#and after having to retire from the last race of 2005 when the engine of his honda failed on lap four

[batsplat]

conceptually funny press conference, one of my favourite things about sports is how often you return to the scene of the crime

[starafar]

The Schumacher Dragon: Michael

In August 2009, when Michael was working towards a comeback, it was reported in a Chinese newspaper that he had ordered 3 "Chinese style" helmets. The article reported that Michael had said, "When I first went to China, a newspaper drew a dragon as my symbol." Later that year, he also spoke about this helmet in the lead up to ROC, which was held in Beijing that year.

However, the first glimpse of the dragon logo appears to have been in July 2004. At the German GP, Michael was seen with a temporary tattoo on his right forearm with the logo.

He would win the 2004 WDC two races later, at Spa. Following that at the Italian GP in Monza, the dragon would appear as a logo for the first time, on the back of his baseball cap.

The week after that marked the occasion of the first Chinese GP in Shanghai. It was here that the dragon logo would appear on his helmet for the first time. It appeared on the top of the helmet, temporarily replacing his seven stars, as well as on either side of the helmet.

This initial iteration of the dragon logo had, in addition to the large “力”, the character for “strength”, four characters - "迈舒马赫", which roughly translates to "Mike Schumacher". This would later be removed.

The dragon would not be seen on his helmet throughout 2005, but Michael continued using it on his personal merchandise. It featured both on the back of his cap, and also on his drivers shoes.

This continued into 2006, where it again featured on his caps.

However, Michael also opted to subtly incorporate the dragon back into his helmet design for 2006. This new design featured two large dragons, as well as the names of his family in Chinese (Mick “米克” and Michael “米克尔” on the right, and Gina “吉娜” and Corinna “科琳娜” on the left).

A special version of this helmet was commissioned for his final race for Ferrari, and to mark his first retirement, this time with the dragon and his family’s names featured in gold. It also included a list of his race victories around the top of the helmet.

During his retirement in 2007-2008, Michael was still frequently seen around the track in his new capacity as an adviser to Ferrari. He continued featuring the dragon as part of his personal branding.

Michael also tested for Ferrari during both seasons to help with development. During at least one of these testing sessions, Ferrari had it placed on the engine cover.

As mentioned earlier, Michael was planning a return to F1 in 2009 to replace the injured Felipe Massa, though that was ultimately called off due to a neck injury suffered earlier that year. However, pictures from when he was karting in August 2009 showed the “Chinese style” helmet he had planned to use. It was very similar to the helmet design he last used in 2006, but with details in white instead.

Michael made a return to F1 with Mercedes, driving with them from 2010 to 2012. He used pretty much the same helmet design throughout this time, with 2010 featuring the more subtle red version of the helmet:

And 2011 featuring more or less the same design in silver:

2011 was also Michael’s 20th year in F1. For this, a specially designed gold-plated helmet was commissioned and used at the Belgian GP.

He returned to the silver dragon for the rest of his time in F1, with the exception of one more custom helmet made to commemorate his 300th F1 race at the Belgian GP in 2012:

Michael also continued to feature the dragon on both his shoes and gloves, seen here in 2010 and 2011:

You’ll notice that for a brief period of time, Michael went back to the original iteration of the logo featuring the additional four Chinese characters, "迈舒马赫", translating to his name.

Although Michael retired at the end of the 2012 season, that was not yet the end of the dragon in motorsport. Michael used it one last time on his race suit at the Race of Champions in 2012, which he and Sebastian Vettel won for Team Germany.

Apparently a post is limited to 30 images, so on to Part 2: Mick!

Part 1: Michael | Part 2: Mick

[formula365]

The Greatest of All Time - Imola Grand Prix review

It’s Christmas in 2004, and Maranello is a happy place. Ferrari has just crushed their opposition, winning 15 of the 18 races to claim a sixth consecutive constructors’ championship. And it wasn’t just another title: this was one of their most dominant, the F2004 a car so quick that in their first test at their private track in Fiorano they thought something was wrong with the track sensors. This hadn’t quite been the same level of dominance as 2002, when they scored as many points as all the other teams combined, but was pretty close.

Going into the next season, everyone expected Ferrari would be fending off challengers but staying on top. Just as in 2003, the competitors should be closing the gap a bit, but the Scuderia should remain the team to beat. Such was the quality of the 2004 car that the team led by Ross Brawn decided to evolve the car to adapt to the regulations tweaks of 2005, rather than work on an entirely new design.

But as the cars hit the track in Melbourne, it became clear the competition had more than caught up. The 2005 car was only supposed to make his debut in round 5 in Barcelona, but given the poor results in the first two races, its debut was brought forward to round 3 in Bahrain. It didn’t matter: plagued with aerodynamics issues, a gearbox too big and Bridgestone tyres that were losing the performance battle to Michelin, the F2005 won a single race, and only because all the teams using Michelin refused to race in the now infamous US GP, due to safety concerns.

At the time, it seemed impossible such a downturn in fortune could happen. The all-conquering Ferrari, the first team ever to win 6 championships in a row, had fallen off a cliff, finishing a distant third in the standings. No one had seen that coming, least of all those running the team itself.

What does this have to do with this weekend’s race? Obviously, everything. As expected since pretty much the first round of the season, Mercedes has just confirmed their seventh consecutive world title with four races to spare, beating Ferrari’s record, while reaching performance levels similar to those 2002 and 2004 titles. Just like Ferrari, they are at their peak, but the difference is that they show no signs of slowing down or becoming the c-word: complacent.

Ferrari’s 2005 season is a cautionary tale for any team dominating their sport: don’t take anything for granted; this is exactly what Mercedes have always done. Through every regulation change, they have continuously pushed the boundaries on every single level, taking every defeat as a chance to improve, and turning every setback into an opportunity. In what team principal Toto Wolff has described as a relentless drive to perfection, they keep on pushing when most, convinced their superiority would keep them ahead, would have relaxed.

A good example is the improvement made to their engine in this off-season. Clearly beaten by Ferrari in 2019, the team led by Andy Cowell worked to get back on top, not knowing that the only reason the Ferrari engines were so ahead was due to some shenanigans that weren’t entirely legal. The result is that the Mercedes engine took a leap forward in 2020, while Ferrari’s moved backwards, making the increased performance on the back of the Silver Arrows look even more impressive.

There is regular debate among F1 fans about who is the greatest driver of all time; now that Hamilton is beating pretty much every meaningful record, this debate is hotter than ever. But there is less debate about which is the best team, and that is because there are very few arguments left against this incarnation of Mercedes. It’s not just that they make the best car: it’s also that they keep winning even when they don’t have it. There were periods throughout 2017 and 2018 in which Ferrari had the best car on the grid, but due to driver performance or strategy calls, Mercedes would end up winning races that, on paper, it shouldn’t have won.

To me, there is no doubt that this is the best team F1 has ever seen. Through regulation changes, personnel departing and adversaries’ improving, they have kept pushing, onwards and upwards, relentlessly searching those marginal gains, those milliseconds that keep adding up to big advantages. Once this phase is over and someone else is spraying the champagne, we will have the time to really appreciate what they have achieved. But we are not there yet, and their records will keep improving, their chunk of F1 history becoming larger and larger.

Nothing lasts forever, especially if you don’t work hard to keep it going; this is particularly true in F1, where nothing stands still for long: blink, and someone has replaced you on the top step of the podium. That’s what happened at Maranello when preparing that 2005 car. That moment is still to happen to Mercedes, but no one is betting on it happening just yet.

Talking points

•  The rookie class of 2019 has been having a torrid time of late, and if Norris at least got himself on the points after three scoreless races, the weekend was far less kind to his friends. Russell had a first points finish within his grasp when he crashed, in P10, behind the safety car. He will pick himself up and be better for it, but right now it has to hurt. It’s not the first time either, as he lost opportunities at Hockenheim last year and at Mugello. He really needs to take his first points to get this monkey off his back.

Albon, on the other hand, is running out of opportunities to show Red Bull he deserves another year in the senior team. He spun at the restart and ended up at the back of the field, but even before that he was not capable of making a dent in the race. Granted, overtaking at Imola is not easy, but this was another lacklustre weekend from him. Even those like him who hope he does get the nod are finding it hard to come up with reasons why Red Bull should keep him.

•  Could Daniel Ricciardo be wondering if he made the right call in choosing McLaren over Renault? While the papaya team are moving backwards, Renault are improving by leaps and bounds, and this weekend saw him score his second podium in three races. The French team are probably now the favourites to claim third in the championship, which might make him wonder if he should have waited for a few races of 2020 before making this decision.

