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Ohare Michael:     more books (54)

Bucky O'Hare Hardcover Graphic Novel (1) by Michael Golden, Larry Hama, et all 1986 Marvel Age Spider-Man #8 (September 2004) by Todd Dezago, 2004 Peter Parker Spider-man #54 (The Rules of the Game Part 2) Vol. 2 May 2003 by Zeb Wells, 2003 Jubilee #3 (Marvel Comics) by Robert Kirkman, 2005 Marvel Adventures Spider-man / Fantastic Four (Free Comic Book Day) by Todd Dezago, 2005 Marvel Age Spider-man Team-up #1 (With the Fantastic Four) November 2004 by Todd Dezago, 2004 Bauwerk in Chicago: Auditorium Building, O'Hare International Airport, Michael Jordan's Restaurant, Soldier Field, Meigs Field (German Edition) Jubilee 1, 2, 3, 4, 5, 6 Complete Series by Robert Kirkman, 2005 Fantastic Four: Clobberin' Time Digest by Brandon Thomas, Michael O'Hare, 2005-06-29 Mandatory deposit legislation for Massachusetts: Report to the Cabinet Task Force on the "Bottle Bill" by Michael O'Hare, 1979 The Black Costume [MARVEL ADV SPIDER MAN V06 BLAC] by Fred(Author) ; Hamscher, Cory(Illustrator); O'Hare, Michael(Illustrator) Van Lente, 2007-05-31 Privatization of prisons: A management perspective (Working paper series / Boston University, School of Management) by Michael O'Hare, 1988 Local aid and a local income tax: Decentralizing the Massachusetts fiscal structure by Michael O'Hare, 1982

lists with details

21. O'HARE EGAN CUNNINGHAM
    June 7, 1851, Calumet Island mother, Bridget O Hare, father, michael Cunningham, 7 children, names available. Egan -Bridget, abt. 1842, m.  
    http://www.bytown.net/ohare.htm
    
    Extractions: Surname: O'Hare, Egan, Cunningham, Shea, Kelly I have numerous Cunningham's in my database.However, only 1 Ann - b. June 7, 1851, Calumet Island - mother, Bridget O'Hare, father, Michael Cunningham, 7 children, names available. Egan: -Bridget, abt. 1842, m. Denis Shea -Mary Teresa, m. Patrick Joseph Mark Kelly -Timothy, m. Winifred Shea Any of this helpful? Do you have any other first names to compare? bevred@idirect.com November 30, 2001: My GGrandfather Patrick O'Hare/Hare (1828) emigrated to Canada from Knock, Ireland. He married Mary Kennedy and they eventually emigrated to St Lawrence County New York,USA. Patrick's brother Daniel stayed in Canada. We believe that Patrick lived in the Mountain/Kemptville area and there is some recollection about family being buried in a cemetery in Finch,Ontario. He may have worked on the canal. Could there be a connection to your O'Hare family? Margaret Note: The McCabe List of 1829 shows a Peter O'Hare from County Down. Peter has a brother and a cousin, both named Daniel. ML# 135 ... Al August 9, 2004: My Great Grandfather, Michael Egan, Married Bridget Cunningham somewhere in Ireland in about 1850. They moved to Wisconsin in the early 1850’s. They raised 13 children. Bridget’s brother Michael Cunningham joined her in Wisconsin. Email me at degan@milwpc.com or chouse@execpc.com

22. CTA Blue Line
    Like thousands of people each day, we begin our journey at O Hare International Airport, one of the largest and Photo by michael Pompili Date 3/8/2004  
    http://world.nycsubway.org/us/chicago/blue/cta-blue-ohare.html

23. Welcome The The O Hare School Of Irish Dance Was Started By Tim O
    In 1982 michael O Hare started teaching in East Detroit. The school has since expanded to Akron, Ohio and Chicago Illinois. There are currently two O Hare  
    http://www.ohareirishdancers.com/Michigan/OHare/
    
    Extractions: The The O'Hare school of Irish Dance was started by Tim O'Hare in 1979 in Plymouth Michigan. In 1982 Michael O'Hare started teaching in East Detroit. The school has since expanded to Akron, Ohio and Chicago Illinois. There are currently two O'Hare School locations in Michigan, Westland and Birmingham. These two locations account for over half of the 1000 O'Hare students. The Westland students are under the direction of Tim O'Hare (two time world champion), Megan Sanders, and Breda McGowan. The Birmingham school is under the direction of Mike O'Hare and Elaine O'Hare. Students of the O'Hare school have won Midwest and National championships as well as two world championships. In 1998, Michael Belvitch and Paul Cusick won the world title and Michael again in 1999. Michael, Paul, and Patrick Quinn have each captured all Ireland titles in the past three years. While awards and recognition have put the O'Hare school in the spotlight, the hard work and dedication of its students, parents, staff and supporters are the reason for its success.

