Press Release

Hot off the Presses....



ST. LOUIS, Oct. 24, 2007 -- The Boeing Company [NYSE: BA], using a Ford Motor Company-developed hydrogen engine, has successfully tested the hydrogen propulsion system of its High Altitude Long Endurance (HALE) unmanned aircraft.

"This test demonstrates the technical readiness of the hydrogen engine system and confirms the capability breakthrough in flight endurance and altitude that could be realized by a variety of military and commercial customers," said Darryl Davis, vice president and general manager, Boeing Advanced Precision Engagement and Mobility Systems.

During the test, the engine ran for nearly four days in a controlled chamber at Aurora Flight Sciences in Manassas, Va., including a total of three days that simulated conditions at 65,000 feet. The propulsion system included a multi-stage turbocharged internal combustion engine and its associated subsystems. The Ford engine earned better than expected fuel economy while demonstrating complete airflow and torque control across the engine's operating range.

"This simulated flight allows us to showcase the capabilities of Ford's proprietary hydrogen engine technology and the durability of our four-cylinder engines," said Gerhard Schmidt, vice president, Ford Research and Advanced Engineering. "We are very pleased with the results. The gasoline version of this same engine can be found in our Ford Fusion and Escape Hybrid vehicles."

The Boeing HALE aircraft is designed to economically maintain persistent presence over a specific ground location from stratospheric altitudes, providing tremendous potential for surveillance and communications applications. The test marked a key step toward proving the essential technical elements are in place for full-scale development.

"This test could help convince potential customers that hydrogen-powered aircraft are viable in the near-term," said Boeing Advanced Systems President George Muellner. "This is a substantial step toward providing the persistent intelligence, surveillance and reconnaissance capabilities our customers desire."

Boeing, as HALE's system designer and integrator, is working closely with Aurora Flight Sciences and Ford to develop the aircraft's propulsion system.

HALE is designed to stay aloft for more than seven days and carry payloads weighing up to 2,000 pounds. Potential applications include battlefield persistent intelligence, surveillance and reconnaissance, border observation, port security and telecommunications. The long endurance autonomous aircraft will be a propeller-driven, lightweight structure with a high-aspect-ratio-wing.

Only One More...

Bowden Loss, coupled with a Paterno Win, and they're tied again.

Notable Bowden Wins:

Millington Naval Air Station
Tennessee Tech Freshman Team
University of Mexico
Gordon Junior College


I'm not making this up.

Just give up already, huh?

If Penn State beats Ohio State.

AND Ohio State also loses to either Wisconsin or Illinois (feasible).

AND Ohio State beats Michigan.

AND Michigan also loses to either Minnesota (not so feasible), Michigan State, or Wisconsin (feasible).

THEN Penn State will be the Big Ten representative to the BCS.

I've already bought my tickets to Pasadena.

#26

#26 in the AP Poll, #25 in USA Today.

I love Wikipedia.

Partial quotes taken out of context from Wikipedia:

Aesculus glabra (Re-directed from Buckeye):
The tree species Aesculus glabra is commonly known as.... fetid buckeye, or stinking buck-eye.

Badger:
The same mammal family as the ferrets, the weasels...

Gopher:
A gopher is a small burrowing rodent.

Hoosier:
The word is used in a derogatory fashion in similar context to "white trash".

Wildcat:
The Wildcat is extremely timid.

Wolverine:
The wolverine (Gulo gulo) is the largest land-dwelling species of the weasel family.




My Personal favorite are the Wolverines, the biggest weasels of them all.

Fifteen Minutes

One mountain that was definitely on the to-do list was Clingman's, the highest peak in Tennessee. Going there, you go through Gatlinburg; as soon as you enter the town line, you are hit with what is, acre for acre, the only place on earth with more tourist crap than Myrtle Beach and the Jersey Shore combined. Fortunately, as you exit, you are hit with the oasis of beauty of the Great Smoky Mountains National Park. The main drag goes straight by a ranger station before going up the hill; I stopped at the ranger station to get a map, asked about Clingman's (The response: "Uh, that's twenty miles from here") (Incorrect: with my map-reading, it was a mere forty miles).

Exited the Park ranger station, and started a steep uphill, as expected. Rolling hills before big ones are pretty common, so when I hit a slight downhill, I wasn't worried. But like Britney Spears, just when you thought you couldn't go any lower, you'd turn a corner and get an unexpected surprise: ANOTHER low! Seeing as the ranger station was at 1500 feet, and the top of the hill was at 6640 feet, you'd think I'd quickly come to the conclusion that I was going the wrong way; but I'm a little dense; it took me about ten miles before I realized that, contrary to my map, there were TWO roads going out of the ranger station, and of course, I happened upon the wrong one. So, turned around and started back up…

Now, Clingman's was by far the most populated mountain I went to - at most places I saw two or three people, max. Clingman's had dozens of cars passing me on the way to the top, but for the most part, I had the road to myself; including Clingman's interesting spiral-road. Yes, you read that correctly: like a spiral staircase, the road winds up over itself at one point to deal with the elevation change. Either they hated switchbacks, or Michael Baker designed it, I'm not really sure.






