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Peter Baumann

Peter Baumann (born 29 January 1953) is a German musician. He formed the core line-up of the pioneering German electronic group Tangerine Dream with Edgar Froese and Christopher Franke in 1971. Baumann composed his first solo album in 1976, while still touring with the band, and embarked on a solo career in 1977. He founded the record label Private Music. Since the early 2000s, Baumann has devoted his time to studying and promoting initiatives in science and philosophy that shed light on the human condition.

Background
Peter Baumann was born in Berlin, Germany, in 1953, his father a composer, his mother an actress. When he was eight, the Berlin Wall was built, and Baumann entered the American/German Community School in Berlin, where he learned English and was first exposed to American culture. At age 14, Peter joined a cover band and performed at G.I. clubs. Then, in 1971, at age 18, he met Christopher Franke, and ended up joining Tangerine Dream as a replacement for their former organist Steve Schroyder.

Two years later, Tangerine Dream signed with Virgin Records and their first album on the label, Phaedra, became a Top 10 seller on the Melody Maker charts. As a result of this and other recording successes, Tangerine Dream toured the world for eight years. They also made successful forays into film scoring.

Baumann had temporarily left Tangerine Dream twice, first in 1973 (returning in time for Franke & Froese to shelf their current work on Green Desert and the three to start anew on what was to become Phaedra), and again in 1975, leaving Michael Hoenig as a temporary substitute for an Australian tour. His departure in 1977, shortly after the completion of the band's first U.S. tour, was final and led to a brief solo career.

During the 1980s, he founded a record label, Private Music, specializing in instrumental music in a style popularly referred to as new-age. Artists signed to the label included Yanni, Patrick O'Hearn, Jerry Goodman, Suzanne Ciani, and former bandmates Tangerine Dream. In 1996, the label was sold to Windham Hill Records' parent company, BMG, who continue to distribute some of the back catalogue of its more successful artists.

The Baumann Foundation
Following his music career, Peter Baumann moved to San Francisco, where in 2009 he founded the Baumann Foundation: a think-tank that explores the experience of being human in the context of cognitive science, evolutionary theory and philosophy. The foundation pursues its fundamental mission, to foster greater clarity about the human condition, by organizing initiatives that facilitate scientific research and promote discussions between scientists, contemplatives, and the public. The Baumann Foundation's main initiative is Beinghuman.org, a social website designed to spark a global conversation about how current developments in fields like behavioral economics, cognitive neuroscience, evolutionary psychology, genetics, anthropology, and philosophy can help people make sense of their experiences.

In 2012 the foundation sponsored Being Human 2012, an interdisciplinary conference held in San Francisco’s Palace of Fine Arts that brought together neuroscientists, philosophers, evolutionary theorists and meditation experts to hold a public dialogue about the nature of humanity.

Baumann is the co-author, with Michael W. Taft, of the 2011 book Ego: The Fall of the Twin Towers and the Rise of an Enlightened Humanity. The book draws on new research in neuroscience, evolutionary biology, and other scientific fields to examine the origin and history of the human ego and the evolutionary implications of the September 11 attacks.

Personal life
Baumann has been married to Alison Baumann since 1983, and has three children. He is the director of several real estate and natural resource companies. In addition to creating the Baumann Foundation, he is on the board of directors of the California Institute of Integral Studies and is a fellow of the Mind and Life Institute.

Albums

 * Zeit (1972)
 * Atem (1973)
 * Phaedra (1974)
 * Rubycon (1975)
 * Ricochet (1975)
 * Stratosfear (1976)
 * Sorcerer (soundtrack) (1977)
 * Encore (1977)

Albums

 * Romance '76 (1977) (LP)
 * Trans Harmonic Nights (1979) (LP)
 * Repeat Repeat (1981) (LP)
 * Strangers In The Night (1983) (LP)
 * Blue Room (promo cassette with Paul Haslinger & John Baxter) (1991)
 * Phase by Phase: A Retrospective '76 - '81 (1996) (CD)
 * Machines of Desire (2016) (CD)
 * Neuland (with Paul Haslinger) (2019) (CD, LP)

EP

 * Bicentennial Present (7" single) (1976)
 * Biking Up The Strand (7" single) (1979)
 * Realtimes (7" single) (1981)
 * Daytime Logic (Extended Dance Mix) (12" single) (1981)
 * The Russians are Coming (12" single, with Conrad Schnitzler) (1982)

Other appearances

 * Welcome to Joyland (with Leda, as 'Hacoon Mail') (1978)
 * Grosses Wasser (co-producer on the Cluster album) (1979)

title: Peter Baumann


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Jerry Unser Jr.

Jeremy Michael Unser Jr. (November 15, 1932 – May 17, 1959) was an American racecar driver. He was the 1957 USAC Stock Car champion.

Jerry was the first of the Unser family to compete at Indianapolis. In his only start, in 1958, he was caught up in a 13-car pileup on the first lap and flew over the turn three wall, emerging unhurt. He died in a practice crash before the 1959 Indianapolis 500, leaving behind a widow, Jeanne Unser, and two sons, Jerry and Johnny Unser.

His brothers Al and Bobby and his nephew Al Jr. have won the "500". His son Johnny and nephew Robby have also competed in the race.

Death
On May 2, 1959, on the second day of qualifying for the 1959 Indianapolis 500, Unser lost control of his car coming out of turn 4 on a practice lap. The car hit the wall after spinning, then went end over end down the front straightaway, leaving behind a trail of parts. The car burst into flames as a result. Track officials estimated his speed just before the accident to be about 133 mph. He was conscious during his rescue, yelling "My legs are on fire. Call my wife." Before he could be pulled from the vehicle, the fire had to be put out. Unser was taken to Methodist Hospital with a broken neck and 3rd degree burns over both legs and one arm. In critical condition, he suffered burns over 35 percent of his body, and was in a coma. Unser died from his injuries and pneumonia two weeks later on May 17, 1959. Following the accident, it became mandatory for drivers to wear fire-resistant driving suits. Most drivers already wore the suits, but some drivers at the time wore t-shirts.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Jerry Unser participated in 1 World Championship race but scored no World Championship points.

Complete Formula One World Championship results
(key) (Races in italics indicate fastest lap)

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

title: Jerry Unser Jr.


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Jim Hurtubise

James Ernest Hurtubise (December 5, 1932 – January 6, 1989) was an American racing driver who competed in Championship Cars, sprint cars and stock cars. Hurtubise enjoyed much success in sprint cars, champ dirt cars, and stock cars, and was the winner of the 1966 Atlanta 500; however, he never achieved the success at the Indianapolis 500 which his rookie qualifying run promised, when he out qualified pole-sitter Eddie Sachs by three mph, nearly breaking the 150 mph mark.

"Herk" was a fan favorite throughout much of his career because of his fun-loving attitude and his hard driving style.

Championship Car career
Hurtubise raced in the USAC Championship Car series in the 1959–1968 and 1970–1974 seasons, with 97 career starts. He finished in the top ten 38 times, with 4 victories, in 1959 at Sacramento, 1960 at Langhorne, and 1961 and 1962 at Springfield. In 1964, after suffering serious burns in an accident during the Rex Mays Classic at the Milwaukee Mile, doctors asked Hurtubise how he wanted his hands shaped permanently. Hurtubise told them to pin his hands so he cold hold a beer can, knowing that if he "could hold a beer can, (he) could hold a steering wheel." Hurtubise would later be awarded the Ralph DePalma award for overcoming his injuries to return to racing.

Hurtubise ran in ten Indianapolis 500 races between 1960 and 1974. His best finish was a 13th in 1962. Hurtubise was named the 1960 Indianapolis 500 Rookie of the Year.

In 1965, he qualified using a Novi engine, the last year that engine would be used in the race, having been considered obsolete several years before. The engine failed on the first lap, and he finished last.

In 1966, he entered a rear-engined car, which was taking over from the front-engined roadsters as the standard for the race, and finished 17th.

After failing to qualify in 1967, in 1968 he ran the last front-engined car to date in the race. He and his brother Pete designed and built the new roadster in their garage, naming it the "Mallard". He claimed the car was lighter than previous roadsters, which would allow it to be competitive with the other rear-engine cars.

From 1969 through 1971, he would continue to attempt to qualify with the roadster, but failed to make the field, which was now fully rear-engined cars.

In 1972, he had qualified a rear-engine car 13th. However on "bump day", he put the roadster, sponsored by Miller Beer in line to make a qualification attempt shortly before the closing deadline of 6:00 pm. The time expired before it was his turn to qualify. He then removed the engine cover to reveal that the car had no engine, but five chilled cases of his sponsor's product, which he shared with the other pit crews and race officials

From 1973 through 1975, he attempted to qualify rear-engine cars, missing the field in 1973 and 1975, while qualifying 28th in 1974, finishing the race 28th after blowing the engine on lap 31. This would be the last year he would successfully qualify for the race.

For the 1976 and 1977 races, he was back with his front-engine Mallard roadster, but wasn't quick enough to make the field. In 1978, he returned, once again attempting to qualify the Mallard, but Tom Binford, the chief steward, refused to allow him a qualifying attempt, stating the car had not showed it was capable of race speed during practice. He then sat in entrant Bob Harkey’s car for ten minutes refusing to move. After finally leaving the car he ran onto the track where he was tackled and apprehended by the police.

In subsequent years, he continued to attempt to get the Mallard into the field, with his final attempt in 1981. This was the final attempt for any front-engine car in the race, 13 years after the last time a car of that type had qualified for the race, and 17 years since the last time one had won.

Final race for the Mallard
In 1972, Hurtubise drove the Mallard in an IndyCar race at Michigan in 1972, qualifying 26th (last) and finishing 23rd. He drove the same car a year earlier at the Pocono 500, qualifying 33rd (last) and finishing 30th. This would be the last time a front-engine car would ever run in an IndyCar race.

NASCAR career
In 1957, Hurtubise started his NASCAR career running two races. Over the next twenty years, he would enter 36 races, winning one race at Atlanta Motor Speedway, and amassing eleven top ten finishes.

Personal life
Hurtubise was from the Buffalo suburb of North Tonawanda, New York.

Hurtubise died January 6, 1989, after suffering a heart attack near his home in Port Arthur, Texas. He was 56 years old. He is interred at Crown Hill Cemetery in Indianapolis.