24. Ohare@berkeley
    michael O Hare. In the disconnected string of hopes and opinions that passes for a major policy address these days, the president yesterday rearticulated  
    http://www.markarkleiman.com/archives/Energy policy and energy politics.htm
    
    Extractions: The Bush Energy Speech Michael O'Hare energy policy . The fundamental question" was, rhetorically, do we want to continue to grow more dependent on other nations for energy supplies? (Of course we don't). The thematic language was to increase domestic "production" and decrease consumption. And the tool of choice was technology. At that soundbite level, it was a fine speech. As it unfolded, however, it turned out to be almost entirely an inconsistent and flatly misleading mishmash of wishful thinking and deceptions. isn't warming, Bush should have been embarrassed to claim this as an advantage, but he did so anyway.) In any case, his ideas of how to revive the nuclear power industry have almost nothing to do with the reasons it hasn't already revived. not counting the toxicity of their downwind pollution with nuclear remains a puzzle, almost certainly related to political leadership failures. He tipped his hat to wind power, a good non-polluting way to make some electricity but one with a lot of problems yet to resolve, including its appetite for money, birds, land, and views. The wind isn't a very dense source of energy, so we need a lot of big windmills to catch it. More NIMBY problems, and subsidy money we've already spent on tax cuts for the rich and in Iraq. At the margins, wind could be of some small help with energy. As to his other recommendations, incoherence ruled the day. More oil refineries, for example, and lower gasoline prices. The first implies we plan to

25. 5/21/94 - This File Contains Everything I Could Find About Michael
    find about michael O Hare s impending leave of absence from Babylon 5. One aspect of this has been a series of conversations with michael O Hare.  
    http://www.midwinter.com/b5/OHare.Leave

26. Production Used Call Sheet Signed By Michael OHare - Detail The Propstore Of Lon
    The Propstore of London Specializing in the Ultimate Movie Collectibles, Genuine movie props and hollywood costumes from film and television.  
    http://www.propstore.co.uk/showimage.php?pid=5040&iid=16558

27. NAME AGE DIED CEMETERY OARANGTOE - 1874 GTN OATES, John 1887 GTN
    ohare, Constantine REVERD, 64 YRS, 1928 9 NOV, DPC. ohare, michael, 1889, GTN. OKELEY, John, 75 YRS, 1923 24 APR, APX. OKELY, Emilea V. 1881, MUR  
    http://members.westnet.com.au/web/gfhs/cemeteries/O.htm
    
    Extractions: NAME AGE DIED CEMETERY OARANGTOE GTN OATES, John GTN OBRIEN, Annie 24 YRS 1920 23 AUG ERC OBRIEN, Bartholomew C. MUR OBRIEN, Harriet 69 YRS 1904 27 JUN GGH OBRIEN, John 2 JUL GGH OBRIEN, Joseph Patrick 6 JUN GGH OBRIEN, Martin IRW OBRIEN, Michael 76 YRS 1912 11 AUG WWY OBRIEN, Terence Vincent h 1905 19 JAN WWY OBYRNE, James 54 YRS 9 SEP ERC OCONNELL, My.Joseph REV.M 75 YRS 9 MAR NSS OCONNELL, Robert J. MUR OCONNOR, Alphonsus SISTER 1952 14 FEB DPC OCONNOR, Benignus MOTHER 1954 19 JAN DPC OCONNOR, Catherine Mary G 1896 11 MAY USC OCONNOR, Elizabeth Earle 26 YRS 9 MAR USC OCONNOR, Evelyn Rose 1 JUL GGH OCONNOR, Lucy h 2 JAN GGH OCONNOR, Mary s/born 8 JAN YAL OCONNOR, William Francis 59 YRS 1933 25 APR NSS OCONNOR, unnamed female s/born 1 DEC GGH ODEA, Mary A. IRW ODONNELL, Catherine 2 YRS 1879 10 JUL SFX ODONNELL, Clarence Edwin 1928 20 NOV NHT ODONNELL, Edward 68 YRS 1971 31 AUG NAB ODONNELL, Ellen 75 YRS 1915 13 AUG NAB ODONNELL, George Edward 71 YRS 1967 12 JAN NAB ODONNELL, John 1868 26 NOV GGH ODONNELL, John GTN ODONNELL, John Alfred 66 YRS 1932 27 MAY NAB ODONNELL, Mary GTN ODONNELL, Mary GTN ODONNELL, Mary Ann

28. Ancestry Message Boards [ Ohare ]
    Messages posted to this board also appear in the ohareL@rootsweb.com mailing list. ohare,michael,Brooklyn,NY1880-1918 william O Hara 18 Jun 2005  
    http://boards.ancestry.com/mbexec/board/an/surnames.Ohare
    