•  This podium was ultimately thrown away by Racing Point’s decision to pit Perez behind the Safety Car, when the Mexican was running third. To be fair to them, it was a hard call, since they had no way of knowing what those behind them would do. If Perez had been the only one staying out, he would have been vulnerable and would all be criticising the team for not pitting him. In any case, the only reason Checo was in contention anyway was the brilliant strategy to run long on the medium tyres, that had allowed him to leapfrog pretty much the whole midfield.

•  On the other side of the pink garage, Lance Stroll is in dire need of a reset. His Monza podium is looking like a curse, with the Canadian driver scoreless since then. To add injury to a dismal weekend, he even hit a mechanic in his second pit stop.

•  First double-points finish of the season for Alfa Romeo, with a rocket start from Giovinazzi and another steady race from Kimi. Their are winning the battle of the backmarkers, and it will take a miracle for Haas to take P8 from them now.

•  I wrote in my preview about drivers about to drop off the grid for 2021 and hoping they can enjoy and give us some good memories. That was exactly what Kvyat did: as his unlucky teammate was forced to retire from P5, the Russian had a fantastic race, clinging on to the back of Leclerc and Albon’s cars, and then using a fresh set of soft tyres to beat them and Perez at the restart. For a moment it seemed like he could even challenge Ricciardo for the podium, but, as it was, P4 was a brilliant result. Helmut Marko all but confirmed he would lose his seat at the end of the year, but if that is to happen, this is an impressive calling card for his job search.

•  So much talk about track limits, weekend after weekend. To me, this is the simplest of debates: the track limits are the white lines, and if you are going over them, you need to brake earlier. Done. Drivers who want to not have to worry about this should probably be considering moving to IndyCar.

•  McLaren are still in the fight for third in the championship, but not by much. They continue to maximise their results almost every weekend, but this time around they didn’t seem to be able to compete even with AlphaTauri. The development of the car has brought them backwards, and this must be a big concern for Andreas Seidl. With the cars remaining largely the same next year, they need to start making progress on this front sooner rather than later; otherwise, losing P3 in 2020 will be the least of their concerns.

•  Can Esteban Ocon get a lucky break? His return season has been underwhelming, but his luck with reliability has been abismal as well.

•  Oh, and while we are at it, can Vettel get a lucky break? Fantastic race from the German with a broken front end plate, only to be wrecked by a pit stop 11 (eleven!) seconds slower than normal. 2021 can’t come soon enough for him.

[ilovejevsjeans]

Ricciardo's 'ballsy' move: 'My instinct was telling me it was right'

The plane stopped climbing, the seatbelt sign extinguished, and Daniel Ricciardo exhaled for what felt like the first time in months. The Australian formula one ace was on his way from London to Los Angeles to meet some mates for a mid-season break, and was finally on his own time. No commitments, no fans, no media, no hangers-on. It was the headspace he'd been craving.

Out of contract at the end of 2018 and set to become an F1 free agent for the first time, Ricciardo had been determined to explore every option, even as the speculation over his future intensified by each passing month, and against the backdrop of teammate Max Verstappen committing to Red Bull Racing on a big-money deal until the end of 2020 last October. But the clock was ticking, and the 10 hours crossing the Atlantic gave him pause for thought. It was time to shake things up.

Earlier this month, Ricciardo dropped the bombshell that he'd be leaving Red Bull, home to all seven of his F1 wins since joining the team as the successor to compatriot Mark Webber in 2014, to join Renault, the French manufacturer ramping up its involvement in the sport as constructor in its own right in addition to being a supplier of engines to multiple teams, including Red Bull. It was a move few, certainly not Ricciardo's current employers, saw coming.

Leaving a race-winning team to move to a midfield outfit with aspirations of reprising its most recent glory days of 2005-06 with Fernando Alonso is, Ricciardo admits, "ballsy". But the 29-year-old feels it's a move that's necessary, both personally and professionally.

"I think a lot of people expected me to take the soft option and stay because they see me as a soft guy," Ricciardo told Fairfax Media in an exclusive interview.

"I'm maybe perceived as someone who is a friendly guy who wouldn't push back and make a big decision. It's good for everyone to see that I have the balls to make a call like this."

For most of 2018, much of the speculation over Ricciardo's future focused on Mercedes and Ferrari if he was to leave the only F1 family he's ever known. His five seasons at Red Bull Racing follow a two-year apprenticeship at its sister team, Toro Rosso. Mercedes has been the sport's dominant team since F1 switched to V6 turbo hybrid engines in 2014, while Ferrari, with Sebastian Vettel leading its charge, seemed the squad most likely to knock Mercedes from its perch. But doors that could have flapped open never quite came ajar.

As Ferrari dithered over whether to retain Vettel's 38-year-old teammate Kimi Raikkonen or promote promising young Monegasque driver Charles Leclerc, Mercedes elected to re-sign Valtteri Bottas to play support act to world champion Lewis Hamilton for a third season in 2019.

With a bottleneck at the top two teams, most expected Ricciardo to stay with Red Bull, where he's demonstrated an ability to win multiple races in machinery that, in his tenure, has never been capable of a championship push. But a surprise player came onto the scene in the immediate aftermath of Ricciardo's second win this season, around the streets of Monaco.

"Renault first expressed some interest around then, with Cyril [Abiteboul, Renault F1 managing director] contacting Glenn [Beavis, Ricciardo's manager]," he says.

"There were several options. I spoke to Renault, I had a couple of meetings with McLaren, and I got to speak with [Red Bull company founder] Dietrich [Mateschitz] in Barcelona and again in Austria.

"Initially, I had it in my mind that I'd be staying [at Red Bull]. But the more I thought about starting something different and taking on a new challenge, I got excited. I met with Renault and got a sense for their long-term plan. Obviously I want to win tomorrow, but the strength of Ferrari and Mercedes at the moment means it's very hard for anyone to take them on in the short-term."

Ricciardo says Renault didn't promise him the earth – in fact, the French team did quite the opposite.

"The thing that struck me about Renault was that they were prepared to be honest," he says.

"Straight away, they said 'we're not going to be quicker than Red Bull next year', but what they told me about their plans for 2020 and for when the next rule changes come in for '21 … they had some good structure in place, they're recruiting a lot of good key people, and they're preparing to win. They have a winning mentality and a realistic way of going about it, which I liked."

As Renault's approach became more serious, Ricciardo still had a two-year deal from Red Bull on the table, but something about the thought of standing pat didn’t feel quite right.

"There's been times this year that I've felt exhausted, maybe a bit jaded, and for the first time in my career, not completely enjoying F1," Ricciardo admits.

"There's been times when I've thought 'this is why [2016 world champion Nico] Rosberg retired', and he had it a lot more intense than me. Or why Casey Stoner retired from MotoGP very young. I can see how you could feel burnt out or a bit over it.

"I pushed for a one-year deal, which Red Bull agreed to, but still in the back of my mind, I wasn't sure. What if I was in the same position, had the same feeling a year from now? Would there still be other options available? I didn't want to snooker myself."

Renault set a deadline for Ricciardo to accept its two-year deal over the Hungarian Grand Prix weekend in late July, but he needed more time to ponder his options.

"Renault wanted an answer in Budapest, and the Red Bull offer was still there," he says.

"There was too much going on, so I managed to buy a few more days. But I had to make a call."

Three days after that race weekend, Ricciardo was in London, bound for LA, and with a decision to make. He'd been on the phone to his manager right up until his flight boarded.

"For the first time in I can't remember how long, I had 10 hours to myself, didn't need to be at a race weekend, didn’t need to be at an event, and I was on my own time," Ricciardo says.

"There was something about being alone on that flight that gave me the clarity I needed. The one thing I kept coming back to was being energised again, wanting a new challenge, and that the chance to change excited me. So as we got phone signal as I was coming into LA, I called Glenn and told him it was Renault."

Ricciardo met his three friends in LA, and as the quartet headed to Las Vegas for the weekend, spent most of the four-hour drive on the phone.

"The others all went out when we got to Vegas, but I stayed in the hotel because of how exhausted I was," he says.

"The next morning, I called [Red Bull motorsport adviser] Helmut [Marko] and then [team principal] Christian [Horner]. Helmut said he wasn't too surprised, that he expected it in a way. He said he had a feeling that I wanted to move on. Christian, at first anyway, thought I was taking the piss.