Awards and honors
He was inducted into the National Sprint Car Hall of Fame in 1993. Hurtubise was the 1998 pioneer selection for the Northeast Dirt Modified Hall of Fame.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Hurtubise participated in one World Championship race, finishing eighteenth and receiving no points.

title: Jim Hurtubise


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Jim McWithey

Jim McWithey (July 4, 1927 – February 1, 2009) was an American racecar driver. He was born in Grammer, Indiana.

McWithey raced in the USAC Championship Car series in the 1956, 1957, 1959 and 1960 seasons, with 20 career starts, including the 1959 and 1960 Indianapolis 500 races. He finished in the top ten 9 times, with his best finish in 3rd position in 1960 at Trenton. His best season was 1959, when he placed fourth three times and also won dirt track sprint car features at Terre Haute, and Williams Grove. He died in February 2009 in Gainesville, Georgia, aged 81.

Complete Formula One World Championship results
(key)

title: Jim McWithey


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Jim Rigsby

James William Rigsby (June 6, 1923 – August 31, 1952) was an American racecar driver from Spadry, Arkansas. He was killed in a crash during a sprint car race at Dayton, Ohio.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Jim Rigsby participated in 1 World Championship race but scored no World Championship points.

title: Jim Rigsby


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Jim Rathmann (racing driver)

Royal Richard "Jim" Rathmann (July 16, 1928 – November 23, 2011), was an American racing driver who competed primarily in Championship Cars. Rathmann is best known for winning the Indianapolis 500 in 1960, emerging victorious after a race-long duel with Rodger Ward - as recently as 2023, a panel of fans and historians voted Rathmann's victory as the greatest '500' of all time. In Europe he is well-known for winning the 1958 Race of Two Worlds.

Rathmann and his older brother swapped names while teenagers. As a 16-year-old going by the name of Dick Rathmann, he wanted to start racing. To enter races, he borrowed his older brother's I.D. and assumed the identity of "Jim Rathmann." The name change stuck for life in public circles.

Championship Car career
Rathmann drove in the AAA and USAC Championship Car series in the 1949–1950 and 1952–1963 seasons with 38 starts, including the Indianapolis 500 during each of those seasons. He had 2 victories in addition to his Indianapolis 500 win, including the USAC Daytona 100.

Rathmann also participated in the two runnings of the Race of Two Worlds at Monza, Italy, winning the 1958 race, a non-championship event.

1960 Indianapolis 500 victory

Starting in the middle of the first row, Rathmann ran in the front the entire race. From the midway point on, Rathmann and fellow driver Rodger Ward were locked in a neck and neck duel for first. Tire wear became an issue as the race wore on and Rathmann was able to keep his wheels fresh long enough to outrace Ward to the finish. The race featured the most recorded lead changes in Indianapolis 500 history, and has often been considered the greatest Indianapolis 500 ever run.

Stock car career
Rathmann competed in three NASCAR races from 1949 to 1951, competing in one race during each of those years. He debuted in 1949 at Langhorne, dropping out with mechanical issues. In 1950, Rathmann raced at the prestigious Daytona Beach Road Course. Starting 17th in this event, Rathmann finished 12th. In his final race in 1951, Rathmann started 9th at Detroit, but dropped out with mechanical issues.

World Drivers' Championship career

The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship points and participation in addition to those which they received towards the AAA/USAC National Championship.

Rathmann participated in ten World Drivers' Championship races at Indianapolis. He won once, finished in the top three four times, recorded two fastest laps, and accumulated 29 World Drivers' Championship points. Rathmann's points total is the largest number of World Drivers' Championship points earned by a driver competing solely in the Indianapolis 500.

Post-racing career

Rathmann later owned a Chevrolet-Cadillac dealership in Melbourne, Florida, where he befriended astronauts Alan Shepard, Gus Grissom, and Gordon Cooper. Rathmann convinced GM President Ed Cole to set up a program which supplied each astronaut with a pair of new cars each year. Most chose a family car for their wives and a Corvette for themselves. Alan Bean recalls Corvettes lined up in the parking lot outside the astronaut offices at the Johnson Space Center in Houston, and friendly races between Shepard and Grissom along the Florida beach roads.

After retiring from the car business, Rathmann lived with his wife, Mary Kay, in Indialantic, Florida.

Death
During the decades after his victory, Rathmann was a regular visitor to the Indianapolis Motor Speedway during May each year. He drove the pace car several times. However, he missed the 100th-anniversary celebration in 2011 due to failing health. Rathmann died on November 23, 2011. He had reportedly suffered a seizure at his home days earlier and died at a hospice center in Melbourne, Florida.

Awards and honors
Rathmann has been inducted into the following halls of fame:
 * Florida Sports Hall of Fame (1978)
 * Auto Racing Hall of Fame (1993)
 * Motorsports Hall of Fame of America (2007)

FIA World Drivers' Championship results
(key) (Races in italics indicate fastest lap)

title: Jim Rathmann (racing driver)


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Jimmy Bryan

James Ernest "Jimmy" Bryan (January 28, 1926 – June 19, 1960) was an American racing driver. Well-known for his habit of racing with an unlit cigar, Bryan was a three-time National Champion, and won the Indianapolis 500 in 1958. In Europe he is well-known for winning the 1957 Race of Two Worlds.

Early life
Bryan was born on January 28, 1926, in Phoenix, Arizona, to Reginald Louis, a baker, and Pauline (née Wainwright).

Championship car career

Bryan drove in the AAA and USAC Championship Car series, racing in the 1952–1960 seasons with 72 starts, including each year's Indianapolis 500 race. He finished in the top ten 54 times, with 23 victories.

Bryan won the 1958 Indianapolis 500 and the 1954 AAA and 1956 and 1957 USAC National Championship. During his 1957 championship season, Bryan also won the inaugural running of the Race of Two Worlds at Autodromo Nazionale Monza, Italy.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship points and participation in addition to those which they received towards the AAA/USAC National Championship.

Bryan participated in nine World Drivers' Championship races at Indianapolis. He won once, finished in the top three three times, and accumulated 18 World Drivers' Championship points.

Death and legacy

Bryan died after a crash in a Championship car race at Langhorne Speedway in 1960, on the same day that two drivers were killed in the Belgian Grand Prix, making the day one of the most tragic in racing history. For many years one of the two Championship races at the Phoenix International Raceway was traditionally called the Jimmy Bryan Memorial. He was also memorialized in a song by Harry Weger titled "The Ballad of Jimmy Bryan". Bryan is buried in Phoenix's Greenwood/Memory Lawn Mortuary & Cemetery.

Awards and honors
Bryan has been inducted into the following halls of fame:
 * Arizona Sports Hall of Fame (1964)
 * Auto Racing Hall of Fame (1973)
 * National Sprint Car Hall of Fame (1994)
 * Motorsports Hall of Fame of America (1999)
 * International Motorsports Hall of Fame (2001)
 * National Midget Auto Racing Hall of Fame

FIA World Drivers' Championship results
(key)

title: Jimmy Bryan


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Jimmy Daywalt

Jimmy Daywalt (August 28, 1924 – April 4, 1966) was an American racecar driver.

Born in Wabash, Indiana, Daywalt served in the Army Air Corps during the Second World War, acting as a tail gunner in B-24s of the 392nd Bomb Group. After the war, he drove in the AAA and USAC Championship Car series, racing in the 1950, 1953–1957, 1959, and 1961–1962 seasons with 20 starts. He finished in the top ten 3 times. His best finish was in the 1953 Indianapolis 500, where he finished 6th and was named Rookie of the Year.

Daywalt died of cancer in Indianapolis, Indiana, aged 41. He is interred at Crown Hill Cemetery in Indianapolis.

Complete Formula One World Championship results
(key)

title: Jimmy Daywalt


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Jimmy Jackson (racing driver)

James Merriman Jackson (July 25, 1910 – November 25, 1984) was an American racing driver.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship participation, and were eligible to score WDC points alongside those which they may have scored towards the AAA/USAC National Championship.

Jackson participated in two World Drivers' Championship races at Indianapolis. His best finish was 15th place, and he scored no World Drivers' Championship points.

Indianapolis 500 results
* shared drive with Duane Carter

title: Jimmy Jackson (racing driver)


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Jimmy Reece

James Garland Reece Sr. (November 17, 1929 – September 28, 1958) was an American racecar driver. He died in an accident during a 1958 Champ Car race at Trenton Speedway.

1954 Bobby Ball Memorial race
On November 8, 1954, Reece crashed during the Bobby Ball Memorial, an AAA Champ Car event held at the Arizona State Fairgrounds, sustaining "a punctured lung, fractured right shoulder and possible internal injuries when his car flipped coming out of the south turn [...] and crashed into the east wall."

AAA Championship Trail
Reece and Bill Vukovich tied for 4th in the 1954 AAA championship standings. Reece scored 1000 points in 6 races by finishing 2nd, 3rd or 5th; Vukovich scored 1000 points for winning the Indianapolis 500.

Death
On September 28, 1958, Reece was killed during a USAC Champ Car race held at Trenton Speedway. On the first turn of the last lap, Reece's inside wheels got into the dirt next to the concrete track, causing his car to change its direction and run up an embankment. After bursting through a two-foot wooden fence on the edge of the track, the Kurtis 500G spiraled through the air and smashed down on a hurricane fence, having ejected Reece, who died of multiple injuries in an ambulance.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Jimmy Reece participated in 6 World Championship races but scored no World Championship points.

title: Jimmy Reece


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Joe James (racing driver)

Joseph David James (May 23, 1925 – November 5, 1952) was an American racecar driver. He was born in Saucier, Mississippi and died during a Champ Car race at San Jose Speedway.

Award
He was inducted in the National Sprint Car Hall of Fame in 1997.

Legacy
Salem Speedway honored him along with Pat O'Connor with an annual title event. The 2020 event was part of the USAC Silvercrown series.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship schedule from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Joe James participated in 2 World Championship races but scored no World Championship points.

title: Joe James (racing driver)


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Johnnie Parsons

John Woodrow "Johnnie" Parsons (July 4, 1918 – September 8, 1984) was an American racing driver in the AAA and USAC Championship Car series. He was the 1949 AAA national champion, and won the 1950 Indianapolis 500.

Parsons was known as a "charger" - needing others to compete against in order to bring out the best in him as a driver - frequently moving from near the back of the grid to the front in spectacular displays of driving ability. He drove for several seasons on a team owned by Frank Kurtis, owner of Kurtis Kraft, the leading constructor of AAA Championship cars during the early 1950s.