    Extractions: Messages posted to this board also appear in the "OHARE-L@rootsweb.com" mailing list. Search all Ancestry.com databases for "Ohare" records List Messages Post New Message Add Board To Favorites Add Board To Notifications Previous Next Andrew A. O'HARE d. 4 July 1946 - Kansas City, MO John O'Brien 30 Jun 2005 OHare,Michael,Brooklyn,NY1880-1918 william O'Hara 18 Jun 2005 O'HARE surname resource William Cribbs 13 Jun 2005 Frank O'Hare Michael O'Hare 1 Apr 2005 Illinois, Ohio Township, Bureau County, 1862 to 1937, Mary O’HARE Bill W. LOVE 30 Dec 2004 changed my email address since last posting wendy 19 Nov 2004 O'hare family Eileen Mifsud 1 Oct 2004 Thomas O'Hare, Newry, County Down Marjorie King 18 Sep 2004 US World War I soldier James O’Hare - Brooklyn – Flanders Field Patrick Lernout 29 Apr 2004 Elizabeth O'Hare - WI Anne Munson 13 Feb 2004 Angela Theresa O`Hare Claire 14 Nov 2003 Obit: Arthur J. O'Hare

29. O'Hare
    1 Bridget O HARE b Bef. 1881 Ireland d Unknown . +michael MALONE b Bef. 1879 Ireland m Bet. 1900 1901 d Unknown 2 Mary MALONE b Abt. 1901 d  
    http://home.earthlink.net/~smcnulty/ohare.html
    
    Extractions: O'Hare Descendants of Bridget O'Hare 1 Bridget O'HARE b: Bef. 1881 Ireland d: Unknown . +Michael MALONE b: Bef. 1879 Ireland m: Bet. 1900 - 1901 d: Unknown ... 2 Mary MALONE b: Abt. 1901 d: Unknown ... 2 Catherine MALONE b: Private ....... +Michael DOWNES b: Abt. 1901 County Clare, Ireland m: Private d: October 1962 ........ 3 James DOWNES b: September 18, 1927 New Jersey d: November 1978 ............ +Eileen HOLDEN b: Private m: Private .............. 4 James DOWNES b: Private ........ 3 Catherine DOWNES b: Private ............ +Sr. ROSARII b: Private m: Private ........ 3 Florence DOWNES b: Private ............ +Alfred ZEMANN b: Private m: Private .............. 4 Catherine ZEMANN b: Private .................. +Gary KROBOTH b: Private m: Private ........ 3 Patricia DOWNES b: Private ........ 3 Michael DOWNES b: Private ............ +Helen MEIER b: Private m: Private .............. 4 Michael DOWNES b: Private ........ 3 Vincent DOWNES b: Private ............ +Wilma NASARENKO b: Private m: Private Father: Silverius Scheurl Mother: Maria Pfundmeier .............. 4 Vincent DOWNES b: Private ........ 3 Margaret DOWNES b: Private ............ +Antonio ORTIZ b: Private m: Private .............. 4 Sharon ORTIZ b: Private .............. 4 Michael ORTIZ b: Private .............. 4 Anthony ORTIZ b: Private ... 2 Margaret MALONE b: Private ....... +John O'BRIEN b: Abt. 1903 m: Private d: Unknown ........ 3 John O'BRIEN b: Private ............ +Marie PRENDERGAST b: Private m: Private .............. 4 [1] Eileen O'BRIEN b: Private

30. O'Hare Family Genealogy Forum
    Descendants of Bernard O Hare Kansas? c.1860 - michael O Hare 11/11/02 Re Ann O Hare McDonald Co Louth c 1830-1900 - michael Byron 9/12/02  
    http://genforum.genealogy.com/ohare/
    
    Extractions: Jump to # Co Down to Chicago O'Hares Nancy Brennan US World War I soldier James O’Hare - Brooklyn – Flanders Field Patrick Lernout O'Hare Family, Indiana Co. Pa, poss Jefferson Co. Pa Jodie O'Hare O'Hare family in Keady, Co. Armagh Colette Chadwick Sylvester O'Hare-b.1846(son of ?Stephenm.Susan Hill-b1857

31. Michael Best & Friedrich LLP - Related Links
    Airports, www.ohare.com/ohare/home.asp, www.ohare.com/midway/home.asp michael Best Partner, José A. Olivieri, Appointed To Senator Kohl s Supreme Court  
    http://www.mbf-law.com/recruiting_links.cfm
    
    Extractions: General City Info: www.onmilwaukee.com Chamber of Commerce: www.milwaukee.org Local Newspaper: www.journalsentinel.com Restaurants: www.onmilwaukee.com Local Sports Teams: milwaukee.brewers.mlb.com www.nba.com/bucks www.milwaukeewave.com Culture: www.onwisconsin.com www.metromilwaukee.org Attractions: www.onmilwaukee.com Night Life: www.onmilwaukee.com Golf: www.wigolf.com Airport: www.mitchellairport.com General City Info: www.ci.waukesha.wi.us Chamber of Commerce: www.waukesha.org Local Newspaper: www.freemanol.com Restaurants: www.onmilwaukee.com Local Sports Teams: milwaukee.brewers.mlb.com www.nba.com/bucks www.milwaukeewave.com Attractions: www.onmilwaukee.com Night Life: www.onmilwaukee.com Golf: www.wigolf.com Airport: www.mitchellairport.com

32. BUCKLEY 5 MILE
    City State Time Overall/Sex Place 1 ohare MIKE M 14 LOWELL IN 03147.0 29 8 O CONNELL michael M 47 LOWELL IN 03920.4 103 / 87 9 LANSDOWNE CHARLES  
    http://www.drkomputing.com/results/buck5m00.htm
    
