 1992 and 1993. This led to the band recording and releasing a 5 track EP of new material, The Black Forest, on 10-inch vinyl and CD through Emotional Response Records in the US in September 2017.

In 2018, a 25-year re-issue of the Sarah Records LP Feral Pop Frenzy was released on Emotional Response and also as a Rough Trade coloured vinyl exclusive in the UK and USA. The band toured the UK in July 2018 headlining a bill with a classic Sarah Records lineup of Secret Shine, Boyracer and Action Painting!, finishing with a headline slot on the Loco Stage at the Indietracks festival.

The full-length album Adelphi was released 24 July 2020 on Shelflife Records.

Albums

 * Feral Pop Frenzy (1993), Sarah Records – 12-inch/CD
 * Feral Pop Frenzy (1993), Quattro – Japan CD, includes extra tracks
 * A Three Minute Song Is One Minute Too Long (2005), Egg Records – CD compilation
 * Yellow Food: The Peel Sessions (2014), Feral Pop Records – digital release
 * Yellow Food: The Peel Sessions (2017), Emotional Response Records – U.S. limited edition CD
 * Feral Pop Frenzy (2018), Emotional Response Records – U.S. 25-year 12-inch red/white spatter vinyl reissue
 * Feral Pop Frenzy (2018), Rough Trade Records – exclusive 25-year white vinyl reissue
 * Adelphi (2020), Shelflife Records

Singles and EPs

 * "Small Fish in a Big Machine" (1986), Voyeur Records – 7-inch 45 rpm
 * I Won't Have to Think About You (1987), Big Home Productions – 7-inch EP
 * "Blue Suburban Skies" (1987), Big Home Productions – 7-inch 45 rpm
 * "Goes So Slow" (1989), Phantom Records – limited edition red 7-inch vinyl
 * Outgrown This Town (1990), Phantom Records – 12-inch EP
 * Nothing Ever Happens (1990), Sarah Records – 7-inch EP
 * One Step Forward (1991), Sarah Records – 7-inch 33⅓ rpm EP
 * "Beautiful Day" (1991), Sarah Records – 7-inch
 * Blue Eyes Deceiving Me (1993), Sarah Records – 7-inch/CD EP
 * "Even As We Speak/In a Day" (2000), Gifted Records – 7-inch 33⅓ rpm split single
 * "Such a Good Feeling" (2017), Emotional Response Records – U.S. digital release
 * The Black Forest (2017), Emotional Response Records – U.S. 10-inch vinyl, CD and digital EP
 * "Blue Suburban Skies" (2020), Optic Nerve Records – U.K. 7-inch 45 rpm (Limited edition coloured vinyl)

title: Even as We Speak


text:
Talk:Sydsvenskan

I'm sorry, I'm taking out the sentence "For foreign readers this newspaper is peculiar inasmuch as minor deviations from Stockholm/Gothenburg based newspapers in regard to Swedish language grammar, orthography and vocabulary seem consistently enforced" The combination of "deviations" with "enforced" doesn't make sense. I also don't understand why anything to do with Swedish grammar, orthography and vocabulary is supposed to be interesting especially to foreign readers. If you wrote the sentence, or understand these things, please clarify and re-insert! --Bishonen 19:12, 5 Oct 2004 (UTC)

Sydsvenskan's online edition itself excludes these two sentences: "Their main objective is to write negative news about Malmö and open up the articles for comments and blogs from anti-Malmö right-wingers. The online newspaper is also openly endorsing a pro-Nazi blog, named 'Som jag ser det'". It's untrue. --Sydsvenskan.se 17.20, 5 Jul 2009 (UTC) —Preceding unsigned comment added by 193.235.142.98 (talk) 17:14, 5 July 2009 (UTC)
 * Thanks for removing it, this opinionated slander very obviously did not follow the WP:NPOV policy. Tomas e (talk) 21:48, 5 July 2009 (UTC)

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Breast engorgement

Breast engorgement occurs in the mammary glands due to expansion and pressure exerted by the synthesis and storage of breast milk. It is also a main factor in altering the ability of the infant to latch-on. Engorgement changes the shape and curvature of the nipple region by making the breast inflexible, flat, hard, and swollen. The nipples on an engorged breast are flat or inverted. Sometimes it may lead to striae on nipples, mainly a preceding symptom of septation mastitis.