Early life
Parsons was born in Los Angeles, California, to Harmon and Belle Parsons, who both made their living in show business. By the age of three, Parsons was a participant in his family's song-and-dance act, working vaudeville theaters of the Orpheum Circuit. During these experiences Parsons developed a knack for showmanship that helped him become a fan favorite during his racing career. Parsons' parents separated in the mid-1920s, after which he went to live with his uncle, Jack Bridges, who owned a garage in Los Angeles.

Among those who leased space from Bridges included local legend dirt track driver Fred Lecklider, rising star Frank Lockhart, and Ralph DePalma, winner of the 1915 Indianapolis 500. Exposure to these drivers coupled with the experiences attending his first races at the Legion Ascot Speedway during the late 1920s inspired Parsons to aspire to a driving career for himself. As a teenager, he sold programs during midget races in the grandstands of venues such as Gilmore Stadium.

Parsons was heavily influenced by drivers such as Bob Swanson - a two-time winner of the Turkey Night Grand Prix - who were also skilled mechanics. Parsons, determined to emulate the career of Swanson, learned to weld and work on cars, becoming multi-talented within the sport. During junior high school he began working for some of the local drivers who had cars stored at his uncle's garage. By the time of his graduation from Polytechnic High School, he had worked for drivers such as Curly Wetteroth and Kelly Petillo. He was then hired by an engineering firm in Glendale, where he did design layouts and worked as a welder.

Midget and Sprint car career
Parsons' open-wheel racing career began in 1940, competing in a midget race at Atlantic Boulevard Speedway in Los Angeles. Later that year, he scored his first victory at a race held in Colton, California. Around this time he began competing in semi-professional, United Midget Association (UMA) sanctioned midget races on the U.S West Coast. In 1942, Parsons won the UMA championship, winning 18 races during the season, which was interrupted by the Second World War. During the war, Parsons worked for the Douglas Aircraft Company.

Post-war, Parsons resumed racing in UMA sanctioned events throughout California. He also turned professional, in one week racing as often as five nights, and twice during Sundays. In 1947, Parsons raced out of state for the first time, relocating to the Midwest, where he competed in AAA-sanctioned events held throughout the United States. In 1948, Parsons claimed the AAA Midwest Midget championship, a year during which he won the prestigious third feature of the Night Before the 500 triple-header held at the 16th Street Speedway - located across from the Indianapolis Motor Speedway. His successes during this year earned Parsons Championship Car opportunities.

Parsons continued racing midgets during his Championship car career. He won the 1955 Turkey Night Grand Prix midget car race, and also began racing sprint cars. In 1951, he finished third in the AAA Eastern Sprint Car championship.

Championship car career

Parsons began racing in the AAA after World War II. Parsons finished second in his first Indy 500 in 1949. He won the season championship that season. He also won the 1950 Indianapolis 500.

After he retired, he became the Chief Steward for the USAC Midget division on the West Coast in the 1970s.

World Drivers' Championship career

The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship points and participation in addition to those which they received towards the AAA/USAC National Championship.

Parsons participated in nine World Drivers' Championship races at Indianapolis. He won once, recorded one fastest lap, and accumulated 12 World Drivers' Championship points.

Parsons is one of only three drivers to win on their World Drivers' Championship début. The other two are Nino Farina, who won the inaugural World Championship race – the 1950 British Grand Prix, 17 days earlier – and Giancarlo Baghetti, who won the 1961 French Grand Prix.

Personal life
Around 1942, Parsons met and married his first wife, Arza. Together they had two children; a son, John Wayne Parsons, and a daughter, Joan. John, commonly referred to as "Johnny Parsons, Jr.," would grow up to also become a race car driver. Parsons, Sr. and Arza separated around 1947. Arza would later marry Duane Carter, having a son, Duane, Jr. - commonly known as "Pancho" - who coincidentally also grew up to be a race car driver.

In 1947, Parsons married his second wife, Lila, together having a daughter, named Patricia.

Borg-Warner Trophy

Johnnie Parsons had the dubious distinction of being the only Indianapolis 500 winner to have his name misspelled on the Borg-Warner Trophy. The silversmith engraved "Johnny" instead of "Johnnie." He had a son named Johnny who competed at Indy a dozen times. Evidence of the engraver's mistake can be seen in MGM’s production, To Please a Lady (1950). When the camera pans across Johnnie Parsons' name and bust relief, while they’re doing a brief segment on the trophy, his misspelled name is revealed. In 1991, during a trophy restoration project, it was proposed to correct the spelling, albeit posthumously. However, it was decided to keep the error intact, as part of the trophy's lore.

Awards and honors
Parsons has been inducted into the following halls of fame:
 * National Midget Auto Racing Hall of Fame (1984)
 * Auto Racing Hall of Fame (1986)
 * Motorsports Hall of Fame of America (2004)
 * National Sprint Car Hall of Fame (2008)

Indianapolis 500 results

 * Parsons initially failed to qualify for the 1957 Indianapolis 500. However, Dick Rathmann (who had qualified) was mugged the day before the race and therefore deemed unable to drive. Parsons was selected as replacement driver for the car and allowed to start from the position Dick Rathmann had qualified the car at (in later years such a driver change would see the car in question moved to the rear of the field).

FIA World Drivers' Championship results
(key) (Races in italics indicate fastest lap)

title: Johnnie Parsons


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Kate & Anna McGarrigle (album)

Kate & Anna McGarrigle is the debut album by Kate & Anna McGarrigle, released in January 1976. Guest musicians on the album include Lowell George, Bobby Keys, Jay Ungar, and Tony Levin as well as family and friends such as eldest sister Jane McGarrigle, Anna McGarrigle's husband Dane Lanken, and the siblings' old friend Chaim Tannenbaum.

"Swimming Song" was written and originally performed by Kate's husband at the time, singer-songwriter Loudon Wainwright III, who is also referenced (without being explicitly named) in the song "Go Leave".

Reception
In 2011, the British composer and television presenter Howard Goodall chose it as one of his "six best albums", stating "For me the two outstanding cuts are the utterly beautiful 'Heart Like a Wheel' and the French-Canadian pseudo-folk song 'Complainte pour Ste-Catherine'... the pair's gentle harmonies are unmistakable and unforgettable."

Awards
On 25 December 1976, the album was voted Rock Album of the Year by London's Melody Maker. It was also listed at #5 on the 1976 Pazz & Jop poll. In 2016, the album was named as the jury winner of the Polaris Heritage Prize in the 1976-1985 division.

Notable covers
The album includes "Heart Like a Wheel" (by Anna McGarrigle), which was first recorded in 1972 by McKendree Spring, then by Linda Ronstadt in 1974. That song subsequently has been covered by several other artists, including Billy Bragg, Katie Moore, The Corrs, and June Tabor.

Another song from the album, "(Talk to Me of) Mendocino" (by Kate McGarrigle), was also covered by Linda Ronstadt on her 1982 album Get Closer, by the English singer-songwriter John Howard on his 2007 E.P. The Bewlay Brothers, by Nona Marie and The Choir on their 2011 eponymous album, and by Karine Polwart and Dave Milligan on their 2021 record Still As Your Sleeping.

The song "Complainte pour Ste-Catherine" (by Anna McGarrigle and Philippe Tatartcheff) was covered by the British pop singer Kirsty MacColl in 1989.

The song "Go Leave" (by Kate McGarrigle) was covered by Anne Sofie von Otter with Elvis Costello.

Track listing

 * 1) "Kiss and Say Goodbye" (Kate McGarrigle) – 2:47
 * 2) "My Town" (Anna McGarrigle) – 2:57
 * 3) "Blues in D" (Kate McGarrigle) – 2:43
 * 4) "Heart Like a Wheel" (Anna McGarrigle) – 3:08
 * 5) "Foolish You" (Wade Hemsworth) – 3:02
 * 6) "(Talk to Me of) Mendocino" (Kate McGarrigle) – 3:08
 * 7) "Complainte pour Ste-Catherine" (Anna McGarrigle, Philippe Tatartcheff) – 2:48
 * 8) "Tell My Sister" (Kate McGarrigle) – 3:37
 * 9) "Swimming Song" (Loudon Wainwright III) – 2:26
 * 10) "Jigsaw Puzzle of Life" (Anna McGarrigle) – 2:29
 * 11) "Go Leave" (Kate McGarrigle) – 3:19
 * 12) "Travellin' on for Jesus" (Traditional; arranged by J. Spence) – 2:42

Personnel

 * Anna McGarrigle - vocals, keyboards, banjo, button accordion
 * Kate McGarrigle - vocals, banjo, piano, guitar
 * Jane McGarrigle (credited as "Jane McGarrigle Forsland") - organ, backing vocals
 * Chaim Tannenbaum - guitar, harmonica, backing vocals
 * Lowell George, David Spinozza, Greg Prestopino, Hugh McCracken, Tony Rice, Amos Garrett, Andrew Gold - guitar
 * David Grisman - mandolin
 * Peter Weldon - banjo, backing vocals
 * Jay Ungar - fiddle
 * Gib Guilbeau - fiddle
 * Red Callender - bass
 * Tony Levin - bass on "Complainte pour Sainte-Catherine"
 * Steve Gadd - drums
 * Russ Kunkel - drums
 * Joel Tepp - harmonica, clarinet
 * Bobby Keys - tenor saxophone
 * Plas Johnson - alto saxophone, clarinet
 * Nick DeCaro - accordion
 * Dane Lanken - backing vocals
 * Technical
 * John Wood - engineer
 * Gail Kenney - front cover photography

title: Kate & Anna McGarrigle (album)


text:
Johnnie Tolan

Johnnie Tolan (October 22, 1917 – June 6, 1986 in Redondo Beach, California) was an American racecar driver.

Racing career
Tolan won 45 midget car races in 1946, and won the Rocky Mountain Midget Racing Association championship. Tolan repeated his championship in 1947, and scored 47 wins. He had 27 feature wins in 1948.

He captured the 1950 AAA Midwest championship. He captured his first National Midget championship in 1952, as well as the Midwest championship. He won the 1953 Night Before the 500 midget car race.

He competed at the Indianapolis 500 in 1956, 1957, and 1958. His best finish was thirteenth in 1958.

Tolan traveled with Bob Tattersall and Jimmy Davies to Australia in 1964. Tolan suffered career ending back injuries at the Sydney Showgrounds.

Tolan had a ritual at each midget racing event. He would smoke a cigarette during warmups. He would flip the cigarette toward the starting line on his first high speed lap. He believed that he would have a successful night if he hit the mark.

Career award

 * He was inducted in the National Midget Auto Racing Hall of Fame in 1988.