    Extractions: FINAL REPORT FOR: MALE RUNNERS - AGE GROUP - 14 FINAL REPORT FOR: MALE RUNNERS - AGE GROUP 15 - 19 FINAL REPORT FOR: MALE RUNNERS - AGE GROUP 20 - 24 Runner name Sex Age City State Time Overall/Sex Place 1 CRAGUE AARON M 20 SCHERERVILLE IN 0:26:24.0 1 / 1 2 HERNANDEZ CHRISTOPH M 24 MUNSTER IN 0:28:36.3 6 / 6 3 OSLAWSKI ERIK M 20 SAINT JOHN IN 0:36:59.5 74 / 65 4 LAMPRECHT BRAD M 21 CEDAR LAKE IN 0:43:51.8 150 / 120 5 KOSTOFF CHRIS M 20 SCHERERVILLE IN 0:44:28.5 157 / 126 FINAL REPORT FOR: MALE RUNNERS - AGE GROUP 25 - 29 Runner name Sex Age City State Time Overall/Sex Place 1 LARSON JEREMY M 27 CHICAGO IL 0:28:38.9 7 / 7 2 MASZAK BOBBY M 25 HOMEWOOD IL 0:38:13.5 90 / 76 3 KOZUBAL KEITH M 26 LOWELL IN 0:44:45.1 159 / 128 4 KOZUBAL KYLE M 25 HAMMOND IN 0:44:45.7 160 / 129 FINAL REPORT FOR: MALE RUNNERS - AGE GROUP 30 - 34 FINAL REPORT FOR: MALE RUNNERS - AGE GROUP 35 - 39 FINAL REPORT FOR: MALE RUNNERS - AGE GROUP 40 - 44 FINAL REPORT FOR: MALE RUNNERS - AGE GROUP 45 - 49 Runner name Sex Age City State Time Overall/Sex Place 1 CORTES SAM M 49 ORLAND PARK IL 0:28:32.6 5 / 5 2 AHNER DAVID M 48 VALPARAISO IN 0:28:49.7 8 / 8 3 STEFFEN ROGER M 49 RENSSELAER IN 0:30:25.4 18 / 18 4 BENDER RICHARD M 48 VALPARAISO IN 0:36:47.2 69 / 61 5 CORAZZA BOB M 47 ELMHURST IL 0:37:19.9 78 / 68 6 POST THOMAS M 45 DEMOTTE IN 0:37:55.9 87 / 75 7 GOVERT DAN M 46 GRIFFITH IN 0:38:55.6 96 / 82 8 O'CONNELL MICHAEL M 47 LOWELL IN 0:39:20.4 103 / 87 9 LANSDOWNE CHARLES M 49 VALPARAISO IN 0:43:44.5 149 / 119 10 GODOY LUCIO M 46 CEDAR LAKE IN 0:47:08.8 180 / 139 11 WHEELER CHARLES M 47 CROWN POINT IN 0:51:25.1 204 / 155

33. Eva Bertrand Adams
    Her father michael O’Hare, born in Ireland, was a Civil War veteran having She met and married michael Francis O’Hare in 1866, and preceded him to  
    http://www.unr.edu/wrc/nwhp/biograph/ohare.htm
    
    Extractions: Other role identities: Ranching, hotel proprietor, mining Biography: Henry Chauncey , she gave birth prematurely to a baby boy. Continuing on to her destination she, her four-day old son, and younger siblings rode donkeys across the Isthmus to board another ship on the Pacific side. From San Francisco she journeyed to Sacramento by boat, then by train to Placerville, and lastly a stagecoach to Carson City. Her parents met her there. She was joined later by her husband Michael. In 1886, Michael died of pneumonia leaving Margaret with eight children to rear. An outstanding Nevada pioneer lady, Jennie lived her Catholic faith, raised a wonderful family, and contributed to each community in which she lived. Her biography is included in Special Collections at the University of Nevada, Reno.

34. The DC10 O'Hare Crash (Keith Barr, Robert Dorsett)
    In airliners.1992.106@ohare.Chicago.COM michael Weiss writes In any case, my point is that there would have been a severe weight unbalance between the  
    http://yarchive.net/air/airliners/dc10_ohare_crash.html
    