"After I'd made those calls, I felt like a big weight had come off my shoulders straight away. They weren't easy calls to make. But my instinct was telling me it was right. My gut feel was telling me it was right. I was waiting to have that feeling the whole way through the process as it went for months, and I got it for the first time on that flight to LA. When I finished that last phone call and it was done, I knew. I turned my phone off and left it in the hotel safe for three days …"

Ricciardo says the decision to leave is "one of the toughest" he's made in life, not just his racing career.

"It's been a 10-year journey with Red Bull. I was in their junior program in 2008, so amazing memories and things I'll always be grateful for, and things I'll never forget," he says.

"I'm sad to move on, absolutely, but excited by the challenge at Renault. Personally I felt it was good for me to have a fresh start somewhere else, I think it will be healthy.

"I've been pretty stressed all year, and now life feels pretty stress-free." (X)

[fokohow]

CHRYSLER PACIFICA 2020: 10 THINGS TO KNOW

As soon as the Pacifica was parked in my driveway, I set out to do what I hadn’t done with a minivan for a very long time, from the time I crammed my wife, children and luggage into it (more or less in that order) before setting off on a family expedition to a beach in Maine: I juggled with the 8 seats of this Chrysler product to determine all the possible combinations… and collect at least 10 things to know in the process!

1 The test of tests

After all, the versatility of a minivan is the number one reason a consumer is interested in this type of vehicle. Not the engine, a little bit the fuel consumption, never the look. How will it accommodate my tribe and their possessions is THE question.

So I tackled each seat as if it were a Rubik cube. To make the challenge even more interesting, I refrained from consulting the owner’s manual. Because it shouldn’t take a Mensa quotient to change the configuration of a cockpit. At least, that’s what I was hoping for …

2 Advance backward!

I started with the back seats. In anticipation of a trip, they are always the first ones to leave or stay, depending on the passenger/case equation to be solved. And then, it allows you to start the race slowly, standing under the tailgate. Kneeling on the floor to unhook the other seats will come soon enough…

3 Beautiful invention

Now, at the back, the first thing you notice is the hole. The pit. When both bottom seats are used, this gap in the floor allows of course to stack more luggage. But when the seats have to fade away, this abyss swallows them up. This is the Stow ‘n Go, the system born in 2005 in the Town & Country, the ancestor of Pacifica, which can be translated as “Range & Part”.

First you grab the strap marked with the number 1 (“Elemental, my dear Watson!”) to fold down the headrests. Then by pulling the strap 2, see the entire seat tilt into the hollow. Simple and very ingenious. So much so that the Honda Odyssey, the Toyota Sienna and the Kia Sedona have all taken the idea on board (Toyota named it Split-n-Stow).

At the height of refinement, spend more at Chrysler and the Stow ‘n Go gets electrified. One little button and hop! Admire the choreography!

4 An exception

Speaking of electricity, Pacifica is famous for its PHEV version. The same 3.6-liter Pentastar V6 in my test vehicle, but with an Atkinson-cycle engine, is fitted with a 16-kWh battery as a bonus to allow this Plug-In Hybrid Pacifica to travel about 50 kilometers in 100% electric mode (the new Sienna 2021 will be hybrid but not plug-in). The good news is that the back seats of the PHEV variant also benefit from the Stow ‘n Go.

5 The shelter show

Now it’s the turn of the central squares! In the regular Pacifica (and in the Dodge Grand Caravan, the cheap cousin), the Stow ‘n Go works there too, a feat exclusive to both FCA vans. Why not in the rivals? I’ve asked Kia, Honda and Toyota. The latter responded that its Magic Slide center row provides best-in-class access and clearance to the back seat occupants, and while its seats are “easily” removable, few families bother.

The Sedona uses the Slide ‘n Stow system, with the center seats rising vertically to create a clear floor clearance and an excellent passageway to the third row. In the Pacifica, access to the back is cut by grabbing a handle on the middle seats. Pull on it and the rear of the seat lifts and tilts forward to open up a decent corridor.

6 Another treat

So I said: it’s time to go for the central squares! Here, no electric magic trick, except for the Auto Advance ‘n Return button on the B-pillar that automatically slides the driver and passenger throne to allow the middle seats to perform the Stow ‘n Go operation without interference. A piece of equipment missing from my version, so I did the same but manually.

7 More holes

En retirant le protecteur de tapis, on peut accéder à deux trappes. Tirez sur l’oeillet, le couvercle de la trappe se replie en deux et un mécanisme le maintient au garde-à-vous. Et là, une autre fosse. Elle n’est pas vide. Elle contient un plateau en plastique. Le Pacifica vous invite à stocker plus de cossins dans ses entrailles.

Mais si ce sont les sièges que vous voulez ranger, vous devez vous débarrasser des cossins. Une fois que vous avez fait cela, vous pouvez encore vous amuser avec des sangles clairement numérotées pour faire entrer les sièges dans le plancher. Il ne reste plus qu’à remettre les sections de plancher en place, remettre les tapis de sol en place, ne pas laisser les bacs sur le bord de la route et votre camionnette commence à ressembler de plus en plus à un camion de déménagement.

8 Always the exception

In the case of the Pacifica Hybrid, if the rear seats fold down, the center seats will not because of the battery in the floor. The seatbacks can only be lowered, or removed completely from the vehicle. Given their weight, watch your back!

9 The recalcitrant

The back seats and the side seats of the center disappeared in the floor, this one is not yet naked for all that. There’s still the eighth seat, the least comfortable middle one, the one that turns into an armrest and cup holder when the backrest is folded down, or the one that doesn’t exist at all in the 7-seat versions of the Pacifica, which prefer two captain’s seats. What do we do with this seat runt who is reluctant to disappear into the basement of the vehicle? We evict him.

At floor level, see the strap. Hey yes, another one! Pull and the rear anchors are released. Now I’m on my knees and I lift everything. It comes fairly easily, then it blocks. There’s the seat belt coming down from the ceiling that holds the bataclan.

How do you get rid of it? I knock for five minutes before I discover that the fastener near the cushion has a small red slit. What if I push it in? But with what? With the metal tongue that normally goes into the belt buckle to strap the seat occupant. And, in fact, by pointing the metal wedge into the slot, the belt will not come off. Chrysler has even provided an overhead nest to store it. I can finally get the 8th seat out of the Pacifica. Mission accomplished! Hallelujah!

10 Tweaked question

My Pacifica Touring had a basic price of $43,495 and a total price of $49,665 with options and shipping. The L model is the least expensive of the range starting at $37,995. The PHEV variant starts at $53,095. The Pacifica 2021 will arrive in the last quarter of the year. Big news, all-wheel drive will be optional (except for the PHEV), like the Sienna. We don’t yet know how much it will cost, but we do know that there will be a Pacifica 2020 AWD Launch Edition starting at $50,090.

[dougcook]

If It Can’t Hurt You, You Don’t Love It

           I remember a lot from Dale Earnhardt Jr.’s driving career. I remember some wins, and I remember some losses. I remember chuckling, a lot, at his antics. I remember him being unknowable for so long, and then morphing into an old friend. But mostly, I remember the heartbreak.

           I remember a hard crash at Auto Club Speedway in 2002. In this collision, he suffered his first concussion, which he hid until after the season. The after effects of the injury caused a mid-season nosedive in performance, and led to a disappointing 11th place points finish after a breakout 2001. It would not be the last time concussions derailed something promising.

           I remember an ill-conceived crew swap in 2005. Earnhardt was coming off of his best career season, both at the time and in retrospect. But the team lacked speed in their mile-and-a-half program, and everyone knew this would keep them from reaching championship heights, so swapping Earnhardt’s team with teammate Michael Waltrip’s was a popular decision. Earnhardt’s new crew chief would last a handful of races, when instead of performance improving that last little bit, they took a nosedive. He would miss the playoffs instead.

           I remember a 2-year winless streak that saw everything come crumbling down. A public contract negotiation go haywire when one person refused to play ball. Once Earnhardt was a free agent, his equipment suddenly became unreliable, suffering 10 engine failures in 36 races. I remember a promising start to 2008: a new team, and new hope. It took a lucky fuel mileage gamble to end the streak. I remember celebrating with an eye on the next win. I remember it taking 4 years.

           I remember doing a racing podcast with a friend, where he would gleefully ask me every week why Dale wasn’t running well. I remember the crew chief roulette firing up again, and a crew chief with a mediocre history calling the shots for Dale. I remember attending a race at Darlington in 2010 and listening to their radio the entire race, hearing Dale and his crew chief snark and snap at each other all night. I remember the complete lack of chemistry as they ran 17th all night.