World Championship career summary
The Indianapolis 500 was included in the FIA World Championship from 1950 to 1960. Drivers racing at Indy during that period earned World Championship points and participation recognition. Johnnie Tolan competed in 3 World Championship races but did not score any World Championship points.

title: Johnnie Tolan


text:
Johnny McDowell

John Maxwell McDowell (January 29, 1915 – June 8, 1952) was an American racecar driver from Delavan, Illinois. He died in a qualifying crash at the Milwaukee Mile the week after the 1952 Indy 500.

Racing career
McDowell was raised in Pasadena, California. He began racing cars at Legion Ascot Speedway in 1934. He later moved on to the independent circuits in the Northwestern United States. He then moved to the CSRA circuit based in Ohio. He had his first experience at the Indianapolis 500 as a riding mechanic for Frank Wearne in 1937. McDowell raced against top midget car drivers at Gilmore Stadium in 1939. He held the points lead until September, and he finished second in the points behind Bob Swanson. He won thirteen features at the track, and is ninth on the track's all-time win list. McDowell finished second in the AAA West Coast midget car points standings in 1947. He also won the 1947 Turkey Night Grand Prix.

McDowell moved to the Midwestern United States in 1948. He won at least eight AAA midget car features, and won the 1948 Soldier Field title.

McDowell competed in the 1949 to 1952 Indianapolis 500 races. He was killed at the Champ Car race at the Milwaukee Mile on June 8, 1952, at age 37.

Career awards

 * He was inducted in the National Midget Auto Racing Hall of Fame in 2003.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Johnny McDowell participated in 3 World Championship races but scored no World Championship points.

title: Johnny McDowell


text:
Jud Larson

Eugene Wesley "Jud" Larson (January 21, 1923 Grand Prairie, Texas – June 11, 1966 Reading, Pennsylvania) was an American racecar driver.

Larson drove in the USAC Championship Car series, racing in the 1956-1959 and 1964-1965 seasons with 53 starts, including the 1958 and 1959 Indianapolis 500 races. He finished in the top ten 38 times, with 7 victories.

Larson died as a result of injuries sustained in a sprint car crash that also claimed the life of Red Riegel. Larson is buried at Cook-Walden Capital Parks Cemetery and Mausoleum in Pflugerville, Texas.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Jud Larson participated in 2 World Championship races but scored no World Championship points.

Awards
He was inducted in the National Sprint Car Hall of Fame in 1992.

title: Jud Larson


text:
Larry Crockett

Larret Julian "Crash" Crockett (October 23, 1926 in Cambridge City, Indiana – March 20, 1955 in Langhorne, Pennsylvania) was an American racecar driver. Crockett made 10 Championship Car starts all in the 1954 season with a best finish of 4th in the Pikes Peak International Hillclimb which counted for National Championship points at the time and finished in 11th in the 1954 points championship. Nicknamed "Crash" because of frequent racing mishaps, Crockett qualified for his first Indianapolis 500 in 1954. He finished ninth and earned Rookie-of-the-Year honors. He was killed in a racing accident at Langhorne Speedway the following spring.

Complete Formula One World Championship results
(key)

title: Larry Crockett


text:
Lee Wallard

Leland Wallard (September 7, 1910 – November 29, 1963) was an American racing driver. After a slow start to his career, the unheralded Wallard scored a "Cinderella" victory, authoring a dominating performance in the 1951 Indianapolis 500. Days later, Wallard's career ended as he suffered severe burns when his car caught fire during a promotional event.

Early life and career
Wallard was born in Schenectady, New York. He began competing in 1935, racing at dirt tracks and local fairgrounds. He endured a difficult start to his career, including an accident in which he broke his pelvis. He appeared in his first Championship Car event, Syracuse 100, in 1941.

Wallard enlisted in the U.S. Navy during the Second World War, serving with the U.S. Navy Seabees. He spent part of the conflict in Alaska, operating a bulldozer during the construction of numerous airfields.

Championship car career
Wallard resumed his racing career following the war, competing more often at the AAA Championship level. He scored one victory in a "big car" event during the anomalous 1946 season. He scored his second, a regular "Championship car" victory, at DuQuoin during 1948.

Indianapolis 500 victory

In the 1951 Indianapolis 500 Wallard drove the Number 99 Belanger Special to victory, at age 40. Tony Bettenhausen had passed up the car, because he wanted to drive a newer front-wheel drive vehicle.

Starting on the front row, Wallard dominated the event, setting a pace that his competitors and their equipment struggled to match. Wallard led 159 of the 200 laps, and became the first driver to complete the event in less than four hours.

Career-ending injury
A week after winning the Indianapolis 500, Wallard was injured during an auto race in Reading, PA. He was severely burned when his race car caught fire in the home stretch of that race. He required 27 skin grafts. In 1954 he attempted to compete in Indianapolis again. He retired before qualifications, discovering the loss of muscle tissue he suffered in his accident made it impossible for him to handle his car at a competitive speed.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship participation, and were eligible to score WDC points alongside those which they may have scored towards the AAA/USAC National Championship.

Wallard participated in two World Drivers' Championship races at Indianapolis. He won once, and set one fastest leader lap. He scored nine World Drivers' Championship points.

Post-driving life
Wallard later moved to Florida, and died of a heart attack related to the injuries he had suffered in 1951.

Awards and honors
Wallard has been inducted into the following halls of fame:
 * Auto Racing Hall of Fame (1955)
 * Schenectady City School District Athletic Hall of Fame (2013)

AAA Championship Car results

 * 1946 table only includes results of the six races run to "championship car" specifications. Points total includes the 71 races run to "big car" specifications.

FIA World Drivers' Championship results
(key) (Races in italics indicate fastest lap)

title: Lee Wallard


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Len Duncan

Len Duncan (July 25, 1911 Brooklyn, New York – August 1, 1998 Lansdale, Pennsylvania) was an American race car driver. Duncan raced midget cars in seven decades from 1920s until the 1980s. During World War II, received the honor of being assigned as President Harry S. Truman's driver during one of his visits to England. Mario Andretti credits Duncan with having a great influence on his professional life. Andretti raced against Duncan in the American Racing Drivers Club (ARDC) series in 1963.

Midget car career
Duncan began racing in 1928. Duncan was the AAA Eastern Midget Champion. Duncan won eight American Racing Drivers Club (ARDC) championships during the thirteen years between 1955 and 1967.

Career award

 * He was inducted in the National Midget Auto Racing Hall of Fame in 1991.

Complete Formula One World Championship results
(key)
 *  * Indicates shared drive with George Fonder

title: Len Duncan


text: Category:Kate & Anna McGarrigle albums

title: Category:Kate & Anna McGarrigle albums


text:
Len Sutton

Len Sutton (August 9, 1925 – December 3, 2006) was an American racecar driver. He is best known for finishing second at the 1962 Indianapolis 500.

Early racing career
A lifelong resident of Portland, Oregon, Sutton became involved in auto racing after serving in the Navy during World War II. He spun out in the first corner on his first lap at a dirt track. Sutton won Oregon Racing Association championships in 1949, 1950, 1954, and 1955. He flipped his car to avoid cattle during the 1954 Carrera Panamericana road race (now Baja 1000). He was in a body cast for 4 months. He also won midget car racing championships in Portland before he headed east to become a national touring driver.

National circuits
He raced in the AAA and USAC Championship Car series from 1955 to 1965, with 76 career starts, 43 top ten finishes, and 3 victories.

Sutton completed his rookie test for the Indianapolis 500 in 1956. He flipped his car while attempting 140 miles per hour for the 1957 Indianapolis 500. He slide upside down with his helmet scraping the asphalt for nearly 1000 feet (300 m). A report in the following day's Indianapolis News said "Sutton was at first believed dead by observers on the scene." His injuries included broken shoulder, serious abrasions on his back, and a fractured skull. He returned to Indianapolis the following year and made his first start in the event. That year he finished 32nd after being eliminated in a multi-car accident during the first lap. He competed in the 500 six more times and had his best result in 1962. After starting the race 4th, he led 9 laps and finished second behind his teammate Rodger Ward. The next year, he set an unofficial Indianapolis Motor Speedway record when he went over 155 mi/h during a tire test.

Known for his versatility as a driver, Sutton also competed in roadsters, midgets, sprint cars, and stock cars. He finished 31st in the 1963 Daytona 500. Sutton decided to retire from driving during a 1965 race at Langhorne Speedway. Fellow competitor Mel Kenyon was severely burned in the race.

Broadcaster after retirement and death
After retiring from driving, Sutton went into broadcasting and was a member of the Indianapolis Motor Speedway Radio Network for many years.

Sutton died at his home in Portland at age 81 after a long battle with cancer.

Awards

 * He was inducted in the West Coast Stock Car Hall of Fame in 2005
 * He was a member of the Oregon Sports Hall of Fame
 * Sutton was named to the National Midget Auto Racing Hall of Fame in 2009

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Len Sutton participated in 3 World Championship races but scored no World Championship points.

title: Len Sutton


text:
Mack Hellings

Ronald 'Mack' Hellings (September 14, 1915 – November 11, 1951) was an American racecar driver from Fort Dodge, Iowa. He died in a plane crash in Kern County, California in 1951.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Mack Hellings participated in 2 World Championship races, with a best finish of thirteenth.

title: Mack Hellings


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Marshall Teague (racing driver)

Marshall Pleasant Teague (February 22, 1921 – February 11, 1959) was an American race car driver nicknamed by NASCAR fans as the "King of the Beach" for his performances at the Daytona Beach Road Course.

He walked into fellow Daytona Beach resident Smokey Yunick's "Best Damned Garage in Town", and launched Yunick's NASCAR mechanic career.

Career

Teague won seven of the 23 NASCAR Grand National Series races from 1949 through 1952.

Teague approached the Hudson Motor Car Company by traveling to Michigan and visiting the automaker's factory without an appointment. By the end of his visit, Hudson virtually assured Teague of corporate support and cars, formalizing the relationship shortly after that. This "is generally regarded as the first stock car racing team backed by a Detroit auto manufacturer."

During the 1951 and 1952 racing seasons, Teague was a member of the Hudson Motors team and drove what were called the "Fabulous Hudson Hornet" stock cars.

Teague was also instrumental in helping Hudson tune the 308 CID straight-6 powered Hudson Hornet to its maximum stock capability. Combined with the car's lightweight and low center of gravity, the Hornet allowed Teague and the other Hudson drivers to dominate stock car racing from 1951 through 1954, consistently beating out other drivers in cars powered by larger, more modern engines. Smokey Yunick and Teague won 27 of 34 events in major stock car events.