    Extractions: Index Home About Search for Google's copy of this article Index Home About Newsgroups: sci.aeronautics.airliners From: rdd@rascal.ics.utexas.edu (Robert Dorsett) Subject: NTSB DC-10 excerpts Date: Wed, 25 Nov 92 02:26:16 CST It's been about two years since I last posted this, so... Excerpts from the NTSB accident report on the Chicago O'Hare crash: Synopsis: About 1504 CDT, May 25, 1979, American Airlines Flight 191, a McDonnell-Douglas DC-10-10 aircraft, crashed into an open field just short of a trailer park about 4600' northwest of the departure end of runway 32R at Chicago-O'Hare Internat- ional Airport, Illinois. Flight 191 was taking off from Runway 32R. The weather was clear and the vis- ibility was 15 miles. During the takeoff rotation, the left engine and pylon assembly and about 3 ft of the leading edge of the left wing separated from the aircraft and fell to the runway. Flight 191 continued to climb to about 325' above the ground and then began to roll to the left. The aircraft con- tinued to roll to the left until the wings were past the vertical position, and during the roll, the aircraft's nose pitched down below the horizon. Flight 191 crashed into the open field and the wreckage scattered into an adjacent trailer park. The aircraft was destroyed in the crash and subsequent fire. Two hundred and seventy-one persons on board Flight 191 were killed; two persons on the ground were killed, and two others were injured. An old aircraft hangar, several automobiles, and a mobile home were destroyed. The National Transportation Safety Board determines that the probable cause of this accident was the asymmetrical stall and the ensuing roll of the air- craft because of the uncommanded retraction of the left wing outboard leading edge slats and the loss of stall warning and slat disagreement indication sys- tems resulting from maintenance-induced damage leading to the separation of the No. 1 engine and pylon assembly at a critical point during takeoff. The sep- aration resulted from damage by improper maintenance procedures which led to failure of the pylon structure. Contributing to the cause of the accident were the vulnerability of the design of the pylon attach points to maintenance damage; the vulnerability of the design of the leading edge slat system to the damage which produced asymmetry; deficiencies in Federal Aviation Administration surveillance and reporting sys- tems which failed to detect and prevent the use of improper maintenance proced- ures; deficiencies in the practices and communications among the operators, the manufacturer, and the FAA which failed to determine and disseminate the particulars during previous maintenance damage incidents; and the intolerance of prescribed operational procedures to this unique emergency. Findings (p. 67) 1. The engine and pylon assembly separated either at or immediately after takeoff. The flightcrew was committed to continue the takeoff. 2. The aft end of the pylon assembly began to separate in the forward flange of the aft bulkhead. 3. The structural separation of the pylon was caused by a complete failure of the forward flange of the aft bulkhead after its residual strength had been critically reduced by the fracture and subsequent service life. 4. The overload fracture and fatigue cracking on the pylon aft bulkhead's upper flange were the only preexisting damage on the bulkhead. The length of the overload fracture and fatigue cracking was about 13 inches. The fracture was caused by an upward movement of the aft end of the pylon which brought the upper flange and its fasteners into contact with the wing clevis. 5. The pylon to wing attach hardware was properly installed at all attachment points. 6. All electrical power to the No. 1 AC generator bus and No. 1 DC bus was lost after the pylon separated. The captain's flight director instrument, the stall warning system, and the slat disagreement warning light systems were rendered inoperative. Power to these buses was never restored. 7. The No. 1 hydraulic system was lost when the pylon separated. Hydraulic systems No. 2 and No. 3 operated at their full capability throughout the flight. Except for spoiler panels No. 2 and No. 4 on each wing, all flight controls were operating. 8. The hydraulic lines and followup cables of the drive actuator for the left wing's outboard leading edge slat were severed by the separation of the pylon and the left wing's outboard slats retracted during climbout. The retraction of the slats caused an asymmetric stall and subsequent loss of control of the aircraft. 9. The flightcrew could not see the wings and engines from the cockpit. Because of the loss of the slat disagreement light and the stall warning system, the flightcrew would not have received an electronic warning of either the slat asymmetry or the stall. The loss of the warning systems created a situation which afforded the flightcrew an inadequate opportunity to recognize and prevent the ensuing stall of the aircraft. 10. The flightcrew flew the aircraft in accordance with the prescribed emer- gency procedure, which called for the climbout to be flown at V2 speed. V2 was 6 KIAS below the stall speed for the left wing. The deceleration to V2 speed caused the aircraft to stall. The start of the left roll was the only warning the pilot had of the onset of the stall. 11. The pylon was damaged during maintenance performed on the accident aircraft at American Airline's Maintenance Facility at Tulsa, Oklahoma, on March 29 and 30, 1979. 12. The design of the aft bulkhead made the flange vulnerable to damage when the pylon was being separated or attached. 13. American Airlines engineering personnel developed an ECO to remove and reinstall the pylon and engine as a single unit. The ECO directed that the combined engine and pylon assembly be supported, lowered, and raised by a forklift. American Airlines engineering personnel did not perform an adequate evaluation of either the capability of the forklift to provide the required precision for the task, or the degree of difficulty involved in placing the lift properly, or the consequences of placing the lift improperly. The CO did not emphasize the precision required to place the forklift properly. 14. The FAA does not approve the carriers' maintenance procedures, and a carrier has the right to change its maintenance procedures without FAA approval. 15. American Airlines personnel removed the aft bulkhead's bolt and bushing before removing the forward bulkhead attach fittings. This permitted the forward bulkhead to act as a pivot. Any advertent or inadvertent loss of forklift support to the engine and pylon assembly would produce an upward movement at the aft bulkhead's upper flange and bring it into contact with the wing clevis. 16. American Airlines maintenance personnel did not report formally to their maintenance engineering staff either their deviation from the removal sequence contained in the ECO or the difficulties they had encountered in accomplishing the ECO's procedures. 17. American Airline's engineering personnel did not perform a thorough evaluation of all aspects of the maintenance procedures before they formulated the ECO. The engineering and supervisory personnel did not monitor the performance of the ECO to ensure either that it was being accomplished properly or if their maintenance personnel were encountering unforeseen difficulties in performing the assigned tasks. 18. The nine situations in which damage was sustained and cracks were found on the upper flange were limited to those operations wherein the engine and pylon assembly was supported by a forklift. 19. On December 19, 1978, and Feb. 22, 1979, Continental Airlines maintenance personnel damaged aft bulkhead upper flanges in a manner similar to the damage noted on the accident aircraft. The carrier classified the cause of the damage as maintenance error. Neither the air carrier nor the manufacturer interpreted the regulation to require that it further investigate or report the damages to the FAA. 20. The original certification's fatigue-damage assessment was in conformance with the existing requirements. 21. The design of the stall warning system lacked sufficient redundancy; there was only one stickshaker motor; and further, the design of the system did not provide for crossover information to the left and right stall warning computers from the applicable leading edge slat sensors on the opposite side of the aircraft. 22. The design of the leading edge slat system did not include positive mechanical locking devices to prevent movement of the slats by external loads following a failure of the primary controls. Certification was based upon acceptable flight characteristics with an asymmetrical leading edge slat condition. 