           I remember 2011, and another new crew chief: Steve Letarte. I remember the hope he gave. I remember him continuing to work around the car’s mediocre speed, putting Dale in position to break the streak. I remember Martinsville that April, watching him give up the lead to Kevin Harvick five laps from the end. I remember him leading on the last lap a month later in the Coca-Cola 600, and running out of fuel in turn 4 and finishing 7th. I remember the pain in my right foot from kicking a nearby loveseat.

           I remember 2012, a great season cut short by Dale’s second concussion. He missed two races this time, and lost a shot at the championship. I remember 2013, another winless season. I remember 2014, and a flat right front tire at Kansas, eliminating him from the playoffs. I remember 2015, where a late race caution cost him the win and the transfer spot into the next round of the playoffs. I remember 2016, where an average looking wreck at Michigan put him out of the car the rest of the season. I remember swallowing the indignity of having to watch my most hated driver step into Dale’s car for a few races.

           I remember 2017, a year without speed. I remember not once believing he could win. I remember watching his final race at Daytona, briefly believing he had some of that old magic before Harvick spun in front of him and ended his night.

           But that’s not all I remember.

           I remember 2005, the race at Chicagoland Speedway where Dale Earnhardt Jr. turned a top-ten run into a “how the fuck did that happen” victory four days before my birthday.

           I remember the 2008 Budweiser Shootout, an exhibition race and Dale’s first in the 88 car. I remember him pulling ahead on a late-race restart, and winning for the first time in a year and a half.

           I remember the 2004 and 2014 Daytona 500’s. I remember a late race pass on Tony Stewart in 2004, and a blocking masterclass in 2014. I remember watching the 2014 race with my friend (and noted Dale hater) Kyle, and watching him shake his head in disgust as I cackled.

           I remember a Richmond race in May 2004, my first Cup race since becoming a fan, and watching Dale pass future seven-time champion Jimmie Johnson on the outside on a re-start to take the lead. I remember being present at one of Dale’s 26 career wins.

           I remember ordering my first #8 die-cast on July 7th 2001, then watching Dale win the first race at Daytona after his father’s death.

           And yes, I remember Michigan in 2012. I remember believing for the first time in years. I remember nervously smoking cigarettes watching the race in my basement even though it was June and nice outside, hung over and refusing to get excited as he stretched his lead. I remember no hooting, and no hollering. I remember relief I’ve rarely felt in my life before or since when he took that checkered flag, ending the 4-year drought.

           Being a fan these past sixteen years has led to a lot of heartbreak. But I loved every second of it. And you don’t love it if it can’t hurt you. Enjoy your retirement, Dale.

[kimiraikkonenspace]

Angry bird rant incoming

Like I’ve always said, it’s a rollercoaster being a Kimi supporter. Not even a pole position after nine years, can be celebrated long enough before we’re thrown deep down into the depths of sadness, but this dip wasn’t like the others, this was… betrayal. And never before in his entire career has it been so evidently clear on the Iceman’s face.

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Ferrari could’ve easily still achieved a 1-2 result with Kimi winning and Vettel in second at Monaco. So the idea that they did it for the best interests of the team and Kimi is being a sore loser is just plain wrong. They did it for the best interests of Vettel. It’s not illegal, so why not. A few sorry faces won’t cost them compared to the revenue they’ll make with another potential seven time world champion like Schumacher in the making. Actually, Kimi has a huge following and judging by the reaction of fans, even non-Kimi fans, on all the Scuderia’s social media, it might cost them a lot more than they thought.

As this article explains very clearly how Kimi was robbed of a victory, contrary to the excuses other sites and figures, even the official F1 media, which are trying to convince fans to save face of their sport being under controversial criticism. Vettel even lied about Bottas’ lap-time, trying to justify the over-cut being a response to a threat from Mercedes and RedBull. The only over-cut they were trying to do was to their own world champion, Kimi. He looked ready to give someone an uppercut after the race.

Blind folk will tell you to “look at the lap times”. Ok, yes I’ve seen them, what’s your point? “Kimi was slow and Vettel was faster, end of!” No he wasn’t that slow, even before pitting, he was simply left in the dark unlike Vettel who was told when to push and when he was pitting, Vettel wasn’t exactly flying before Kimi pitted either. Kimi was suddenly called in to pit with no warning and he was released into traffic which cost him the win. Look how close he and Vettel were once they met after the pits. Kimi could’ve easily been ahead without the order to release him into traffic which made him almost a whole lap disadvantaged. It’s one of those moronic situations where the truth is clear but people are so dumb to see it they need to trust F1’s spokepersons (hypocritical teambosses too) to defend Ferrari, luckily majority of us fans aren’t so stupid. Yes Vettel was faster but the question is how and why. How? He was in clear air and Kimi was in traffic. Why? Because Ferrari wanted it that way. He has been with them since 2014, and 3 years before that. Couldn’t they have honoured his services with a win in Monaco? It’s not like he was losing dramatic pace or made mistakes or had no chance. This isn’t about not accepting defeat, this is about unfair treatment.

Vettel makes out they are friends, and on Kimi’s part they probably are, but I never trusted Vettel and knew he would be crafty on track as he has previously shown in his career with “Multi 21” and what not. I don’t wanna get anymore personal but the way Vettel celebrated in Monaco whilst absolutely aware Kimi is not happy reduced my views of him even more. He prodded Kimi to shake his hand, what kind of winner goes seeking gratification like that? Then later says to the media he “heard” Kimi is upset, as if he didn’t see it for himself.

Not all of us understand what happened after Kimi clinched the title in 2007. Some of you may have read about the Santander deal which ousted Kimi for Fernando Alonso. But few of us know for certain, that something was not quite right and has not been ever since, despite Kimi’s return to Ferrari in 2014.

Since Michael Schumacher announced his retirement from F1 in 2006, that itself being forced by hand of then Ferrari boss Luca Di Montezemolo, the Scuderia needed a fitting replacement, the heir to the King, albeit a temporary one. The fastest guy around was Kimi Raikkonen who was falling out of love and patience with McLaren after suffering poor unreliability for 5 years, winning no championship with the team but built an impressive status nonetheless, narrowingly missing out on the 2003 and 2005 championships down to car failures. Apparently Ferrari jumped in and signed Kimi at the end of the 2005 season.

Everyone knew the quiet, mono-toned apolitical Finn was an odd match for the political Red outfit. Many of his fans, including myself, cringed at the idea. And for good reason. Plus, they had another Spanish driver in mind to fill Schumacher’s legacy, one who was more suited to the Latin image of Ferrari.

It was a matter of business and keeping friends close, but your enemies closer. Kimi Raikkonen, claimed by Sir Stirling Moss as “quite frankly the fastest driver in the world” was a threat to Ferrari and any other competitor. Why don’t they just embrace Kimi then, you’ll ask? Well, it’s a matter of personal taste, and those in control either love or hate Kimi. Whichever way, he doesn’t give a shit. Neither do I if anyone thinks I’m crazy.

Ferrari pretty much instantly dumped Kimi, their world champion, no more than four races into the 2008 season. As the Santander article explains, Kimi was at his peak and achieved in his opinion the most perfect hat-trick weekend, scoring pole position, fastest lap and victory at the Spanish Grand Prix. After that it went downhill to money and business. Instead of Kimi fighting for the championship, which he was leading by the way, teammate Felipe Massa was pushed to the fore to take glory, missing out on the title in dramatic fashion in Brazil to Lewis Hamilton. Actions do speak louder than words, like Kimi’s 10 fastest laps record that season, so pace and performance wasn’t a factor. Even whilst Kimi was struggling in 2007 adjusting to a new team, new car, new tyres, he was fighting on fair ground because Massa won a few races too that year. Kimi was never, ever, hired to be Ferrari’s No.1 driver. And I’m glad, because he’s better than that. You just have to look at how long Massa was in that “top” team yet never became champion. That’s because he was the perfect no.2 for Schumacher and then another driver, Alonso. Of course Massa even did his duty on his home race, Brazil, for Kimi to win the 2007 title by one point. Massa wasn’t good enough to be their No.1 driver so they needed Kimi to win in 2007 and he got the job done.

The following year, in 2009, Kimi knew he was on his way out. He knew he was done by a business deal. But the comments surrounding his motivation and character made it even worse. It had absolutely nothing to do with motivation or his lifestyle. Kimi was going through a lot of difficulty personally that time too, but he never let it affect his job. You only have to compare his performances in the poor F60 to Massa’s. Kimi even made the donkey wagon win at Spa-Francorchamps in a heroic style, which is my all-time favourite victory of his at the Scuderia because it was purely him. His mechanics and engineers were astounded by his achievement.

But the whole scenario at Ferrari disheartened him so much, the Iceman actually left F1. That’s how bad it was.