Engorgement usually happens when the breasts switch from colostrum to mature milk (often referred to as when the milk "comes in"). However, engorgement can also happen later if lactating women miss several nursings and not enough milk is expressed from the breasts. It can be exacerbated by insufficient breastfeeding and/or blocked milk ducts. When engorged the breasts may swell, throb, and cause mild to extreme pain.

Engorgement may lead to mastitis (inflammation of the breast) and untreated engorgement puts pressure on the milk ducts, often causing a plugged duct. The woman will often feel a lump in one part of the breast, and the skin in that area may be red and/or warm. If it continues unchecked, the plugged duct can become a breast infection, at which point she may have a fever or flu-like symptoms.

Signs and symptoms
Symptoms include the breasts being swollen and oedematous, and the skin appearing shiny and diffusely red. Usually the whole of both breasts are affected, and they are painful. The woman may have a fever that usually subsides in 24 hours. The nipples may become stretched tight and flat which makes it difficult for the baby to attach and remove the milk. The milk does not flow well.

A fever may occur in 15 percent, but is typically less than 39 degrees C and lasts for less than one day.

Causes
Failure to remove breast milk, especially in the first few days after delivery when the milk comes in and fills the breast, and at the same time blood flow to the breasts increases, causing congestion. The common reasons why milk is not removed adequately are delayed initiation of breastfeeding, infrequent feeds, poor attachment, ineffective suckling, a sudden change in breastfeeding routine, suddenly stopping breastfeeding, or if a baby suddenly starts breastfeeding less than usual.

Treatment
The mother must remove the breast milk. If the baby can attach well and suckle, then she should breastfeed as frequently as the baby is willing. If the baby is not able to attach and suckle effectively, she should express her milk by hand or with a pump a few times until the breasts are softer, so that the baby can attach better, and then get them to breastfeed frequently. She can apply warm compresses to the breast or take a warm shower before expressing, which helps the milk to flow. She can use cold compresses after feeding or expressing, which helps to reduce the oedema. Engorgement occurs less often in baby-friendly hospitals which practise the Ten Steps and which help mothers to start breastfeeding soon after delivery.

Regular breastfeeding can and should be continued. The treatment for breast engorgement can be divided into non-medical and medical methods. The non-medical methods include hot/cold packs, Gua-Sha (scraping therapy), acupuncture and drinking specialized herbal teas whereas medical methods are proteolytic enzymes such as serrapeptase, protease, and subcutaneous oxytocin. Cabbage leaves are often cited as a possible treatment but studies have found they provide "no overall benefit" on breast engorgement. Evidence from published clinical trials on the effectiveness of treatment options is of weak quality and is not strong enough to justify a clinical recommendation.

title: Breast engorgement


text:
Grinder's Stand

Grinder's Stand was a stand, or inn, located on the Natchez Trace. A replica can be visited today at the Meriwether Lewis Park, located on the Natchez Trace Parkway in Lewis County, Tennessee, south of Nashville, southwest of Columbia, and east of Hohenwald, Tennessee. This is where Meriwether Lewis died, by suicide (as suspected by his friend and colleague, Thomas Jefferson) or homicide (as suspected by his family).

History
The tavern is believed to have been established in 1807 and was originally known as "Indian Line Stand". The Chickasaw had ceded the land to Tennessee in 1805. Its proprietors were Robert Evans Griner and Priscilla Knight Griner. The establishment is properly "Griner's Stand", given the proprietors. Soon after it opened, people began calling it "Grinder's Stand", and it stuck.

The original stand consisted of two rough log cabins adjoined at right angles, with a dogtrot between them. Both rooms had doors facing the Natchez Trace; one room also had a door facing the detached kitchen behind the stand. A barn and stable were located on the property, although the original placements of these two buildings have not been determined.

According to tradition, Robert Griner sold whiskey to the Indians, whose lands came within a few feet of the cabin. The proper use of the stand was to provide food and lodging to travelers passing through the Natchez Trace.

In October 1809, Meriwether Lewis was fatally shot here in a disputed manner.

In the 1930s, the Civilian Conservation Corps built a replica cabin less than 20 feet from the remains of the original stand.

title: Grinder's Stand


text:
Talk:Gerard Kennedy

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Büttstedt

Büttstedt is a municipality in the district of Eichsfeld in Thuringia, Germany.

title: Büttstedt


text:
Secret Shine

Secret Shine are a British indie band formed in the early 1990s, who were signed to Sarah Records. Their early releases with Sarah and A Turntable Friend followed a pop style, before the band went in a more shoegaze direction with the 1992 release Untouched, triggering comparisons with Slowdive and My Bloody Valentine.