In 1953, Teague dropped out of NASCAR following a dispute with NASCAR founder William France Sr. and went to the AAA and USAC racing circuits.

The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Teague participated in three World Championship races, but scored no World Championship points.

Death
Driving a reconfigured Indy car at the newly opened Daytona International Speedway, Teague died while attempting to break the closed course speed record, which Tony Bettenhausen had established in qualifying for the 1957 Race of Two Worlds at about 177 mph. Teague was conducting test sessions in preparation for the April start of the 1959 USAC Championship Car season, piloting a "Sumar Special" streamliner, a Kurtis Kraft chassis with a 270 CID Meyer-Drake Offenhauser engine, streamlined fenders, and a canopy enclosing the driver, thus being classified as Formula Libre.

On February 9, 1959, Teague, clocked at 171.821 mph, markedly improved Ed Elisian's unofficial 148-mph-one-lap record for an American race track, which had been set in preparation for the 1958 Indianapolis 500.

The next day, the left rear tire was cut as a result of running over a foreign object, which forced Teague to pit.

Teague tried to go even faster on February 11, 1959, eleven days before the first Daytona 500. "Teague pushed the speed envelope in the high-powered Sumar Special streamliner – to an estimated 140 mph." His car spun and flipped through the third turn, and Teague was thrown, seat and all, from his car. He died nearly instantly, eleven days shy of his 38th birthday.

Legacy
Teague was the inspiration for Doc Hudson in the film Cars.

Awards and honors

 * AAA Stock Car Driver of the Year (1951)
 * National Motorsports Press Association (NMPA) Hall of Fame (1968)
 * National Auto Racing Hall of Fame (1988)
 * TRS/NASCAR Mechanics Hall of Fame (1989)
 * Racing Writers and Broadcasters Association Hall of Fame (1991)
 * Motorsports Hall of Fame of America (2014)

Indianapolis 500
* Shared drive with Duane Carter, Jimmy Jackson and Tony Bettenhausen

** Shared drive with Gene Hartley

NASCAR
(key) ( Bold – Pole position awarded by qualifying time. Italics – Pole position earned by points standings or practice time. * – Most laps led. ** – All laps led. )

title: Marshall Teague (racing driver)


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Mike Magill

Charles Edward "Mike" Magill (February 8, 1920; Haddonfield, New Jersey – August 31, 2006; Haddonfield, New Jersey) was an American racecar driver.

After serving in the Army during World War II, Magill raced in the AAA and USAC Championship Car series from 1955 to 1959, with 15 career starts. He finished in the top ten 7 times, with his best finish in 4th position in 1955 at Langhorne.

Magill competed in the Indianapolis 500 three times, with his first start coming in 1957. The next year, when racing legend Juan Manuel Fangio was unable to compete due to a contractual conflict, Magill drove the car in which Fangio had been practicing. He was involved in an accident in the first lap of the race but, after over an hour in the pits, he returned to the track to finish 17th. He drove in his final 500 in 1959, when he was eliminated from the race in a four-car accident.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Mike Magill participated in 3 World Championship races but scored no World Championship points.

title: Mike Magill


text:
Talk:Lenovo Group

This page needs to be merged with Lenovo Group. cbm 09:15, 7 Dec 2004 (UTC)

title: Talk:Lenovo Group


text:
Myron Fohr

Myron William Fohr (June 17, 1912 – January 14, 1994) was an American racing driver, notable for his Indy car career. He finished runner-up in the American Automobile Association (AAA) National Championship in 1948 and 1949, and twice raced in the Indianapolis 500.

Racing career
Fohr made 25 AAA Championship car starts from 1947 through 1950. He won four times, twice in 1948 (at Milwaukee and Springfield) and twice in 1949 (at Milwaukee and Trenton; back-to-back rounds of the championship). He finished second in the national championship in both 1948 and 1949. Aside from a good finish in the Indianapolis 500, Fohr endured a dismal 1950 season, failing to qualify several times. His last Championship car appearances came in 1951, when he failed to qualify for both the Indianapolis 500 and the following race at the Milwaukee Mile.

Fohr won a number of AAA-sanctioned stock car feature races at his hometown track, the Milwaukee Mile.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship participation, and were eligible to score WDC points alongside those which they may have scored towards the AAA/USAC National Championship.

Fohr participated in one World Drivers' Championship race at Indianapolis. He finished in 11th place, and he scored no World Drivers' Championship points.

title: Myron Fohr


text: File:Kamcgarrigle-st.jpg

title: File:Kamcgarrigle-st.jpg


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Talk:Lenovo

Is Lenovo Chinese or American (or both)
There has recently been some edit conflicts about whether Lenovo is Chinese or American (or "Chinese/American"). I lean towards it being Chinese because the main argument for Lenovo being American is that it has an "operational headquarters" in NC (there is also one in Beijing, and the main HQ is in Hong Kong). The company originated in China, is managed mostly by Chinese citizens, and is traded on the Hong Kong stock exchange. Also, see all the sources cited in the article which call it a Chinese company. Lenovo doesn't become American because it bought the Thinkpad from IBM and has a base in Morrisville. Amazon has a European HQ in Luxembourg and it bought British-created IMDb, does that make it European? 2600:1004:B096:6C3:9782:FC35:7AA1:8D25 (talk) 21:12, 26 October 2022 (UTC)

 * @2600:1004:B096:6C3:9782:FC35:7AA1:8D25 American definitely 2001:BC8:1E00:8415:0:0:0:1 (talk) 20:21, 6 January 2023 (UTC)
 * FYI the edit warring is likely due to the activity of the "Linde PLC vandal".
 * See here: https://en.wikipedia.org/wiki/Wikipedia:Long-term_abuse/Linde_plc_vandal CameronNemo (talk) 19:33, 17 August 2023 (UTC)
 * Someone seems to take great care to keep that claim here. I've checked this page in other languages and most say it's Chinese... 77.118.229.80 (talk) 17:12, 2 March 2024 (UTC)

Is a trial testimony excerpt an appropriate source?
This trial testimony transcript says, at page 71, lines 5-13: "Q Anything else going on during 2008 with other technology that was found to be counterfeit being used by the military in Iraq?

A The primary thing that was found was Lenovo laptops. IBM Think Pads were outsourced to a company in China called Lenovo to be built. A large amount of Lenovo laptops were sold to the US military that had a chip encrypted on the motherboard that would record all the data that was being inputted into that laptop and send it back to China."

So that reference is definitely relevant, and shouldn't (IMO) have been removed just because it's tangential to what the court case is about. But there may be other reasons not to readd it (as a properly marked-up reference this time). Opinions? The Crab Who Played With The Sea (talk) 21:08, 4 January 2023 (UTC)

Missing Product Section
I know "original research" is forbidden or I'd fix this article myself. It's missing a Lenovo Tablet section. I came here to learn about the "Lenovo Tab P12", but I guess it isn't "significant"?172.113.33.43 (talk) 03:19, 24 February 2023 (UTC)

 * mot click wifi icon 117.96.16.148 (talk) 07:13, 19 February 2024 (UTC)

Request Update to Russia/Ukraine Section
Hi. My name is Stuart and I work for Lenovo. The current page has a section called "Response to 2022 sanctions against Russia". The Wall Street Journal published an article elaborating on Lenovo ceasing operations in the country. I wanted to ask that someone incorporate the WSJ article and prepared a draft addition (see highlighted): "During the Russian invasion of Ukraine, Lenovo reportedly suspended shipping to Russia on or before February 25, 2022 and, although it didn't confirm the suspension, faced a domestic backlash from Internet users in China. The Wall Street Journal also reported that Lenovo stopped all shipments to Russia, though they did not announce it publicly."

Also, I wanted to ask if it was appropriate to have a dedicated section on Ukraine. Wikipedia's Manual of Style discourages short sections and WP:CRITS discourages dedicated sections for individual controversies. Lenovo was not substantially involved in the war and its response to it was not anything unusual. I think it would be better placed near the end of the History section. StuartGill (talk) 16:26, 21 June 2023 (UTC) StuartGill (talk) 16:26, 21 June 2023 (UTC)

 * Re your suggested addition: it seems to me it doesn't say anything the existing text doesn't already say, so I'd just add the WSJ ref to the existing text.
 * Re your question about a dedicated Ukraine section, I have no opinion. The Crab Who Played With The Sea (talk) 21:31, 22 June 2023 (UTC)

Update to U.S. Marine Network Security Breach section
The bottom of the page has a section called "U.S. Marine Network Security Breach" that alleges Lenovo secretly installed spy chips on U.S. military equipment for China. The section is cited to this Bloomberg story. However, NPOV requires summarizing major viewpoints with due weight. Therefore, I think the section should also include this Gizmodo story criticizing Bloomberg's investigation.

The Gizmodo article says the Bloomberg investigation is "widely disputed" and "drew widespread criticism from other journalists and commentators...It’s a wild report and was summarily panned as questionable, at best." Specifically, "The primary complaint is that it lacks hard evidence and is instead based largely on anonymous sources whose claims cannot be fact-checked by third parties — a common complaint against reports based on unnamed sources..."

Pursuant to WP:COI, I'm requesting an impartial editor consider my request to balance the section with the Gizmodo story. I can put together a draft couple sentences upon request. Best regards. StuartGill (talk) 15:08, 19 September 2023 (UTC)

 * [Note: StuartGill pinged me on my talk page to take a look at this; I don't know why me in particular and I don't usually respond to direct requests to jump a queue but actually following the COI rules shouldn't result in having the request sit silently for half a year.]
 * Hi, I agree the Gizmodo article strongly disagrees with the Bloomberg report, but a quick google isn't giving me any other sources disputing it, and plenty agreeing. Could you point me at some other sources making similar arguments? I'm reluctant to highlight too strongly the argument of one source among many uncritically reporting the Bloomberg story, though I agree the section could use some balance in that direction. Rusalkii  (talk) 18:38, 19 March 2024 (UTC)

title: Talk:Lenovo


text:
Gourmand

A gourmand is a person who takes great pleasure and interest in consuming particularly good food and drink. Gourmand originally referred to a person who was "a glutton for food and drink", a person who eats and drinks excessively.

Etymology
Gourmand was derived from a French word that has different connotations from the similar word gourmet, which emphasizes an individual with a, discerning palate and is more often applied to the preparer than the consumer of the food. But in practice, the two terms are closely linked, as both imply the enjoyment of good food. In his book Alamanach de las Gourmands, Grimod De la Reynière wrote that a gourmand is not only a person endowed with an excellent stomach and strong appetite, but also adds to these advantages a delight taste. Reynière concluded that the first principle lies in a single delicate palate, matured with a long experience. The French Academy dictionary suggested that the term 'gourmand' was a synonym of 'glutton' or 'greedy'.

