text:
Talk:Ford Orion

Clarifying?
I would imagine the line "Less legroom than the sierra but a larger boot" compares the Orion with the Sierra hatchbacks, however there was also Sierra "three box" Saloons, which would have had a larger boot again. But then again for people who really wanted a HUGE boot there was estate Sierras and Escorts. I guess the Orion was really for people who wanted a "small car" but wanted something more "traditional" than Escorts. Might get an Orion myself if i can find one that hasn't rusted away to nothing XD. Felneymike (talk) 22:22, 14 May 2008 (UTC)

Ford Orion
I have a 1987 Ford Orion, equipped with a 1.6 liter "Smoke-sledge" or "Ash-Hammer" as the diesels are being called here in Finland. Although Ford Orions have a bad fame because of their 'good rustying capabilities' I like that car a lot. (For those who do not know the conditions these cars have to withstand, in Finland roads are salted in the winter to prevent their freezing. In the summer there is most certainly no need for that in the 30 degree Celsius temperature.) The best parts of the car is its engine, soft suspension, relatively good brakes for a car of its era and good steering-gear ratio.

Engine, although it does not pull the car off under you even with full throttle, is relatively tough for its size and 'pulls from the beginning' (of the rpm range), meaning that you do not necessarily need to press throttle at all to get the car moving with the first gear in place even with a true (manual) transmission. But because it has only 40 kilowatts/ 54 ps of power to move the 1400kg mass it is slow in acceleration and a difficult car to use in the situations when you have to overtake a slower vehicle ahead. The 1.6D is also quite durable when maintained well and mine has travelled over 450 000 kilometers (280 000 miles) without larger problems.

The relatively soft suspension (as far as I can tell is factory original) is nice when driving the regular roadspeed (which in Finland is 80 km/h or about 50 mph) but when the speed increases after this point the car becomes somewhat unstable.

What I can tell about the brakes is that they have quite good stopping power compared to other cars of the same era that I have driven.

It is customary to like or not to like the powersteering. I seem to belong to the group that prefers non aided steering. The steering-gear ratio in the car is just correct for me as it is not too slow or too fast in the highway and you have the feeling of the cars motions. In the parking situation it is a bit heavy/slow, but what kind of finn is one who has not enough 'rye in his whrists' (a directly translated phrase meaning that you are strong).

Well, the car has its bad sides too. It rusts quite fast in finnish conditions if not kept and maintained well and the taxation of diesels in Finland tends to make the carkeeping a bit costly. Though this is in some degree offset by the cheaper diesel fuel vs. gasoline ratio (diesel at the moment costs about 1€ per liter vs. 1.35€ per liter of gas. [diesel aprox. 4.56$ a us gallon, gas aprox. 6.156$ a us gallon] Quite expensive, is'nt it?) and the fact that the car can run about 4-6 liters per 100 kilometers (58-39mpg ) depending the enviroment and driving habits. When driving in mixed conditions, mainly highway and utilizing the new ways of efficient driving habits, I have been able to keep the fuel consumption in 5.5 L/100km (45.5 mpg). It is possible because the 80km/h (50mph)roadspeed is close to the optimal speed for the car as the biggest gear is used in nearly the best torque rpm and because the drag is relatively small, good efficiensy is achieved.

About the technical data of the 1.6 D

A swhirl-chamber indirect injection diesel engine

A four cylinder inline, (S)OHC Single Overhead Camshaft with inline valve configuration

Displacement: 1608 cm3/cc

Power: 40 kw (54 ps) @ 4800rpm

Torque: 95 Nm @ 3000rpm

Bore/Stroke (and Stroke/Bore) ratio: 1 (a square engine)

Bore/Stroke: 80mm x 80mm

A machine enthusiast from Finland 29.8.2005 (day.month.year)

Orion now appears to be the project name for the 2008 Falcon from Ford Australia.

http://en.wikipedia.org/wiki/Ford_Falcon

Lukeyson

It's also interesting to note that Ford Australia dropped the import of the Escort with the MkIII, and instead starting importing and locally assembling variants of the new FWD Mazda 323.