23. At the time of DC-10 certification, the structural separation of an engine pylon was not considered. Thus, multiple failures of other systems resulting from this single event was not considered. Additional excerpts: [design requirements for slats] "The motion on the flaps on opposite sides of the plane of symmetry must be synchronized unless the aircraft has safe characteristics with the flaps retracted on one side and extended on the other." Since the left and right inboard slats are controlled by a single valve and actuated by a common drum and the left and right outboard slats receive their command from mechanically linked control valves which are "slaved" to the inboard slats by the followup cable, the synchronization requirement was satisfied. However, since the cable drum actuating mechanisms of the left and right outboard slats were independent of each other, the possibility existed that one outboard slat might fail to respond to a commanded movement. Therefore, the safe flight characteristics of the aircraft with asymmetrical outboard slats were demonstrated by test flight. These flight characteristics were investigated within an airspeed range bounded by the limiting airspeed for the takeoff slat positions260 ktsand the stall warning speed; the flight test did not investigate these characteristics under takeoff conditions. In addition, a slat disagree warning light system was installed which, when illuminated, indicated that the slat handle and slat position disagree, or the slats are in transit, or the slats have been extended automatically. The program engineer stated that the commanded slat position is held by trapped fluid in the actuating cylinder, and that no consideration was given to an alternate locking mechanism. The slats' hydraulic lines and followup cables were routed as close as possible to primary structure for protection; however, routing them behind the wing's front spar was not considered because of interference with other systems. "The branch chief of the Reliability and Safety Engineering Organization of the Douglas Aircraft Company described the failure mode and effects analysis (FMEA) and fault analysis. The witness indicated that the FMEA was a basic working document in which rational failure modes were postulated and analyzed; vendors and subcontractors were requested to perform similar analyses on equipment they supplied to McDonnell-Douglas. Previous design and service experience was incorporated in the initial DC-10-10's FMEA's, and analyses were modified as the design progressed. The FMEA's were synthesized to make fault analyses, which were system-oriented summary documents submitted to the FAA to satisfy 14 CFR 25.1309. The FAA could have requested and could have reviewed the FMEA's. The basic regulations under which the slats were certified did not require accountability for multiple failures. The slat fault analysis submitted to the FAA listed 11 faults or failures, all of which were correctable by the flightcrew. However, one multiple failureerroneous motion transmitted to the right-hand outboard slats and an engine failure on the appropriate side was considered by McDonnell-Douglas in its FMEA. The FMEA noted that the "failure increases the amount of yaw but would be critical only under the most adverse flight or takeoff conditions. The probability of both failures occurring is less than 1 x 10e-10 [a popular number with airframe manufacturers!]." [...] "The December 1, 1978 revision of 14 CFR 25.571 retitled the regulation "Damage-Tolerance and Fatigue Evaluation of Structure." The fail-safe evaluation must now include damage modes due to fatigue, corrosion, and accidental damage. According to the manufacturer, the consideration for accidental damage was limited to damage which can be inflicted during routine maintenance and aircraft servicing." [...] "Because of the designed redundancy in the aircraft's hydraulic and electrical systems, the losses of those systems powered by the No. 1 engine should not have affected the crew's ability to control the aircraft. However, as the pylon separated from the aircraft, the forward bulkhead contacted and severed four other hydraulic lines and two cables which were routed through the wing leading edge forward of the bulkhead. These hydraulic lines were the operating lines from the leading edge slat control valve, which was located inboard of the pylon, and the actuating cylinders, which extend and retract the outboard leading edge slats. Two of the lines were connected to the No. 1 hydraulic system and two were connected to the No. 3 system, thus providing the redundancy to cope with a single hydraulic system failure. The cables which were severed provided feedback of the leading edge slat position so that the control valve would be nulled when slat position agreed with position commanded by the cockpit control. The severing of the hydraulic lines in the leading edge of the left wing could have resulted in the eventual loss of No. 3 hydraulic system because of fluid depletion. However, even at the most rapid rate of leakage possible, the system would have operated throughout the flight. The extended No. 3 spoiler panel on the right wing, which was operated by the No. 3 hydraulic system, confirmed that this hydraulic system was operating. Since two of the three hydraulic systems were operative, the Safety Board concludes that, except for the No. 2 and No. 4 spoiler panels on both wings which were powered by the No. 1 hydraulic systems, all flight controls were operating. Therefore, except for the significant effect that the severing of the No. 3 hydraulic system's lines had on the left leading edge slat system, the fluid leak did not play a role in the accident. During takeoff, as with any normal takeoff, the leading edge slats were extended to provide increased aerodynamic lift on the wings . When the slats are extended and the control valve is nulled, hydraulic fluid is trapped in the actuating cylinder and operating lines. The incompressiblity of this fluid reacts against any external air loads and holds the slats extended. This is the only lock provided by the design. Thus, when the lines were severed and the trapped hydraulic fluid was lost, air loads forced the left outboard slats to retract. While other failures were not critical, the uncommanded movement of these leading edge slats had a profound effect on the aerodynamic performance and controllability of the aircraft. With the left outboard slats retracted and all others extended, the lift of the left wing was reduced and the airspeed at which that wing would stall was increased. The simulator tests showed that even with the loss of the No. 2 and No. 4 spoilers, sufficient lateral control was available from the ailerons and other spoilers to offset the asymmetric lift caused by left slat retraction at airspeeds above that at which the wing would stall. However, the stall speed for the left wing increased to 159 KIAS. [...] The Safety Board is also concerned that the designs of the flight control, hydraulic, and electrical systems in the DC-10 aircraft were such that all were affected by the pylon separation to the extent that the crew was unable to ascertain the measures needed to maintain control of the aircraft. The airworthiness regulations in effect when the DC-10 was certificated were augmented by a Special Condition, the provisions of which had to be met before the aircraft's fully powered control system would be certificated. The Special Condition required that the aircraft be capable of continued flight and of being landed safely after failure of the flight control system, including lift devices. These capabilities must be demonstrated by analysis or test, or both. However, the Special Condition, as it applied to the slat control system, was consistent with the basic airworthiness regulations in effect at the time. The basic airworthiness regulations specified requirements for wing flap asymmetry only and did not include specific consideration of other lift devices. Because the leading edge slat design did not contain any novel or unusual features, it was certificated under the basic regulation. The flap control requirements for symmetry and synchronization were applied to and satisfied by the slat system design. Since a malfunction of the slat actuating system could disrupt the operation of an outboard slat segment, a fault analysis was conducted to explore the probability and effects of both an uncommanded movement of the outboard slats and the failure of the outboard slats to respond to a commanded movement. The fault analysis concluded that the aircraft could be flown safely with this asymmetry. Other aircraft designs include positive mechanical locking devices to prevent movement of slats by external loads following a primary failure. The DC-10 design did not include such a feature nor was it deemed necessary, since compliance with the regulations was based upon analysis of those failure modes which could result in asymmetrical positioning of the leading edge devices and a demonstration that sufficient lateral control was available to compensate for the asymmetrical conditions throughout the aircraft's flight envelope. The flight tests conducted to evaluate the controllability of the aircraft were limited to a minimum airspeed compatible with stall-warning activation predicated upon the slat-retracted configuration. Search for Google's copy of this article Search for Google's copy of this article Search for Google's copy of this article Search for Google's copy of this article ... Search for Google's copy of this article Newsgroups: sci.aeronautics.airliners From: rdd@cactus.org (Robert Dorsett) Subject: Slat extension locks Date: 29 Jun 93 09:22:55 PDT In previous DC-10 discussions (last year, mainly), I erroneously referred to the Boeing use of "jackscrews" to lock leading edge devices. This is incorrect. Jackscrews are used to some extent for trailing edge extension, but aren't used for leading edge devices in any airplanes I'm familiar with. I recently learned that the locking mechanism for the LED's is to trap hydraulic fluid downstream of the actuator. The locking mechanism is located in the extension piston itself, and may not be opened again except by more hydraulic pressure, during the retract cycle. Thus, if the hydraulic system is lost, the device itself will remain firmly wedged extended, with a small quantity of hydraulic fluid present in the sealed piston. Probably held more firmly than with hydraulic pressure present. I'm told that this system is so reliable that it's caused many a problem for maintenance-type people once an actuator itself fails: there's no way to retract the slats on the ground. Boeing apparently sells a little hand- pump to permit the fluid to be removed, but I'm told of one incident which involved the use of a hacksaw. :-) Sorry for any confusion, for those who hang on my every word. :-) Egomaniacally, - Robert Dorsett rdd@cactus.org ...cs.utexas.edu!cactus.org!rdd Search for Google's copy of this article Search for Google's copy of this article Search for Google's copy of this article Index ... About