An alternative and older usage of the word is to describe a person given to excess in the consumption of food and drink, as a glutton or a trencherman.

Regarding the latter usage of the term, there is a parallel concern among the French people that their word for the appreciation of gourmet cuisine gourmandise is historically included in the French Catholic list of the seven deadly sins. With the evolution in the meaning of gourmand (and gourmandise) away from gluttony and towards the connoisseur appreciation of good food, French culinary proponents are advocating that the Catholic Church update said list to refer to gloutonnerie rather than gourmandise.

Another alternative use has gained popularity among perfume and cologne designers. In this field, gourmand refers not to a person but to a category of scents related to foods, such as cocoa, apple, and plum.

title: Gourmand


text:
Pat Flaherty (racing driver)

George Francis "Pat" Flaherty (January 6, 1926 – April 9, 2002) was an American racing driver who won the Indianapolis 500 in 1956.

Championship car career

Flaherty drove in the AAA and USAC Championship Car series, racing in the 1950, 1953–1956, 1958–1959, and 1963 seasons with 19 starts, including the Indianapolis 500 races in 1950, 1953, 1955, 1956, and 1959. He finished in the top ten 9 times, with victories in 1955 and 1956 at Milwaukee as well as the 1956 Indianapolis 500. Born in Glendale, California, Flaherty died in Oxnard, California.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship points and participation in addition to those which they received towards the AAA/USAC National Championship.

Flaherty participated in five World Drivers' Championship races at Indianapolis. He started on the pole once, won once, and accumulated eight World Drivers' Championship points.

Injury and later life
After winning the 1956 Indianapolis 500, Flaherty was severely injured in a race car crash less than three months later, which prevented him from racing at the 1957 500. Flaherty successfully raced pigeons for over twenty years after he retired from auto racing. He also built and publicised a portable go-kart track where he would race against all-comers.

Awards and honors
Flaherty has been inducted into the following halls of fame:
 * Auto Racing Hall of Fame (2006)

Indianapolis 500 results
* Shared drive with Jim Rathmann

title: Pat Flaherty (racing driver)


text:
Pat O'Connor (racing driver)

Patrick James O'Connor (October 9, 1928 – May 30, 1958) was an American racecar driver. He was killed in a 15-car pileup, after sustaining a fatal head injury after rolling his car and catching fire on the first lap of the 1958 Indianapolis 500.

Champ Car
O'Connor competed in 36 races in his champ car career. He took his first win in 1956 at Darlington Raceway. In 1957, he won the pole position for the Indianapolis 500 and he finished eighth. Later in the year, he won at Trenton Speedway.

He was on the cover of Sports Illustrated in May 1958 (one week before the race), adding to the legend of the Sports Illustrated Cover Jinx.

Death
For the 1958 Indianapolis 500, Dick Rathmann and Ed Elisian started the race on the front row, with Jimmy Reece on the outside of the front row. Elisian spun in turn 3 of the first lap and collided with Rathmann's car, sending them both into the wall, and starting a 15-car pileup.

According to A. J. Foyt, O'Connor's car hit Reece's car, sailed fifty feet in the air, landed upside down, and burst into flames. Although O'Connor was incinerated in the accident, medical officials said that he was probably killed instantly from a fractured skull. In an interview after the race, winner Jimmy Bryan was quoted for saying "It was a nightmare. I lived with it for 200 laps."

Widely blamed for the accident, Elisian was suspended by USAC for the accident (reinstated a few days later), and was shunned by many in the racing community.

Following the accident, race officials announced that they would change the starting procedure, abandoning the single-file trip down pit lane that was used in 1957 and 1958. Also, for the 1959 Indy 500, metal roll bars welded to the frame behind the driver's head were mandated, and helmets were required to pass safety certification by Speedway medical officials.

Awards
He was inducted in the National Sprint Car Hall of Fame in 1995.

Legacy
Salem Speedway honored him along with Joe James with an annual title event. The 2020 event was part of the USAC Silvercrown series.

Complete Formula One World Championship results
(key)

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Pat O'Connor participated in 5 World Championship races. He started on the pole once but scored no World Championship points, as his best finish was eighth (twice).

title: Pat O'Connor (racing driver)


text: Category:Candidates for Vice President of the United States


text:
Breechblock

A breechblock (or breech block) is the part of the firearm action that closes the breech of a breech loading weapon (whether small arms or artillery) before or at the moment of firing. It seals the breech and contains the pressure generated by the ignited propellant. Retracting the breechblock allows the chamber to be loaded with a cartridge.

Breechblocks are categorised by the type or design of the mechanism by which it is locked or closed for firing. The firearm action more fully refers to the mechanism by which the operator actuates the opening and closing of the breech.

Variants

A way of closing the breech or chamber is an essential part of any breech-loading weapon or firearm. Perhaps the simplest way of achieving this is a break-action, in which the barrel, forestock and breech pivot on a hinge that joins the front assembly to the rear of the firearm, incorporating the rear of the breech, the butt and usually, the trigger mechanism. A breechblock is a separate component and is not a feature of the break-action. A breechblock must close against the rear of the breech for firing but be able to be retracted or otherwise moved for loading or unloading or to remove a spent cartridge.

A breechblock is not a component of designs with multiple or moveable chambers such as revolvers, harmonica guns, Kalthoff repeaters, Kammerlader rifles or, split breech designs.

This article primarily addresses the matter of breechblock design, as opposed to the action, which relates more with how the mechanism is operated, even if the distinction is not always clear.

Rotating bolt
Usually referred to as a bolt rather than a breechblock, a rotating bolt is perhaps the most common variant. It is so called, because its operation is similar to a pad bolt or barrel bolt. The bolt slides in the receiver along the axis of the barrel and is rotated in the same axis to lock or unlock it against a closed breech. It is the basis for the bolt action, in which the bolt is rotated and retracted by a handle attached to the bolt. In some designs, the handle (sometimes called a cocking handle) rotates to lock against a shoulder in the receiver or body of the firearm. This type of locking is usually reserved for low-pressure applications such as the .22 cal rimfire series. More often, the bolt locks closed with two or more lugs that operate like a bayonet mount. Multiple lugs permit a smaller degree of rotation to lock and unlock the breech. Most types are front-locking and have the lugs mounted near the breech face. A notable exception is the rear-locking system used in the Lee–Enfield.

Rotating bolts can be adapted to automatic or semi-automatic designs and lever or pump actions. In these cases, the bolt is held by a bolt carrier. With the breech locked, an initial rearward movement of the bolt carrier causes the bolt to rotate and unlock. Similarly, when closing the breech, the final forward movement of the carrier causes the bolt to rotate and lock the breech. This action is commonly achieved by a slot cut in the carrier that engages a pin through the bolt perpendicular to the axis of the barrel. It is a type of linear cam.

Straight-pull bolt-action firearms do not require the operator to rotate the cocking handle to cycle the action. Some straight-pull designs may use a rotating bolt but other breech-locking mechanisms can be employed.

Sliding block
The breechblock in a sliding block slides across the face of the breech to close it. The sliding action is perpendicular to the axis of the barrel. When the breechblock slides down to expose the breech, it is referred to as a falling-block, as used in the Sharps rifle. A sliding block is common in artillery. A vertical sliding block rises and falls while a horizontal sliding block slides to one side. It is a strong design. The breechblock is well supported by the receiver within which it slides and the mechanisms for opening and closing the breech do not have to act to any extent against the forces generated on firing.

Side-hinged breechblock
A side hinged breechblock is used in the Snider-Enfield. Other firearms using this type of breechblock include the Warner carbine, the Joslyn rifle and the Tarpley carbine. The breechblock is hinged parallel to the axis of the barrel and swings away to the side to expose the breech. Firing force is contained by the rear of the breechblock bearing on the receiver.

Rotating drum
A rotating drum breechblock or rotary breech consists of a cylinder which rotates on an axis offset from the barrel. It is also known as a cannon breech because of association with some cannon designs. A longitudinal cut-out section or eccentric hole provides access to the breech. Rotating the cylinder then closes the breech. The geometry is not unlike the cylinder of a revolver. In the M1867 Werndl–Holub, the cylindrical breechblock is retained at the rear by the receiver. Mating faces can be profiled (i.e. not faced perpendicular to the axis of rotation) so that the breech tends to seal or fit more closely as it is closed.

the Nordenfelt eccentric screw breech is a variation of this design. Instead of holding the breechblock between the breech at one end and the receiver at the other, in this design the breechblock is threaded around its circumference and is screwed into the breech until it meets the rear of the chamber. The breech is opened by rotating it a fraction of a full turn, until a hole through the breechblock aligns with the bore. The Magnum Research Lone Eagle pistol is a single-shot pistol chambered for rifle cartridges that also uses a rotating drum breechblock.

Trapdoor breechblock

Commonly associated with the Springfield rifle, the breechblock is hinged above the breech face and lifts up like a trapdoor to expose the breech. The breech is locked by a catch operating at the end of the breechblock furthest from the hinge. It is similar in principle to a break-action.

Rolling-block
A rolling-block can be described as a quadrant which is hinged below the breech. The quadrant rotates through approximately 90° to provide access to the breech or close the breech. In the closed position, a number of different devices can be used to lock the quadrant and prevent it from opening. In the Remington Rolling Block rifle most closely associated with this type of breechblock, the hammer also has a quadrant which cams behind the breechblock and locks it.

Peabody-Martini
Initially used in the Peabody rifle, it saw more widespread use in the Martini–Henry and the subsequent Martini–Enfield. It employs a breechblock with a rear hinged falling block design, in which the breech is opened by permitting the front of the breechblock to drop down while pivoting on its hinge. Firing force is transmitted through the knuckle of the hinge and does not act directly on the hinge pin. The breechblock design as has been called a falling or tilting block but omitting the role of the hinge can lead to ambiguities. It is also used in the Krag–Petersson rifle.

Tilting block

As a tilting breechblock closes on the breech, it is tilted up at the rear but it drops into a recess at the end of its forward travel - thus locking the breech closed. Firing forces are transmitted to the locking shoulder at the rear of the recess. To unlock the breech, a slide or carrier moving rearward uses a wedge or ramp-like arrangement acting on the sides of the breechblock to tilt it up at the rear and lift it clear of the locking shoulder. The breechblock is then pulled rearward by the slide or carrier to expose the breech. In the closed position. the slide or carrier can also help locate the breechblock in its locking recess. The carrier or slide can be operated by lever or pump actions or by gas, for automatic and semiautomatic fire.