The same differentiation in naming of hatch to sedan that saw the names Escort and Orion become separate entities of the same car in Europealso affected the Australian Equivalents.

The Hatchback version was known as the Laser (http://en.wikipedia.org/wiki/Ford_Laser) while the Sedan Version was known as the Ford Meteor (http://en.wikipedia.org/wiki/Ford_Meteor). Ford stuck with this naming convention in Australia for two versions on a single model run (KA/KB Laser and GA/GB Meteor) before giving up and releasing Sedan and Hatch versions of the Laser for the next model (KC/KE Laser).

Of some additional curiosity value, it is in fact the later Mazda 323/Laser architecture that was sold into the US and Canada as the Ford Escort.

Lukeyson

-Hi.. i had an 1.6D too.. but i can tell it weights 950kg.. not 1400 —Preceding unsigned comment added by 205.223.231.72 (talk) 12:06, 21 July 2008 (UTC)

 * -The Orion, as in 1987 Diesel 1,6 D CL guise weighs 1010 kg in full working condition without driver, as measured by a cargo scale (tested a few years ago), and as specified by the factory. Maximum specified load of the car is 1480kg, thus the error above. The diesel is, as far as I can tell, due to the engines cast iron construction, the heaviest Orion model in the range, and ironically also the least powerful one with its 54 horse output, as the 1,1 liter 45/50 horse unit was only available in entry-level Escorts, and the smallest gasolene Orion, the 1,3 liter, outputting 60hp. Even still, with its humble but broad torque curve, not to mention its high fuel efficiency, the diesel is, at least in my opinion, nicer than its gasolene counterparts when it comes to everyday cruising around the town and especially in low speeds (up to 60 km/h), where the lack of power is not as much of a problem. The car will cruise effortlesly in 80 to 100km/h, but above this speed acceleration will be, by modern standards, extremely slow, thus for those in a constant hurry the diesels performance (or its lack of) makes it a pain to own... —Preceding unsigned comment added by 80.223.93.188 (talk) 21:03, 1 August 2009 (UTC)

Bodystyle & Engine cc
Have adjusted the Mk numbers from 3, 4 & 5 to 1, 2 & 3 as when the Orion was launched in 1983 Ford were at the time selling it as a seperate model (independant of the Escort) and as such the original model was branded Mk1, then came 2 and 3 accordingly. Also have adjusted the entry of the engine sizes from the 1.3L and 1.6L to 1300 & 1600 cc, as the person who reads the entry would think that it was the 1.3 or 1.6 "L" trim designation and not L for litres. Hope this is of some help.

Skoda Octavia
I have removed the line about the Skoda Octavia replacing the Orion as the private hire/minicab vehicle of choice. I am sure that before this the Daewoo Espero and Peugeot 406 were the car of choice. However, if you have evidence or a strong knowledge thereof please return it as was.

Also have removed the line from the edit page (not displayed in display page, why?) about saloons being worth less than hatchbacks (line refered to:- look at Vauxhall Belmont), have removed as no source to back up claim, again if you have sources please post for us to see. Many thanks - Anthony.

 * Erm, since when was "strong knowledge" sufficient for such a disputable statement?! Halsteadk (talk) 20:34, 26 March 2009 (UTC)

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title: Talk:Ford Orion


text:
Reliability (computer networking)

In computer networking, a reliable protocol is a communication protocol that notifies the sender whether or not the delivery of data to intended recipients was successful. Reliability is a synonym for assurance, which is the term used by the ITU and ATM Forum.

Reliable protocols typically incur more overhead than unreliable protocols, and as a result, function more slowly and with less scalability. This often is not an issue for unicast protocols, but it may become a problem for reliable multicast protocols.

Transmission Control Protocol (TCP), the main protocol used on the Internet, is a reliable unicast protocol; it provides the abstraction of a reliable byte stream to applications. UDP is an unreliable protocol and is often used in computer games, streaming media or in other situations where speed is an issue and some data loss may be tolerated because of the transitory nature of the data.

Often, a reliable unicast protocol is also connection oriented. For example, TCP is connection oriented, with the virtual-circuit ID consisting of source and destination IP addresses and port numbers. However, some unreliable protocols are connection oriented, such as Asynchronous Transfer Mode and Frame Relay. In addition, some connectionless protocols, such as IEEE 802.11, are reliable.