After about three hours of misadventure, I got to the top, and it was a little crowded up there. Most of the people up there had passed me on the way up - and many of them now wanted to talk with me. At one point there was a line of people waiting to chat. Now granted, the line was only four people deep (perhaps coincidentally, that was the collective number of teeth between them all), but they're my adoring fans, and I love them almost as much as they love me. One husband started interviewing me while his wife videotaped. A small motorcycle gang chatted with me for at least fifteen minutes. One woman insisted upon giving me a bottle of "The best water in Laeeziana" (it was actually pretty good). In all, I'd guess around fifty people talked with me/shouted words of encouragement. None shouted obscenities, which was how I knew I wasn't still in Michigan. Well, that, and there was a hill.






Don't hate me because I'm famous.

Beech

"Why did I ride when I had cancer? Cycling is so hard, the suffering so intense, that it's absolutely cleansing. You can go out there with the weight of the world on your shoulders, and after a six-hour ride at a high pain threshold, you feel at peace. The pain is so deep and strong that a curtain descends over your brain. At least for a while you have a kind of hall pass, and don't have to brood on your problems; you can shut everything else out, because the effort and subsequent fatigue are absolute.

There is an unthinking simplicity in something so hard, which is why there's probably some truth to the idea that all world-class athletes are actually running away from something. Once, someone asked me what pleasure I took in riding for so long. "Pleasure?" I said. "I don't understand the question." I didn't do it for pleasure. I did it for pain.

Before cancer, I had never examined the psychology of jumping on a bicycle and riding for six hours. The reasons weren't especially tangible to me; a lot of what we do doesn't make sense to us while we're doing it...

...

...Spring had just begun moving up into the mountains, creating a constant fog and drizzle that seemed to muffle the piney woods. We rode in the rain every day. The cold seared my lungs, and with every breath I blew out a stream of white frost, but I didn't mind. It made me feel clean. We rode winding back roads, only some of which were paved and mapped. We cycled over gravel and hardpan and beds of pine needles, and under hanging boughs...

Toward the end of the camp, we decided to ride Beech Mountain. Chris knew exactly what he was doing when he suggested it, because there was a time when I owned that mountain. It was a strenuous 5000-foot climb with a snowcapped summit, and it had been the crucial stage in my two Tour Du Pont victories. I remembered laboring on up the mountainside with crowds lined along the route, and how they had painted my name across the road: "Go Armstrong".

We set out on yet another cold, raining, foggy day with a plan to ride a 100-mile loop before we returned and undertook the big finishing ascent of Beech Mountain. Chris would follow in a car, so we could load the bikes up on the rack after we reached the summit and drive back to the cabin for dinner.

We rode and rode through a steady rain, for four hours, and then five. By the time we got to the foot of Beech, I'd been on the bike for six hours, drenched. But I lifted myself up out of the saddle and propelled the bike up the incline, leaving Bob Roll behind.

As I started up the rise, I saw an eerie sight: the road still had my name painted on it.

My wheels spun over the washed-out old yellow and white lettering. I glanced down between my feet. It said, faintly, Viva Lance.

I continued upward, and the mountain grew steeper. I hammered down on the pedals, working hard, and felt a small bloom of sweat and satisfaction, a heat under my skin almost like a liquor blush. My body reacted instinctively to the climb. Mindlessly, I rose out of my seat and picked up the pace. Suddenly, Chris pulled up behind me in the follow car, rolled down his window, and began driving me on. 'Go, go, go!' he yelled. I glanced back at him. 'Allez, Lance, allez, allez!' he yelled. I mashed down on the pedals, heard my breath grow shorter, and I accelerated.

That ascent triggered something in me. As I rode upwards, I reflected on my life, back to all points, my childhood, my early races, my illness, and how it changed me. Maybe it was the primitive act of climbing that made me confront the issues I'd been evading for weeks. It was time to quit stalling, I realized. Move, I told myself. If you can still move, you aren't sick.

I looked again at the ground as it passed under my wheels, at the watter spitting off the tires and the spokes turning round. I saw more faded painted letters, and I saw my washed-out name: Go Armstrong.

As I continued upward, I saw my life as a whole. I saw the pattern and the privilege of it, and the purpose of it, too. It was simply this; I was meant for a long, hard climb.

I approached the summit. Behind me, Chris could see in the attitude of my body on the bike that I was having a change of heart. Some weight, he sensed, was simply no longer there...

I passed the rest of the trip in a state of near-reverence for those beautiful, peaceful, soulful mountains. The rides were demanding and quiet, and I rode until Boone began to feel like the Holy Land to me, a place I had come to on a pilgrimage. If I ever have any serious problems again, I know that I will go back to Boone and find an answer."

--Lance Armstong: 'It's Not About the Bike: My Journey Back to Life'.

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