A tilting breechblock design is not confined to a tilt relative to the horizontal plane with the breechblock locking against the bottom part of the receiver (as described above). The FN Trombone uses a side locking design and the breechblock of the Bren gun locks against the top part of the receiver.

The M1895 Lee Navy is also of this type. The tilting action is achieved without a separate breechblock carrier but by the design of the cocking handle. When unlocking the breechblock, the cocking handle initially acts as a crank with a cam, which acts against the receiver to lift the rear of the bolt out of the locking recess. Further rearward pressure on the cocking handle then pulls the breechblock rearward.

In-line
The breech is opened by the breechblock moving in-line with the axis of the barrel and is locked in the closed position by an obstruction such as a cam, wedge, pawl or levers. A roller lock is commonly associated with firearms produced by Heckler & Koch. This type of breechblock can be adapted to cycle by lever, cocking handle, gas or recoil. The mechanism is usually designed so that a single action unlocks and then withdraws the breechblock.

The Henry rifle and subsequent Winchester rifles use an arrangement of levers referred to as a toggle, similar in operation to locking pliers. The breechblock is held closed when the two levers forming the toggle are in-line.

The Mannlicher M1886 rifle is locked with a single pawl on the underside of the bolt assembly. The cocking handle is separate from the bolt and acts much like a bolt carrier. When the cocking handle is pulled rearward, it first lifts the pawl before retracting the bolt rearward. This system was adapted to recoil operation by Bernhard Müller in his 1902 prototype pistol and has subsequently been used in other pistols such as the Walther P38.

Flapper locking (as used in the Degtyaryov machine gun) uses metal plates (pawls) on either side of the breechblock that "flap out" like barbs on an arrow and lock into recesses in the receiver. The flaps can be retracted parallel to the block for unlocking.

The straight-pull Heym SR 30 uses ball bearings for locking, similar to an air fitting connector. The Blaser R93, another straight-pull action, is similar. It has a locking collet that consists claw-like segments instead of ball bearings. The multiple claws provide a large contact area to distribute load. These are arranged radially around the axis of the bolt. They extend to lock the bolt by engaging with an annular groove in the barrel behind the chamber and are retracted to unlock the bolt.

Blowback

Blowback actions use an in-line breechblock in which the breech is never locked and is held closed by spring tension alone. The force of the discharge is contained by a combination of spring force and the mass of the breechblock. They are used in semiautomatic and automatic firearms using low-powered cartridges. It is common in semiautomatic rifles and pistol chambered for .22 cal rimfire cartridges and many submachine guns. A variation is blow forward operation, in which the breechblock is fixed and the barrel moves. Delayed blowback uses additional mechanical devices that retard or delay the rearward movement of the breechblock; however, the breechblock is not locked in place by such devices. It allows a lighter mechanism compared with simple blowback.

Floating actions
In most longarms, the barrel is firmly attached to the receiver and does not move relative to the receiver during operations. Most semiautomatic pistols firing the higher powered pistol cartridges use a locked-breech design. The action is manually cycled by moving the slide rearward. The slide contains the breechblock and is initially locked to the barrel so that the combined assembly move together. A short movement trips the mechanism to unlock the barrel from the slide assembly, allowing the breech to open. When fired, recoil results in the same action. In many instances, the barrel and breechblock remain in-line. In the Browning Hi-Power and Colt's M1911 pistol, the barrel is tilted slightly to release it from interlocking ribs, so in this respect, it may be likened to a tilting breechblock, even though it is the barrel and not the breechblock that tilts.

This type of floating configuration and recoil operation is not confined to pistols and may be found in machine guns and auto-firing cannons.

Interrupted screw
Perhaps a variation on the rotating bolt, an interrupted screw provides greater strength than simple lugs while requiring only a partial rotation to release the breechblock. The Welin breechblock is such a design and is used on weapons with calibres from about 4 in and larger in diameter.

The Ross rifle Mk III is a straight-pull design that has multi-thread locking lugs.

Falling screwed breechblock
The Ferguson rifle used a tapered screw plug inserted perpendicular to the axis of the barrel. It was charged with ball and powder and required only one rotation to permit loading. While novel and effective, cost was a factor for its limited acceptance.

title: Breechblock


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Ray Crawford

Ray Crawford (October 26, 1915 – February 1, 1996) was an American fighter ace, test pilot, race-car driver and businessman.

Biography
Born in Roswell, New Mexico, Crawford served as a U.S. Army Air Corps fighter pilot and flew the P-38 Lightning in combat over North Africa in 1943. He was tied as the top-ranking fighter ace of the 97th Fighter Squadron with six enemy aircraft confirmed destroyed and one probably destroyed. Rotated home, he eventually became an early jet pilot. At war's end Crawford was evaluating the Lockheed P-80 Shooting Star at Burbank, California and was to have flown the very aircraft that fighter ace Richard Bong was eventually killed in. He was awarded the Distinguished Flying Cross and the Air Medal with fourteen Oak Leaf Clusters before separating from active duty as a Captain in February, 1946. Crawford remained in the Air Force Reserves until April 1953.

Crawford was introduced to racing by Sam Hanks, a former high school classmate, and competed notably with unlimited hydroplanes and automobiles. He drove in the AAA and USAC Championship Car series, racing in the 1954-59 seasons with 9 starts, including the Indianapolis 500 races in 1955-56, and 1959. In 1954, he won the stock-car class of the Carrera Panamericana (a nine-stage, five-day race across Mexico) in a Lincoln. He also finished 7th and 4th in the invitational "Race of Two Worlds" events held at Monza Autodrome, Italy in 1957 and 1958, respectively.

In 1955, Crawford drove a Lincoln-Kurtis sports car at the 12 Hours of Sebring and finished the race in thirteenth position after running the entire length without a co-driver. To date, he is the only driver to have completed the race without relief of any kind.

Crawford's family owned a successful supermarket chain based in El Monte, California which led to his nickname, "The Flying Grocer." Crawford was one of the first owner-drivers of the post-war era at the Indianapolis Motor Speedway and raced his own privately funded cars throughout his career. The only exception came in 1956, when Crawford raced the 12 Hours of Sebring for Chevrolet's inaugural Corvette team. He was also the driver of Corvette's experimental SR-2 at the Bahamas Speedweeks event that December. Cars owned by Crawford also qualified for the Indianapolis 500 with other drivers in 1953, 1954 and 1962.

Serious injuries received during a crash at the 1959 Indianapolis 500 curtailed Crawford's driving career.

Speed legend Mickey Thompson cites Crawford as an early influence in his autobiography, Challenger. Crawford provided Thompson with his first exposure to the Indianapolis 500 as a member of his pit crew.

Crawford died in Los Angeles, California on February 1, 1996 after battling Alzheimer's disease and is buried at Riverside National Cemetery, Riverside California. He is the subject of a 2015 biography by Andrew Layton titled Ray Crawford - Speed Merchant. Dick Wallen, a noted auto racing photographer and publisher, also contributed to the book.

Awards and decorations
Crawford's ribbons as they appeared upon separation from the armed forces in 1953.

From top, and from left to right:

 * Row 1: Distinguished Flying Cross, Air Medal, with 14 oak leaf clusters,
 * Row 2: Air Medal, continued, American Defense Service Medal, American Campaign Medal,
 * Row 3: European-African-Middle Eastern Campaign Medal, World War II Victory Medal, National Defense Service Medal

Complete Formula One World Championship results
(key)

title: Ray Crawford


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Red Amick

Richard "Red" Amick (January 19, 1929 – May 16, 1995) was an American racecar driver.

Indy 500 overview
Born in Kansas City, Missouri, Amick died in Crystal River, Florida. He drove in the USAC Championship Car series, racing in the 1958-1960 seasons with five starts, including the 1959 and 1960 Indianapolis 500 races. He finished in the top ten once, with his best Indy finish in 11th in 1960.

Complete Formula One World Championship results
(key)

title: Red Amick


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Sam Hanks

Samuel Dwight Hanks (July 13, 1914 – June 27, 1994) was an American racing driver who won the 1957 Indianapolis 500. He was a barnstormer, and raced midget and Championship cars.

Racing career
Hanks was born in Columbus, Ohio and lived in Alhambra, California from the age of six. He attended Alhambra High School.

Hanks won his first championship in 1937 on the West Coast in the American Midget Association (AMA). He barnstormed the country, racing on the board tracks at Soldier Field in Chicago. Hanks reportedly won the first two board track races at Soldier Field in 1939. He won the 1940 VFW Motor City Speedway championship in Detroit. During the Second World War, Hanks served in the Army Air Corps.

After World War II, Hanks captured the 1946 United Racing Association (URA) Blue Circuit Championship. He won the 1947 Night before the 500 midget car race. He was the 1949 AAA National Midget champion. He won the 1953 AAA National Championship in the Bardahl Special. He won the 1956 Pacific Coast championship in the USAC Stock cars.

Hanks considered retiring following the 1956 Indianapolis 500, but agreed to return for the 1957 race at the urging of car owner George Salih. 1957 was his 13th appearance in the 500, although in 1941, he merely was credited with finishing 33rd despite not racing, he had been injured in a practice crash the day before the race and withdrew. In his twelfth race where he raced on the track, he finally won, setting a record for the most tries before becoming a winner at Indy and announced his retirement from racing in Victory Circle (Tony Kanaan would win his first Indy in his 12th Indy 500 appearance in 2013). He did not stop racing immediately following his victory, however, but completed his contract to run a stock car for the remainder of the 1957 season.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship participation, and were eligible to score WDC points alongside those which they may have scored towards the AAA/USAC National Championship.

Hanks participated in eight World Drivers' Championship races at Indianapolis. He won once, and finished in the top three four times. He scored 20 World Drivers' Championship points.

Television appearance
Hanks portrayed himself in the episode "The Comedians" of the CBS situation comedy Mr. Adams and Eve, starring Ida Lupino and Howard Duff. The episode aired on November 8, 1957.

Later life
He drove the pace car at the Indianapolis 500 from 1958 to 1963.

Hanks is believed to be the only Indianapolis 500 driver to participate in the race before World War II, serve in the war effort, then return to race again after the war. It has also been conjectured that Hanks may have been a distant relative to Abraham Lincoln.