History
Building on the packet switching concepts proposed by Donald Davies, the first communication protocol on the ARPANET was a reliable packet delivery procedure to connect its hosts via the 1822 interface. A host computer simply arranged the data in the correct packet format, inserted the address of the destination host computer, and sent the message across the interface to its connected Interface Message Processor (IMP). Once the message was delivered to the destination host, an acknowledgment was delivered to the sending host. If the network could not deliver the message, the IMP would send an error message back to the sending host.

Meanwhile, the developers of CYCLADES and of ALOHAnet demonstrated that it was possible to build an effective computer network without providing reliable packet transmission. This lesson was later embraced by the designers of Ethernet.

If a network does not guarantee packet delivery, then it becomes the host's responsibility to provide reliability by detecting and retransmitting lost packets. Subsequent experience on the ARPANET indicated that the network itself could not reliably detect all packet delivery failures, and this pushed responsibility for error detection onto the sending host in any case. This led to the development of the end-to-end principle, which is one of the Internet's fundamental design principles.

Reliability properties
A reliable service is one that notifies the user if delivery fails, while an unreliable one does not notify the user if delivery fails. For example, Internet Protocol (IP) provides an unreliable service. Together, Transmission Control Protocol (TCP) and IP provide a reliable service, whereas User Datagram Protocol (UDP) and IP provide an unreliable one.

In the context of distributed protocols, reliability properties specify the guarantees that the protocol provides with respect to the delivery of messages to the intended recipient(s).

An example of a reliability property for a unicast protocol is "at least once", i.e. at least one copy of the message is guaranteed to be delivered to the recipient.

Reliability properties for multicast protocols can be expressed on a per-recipient basis (simple reliability properties), or they may relate the fact of delivery or the order of delivery among the different recipients (strong reliability properties). In the context of multicast protocols, strong reliability properties express the guarantees that the protocol provides with respect to the delivery of messages to different recipients.

An example of a strong reliability property is last copy recall, meaning that as long as at least a single copy of a message remains available at any of the recipients, every other recipient that does not fail eventually also receives a copy. Strong reliability properties such as this one typically require that messages are retransmitted or forwarded among the recipients.

An example of a reliability property stronger than last copy recall is atomicity. The property states that if at least a single copy of a message has been delivered to a recipient, all other recipients will eventually receive a copy of the message. In other words, each message is always delivered to either all or none of the recipients.

One of the most complex strong reliability properties is virtual synchrony.

Reliable messaging is the concept of message passing across an unreliable infrastructure whilst being able to make certain guarantees about the successful transmission of the messages. For example, that if the message is delivered, it is delivered at most once, or that all messages successfully delivered arrive in a particular order.

Reliable delivery can be contrasted with best-effort delivery, where there is no guarantee that messages will be delivered quickly, in order, or at all.

Implementations
A reliable delivery protocol can be built on an unreliable protocol. An extremely common example is the layering of Transmission Control Protocol on the Internet Protocol, a combination known as TCP/IP.

Strong reliability properties are offered by group communication systems (GCSs) such as IS-IS, Appia framework, JGroups or QuickSilver Scalable Multicast. The QuickSilver Properties Framework is a flexible platform that allows strong reliability properties to be expressed in a purely declarative manner, using a simple rule-based language, and automatically translated into a hierarchical protocol.

One protocol that implements reliable messaging is WS-ReliableMessaging, which handles reliable delivery of SOAP messages.

The ATM Service-Specific Coordination Function provides for transparent assured delivery with AAL5.

IEEE 802.11 attempts to provide reliable service for all traffic. The sending station will resend a frame if the sending station does not receive an ACK frame within a predetermined period of time.