1990 to 1996
The group originally formed under the name Amelia's Dream. After sending a three-song demo to Sarah Records, Scott Purnell and Jamie Gingell recorded their first single for the label, "After Years". After recruiting three more members (Nick Dyte, Dean Purnell, and Paul Vowles) they recorded "Unbearable", a single for the German label A Turntable Friend. The addition of Dean Tyler to the lineup was followed by the single "Ephemeral" on Sarah. Later, Purnell and Gingell recorded some demos that became the Untouched album.

In 1993 the album was recorded and released, along with the single "Loveblind". The addition of vocalist Kathryn Smith saw the band enter the Indie charts and become part of the emerging shoegaze scene. At that point, the band took a hiatus as Purnell and Gingell returned to complete their final year of university, but the band subsequently reformed and recorded the Greater than God EP.

After the recording of the Each to the Other flexidisc, Dean Tyler left the band, followed by Nick Dyte. Tim Morris joined on drums, the rest of the lineup being Jamie Gingell (vocals and bass), Scott Purnell (guitars), Dean Purnell (guitars), and Kathryn Smith (vocals). The next single, "Wasted Away", was released on Spoiler Records as Sarah had recently folded. After playing a gig in Oxford in early 1996, the band decided to stop, though they never officially split.

2004 to Present
In 2004, a retrospective collection called After Years was released by the Tonevendor label, containing all their Sarah material (apart from the first single, and including the Untouched album), which became a catalyst for the band reforming. Around this time, Tim Morris died, and the band reformed to record an acoustic eight-track tribute record, Morris.

Another album, All of The Stars, was released on 8 April 2008, followed by The Beginning and the End on 5 January 2011.

In October 2014 Secret Shine signed with shoegaze and dream pop record label Saint Marie Records. The next full-length album, There Is Only Now, was released on 17 March 2017.

On 25 June 2020, the band self-released a new single "Ember". In an interview around that time the band said that this was intended to be the first of five single releases during 2020-2021 that would form the basis of a new album in 2021, to mark the band's 30th anniversary. Another single, "Empyrean", was released on 26 September 2021.

title: Secret Shine


text:
User talk:Coolboy~enwiki

Hello everyone... First time wiki!!!!!

Vandalism...
Can I ask *why* you replaced A with the text "mutch too hard". Not only was it inane, it was also misspelled. I've reverted it back to the proper content Kiand 21:07, 5 Oct 2004 (UTC)

Your account will be renamed
Hello,

The developer team at Wikimedia is making some changes to how accounts work, as part of our on-going efforts to provide new and better tools for our users like cross-wiki notifications. These changes will mean you have the same account name everywhere. This will let us give you new features that will help you edit and discuss better, and allow more flexible user permissions for tools. One of the side-effects of this is that user accounts will now have to be unique across all 900 Wikimedia wikis. See the announcement for more information.

Unfortunately, your account clashes with another account also called Coolboy. To make sure that both of you can use all Wikimedia projects in future, we have reserved the name Coolboy~enwiki that only you will have. If you like it, you don't have to do anything. If you do not like it, you can pick out a different name. If you think you might own all of the accounts with this name and this message is in error, please visit Special:MergeAccount to check and attach all of your accounts to prevent them from being renamed.

Your account will still work as before, and you will be credited for all your edits made so far, but you will have to use the new account name when you log in.

Sorry for the inconvenience.

Yours, Keegan Peterzell Community Liaison, Wikimedia Foundation 23:08, 19 March 2015 (UTC)

Renamed
 This account has been renamed as part of single-user login finalisation. If you own this account you can |log in using your previous username and password for more information. If you do not like this account's new name, you can choose your own using this form after logging in: . -- Keegan (WMF) (talk) 11:44, 22 April 2015 (UTC)

title: User talk:Coolboy~enwiki


text:
Pribylov

Pribylov (Прибылов) is a Russian masculine surname, its feminine counterpart is Pribylova. It may refer to
 * Gavriil Pribylov (died 1796), Russian navigator
 * Miroslava Pribylova (born 1970), Canadian volleyball player

title: Pribylov


text:
Effelder, Eichsfeld

Effelder is a municipality in the district of Eichsfeld in Thuringia, Germany. It is located in the center of the country.

title: Effelder, Eichsfeld


text:
Großbartloff

Großbartloff is a municipality in the district of Eichsfeld in Thuringia, Germany.

title: Großbartloff


text:
Extreme croquet

Extreme Croquet is a variation on croquet mainly distinguished by its lack of any requirement pertaining to out-of-bounds or field specifications. A close relative of the croquet played in most backyards and gardens, but expanded by more adventurous enthusiasts and played throughout the world in conditions unfamiliar to official tournament players.