Having experienced ill health for three years, Hanks died at his home in Pacific Palisades, California on June 27, 1994, aged 79.

Awards and honors
Hanks has been inducted into the following halls of fame:
 * Auto Racing Hall of Fame (1981)
 * National Midget Auto Racing Hall of Fame (1984)
 * Michigan Motor Sports Hall of Fame (1984)
 * National Sprint Car Hall of Fame (1998)
 * Motorsports Hall of Fame of America (2000)
 * West Coast Stock Car/Motorsports Hall of Fame (2005)
 * Alhambra High School Hall of Fame

Hanks has been awarded the following honors:
 * Automotive Hall of Fame Distinguished Service Citation (1971)

AAA/USAC Championship Car results

 * 1946 table only includes results of the six races run to "championship car" specifications. Points total includes the 71 races run to "big car" specifications.

Indianapolis 500 results
* Shared drive with Duane Carter

title: Sam Hanks


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Shorty Templeman

Clark Thomas "Shorty" Templeman (August 12, 1919 in Pueblo, Colorado – August 24, 1962 in Marion, Ohio) was an American racecar driver.

Championship car
He drove in the AAA and USAC Championship Car series, racing in the 1954-1962 seasons with 42 starts, including the Indianapolis 500 races in 1955, 1958, and 1960–1962. He finished in the top ten 16 times, with his best finish in 2nd position, in 1961 at both DuQuoin and Syracuse. His best Indy finish was 4th in 1961.

Midget car
He won five Washington state and three Oregon midget state championships. Templeman won all three Night Before the 500 midget car features at the 16th Street Speedway in Indianapolis in 1956. Templeman won the first three USAC National Midget Series champions when he won titles in 1956, 1957, and 1958.

Templeman died as a result of injuries sustained in a midget car crash at the Marion County, Ohio Fairgrounds track.

Career awards

 * He was inducted in the National Sprint Car Hall of Fame in 1984.
 * He was inducted in the National Midget Auto Racing Hall of Fame in the inaugural class of 1984.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Shorty Templeman participated in 3 World Championship races but scored no World Championship points.

title: Shorty Templeman


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Travis Webb

Travis Leon "Spider" Webb (October 8, 1910 – January 27, 1990) was an American racing driver. He was the 1948 American Automobile Association (AAA) Midwest Sprint Car champion. He raced in numerous AAA Championhip Car races including six Indianapolis 500s.

Known as "Spider", Webb transported a portable bar in the trunk of his car at all times and was known for his free spirit and his humor.

Early life
Webb was born in Joplin, Missouri. His father made cabinets. Webb's parents moved the family to Los Angeles, California in 1923.

Racing career
Webb began racing on the Muroc Dry Lake (now known as Rogers Dry Lake) in 1928. His car owner gave him the nickname "Spider".

Webb decided to stop racing on the long straightaways and decided to focus on dirt oval racing of Southern California. One of the tracks that he raced was Legion Ascot Speedway where he raced in the "B" class.

Sprint car career
In 1936, Webb and Jimmy Wilburn were offered rides in "Big Cars" in the Central States Racing Association (CSRA). Both accepted and moved to Indianapolis. Webb won the final CSRA race of the 1938 season at Winchester Speedway. Webb switched from the CSRA to the American Automobile Association (AAA) Midwest series in 1941 and finished fourth in the season points.

Racing was halted during World War II. In late 1947, Webb won three straight AAA Midwest races at Dayton Speedway, Salem Speedway, and Winchester. He won another race at Salem and finished second in 1947 AAA Midwest points to Johnny Shackleford. Webb started the 1948 season by winning seven times and finishing second in the first eight races. He missed a few races that season while running a Champ Car but still won the AAA Midwest championship. Webb started the 1949 season with a new sprint car that he co-owned; by June he had moved back to a car owned by Johnny Vance. He had a second-place finish at Michigan State Fairgrounds Speedway in Detroit and a third at the Syracuse Mile; he finished third in the final AAA Midwest points.

Webb finished fifth in the 1950 AAA Midwest points. After the racing season was over, he had a thumb injury at his friend's shop and had to sit out the entire 1951 season.

Championship car career
In 1939, Webb made a one-off American Automobile Association (AAA) Champ Car start at the Milwaukee Mile; he started last in the 17 car field and finished seventh. Webb made two Champ Car starts in 1946; he finished tenth at the Indiana State Fairgrounds and eighth at Milwaukee. Webb was offered a ride from Mutt Anderson into the 1948 Indianapolis 500 but did not qualify. At the last minute, he was offered another ride and qualified the Bromme dirt champ car 30th. His race ended early after an oil line failure; he finished 27th after completing 27 of 200 laps. Webb qualified 26th for the 1949 Indianapolis 500 but finished last (33rd) after he transmission broke before he could complete one lap. He switched to a car owned by Charles Bowes starting with the ninth race of the 1949 season after Mel Hansen was unable to race. Webb started on the pole position for Syracuse race before finishing third. He finished second at Detroit and eighth at Illinois State Fairgrounds Racetrack (Springfield Mile).

Webb finished the 1950 Indianapolis 500 in 20th place after the race was shorted due to rain on lap 138. He did not qualify for four races and finished 18th in his only other Champ Car race at Springfield. Webb got bumped out of the field for the 1952 Indianapolis 500 but made the field in a last-minute qualifying attempt for Bromme. He finished 22nd after having to retire with an oil leak late in the race. In the 1953 Indianapolis 500, he started 29th and finished 22nd. He did not qualify for five events and finished 15th in the event that he did qualify (Springfield). Bromme called Webb in another last-minute deal for the 1954 Indianapolis 500; he qualified 29th and finishing 30th. Webb failed to qualify for the 1955 Indianapolis 500.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship participation, and were eligible to score WDC points alongside those which they may have scored towards the AAA/USAC National Championship.

Webb participated in four World Drivers' Championship races at Indianapolis. His best finish was 19th place, and he scored no World Drivers' Championship points.

Post racing career
After retiring from racing, Webb moved to Norwalk, California. He purchased earthmoving equipment and worked on the Los Angeles Zoo construction. He died at the age of 79 in McMinnville, Oregon.

Awards and honors

 * Webb was inducted in the National Sprint Car Hall of Fame in 1997.

title: Travis Webb


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Walt Ader

Walter Ader (December 15, 1912 – November 25, 1982) was an American racing driver.

During his racing career, Ader was a resident of Bernardsville, New Jersey. After his retirement from racing, Ader worked as a member of the Bernardsville volunteer fire department.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship participation, and were eligible to score WDC points alongside those which they may have scored towards the AAA/USAC National Championship.

Ader participated in one World Drivers' Championship race at Indianapolis. He finished in 22nd place, and he scored no World Drivers' Championship points.

AAA Championship Car results
(key) (Races in bold indicate pole position)
 * 1946 table only includes results of the six races run to "championship car" specifications. Points total includes the 71 races run to "big car" specifications.

FIA World Drivers' Championship results
(key)

title: Walt Ader


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Walt Brown (racing driver)

Walter Charles Brown (December 30, 1910 – July 29, 1951) was an American racing driver. An Indy car specialist, his career in the big cars began in 1941, and he recorded one win, in 1948 at Langhorne Speedway.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship participation, and were eligible to score WDC points alongside those which they may have scored towards the AAA/USAC National Championship.

Brown participated in two World Drivers' Championship races at Indianapolis. His best finish was 19th place, and he scored no World Drivers' Championship points.

Death
Brown died in a low speed accident at Williams Grove Speedway on 29 July 1951, the day widely known as "Black Sunday" because two other drivers also died (in consecutive qualifying runs at Funk's Speedway in Winchester, Indiana) on the same day.

AAA Championship Car results

 * 1946 table only includes results of the six races run to "championship car" specifications. Points total includes the 71 races run to "big car" specifications.

FIA World Drivers' Championship results
(key)

title: Walt Brown (racing driver)


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Wayne Weiler

Wayne Alois Weiler (December 9, 1934 in Phoenix, Arizona – October 13, 2005 in Phoenix, Arizona) was an American racecar driver.

Weiler started as a dirt track driver in Arizona in 1951. He drove in the USAC Championship Car series from 1958 to 1961 with 19 starts. He finished in the top ten 10 times, with his best finish in 3rd position, in 1960 at Phoenix.

Weiler competed in the Indianapolis 500 race in 1960 and 1961, with a best finish of 15th in 1961.

Weiler suffered a severe accident in a USAC sprint car race in Terre Haute, Indiana on June 11, 1961. Despite many erroneous reports stating the accident ended his career, he returned to race, just not nationally or in USAC any longer. He raced primarily in Arizona and in midgets, from the late 1960s through 1973. He remained active as an owner and manager in auto racing up until his death.

Weiler died at age 70 from a heart attack.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Wayne Weiler participated in 1 World Championship race but scored no World Championship points.

title: Wayne Weiler


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Trichiasis

Trichiasis is a medical term for abnormally positioned eyelashes that grow back toward the eye, touching the cornea or conjunctiva. This can be caused by infection, inflammation, autoimmune conditions, congenital defects, eyelid agenesis and trauma such as burns or eyelid injury.

Standard treatment involves removal or destruction of the affected eyelashes with electrology, specialized laser, or surgery. In many cases, removal of the affected eyelashes with forceps resolves the symptoms, although the problem often recurs in a few weeks when the eyelashes regrow. Severe cases may cause scarring of the cornea and lead to vision loss if untreated. Mild cases may not require treatment.

Repeated cases of trachoma infection may cause trichiasis.

Posterior misdirection of normal lashes most frequently affects the lower lid.

In dogs
Trichiasis in dogs is hair from the eyelid growing in the wrong direction and rubbing on the eye, causing irritation. It usually occurs at the lateral upper eyelid, especially in the English Cocker Spaniel. Trichiasis also refers to hair from a nasal fold rubbing on the eye. This type of trichiasis can be flattened by rubbing petroleum jelly onto it, but surgery is sometimes necessary for permanent correction.

Complications

 * Inferior punctate epitheliopathy
 * Corneal ulceration
 * Pannus

title: Trichiasis


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Universidade Santa Úrsula

University Santa Úrsula is a private university (Roman Catholic) in Rio de Janeiro, Brazil.

It was founded in 1937 by Alceu Amoroso Lima. It was the first of Rio de Janeiro's higher education institutions to accept women. The main campus is located on the border of Flamengo, Laranjeiras, and Botafogo neighborhoods.

Notable alumni

 * Frida Baranek
 * Marcelo Crivella

title: Universidade Santa Úrsula