Real-time systems
There is, however, a problem with the definition of reliability as "delivery or notification of failure" in real-time computing. In such systems, failure to deliver the real-time data will adversely affect the performance of the systems, and some systems, e.g. safety-critical, safety-involved, and some secure mission-critical systems, must be proved to perform at some specified minimum level. This, in turn, requires that a specified minimum reliability for the delivery of the critical data be met. Therefore, in these cases, it is only the delivery that matters; notification of the failure to deliver does ameliorate the failure. In hard real-time systems, all data must be delivered by the deadline or it is considered a system failure. In firm real-time systems, late data is still valueless but the system can tolerate some amount of late or missing data.

There are a number of protocols that are capable of addressing real-time requirements for reliable delivery and timeliness:

MIL-STD-1553B and STANAG 3910 are well-known examples of such timely and reliable protocols for avionic data buses. MIL-1553 uses a 1 Mbit/s shared media for the transmission of data and the control of these transmissions, and is widely used in federated military avionics systems. It uses a bus controller (BC) to command the connected remote terminals (RTs) to receive or transmit this data. The BC can, therefore, ensure that there will be no congestion, and transfers are always timely. The MIL-1553 protocol also allows for automatic retries that can still ensure timely delivery and increase the reliability above that of the physical layer. STANAG 3910, also known as EFABus in its use on the Eurofighter Typhoon, is, in effect, a version of MIL-1553 augmented with a 20 Mbit/s shared media bus for data transfers, retaining the 1 Mbit/s shared media bus for control purposes.

The Asynchronous Transfer Mode (ATM), the Avionics Full-Duplex Switched Ethernet (AFDX), and Time Triggered Ethernet (TTEthernet) are examples of packet-switched networks protocols where the timeliness and reliability of data transfers can be assured by the network. AFDX and TTEthernet are also based on IEEE 802.3 Ethernet, though not entirely compatible with it.

ATM uses connection-oriented virtual channels (VCs) which have fully deterministic paths through the network, and usage and network parameter control (UPC/NPC), which are implemented within the network, to limit the traffic on each VC separately. This allows the usage of the shared resources (switch buffers) in the network to be calculated from the parameters of the traffic to be carried in advance, i.e. at system design time. That they are implemented by the network means that these calculations remain valid even when other users of the network behave in unexpected ways, i.e. transmit more data than they are expected to. The calculated usages can then be compared with the capacities of these resources to show that, given the constraints on the routes and the bandwidths of these connections, the resource used for these transfers will never be over-subscribed. These transfers will therefore never be affected by congestion and there will be no losses due to this effect. Then, from the predicted maximum usages of the switch buffers, the maximum delay through the network can also be predicted. However, for the reliability and timeliness to be proved, and for the proofs to be tolerant of faults in and malicious actions by the equipment connected to the network, the calculations of these resource usages cannot be based on any parameters that are not actively enforced by the network, i.e. they cannot be based on what the sources of the traffic are expected to do or on statistical analyses of the traffic characteristics (see network calculus).

AFDX uses frequency domain bandwidth allocation and traffic policing, that allows the traffic on each virtual link to be limited so that the requirements for shared resources can be predicted and congestion prevented so it can be proved not to affect the critical data. However, the techniques for predicting the resource requirements and proving that congestion is prevented are not part of the AFDX standard.

TTEthernet provides the lowest possible latency in transferring data across the network by using time-domain control methods – each time triggered transfer is scheduled at a specific time so that contention for shared resources is controlled and thus the possibility of congestion is eliminated. The switches in the network enforce this timing to provide tolerance of faults in, and malicious actions on the part of, the other connected equipment. However, "synchronized local clocks are the fundamental prerequisite for time-triggered communication". This is because the sources of critical data will have to have the same view of time as the switch, in order that they can transmit at the correct time and the switch will see this as correct. This also requires that the sequence with which a critical transfer is scheduled has to be predictable to both source and switch. This, in turn, will limit the transmission schedule to a highly deterministic one, e.g. the cyclic executive.

However, low latency in transferring data over the bus or network does not necessarily translate into low transport delays between the application processes that source and sink this data. This is especially true where the transfers over the bus or network are cyclically scheduled (as is commonly the case with MIL-STD-1553B and STANAG 3910, and necessarily so with AFDX and TTEthernet) but the application processes are not synchronized with this schedule.