He forgave them after his return to F1 with Lotus. But that’s only because he’s a decent man. He felt so strongly about 2007 and his dream coming true, the joy, the happiness, he still considers the Scuderia his “family”, but this emotional connection clouded his judgement. I’m sorry to say this but Kimi made a huge mistake returning to Ferrari. When it was announced, on my birthday of all days in 2013, I wasn’t happy at all. I knew exactly what would ensue. I don’t know why his manager Steve Robertson agreed to it, but he is a manager after-all and wants to ensure he gets the best deal available for his driver. Kimi’s return to F1 with Lotus was such a great comeback, but as always on this rollercoaster of a ride, it ended bittersweet. Financial issues and no salary, and harsh behaviour from certain team members, gave Kimi no choice but to leave.

Ferrari were getting nowhere with their marriage with Alonso no matter how much money they pumped into itl. That bubble burst and ended in divorce. Karma for ruining Kimi’s career, maybe. But Kimi rejoining the team to be Alonso’s No.2, seriously? Didn’t he or Robertson see that one coming? Maybe they did and just accepted it till Alonso left the team a year later and things would be equal again with a new driver? What else could explain this?

What is the true story Kimi? Was he just implying there’s car issues and problem solving practices in question or that he knows his position in the team? I think the latter is unlikely, due to this team radio:

“Yes, but who is making the calls? In one of those, I mean it seems to me at least we are not…. We seem to be getting second choice all the time. So, I wanna know what the hell is going on”.

Still wondering what the hell is going on? That was two years ago Kimi. It had to take achieving pole position after nine years (which by the way the team knew they could overcut Kimi in the race to let Vettel win), to realise you’re being treated unfairly?

This suggests to me there is no written agreement or clause in the contracts to suggest driver favouritism, otherwise why would Kimi be questioning like this? He would know about it and settle for it or leave. Him settling for it, obviously unhappy and complaining shows he does not know about it.

This is Ferrari.

They have cheated Kimi, betrayed his trust and played with his emotions. Heck, Kimi even invited Maurizio Arrivabene and his wife, who is Kimi’s team PR woman, to his wedding last year. This same man who, after Kimi’s excellent pole in Monaco, says “the champion is coming out sometimes“. Maybe because you Mafia guys have shackled him?

Few races earlier this year (and numerous races before since 2015), this is what they do to Kimi in the race when he is ahead of Vettel or threatens his position and then have the nerve to verbally abuse him to media for “doing nothing“?!

“Today Kimi seemed to have other commitments. I talked to Maurizio, maybe it’s time I sit with him and talk to him. “He seemed to be doing nothing on the track.”- Marchionne, Chinese Grand Prix 2017

So they’ve openly criticised him to the media in only the second race of the year? Claiming he always starts seasons on slow form and gets better? Maybe with Ferrari but he surely didn’t at Lotus after two years away from the sport.

Oh look, Arrivabene says it’s too early to start favouring a driver for the championship, what a lie!

And the sixth race in Monaco isn’t too early either? Why don’t you just admit you’ve handicapped Kimi since the start of the season and every other season to create such a large deficit between him and Vettel in points to justify your team orders to support him for the title? Oh wait, you can’t because you’re fooling him!

In the 2016 season, Ferrari didn’t win a single race, but they still messed about with Kimi. He and Vettel were on very similar pace since Australia, with Kimi outqualifying Vettel that season 11-10 and collecting a handful of podiums, with the odd exception of finishing ahead of Vettel at Spain in 2nd. With mixed fortunes for Vettel on track, Kimi was ahead in the WDC on a few ocassions, after the Russian, British, Malaysian GPs. Kimi was consistently out-qualifying Vettel towards the end of 2016, but with strange strategies and DNFs resulting in finishing behind the German on Sundays and in the championship.

In the 2015 season, as teammates for the first time, Kimi was on par with Vettel’s pace from the start. as James Allison stated Kimi making Vettel sweat. But Ferrari needed their No.1 to bring the team to glory, not the dude who won their last driver’s and constructors championships and suffered with them in 2014 and helped develop the car. In Australia, Vettel showed his class as he pushed Kimi wide into T1 on the first lap.

Malaysia 2015 was a clear indication to me that Kimi’s return to Red was indeed a mistake as Vettel took the team’s first win since Alonso. But I, like Kimi, persevered to watch this joke of a team, thinking he can win at some point without any issues like lack of engine power, electrical issues, clutch issues or poor pitstops and strategies again. Just look how dejected Kimi was after seeing the new boy take the fruits of hardwork Kimi actually made:

Then came Italy 2015, Vettel and Kimi qualified on the front row and Kimi’s car stalled on the start becoming dead last on the grid. That was the last straw for me, and that’s why I quit KRS on this blog since then. It was clear tampering with Kimi’s car to ensure Vettel gets the Italian podium for the Tifosi as the team’s higher paid driver and German Schumacher duplicate. Mercedes owned that year so Ferrari knew they couldn’t win at Monza, Hamilton did, so only one of their drivers could be on the podium so why not their No.1?

“Ah… maybe one day”

… what? Win one day? At Ferrari? That day has come and gone my dear. And it came again, to hurt like a knife in the back, last Sunday in Monaco. I don’t know, maybe he was just so deflated from not having won a race since 2013 and 12 years since winning there. Maybe he was extra invested in it emotionally since becoming a dad again to a baby girl and wants to make family proud. I’d like to think it was just those sentimental reasons, but as his despondent demeanor showed it clearly it wasn’t. I wish he would walk away from this “team” and find contentment elsewhere, whether it be in F1 or another sport or spending time with his real family.

Kimi considers Ferrari his family, well, they’re not, they’re your employers and colleagues, you should never mix business with pleasure. Now all I can hope is he has had words with the team and actually doesn’t get swayed by their fake reassurance and lies again and just leaves, it’s not like he can threaten to quit if they “do it” again as it’s never as clear cut as it was in Monaco’s race, sometimes their poor tactics are so subliminal that’s why Kimi is in this situation of utter perplex.

I’ll carry on supporting him as long as he races and hopefully will see him at Monza in September for the Grand Farce. Oops sorry. Prix. I meant Grand Prix…

– Evenstar

  Scuderia Failrrari #Kimi7 #kimiraikkonen #scuderiaferrari #f1 #monacogp Like I've always said, it's a rollercoaster being a Kimi supporter. Not even a pole position after nine years, can be celebrated long enough before we're thrown deep down into the depths of sadness, but this dip wasn't like the others, this was...

[junker-town]

Alonso’s exit from F1 is sad, but expected

Alonso deserved better than his last few years of Formula One driving with McLaren, but hopefully he will find success wherever he drives next.

Watching Fernando Alonso drive is one of the most simultaneously relaxing and exciting things in all of sports. The current McLaren Formula One driver confirmed that he plans to retire from the sport at the end of the 2018 season, ending his F1 career with a whimper rather than a title charge. And it’s through no fault of his own.

Alonso, one of the most gifted racing drivers on the planet, trusted that McLaren was heading in the right direction when he signed on with the team, but instead he was treated to some of the least-reliable and worst-performing cars of his career.

From the ill-fated deal to source new engines from Honda to the promises that switching back to Renault power units will give their lauded chassis a competitive edge, his team was wrong at every turn.

As it turns out, the chassis isn’t that good, and working conditions at McLaren don’t appear to be much better. There are some very talented and dedicated engineers and mechanics who are hamstrung by poor management above them. Many at McLaren wanted to give Alonso the best car, or at the very least a competitive one, but the goal was never realized.

He won F1 world championships in 2005 and 2006 with Renault, but hasn’t won a race in five years due to a car that simply isn’t competitive at all. He has been a runner-up in the championship race three times. His first championship was the one that ended five years of utter dominance by Michael Schumacher.

And instead of the joy and excitement F1 fans are supposed to get from watching Alonso drive, they saw a former champion and fan-favorite slowly erode away. He’s an unbelievably talented driver — arguably the best on the grid currently and definitely one of the best ever — and watching him struggle to get his car into even a points finish was just sad.

He also defended McLaren constantly, interspersed with poking fun at his team’s early struggles. He’s always been a character, and that’s why fans love him. He’s fun and quirky, but even he was basically broken by this season. He still has tried to defend McLaren and even after his announcement has thanked the team profusely, but his frustrations have been loud and obvious. He says he’s happy, and I hope that’s true, but he still deserved much, much better.

So what’s next?

In F1, Alonso consistently beats his teammates and he gets every bit of performance out of what he’s given, and that’s a big sign that his best racing days could still be ahead of him.