35. Center For American Architecture And Design - Center 10
    Image from michael O Hare s article. Photo Courtesy of Business Week, 1996 by michael O Hare. In this article, I will try to do two things.  
    http://www.utexas.edu/architecture/center/center10/ohare.html
    
    Extractions: Attention, Value, and Exchange by Michael O'Hare In this article, I will try to do two things. One is to react directly to a tone of economics- and economist-bashing that surfaces all too often in "humanist" design circles; the other is to speak about sources of economic value in terms relevant to people concerned with the physical environment. Transition and Outburst I will begin with a challenge to what seem to me to be certain important unspoken analogies and assumptions. For I want to argue that economic models are neither a problem nor an obstacle to good design. Nor is knowledge of that part of human behavior which economists can explain and predict harmful or immoral to the environmental design enterprise. Economic models are like any models, deliberate restrictions of depth of field (and scope) in order to allow some focus and resolution. On the whole, economic modelslike legal models and psychological onesare individually inadequate to understanding anything as complicated as human values in action in society, but each adds something irreplaceable. My first observation is that architects do not stand in the same relation to buildings, or to the people using their buildings, as economists do in relation to markets and exchange. Economists are no more the authors of markets than entomologists are of beetles. The nearest analogy in the marketplace to an architect is probably the entrepreneur or businessperson, someone who creates an enterprise. . . .