With both AFDX and TTEthernet, there are additional functions required of the interfaces, e.g. AFDX's Bandwidth Allocation Gap control, and TTEthernet's requirement for very close synchronization of the sources of time-triggered data, that make it difficult to use standard Ethernet interfaces. Other methods for control of the traffic in the network that would allow the use of such standard IEEE 802.3 network interfaces is a subject of current research.

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

title: Reliability (computer networking)


text:
User talk:Desmond tu

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title: User talk:Desmond tu


text:
Society of American Artists

The Society of American Artists was an American artists group. It was formed in 1877 by artists who felt the National Academy of Design did not adequately meet their needs, and was too conservative.

The group began meeting in 1874 at the home of Richard Watson Gilder and his wife Helena de Kay Gilder. In 1877 they formed the Society, and subsequently held annual art exhibitions. Helena de Kay Gilder, one of the founders, started the group after showing one painting at The National Academy of Design's annual show, where she was a student, and receiving a poor location within the show. Helena de Kay Gilder felt her paintings location reflected the academy's reluctance to accept new types of art. The group received public support from Clarence Cook, a writer and art critic who wrote for the Daily Tribune, as well as Helena de Kay Gilder's brother, Charles de Kay who was an art columnist and editor of The New York Times. Journalists played a large role in helping to organize the group and spread its message of being a liberal alternative to traditional artist groups.

Some of the first members included sculptor Augustus Saint-Gaudens, whose work had been rejected from a National Academy exhibition in 1877; painters Walter Shirlaw, Robert Swain Gifford, Albert Pinkham Ryder, John La Farge, Julian Alden Weir, John Henry Twachtman, and Alexander Helwig Wyant; and designer and artist Louis Comfort Tiffany. In 1897, Laura Coombs Hills became the first miniature painter elected to the Society of American Artists (and one of very few women). Eventually most of the best-known artists of the day joined the group, and many held dual membership with the National Academy.

The cycle of conservative to progressive repeated in 1897 when the Ten American Painters group broke away from the Society of American Artists. The Society ultimately merged with the National Academy in 1906.

title: Society of American Artists


text:
Thodikana

Thodikana is an Indian village nestled in the foothills of the Western Ghats in southern Karnataka. It is in the Sullia taluk of Dakshina Kannada district, about 100 km from Mangalore city. This village has much greenery and attracts visitors with its cultural and natural sites.

Thodikana is known most for its Mallikarjuna temple, which was probably built sometime in the 13th century. The temple gets many hundreds of visitors each week. A few meters southeast of the temple there is a fish tank known as meenugundi. Visitors traditionally feed the fish raw rice. Killing the fish is forbidden.

The temple offers free mid-day meals to pilgrims daily as a prasadam. A waterfall called Devaragundi is situated about 1.5 kilometers from the temple.

Thodikana village is largely agricultural, with many arecanut (betelnut), coconut, rubber, vanilla, and pepper plantations.

Transportation and Accommodation
The following transportation options are available for travelling to Thodiakana:
 * Private buses available every hour to the taluk center, Sullia.
 * Private jeeps can be hired from Sullia, Aranthodu or other nearby places.
 * Roads connecting two major cities of Karnataka; Mysore and Mangalore run near Thodikana.
 * The nearest place to get accommodation is Sullia(Sulya).

Main attractions

 * The Payaswini river flows through Thodikana.
 * Kolikkamale mountain is a famous trekking place near Thodikana.
 * Bhagandeshwara Temple of Bhagamandala, around 18 kilometers from Thodikana, is a famous pilgrimage location.
 * Devaragundi waterfall isaround 1.5 km from Thodikana village.
 * Talacauvery is situated around 22 km from Thodikana.
 * A few meters southeast of the Thodikana temple there is a fish tank 'Meenagundi' which belongs to the temple which is very famous in Mangalore district.
 * The Mallikarjuna temple is the most famous temple of Lord Shiva in Sullia Taluk.

People and Culture
The majority of residents of Thodikana speak Tulu. Other languages spoken by residents include Are Bhashe, Kannada, Havyaka Kannada, Tamil and Malayalam.

title: Thodikana


text:
Pan Am Flight 845

Pan Am Flight 845 was a scheduled international passenger flight between Los Angeles and Tokyo, with an intermediate stop at San Francisco. The flight was operated by a Boeing 747 registered N747PA and named Clipper America.