On top of that, Alonso has been taking part in other racing series. He currently leads the 2018-19 WEC championship with Toyota Gazoo Racing, winning both the 6 Hours of Spa-Francorchamps and the 24 Hours of Le Mans. His team may not have won the latter race if not for an incredible night drive from Alonso. There is the remainder of the ongoing F1 season, but there aren’t many expectations for McLaren at this point, with the title primarily being contested by Mercedes and Ferrari.

He also raced in the 2017 Indy 500, and looked fantastic despite it being his first time competing in IndyCar. Alonso reportedly wasn’t sure what mode the car was supposed to be in seconds before that race started, yet he was on track for a high finish, potentially even a win, before his Honda car suffered a failure and he did not complete the race.

His raw talent was on display at the Indy 500, and many have speculated that Alonso could take a proper run at IndyCar next season, or even another racing series. It would be wonderful if a more competitive F1 team had a spot for him and if he’d be willing to go to that team, but that doesn’t appear to be an option. Either way, he’s not done driving completely, and that’s a huge relief because he’s too good to retire altogether.

[componentplanet]

NASA Will Name Its Headquarters After ‘Hidden Figure’ Mary W. Jackson

Mary Jackson at Work NASA Langley

Credit: NASA

NASA executive Jim Bridenstine announced this week that the organization would be naming its headquarters after Mary W. Jackson, one of the women whose historic contributions to NASA were explored in the 2016 film Hidden Figures. Jackson was portrayed by actress and musician Janelle Monae in the film.

Bridenstine said:

Mary W. Jackson was part of a group of very important women who helped NASA succeed in getting American astronauts into space. Mary never accepted the status quo, she helped break barriers and open opportunities for African Americans and women in the field of engineering and technology. Today, we proudly announce the Mary W. Jackson NASA Headquarters building. It appropriately sits on ‘Hidden Figures Way,’ a reminder that Mary is one of many incredible and talented professionals in NASA’s history who contributed to this agency’s success. Hidden no more, we will continue to recognize the contributions of women, African Americans, and people of all backgrounds who have made NASA’s successful history of exploration possible.

Mary Jackson working. Credit: NASA

In 1958 she became NASA’s first Black engineer, after first obtaining special permission to attend engineering classes at a segregated, all-white school. After working as an engineer at NASA for nearly two decades, she led the Federal Women’s Program and the NASA Office of Equal Opportunity before retiring in 1985. She died in 2005 and was posthumously awarded the Hidden Figures Congressional Gold Medal Act in 2019. Her contributions to science were largely ignored for decades, along with the work done by Katherine Johnson and Dorothy Vaughan.

Space and space exploration were huge areas of interest for me growing up. The first encyclopedia entry I ever read was in the “S” volume. “S” — for “Sun.” When I had to write a story in fourth grade, I wrote it about NASA. I still have my battered, ancient copy of We Came in Peace: The Story of Man in Space. My first memory of a national event was seeing the Challenger explosion on live TV. The Right Stuff is one of my all-time favorite movies. I even liked the movie SpaceCamp. Don’t @ me. I like space.

You know who I never heard about, in all the deserved paeans to men with last names like Aldrin, Armstrong, and Collins? I never heard about Mary Jackson, Katherine Johnson, Dorothy Vaughan, or any other African-American. Nobody ever told me that African-Americans — much less African-American women — were a critical part of the Apollo moonshot. I daresay none of the people in my life who would have been happy to convey that information knew it themselves. I’m certain they would have told me. Giving me new information and turning me loose on the card catalog was one of the only ways to shut me up.

When the Mercury Seven visit the workshop where their capsule — excuse me, spacecraft — is being constructed in The Right Stuff, there’s not an African-American in sight. I’m not claiming anyone went out of their way to make that happen. It happened, most likely, because nobody thought it mattered in the first place. Either that, or the film’s producers were unaware there were African-Americans who contributed to the science of spaceflight, which is part of the problem.

I’m not literally arguing there should have been African-Americans in this specific scene. I’m using the scene because it’s one of a relative handful of times in the film when you see the astronauts engaging with a group of scientists. If you wanted to show that African-Americans played a role in the engineering and testing of the Mercury spacecraft, you’d have probably done it here.

It’s not uncommon to see people question the need for diverse representation in media or the value of changing a name. The value of these actions is that they create a more accurate picture of who contributed to the successes and achievements of America, and more broadly, the entire human race. It matters that the NASA Headquarters will be known as the Mary W. Jackson building. People look at buildings. Sometimes, they even Google their names to learn about the people they are named for.

When we honor the names and achievements of the formerly hidden, we push back at a historical myth — namely, that the Apollo Program and NASA’s pioneering work in aeronautics in the mid-1960s was entirely the work of white men. Women like Jackson, Johnson, Vaughan, and the other “hidden figures��� deserve to be recognized in enduring ways. The phrase, after all, isn’t “We came in peace.” It’s “We came in peace for all mankind.”

Now Read:

Astronomers Give Asteroid Moon a New Name Before NASA Hits It With a Spacecraft

NASA Will Allow SpaceX to Reuse Rockets and Capsules for Astronaut Launches

NASA Loads Sample Return Containers Into Perseverance Mars Rover

from ExtremeTechExtremeTech https://www.extremetech.com/extreme/312135-nasa-will-name-its-headquarters-after-hidden-figure-mary-w-jackson from Blogger http://componentplanet.blogspot.com/2020/06/nasa-will-name-its-headquarters-after.html

[coolcarmancollected]



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Terry Betts: a life in speedway





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It was 1979 and speedway legend Terry Betts had just quit the sport he loved at the age of 36.

The risks that first attracted him to the oval as a fearless teenager had become too great, a serious crash at Reading a sign not to push his luck too far.

He had a young family to think of, new priorities and a new life to look forward to after two decades of domestic and international success.

“After I swallowed my tongue at Reading I thought maybe it was a warning – this seems the time to give up,” he says at his home just south of Cambridge, squeezing into age-stiffened racing leathers for our photoshoot.

But he knew how easy it would be to get drawn back into the saddle, that the offers would come – and that he’d find them hard to resist.

So he systematically dismantled all the bikes he’d kept from 20 years in the sport, stored them away and kept his distance from the tracks where he’d made his name.

“When I packed up I made sure I had not got any bikes ready to race,” he says, just a few pounds off his racing weight at the age of 74.

“I knew what would happen – six months down the road someone’s going to talk me into riding, someone will come along with an offer and I would be doing it for the wrong reasons.

It was time to move on

“You’ve got to be serious about it, it’s not something you can play at. That’s when you will get hurt, when you’re not fully committed. I had a good run at it and it was time to move on and keep right away from it.”

And so Terry did, buying and running a garage and building his own home on the six acres of land that came with it.

But about 10 years ago, encouraged by his son, also Terry, it was time – and safe – to start rebuilding, to reconnect with the bikes that carried him to international stardom.

“It was long enough after I retired that I was not going to be taken back into it,” he says. “My son, who was only four when I stopped riding, was the one who encouraged me to do the bikes that were just sitting there going rusty.”

Of all the bikes he kept, the first to be restored and closest to his heart is the Jawa on which he won the 1972 World Pairs title with Ray Wilson in Sweden.

Bought with his own money for £491 at the start of that season, sitting astride the Jawa’s banana seat now and grabbing those wide handlebars throws Terry right back to the second golden age of speedway.

“It takes me back to travelling on the old ferry to Sweden with Ray, with the bike in the boot of a Mercedes, and coming back we had won the World Pairs,” he says.

“No-one had given us much of a hope. It was more or less expected that the Swedes were going to win it.

Biggest achievement in speedway

“It’s something I can always go and have a look at and remember being in Borås in Sweden with that bike. That was probably my biggest achievement in speedway.

“Selling it now is not something I would even consider. I can’t see the point unless I was on my last uppers, and Terry says he will always keep hold of it.”

Jawa bikes revolutionised speedway in the late 1960s, the Czech-made machines lighter and faster than the British-made JAPs (J A Prestwich) on which Terry started his career as a raw 16-year-old at Norwich in 1960.

“The advantage was people could go and buy a bike that, almost off the shelf, was capable of winning the world final,” he says.

“With a JAP it would take two years to learn how to ride it and two years to find out how to make it go. On a Jawa a lot of people could be competitive without it costing them a fortune.”

As well as the ‘72 bike, restored to as-new, as opposed to racing, specification, Terry still owns several other racing bikes, including the one on which he competed with a broken collarbone in the 1974 World Final, and the last bike he rode during his one season at Reading.