Game setup
A typical extreme croquet game starts with location scouting, searching for terrain that might present interesting and novel challenges such as trees, roots, hills, sand, mud, or moving or still water. Play proceeds following the usual croquet rules, with alterations generally designed to handle circumstances not found in the garden game.

Traditional backyard croquet equipment can be used but is prone to damage. Mallets, made specifically for extreme croquet, are made from high-density polyethylene, aluminum, polycarbonate and other durable materials.

Rules
Different organizations use different sets of rules for extreme croquet. Variations include the following: The Richmond Extreme Croquet Group has these rules:
 * When one ball strikes another, the striker may choose to continue play as the strikee's ball.
 * A player receives an extra stroke for passing through a second story of a wicket.
 * A player may strike the ball with any part of the mallet, including a billiards-reminiscent style.
 * The first player through the second wicket determines the direction of play.
 * As each player reaches the starting post after clearing all wickets, they are "poison" and must declare their status to all players.
 * A non-poison player can eliminate a poison player by sending the latter through a wicket.
 * Passing through a wicket out of order is punished by sending the ball back to the previous post.
 * Small children, dogs, and ponies are legal obstacles, and if they interfere with the ball's placement, the player must still "play it where it lies."
 * Revert Rule: If a ball traverses its prior wicket in the opposite direction, this now becomes its current wicket; exceptions: (1) a rover cannot be reverted; (2) until the ball remakes that wicket, it cannot be reverted again.
 * Nosering Rule: Once per game, at the end of one's turn, one may move one's ball exactly one mallet head, except not into or thru any wicket in either direction; in a team game, one may use a teammate's unused nosering move.
 * Alzheimer's Rule: Before or after hitting the ball, if that player or anyone else realizes that the player forgot their current wicket, the hit is retaken (if in fact it has been taken), except when croqueting another ball; all players have the obligation to point this out.
 * Acts of Dog: If a player's ball is relocated by an unleashed dog, it shall be played from the location the dog releases the ball.  If the ball is released out of bounds, then the ball shall be played from the point (after adjusting for a mallet width from the boundary) it was removed from the field.
 * Dynamic Starting Order: After lagging to the stake for starting order, the players exercise the option to go or not go in order of closeness; after each player goes, the remaining players re-choose who goes next in the same order.
 * McKlintock Start: A ball still on start 1-out or 2-out cannot roquet another ball, nor can it be roquet'd without its owner's permission. Nevertheless, such a ball may hit or be hit by any other ball; however, the hitter's go is over and no deadness is established.

Extreme croquet locations
Extreme croquet dates back to the 1920s, when fashionable people built courses with sand traps and other hazards in California and on Long Island. The world's oldest extreme croquet club was founded 1975 in Sweden. The first documented extreme croquet matches in the United States took place in Friendswood, Texas, around 1995. A group of college kids looking for a bit more excitement than the traditional game could offer began to test the boundaries of the sport.

Boston University is the home of BU International Extreme Croquet Society. The organization was founded in 2008. On April 5, 2010 BU Today featured a film on the club.

The Northwest Arkansas Nonprofessional-professional Extreme Croquet Association, or NANECA utilizes both urban and natural settings for its free flowing extreme croquet.

Dubuque, Iowa is well accepted as the national epicenter of extreme croquet. The midwest town boasts two competitive extreme croquet leagues. ADCA (All Dubuque Croquet Association) was founded by Norman Charles Freund in 1982 and DCA (Dubuque Croquet Association) was founded by Norman's youngest heir, Gabriel Martin Freund in 2003. Both leagues have been featured in national publications.

title: Extreme croquet


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Küllstedt

Kuellstedt is a municipality in the district of Eichsfeld in Thuringia, Germany. It is named after the Kuell family, and their founder, Heinrich Charles Kuell, the Baron of Frankfurt and Prince of Thuringia.

title: Küllstedt