On July 30, 1971, at 15:29 PDT, while it was taking off from San Francisco International Airport bound for Tokyo, the aircraft struck approach lighting system structures located past the end of the runway; this initial mishap seriously injured two passengers and caused significant physical damage to both the runway structures and the aircraft.

The crew continued the takeoff, flew out over the ocean, circled while dumping fuel, and returned to SFO. After coming to a stop, the crew ordered an emergency evacuation, during which 27 passengers were injured exiting the aircraft, eight of whom suffered serious back injuries. The accident was investigated by the NTSB, which determined the probable cause was the pilot's use of incorrect takeoff reference speeds. The NTSB also found various procedural failures in the dissemination and retrieval of flight safety information, which had contributed to the accident.

Aircraft and crew
The Boeing 747-121, registration N747PA, manufacturer's serial number 19639, first flew on April 11, 1969 and was delivered to Pan Am on October 3, 1970. It was the second 747 off Boeing's production line but was delivered only nearly ten months after Pan Am's first 747 flight. Originally named Clipper America, it had logged 2,900 hours of operation at the time of the accident.

The flight crew of Flight 845 consisted of five (a captain, a first officer, a flight engineer, a relief flight engineer, and a relief pilot). The captain was Calvin Y. Dyer, a 57-year-old resident of Redwood City, California, a pilot with 27,209 hours of flying experience, 868 of which were on the 747. The first officer was Paul E. Oakes, a 40-year-old resident of Reno, Nevada, with 10,568 hours of experience, 595 on the 747. The flight engineer was Winfree Horne, who was 57 years old and from Los Altos, California, and had 23,569 hours of flight experience, 168 of them on the 747. The 34-year-old second officer, Wayne E. Sagar, was the relief pilot and had 3,230 hours of flight experience, 456 of them on the 747. The relief flight engineer was Roderic E. Proctor, a 57-year-old resident of Palo Alto, California, who had 24,576 flight hours, 236 of them on the 747.

On July 29, 1971, Dyer, Oakes, Horne, Sagar and Proctor had spent the whole day off-duty and had flown the initial Los Angeles to San Francisco leg of the flight.

Accident history
Flight 845's crew had planned and calculated its takeoff for runway 28L but discovered only after pushback that this runway had been closed hours earlier for maintenance, and that the first 1000 ft of runway 01R, the preferential runway at that time, had also been closed. After consulting with Pan Am flight dispatchers and the control tower, the crew decided to take off from runway 01R, shorter than 28L, with less favorable wind conditions.

Runway 01R was about 8500 ft long from its displaced threshold (from which point the takeoff was to start) to the end, which was the available takeoff length for Flight 845. Because of various misunderstandings, the flight crew was erroneously informed that the available takeoff length from the displaced threshold was 9500 ft, or 1000 ft longer than actually existed. Despite the shorter length, it was later determined that the aircraft could have taken off safely if the proper procedures had been followed.

As the crew prepared for takeoff on the shorter runway, it selected 20 degrees of flaps, instead of the originally-planned 10 degree setting, but did not recalculate the takeoff reference speeds (V1, Vr and V2), which had been calculated for the lesser flap setting and were thus too high for their actual takeoff configuration.

Consequently, the critical speeds were achieved late and the aircraft's takeoff roll was abnormally prolonged. In fact, the first officer called Vr at 160 kn, instead of the planned 164 kn, because the end of the runway was "coming up at a very rapid speed."

Damage
Unable to attain sufficient altitude to clear obstructions at the end of the runway, the aircraft had its aft fuselage, landing gear, and other structures damaged as it struck components of the approach lighting system (ALS) at over 160 kn. Three lengths of angle iron up to 17 ft penetrated the cabin, injuring two passengers. The right main under-body landing gear was forced up and into the fuselage, and the left under-body landing gear was ripped loose and remained dangling beneath the aircraft. Other systems damaged in the impact included No. 1, 3, and 4 hydraulic systems, several wing and empennage control surfaces and their mechanisms, electrical systems including the antiskid control, and three of the evacuation slides.