“They’re the ones that mean something to me, which is why I kept them,” he says. “Having done the ‘72 bike I thought I might as well put the others back together.

“The frames have all been away to be sandblasted and I’ve sorted all the engine bits out.”

The one bike Terry didn’t keep hold of was a JAP, so he decided to buy one instead, finally finding a 1940s example ridden by Australian champion Vic Duggan.

You couldn’t give them away

“I started with JAPs and always wanted one, but could not find one with an Erskine frame,” he says. “I got rid of mine years ago. You couldn’t give them away because no-one wanted them.

“This one came up owned by a guy in Kent. It had previously been on display in a shop window in Birmingham, and after he bought it he would take it to shows and let people see it.

“But he couldn’t ride it on the road and wanted to sell it. Now some Aussies have found out I’ve got it and are pestering me and want to buy it!”

Well-known throughout his career as one of speedway’s good guys, always happy to chat with fans and sign autographs, Terry remains as popular today as he was in his heyday, voted the best King’s Lynn Stars rider of all time in 2005 by fans of the club he served for 14 years.

Now, sitting at his dining room table with Sue, his wife of 53 years, looking out at the Jawa on the lawn, he takes me back to the very beginning when, as a nine-year-old, his father would take him to watch the likes of Jack Young and Freddie Williams at West Ham in the early 1950s.

The smell of the Castrol R

“I can always remember going there under the floodlights, and the smell of the Castrol R was just unbelievable,” he says.

“I decided that was what I wanted to do, something that was risky. It was a really dangerous sport and a lot of people got killed in those days, one or two a year. It was the thrill of the danger that attracted me to it.”

With no junior competitions, Terry would practice sliding an old BSA around the garden until, at the age of 16 – the minimum age for racing – his father bought him a JAP from rider Brian Meredith at Rye House.

“It was too big for us to go round the garden, so I learned to slide it on the perimeter track of an old wartime airfield that was not far from us,” he says.

“Then my dad took me to Rye House to a practice day. I’d never been on a speedway track, but I thought ‘this is easy’ because I’d learned to slide on tarmac. Mike Broadbank was running the session and he said to my dad, ‘who does he ride for then?’ Dad said, ‘it’s the first time he’s been on a speedway track’.”

Broadbank wanted to sign Terry there and then, but his father said it was too soon, allowing him to compete in an open meeting in a pair with Meredith.

“I crashed every race!” laughs Terry, who quickly found that sliding on your own was a world away from the helter-skelter sprint to the first bend of a competitive race.

Terry and his father began making the trip up the then single-carriageway A11 from their home in Old Harlow to Norwich to watch the Stars compete in the National League.

A star was born

It was there that a star was born, spotted while riding around the track after the meeting while the national anthem played.

Terry was invited to compete in the junior handicap race, and it quickly became clear the Norwich Stars had something special on their hands – a young tyro who would soon compete alongside established superstar Ove Fundin.

“I went off the gate and won my race, and the next week they put me 10 yards back and I won, and each week they put me further and further back but I kept winning,” remembers Terry, then still only 16.

“After that, they put me in the team, initially as a reserve.”

Terry’s increasing speedway commitments saw him quit his job as an apprentice mechanic at his local Vauxhall dealer.

“When I went to Norwich they gave me an ultimatum because I started having too much time off,” he says. “They said ‘make your mind up, are you going to do speedway or work here?’

“I thought, you only get one opportunity – I can come back and be a mechanic but I can’t come back and be a speedway rider, so I packed it in.

“My dad said he would back me for two years and if I hadn’t made the grade by then I was on my own. He was always of the opinion that if you’re going to be any good you will show signs in the first two years.

“My attitude was ‘I want to be a speedway rider and I am going to do it’. I loved the fact I could be getting paid for something I loved doing.”

It took far less than two years for Terry to prove himself.

To gain experience, he combined riding for Norwich with a spell at Wolverhampton in the breakaway, and booming, Provincial League in 1961.

“I was riding four to five meetings a week at both, but in 1962 they stopped you riding both leagues so I stayed at Norwich and became a heat leader,” he says.

Dudley Jones, writing on the Speedway Plus website, remembers watching an 18-year-old Terry take on a Southampton side at The Firs including world speedway stars Barry Briggs and Björn Knutsson.

Wild and often frightening lad

“Terry scored nine, including wins over Briggo and Knutsson – this wild and often frightening lad was going places – if he stayed alive!” writes Jones.

“With Terry in 1962 you never knew what to expect, or whether he would stay in one piece. In those days he was already the favourite of the teenies, and wore what appeared to be turned down wellies, with green and yellow (what else) football socks.

“As to style, I would best describe it as wind the throttle on and hold tight. It was at this time that I learned how to hold my breath for more than 70 seconds while I willed that Terry would stay on his JAP for four laps.”

Terry had the speedway world at his feet, but a row over money with Norwich nearly saw him lost to the sport for good.

“I went to Belle Vue and got a 15-point maximum, beating (former world champion) Peter Craven,” he says. “That’s when I started spending a lot of money having engines done and that’s when I started wanting more money.

“Norwich was really bad on engines, a really fast track which was blowing the old JAPs up – I said I’ve got to have more money or I’ll pack up.

“It was July or August 1963 and I said ‘look, I’m packing up’. They said ‘no you won’t, you love it’. I said ‘I bloody will!’ They took me to court and I got banned for a year, effectively because I didn’t turn up.

‘That’s me finished with speedway’

“I thought ‘fair enough, that’s me finished with speedway, I’ll go car racing’ and I built a saloon car and went car racing at Snetterton.”

The break from speedway had one happy side effect, however.

“He didn’t have speedway, but he got me!” says Sue, who met Terry at a pub in Epping during his speedway sabbatical.

“We probably wouldn’t have met otherwise, because I was never around locally,” says Terry. “On Saturday nights, instead of doing speedway or doing my bike, I ended up going to pubs and clubs.”

In any event, despite large crowds, the Norwich directors controversially sold The Firs stadium for development just over a year after Terry walked away, ultimately paving the way for his return to a new track in a glorious new era for speedway.

That Terry revived his career at King’s Lynn, at a run-down dog stadium on the Saddlebow Road, was entirely down to the persistence of one man – Maurice Littlechild.

With Cyril Crane, Littlechild took advantage of the demise of the Norwich Stars to bring speedway to the West Norfolk market town and port, not only taking the Stars name but their yellow and green jackets and various pieces of equipment, including the old floodlights from The Firs.

“Maurice came round and said ‘how do you fancy doing some open meetings in 1965?’” says Terry. “I said ‘King’s Lynn? Where the hell’s that?’

Maury was a real persuader

“I told him my dad had bought a garage at Dunmow and I was working there, so I couldn’t do it. But Maury was a real persuader, he said it would fit in because it was only once a fortnight.

“They were laying the track and Colin Pratt and myself went down there and we tested the track out. I still had the old JAPs I raced at Norwich and rode one in the very first open meeting in May 1965 at King’s Lynn.”

After more than a year out of the saddle, Terry won that meeting, and suddenly the word was out – Betts was back.

“It all went silly. All the tracks in the country wanted me to come out of retirement,” says Terry. “King’s Lynn wasn’t in the league then, but Maury said ‘next year we’re hoping to go in the league so don’t go signing a contract with anybody else’.”

Terry was loaned to Long Eaton for the 1965 season, a campaign interrupted by a broken leg after a crash at Poole – the plaster had only been off for three days when he walked down the aisle with Sue.

Didn’t that worry the new bride? That her husband, a mechanic when she met him, was about to rejoin a sport when the ‘new’ Stars were granted their league licence where risks to life and limb are an occupational hazard?

‘I’m not a panicker’

“I was worried, but he was never frightening like some of them can be,” she says. “I’m not a panicker, and most of the riders respected him so they didn’t try to fence him.”

“There are risks,” adds Terry, but then that was what attracted him to the sport in the first place. “I’ve had broken arms, legs, you name it, over the time. Arms and legs you can mend but I said if ever I started knocking my head I’d pack it in.”

The King’s Lynn Stars duly got their licence and, with the amalgamation of the national and provincial leagues, this was boom time for British speedway.

“It used to be jam packed – there’d be 10,000 people there,” remembers Terry. “We had to get there early and go in the back way to get in they used to be queued up so far.

“It was new and it attracted a lot of people. We were all in our early 20s and most of the crowd were too – everyone grew up with it down there, and I knew the spots where they all stood. People would be in the same place week after week – you knew where to look for them.

“They asked me if I could play football for King’s Lynn because of the amount of people that would turn up for charity matches when I was playing.”