36. Alleged IRA Members N-Z
    ohare, michael IRA ? Had knowledge of Kingsmills ohare, Rita IRA, now SF USA (00) Involved in gun battle with Army 73 Jumped bail, ran to ROI.  
    http://cryptome.org/ira-names2.htm
    
    Extractions: New York, NY 10001 March 22, 2005 I have recently seen a list of alleged sympathizers with the Irish Republican Army (IRA) posted on your website, www. cryptome.org. I was surprised and very disturbed to see my name included on that list. Neither I nor Human Rights First (formerly the Lawyers Committee for Human Rights) has any affiliation with the IRA. We condemn all violence directed against civilians and non-combatants and have not ties with or sympathy for the IRA or any other groups that target civilians or non-combatants to advance political aims. I strongly urge you to remove my name from your list as posted at www.cryptome.org/ira-names2.htm. I noted with equal dismay that you have also included the names of several human rights advocates living in Northern Ireland or England on your list. This is potentially very dangerous. As you probably know, others branded this way in Northern Ireland have been targeted for harassment, and some have even been murdered. By including other human rights activists in your list, you may be putting their safety and well-being at risk. I strongly urge you to reconsider this project entirely. but it is very important that you review the list and remove the names of human rights activists on Northern Ireland and England from it.

37. Kniff.de - Michael O'Hare, Tamlyn Tomita, Jerry Doyle Spacecenter Babylon 5 - Di
    Translate this page Kniff.de - Die Produktions-Geschichte der TV-Serie Babylon 5 erzählen zu wollen, ist gar nicht so einfach. Lange bevor die Serie im Januar 1994 in den USA  
    http://preissuche.kniff.de/P3x8263x11002/Mehr-Science-Fiction/Michael-OHare-Taml
    
    Extractions: Finden in: Deutschland Weltweit Preissuche Erweiterte Suche Ansicht - Listenansicht - Rasteransicht Sortieren nach - Bester Treffer - Preis: aufsteigend - Preis: absteigend Preisspanne bis Suche innerhalb ALLE KATEGORIEN FILME DVD SCI-FI UND FANTASY ... Beschreibung/Details: 12 Angebote für Michael O'Hare, Tamlyn Tomita, Jerry Doyle Spacecenter Babylon 5 - Die Zusammenkunft gefunden - Seite 1/2 Produktbezeichnung Shop* Preis* Lieferzeit* Shop Spacecenter Babylon 5-Die Zusammenkunft - Bruce Boxleitner, Mira Furlan (DVD) 13,99 EUR

38. Every Monday, We Provide A List Of Products Shipping For The
    NOV043451 BUCKY ohare BY michael GOLDEN T/S LG $17.95 NOV043450 BUCKY ohare BY michael GOLDEN T/S MED $17.95 NOV043449 BUCKY ohare BY michael GOLDEN T/S  
    http://www.diamondcomics.com/shipping/archive/2005/012605.txt

39. Micronet Mail Archive: Attbi Good News Nugget
    From michael O Hare (ohare@uclink4.berkeley.edu) Date Wed Jan 02 2002 105659 PST michael O Hare, Professor of Public Policy  
    http://ls.berkeley.edu/mail/micronet/2001/1060.html

40. Micronet Mail Archive: Att Slough Of Despond
    From michael O Hare (ohare@socrates.berkeley.edu) Date Wed Dec 19 2001 061647 PST. Next message Bernie Tower Re att slough of despond  
    http://ls.berkeley.edu/mail/micronet/2001/1048.html

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