The flight proceeded out over the Pacific Ocean for 1 hour and 42 minutes to dump fuel to reduce weight for an emergency landing. During that time, damage to the aircraft was assessed, and the injured were treated by doctors on the passenger list. After dumping fuel, the aircraft returned to the airport. Emergency services were deployed, and the plane landed on runway 28L. During landing, six tires on the under-wing landing gear failed. Reverse thrust functioned only on engine 4 and so the aircraft slowly veered to the right, off the runway, and came to a stop. The left under-wing landing gear caught fire, but the fire was extinguished by dirt once the plane veered off the runway. After stopping, the aircraft slowly tilted backwards because the body gear had been ripped off or disabled on takeoff. The aircraft came to rest on its tail with its nose elevated. Until the accident, it was not known that the 747 would tilt backwards without the support of the main body gear.

Injuries
There were no fatalities among the 218 passengers and crew aboard, but 2 passengers were seriously injured during the impact, and during the subsequent emergency evacuation, 27 more sustained injuries, 2 of them seriously.

Rods of angle iron from the ALS structure penetrated the passenger compartment, injuring passengers in seats 47G (near-amputation of left leg below the knee) and 48G (severe laceration and crushing of left upper arm).

After landing, the aircraft veered off the runway on its damaged landing gear and came to a halt. Evacuation commenced from the front because the evacuation order was not broadcast over the cabin address system (it was erroneously broadcast over the radio), the order being given by one of the flight crew exiting the cockpit and noticing that evacuation had not commenced. During that time, the aircraft settled aft, resting on its tail in a nose-up attitude. The four forward slides were unsafe for use because of the greater elevation and high winds. Most passengers evacuated from the rear six slides. Eight passengers using the forward slides sustained serious back injuries and were hospitalised. Other passengers suffered minor injuries such as abrasions and sprains.

Investigation
The accident was investigated by the National Transportation Safety Board (NTSB), which issued its final report on May 24, 1972. The NTSB found the probable cause of the accident: "...the pilot's use of incorrect takeoff reference speeds. This resulted from a series of irregularities involving: (1) the collection and dissemination of airport information; (2) aircraft dispatching; and (3) crew management and discipline; which collectively rendered ineffective the air carrier's operational control system."

Aftermath

After the accident, the aircraft was repaired and returned to service. N747PA was re-registered and leased to Air Zaïre as N747QC from 1973 to March 1975, when it was returned to Pan Am, and it was renamed Clipper Sea Lark and then Clipper Juan T. Trippe in honor of the airline's founder. It remained with Pan Am until the airline ceased operations in 1991 and was transferred to Aeropostal and then briefly to Kabo Air of Nigeria and back to Aeroposta, and it was finally cut into pieces in 1999 at Norton AFB in San Bernardino, California, where it had been stored since at least 1997.

The parts of the aircraft were shipped to Hopyeong, Namyangju, South Korea, and reassembled to serve as a restaurant for some time until it closed down. Petitions and campaigns from numerous aviation enthusiasts for museums or local governments then occurred to preserve the historical airplane. The aircraft was scrapped in 2010.

In 2017, Airways Magazine made an article claiming that N747PA had only partially been scrapped and that three major pieces of fuselage were saved and moved not far away to the suburb of Wolmuncheon-ro. The former aircraft was then reported to be used as a church in a Korean Air livery. (Location:1052-7 Wolmun-ri, Wabu-eup, Namyangju-si, Gyeonggi-do, South Korea). However, the claim was proven false as the 747 claimed to be N747PA, had been there long before the aircraft had been scrapped. As of 2020, the unknown church 747 had been removed as well and replaced by a new building.

title: Pan Am Flight 845


text:
Minton Warren

Minton Warren (29 January 1850 – 26 November 1907), American classical scholar, was born at Pawtucket, Rhode Island, on 29 January 1850, a descendant of Richard Warren, who sailed on the Mayflower in 1620.

Biography
Warren was educated at Tufts College and subsequently at Yale. After three years as a schoolmaster, he went to Germany to complete his studies in comparative philology and especially in Latin language and literature. Having taken the degree of doctor of philosophy at Strasbourg in 1879, he returned to the United States as Latin professor at Johns Hopkins University.

In 1899 he was appointed Latin professor at Harvard. His life-work was a new edition of Terence, which, however, he left unfinished at his death. He was director of the American School of Classical Studies in Rome (1897–1899), and president of the American Philological Association (1898). He died suddenly of heart failure on 26 November 1907 in Cambridge, Massachusetts.

Works
Among his publications are: Enclitic Ne in Early Latin (Strassburg dissertation, reprinted in Amer. Journ. of Philol., 1881); On Latin Glossaries, with especial reference to the Codex Sangal-lensis (St. Gall Glossary) (Cambridge, U.S.A., 1885); The Stele Inscription in the Roman Forum (Amer. Journ. of Philol., vol. xxviii. No. 3, and separately in 1908).

Family
He married Salomé Amelia Machado on 29 December 1885; she was from Cuba and received her BA from Smith College in 1883, making her the first Latina to graduate from Smith.

title: Minton Warren


text:
Redear sunfish

The redear sunfish (Lepomis microlophus), also known as the shellcracker, Georgia bream, cherry gill, chinquapin, improved bream, rouge ear sunfish and sun perch) is a freshwater fish in the family Centrarchidae and is native to the southeastern United States. Since it is a popular sport fish, it has been introduced to bodies of water all over North America. It is known for its diet of mollusks and snails.

Description
The redear sunfish generally resembles the bluegill except for coloration and somewhat larger size. The redear sunfish also has faint vertical bars traveling downwards from its dorsal. It is dark-colored dorsally and yellow-green ventrally. The male has a cherry-red edge on its operculum; females have orange coloration in this area. The adult fish are between 20 and 24 cm in length. Max length is 43.2 cm, compared to a maximum of about 40 cm for the bluegill. Redear sunfish on average reach about 0.45 kg, also larger than the average bluegill.

Habitat and range
Redear sunfish are native to the Southeast U.S. They range from North Carolina to Florida, west to southern Illinois and Missouri, and south to the Rio Grande drainage in Texas. However, this fish has also been widely introduced to other locations in the United States outside of its native range.

In the wild, the redear sunfish inhabits warm, quiet waters of lakes, ponds, streams, and reservoirs. They prefer to be near logs and vegetation, and tend to congregate in groups around these features. This sunfish is also located in many freshwater marsh wetlands.

Diet
The favorite food of this species is snails, which it obtains by cracking their shells, hence this feisty gamefish's common name: shellcracker. These fish meander along lakebeds, seeking and cracking open snails and other shelled creatures. VanderKooy et al. (2000) observed that large L. microlophus predominantly focus on hard-shelled prey such as ostracods, hydrobiid snails and mussels throughout the entire year. In the same field investigation, it was observed that smaller fish tended to also consume zooplankton, amphipods, chironomid and ceratopongonid larvae and cladocerans, with varied distributions depending on the season. They are also believed to feed on algae, aquatic worms, copepoda, midge larvae, ephemeropteran and odonata nymphs, crayfish, small fish, and fish eggs. Redears have thick pharyngeal teeth (hard, movable plates in its throat) which allow it to crunch exoskeletons. It is even capable of opening small clams. The specialization of this species for the deep-water, mollusk-feeding niche allows it to be introduced to lakes without the risk of competition with fish that prefer shallower water or surface-feeding. In recent years, the stocking of redear has found new allies due to the fish's ability to eat quagga mussels, a prominent invasive species in many freshwater drainages.

Reproduction
During spawning, males congregate and create nests close together in colonies, and females visit to lay eggs. The redear sometimes hybridizes with other sunfish species.

Fossil record
The redear sunfish is the first-known species of Centrarchidae based on fossil records, as old as 16.3 million years, dating back to the Middle Miocene.

Relationship with humans
Redear sunfish is a popular panfish among recreational anglers. The IGFA all-tackle world record for the species stands at 2.83 kg caught in 2021 from Lake Havasu in Arizona.

title: Redear sunfish