During 14 seasons at King’s Lynn, Terry became a living legend at Saddlebow Road, earning international recognition at the 1966 World Team Cup, finishing fourth.

The following year, he was knocked unconscious by a bottle thrown from the stands while representing England in Australia, an incident that made national news at home and abroad.

It was November 11 at the Sydney Showground, and Betts had played his part in a thrilling 54-53 win for the visitors when one of the 30,000-strong home crowd hurled the glass bottle towards the track.

‘I thought a bomb had gone off’

“We’d won the first test and went out on the lap of honour,” says Terry. “I looked round to see where the other boys were and thought a bomb had gone off. Someone in the top stands had thrown this bottle and it hit me right in the side of the face and slit my eyebrow.

“I fell on the track. They thought I had lost my eye. I have no recollection of it beyond thinking a bomb’s gone off, bang, and the next thing I knew I was in hospital getting stitched up.

“In the crowd, it all kicked off. The crowd attacked him, and two off duty policemen said if they had not stepped in they would have killed him. After that the Aussies couldn’t do enough for me, everywhere I went.”

Terry was back in action just two weeks later, and rode in every round of the five-test series as an England team inspired by brothers Eric and Nigel Boocock returned home with a 3-2 series win.

By now, Terry had swapped the heavy JAP bikes for Jawas, buying his first from fellow rider Barry Briggs, who had secured the sole importer concession from what was then Czechoslovakia.

“You could only get them from Briggo,” he remembers. “He took the agency on them when no-one knew what Jawas were. If he found out you’d bought one in from Czecho, if you wanted any bits you could not get them.”

Although the crowds were bigger than they are now, and speedway riders were becoming big stars, they were still largely responsible for their own bikes, including transporting them from meeting to meeting.

Only the top guys had mechanics

“Only the top guys, like Fundin and Briggs, had mechanics, everybody else did their own,” says Terry. “In the early days you took one bike racing and that was it.

“The magneto would go on them, and you’d borrow someone else’s bike for the race. Colin Pratt was in the away team and he would borrow your bike – I leant my bike to various different people riding for the opposition.

“It was totally different. Now it’s like they’ve got a bike for every race.”

There were no trailers or transporters until riders started to receive sponsorship in the early 1970s.

“I remember removing the boot lid of an Escort and standing the bike in the boot. Howard Cole had a Mini and he’d sit his bike on the open boot lid and go all over the country,” says Terry.

“Then I had a Citroen DS. I used to take the rear window out, take the boot lid off, cut down the parcel shelf and put the bike in the back. When it rained we’d get wet feet.”

As well as the World Pairs title, Terry was part of the World Team Cup winning teams of 1972 and 1973, but it’s a less-heralded trophy that means as much as any world crown.

“One that means a lot to me was winning the first Littlechild Trophy at King’s Lynn,” he says. “Maury was the reason I came out of retirement. He was not a promoter to me, he was my best friend really and when he died in 1971, to win it was something that meant a lot to me.

“Maury brought speedway to King’s Lynn and was a big part of my life.”

Terry was granted a testimonial at King’s Lynn in 1975, and continued to be the heartbeat of the team until switching to the Reading Racers for a single season in 1979.

“After King’s Lynn I didn’t enjoy it,” he says now, with 649 meetings at Saddlebow under his belt. “Reading looked after me and paid me good money, but I was doing it all for the wrong reasons, and that’s not why I did speedway – that was a bonus.

‘I felt like a guest rider’

“I was at King’s Lynn too long to go and ride for somebody else. I felt like a guest rider and I was not enjoying it.”

For many professional sportspeople, retirement can almost feel like bereavement, an entire life of camaraderie and the buzz of competition ripped away overnight, to be replaced by, what, exactly?

“I was in speedway for 20 years, and it all went too quick really,” he says. “I loved every minute of it. It was brilliant, the fact that I could earn my living doing something I loved.

“Then you think ‘what am I going to do?’ All your friends are connected to it. All these people you see all the time and you’re not going to anymore.”

While building up his garage business, he tried his hand at team management at King’s Lynn, but it was no replacement for the thrill of racing.

“I did it because King’s Lynn were in a bit of trouble, but it wasn’t the same,” he says. “Trying to motivate riders – if you’re not motivated when you get there, if you don’t want to win, you might as well go home.”

Terry didn’t entirely keep away from speedway though, turning out in the Golden Greats meetings run by his great friend, Barry Briggs.

Rupert Jones, who had marvelled at the skills of the 18-year-old Norwich starlet all those years ago at The Firs, was in the crowd at Coventry in 1988, nine years after Terry retired.

“Terry was in a class almost of his own,” he writes. “He went round Coventry, after nine years away, as if he’d never retired. His times were league times, and his match with Peter Collins (who had retired only the year before) was great to see.”

For most of the last 40 years, though, Terry has been busy developing his business on the six acres of land he bought in 1979.

“I needed something to do for the rest of my life,” he says. “When I took the garage on it was a Leyland franchise employing seven blokes.

“I hated it! I had so much hassle, so I rented it out and started selling commercial vehicles.”

When the lease was up, Terry was refused permission to build housing on the land, so constructed business units to rent out, and at the same time started building his own house on part of the land.

‘We called it Saddlebow House’

Its name? “It was all down to Saddlebow Road, so we called it Saddlebow House,” says Terry, whose office is an Aladdin’s Cave of speedway memorabilia, photographs and trophies, including the yellow and green Stars bib he dons for our pictures.

Terry junior helps his dad dig out an old pair of boots and a vintage Bell racing helmet and, but for a few more wrinkles around those clear blue eyes peering out from beneath the visor, it could be 1972 again.

Slowly but surely, the bikes once put aside to keep Terry from temptation are being brought back to life.

And none is more special than the Jawa on which he now sits, smiling and reliving the glory of Sweden

[kansascityhappenings]

John Conyers, longest serving black congressman, dies at 90

DETROIT — Former U.S. Rep. John Conyers, one of the longest-serving members of Congress whose resolutely liberal stance on civil rights made him a political institution in Washington and back home in Detroit despite several scandals, has died. He was 90.

Conyers, among the high-profile politicians topped by sex harassment allegations in 2017, died at his home on Sunday, said Detroit police spokesman Cpl. Dan Donakowski. The death “looks like natural causes,” Donakowski added.

Known as the dean of the Congressional Black Caucus, which he helped found, Conyers became one of only six black House members when he was won his first election by just 108 votes in 1964. The race was the beginning of more than 50 years of election dominance: Conyers regularly won elections with more than 80 percent of the vote, even after his wife went to prison for taking a bribe.

That voter loyalty helped Conyers freely speak his mind. He took at both Republicans and fellow Republicans: he said then-President George W. Bush “has been an absolute disaster for the African-American community” in 2004, and in 1979 called then-President Jimmy Carter “a hopeless, demented, honest, well-intentioned nerd who will never get past his first administration.”

Throughout his career, Conyers used his influence to push civil rights. After a 15-year fight, he won passage of legislation declaring the Rev. Martin Luther King Jr.’s birthday a national holiday, first celebrated in 1986. He regularly introduced a bill starting in 1989 to study the harm caused by slavery and the possibility of reparations for slaves’ descendants. That bill never got past a House subcommittee.

His district office in Detroit employed civil rights legend Rosa Parks from 1965 until her retirement in 1988. In 2005, Conyers was among 11 people inducted to the International Civil Rights Walk of Fame.

But after a nearly 53-year career, he became the first Capitol Hill politician to lose his job in the torrent of sexual misconduct allegations sweeping through the nation’s workplaces. A former staffer alleged she was fired because she rejected his sexual advances, and others said they’d witnessed Conyers inappropriately touching female staffers or requesting sexual favors.

He denied the allegations but eventually stepped down, citing health reasons.

“My legacy can’t be compromised or diminished in any way by what we’re going through now,” Conyers told a Detroit radio station from a hospital where he’d been taken after complaining of lightheadedness in December 2017. “This, too, shall pass. My legacy will continue through my children.”

Conyers was born and grew up in Detroit, where his father, John Conyers Sr., was a union organizer in the automotive industry and an international representative with the United Auto Workers union. He insisted that his son, a jazz aficionado from an early age, not become a musician.

The younger Conyers heeded the advice, but jazz remained, he said, one of his “great pleasures.” He sponsored legislation to forgive the $1.6 million tax debt of band leader Woody Herman’s estate and once kept a standup bass in his Washington office.

Before heading to Washington, Conyers served in the National Guard and with the U.S. Army Corps of Engineers during the Korean War supervising repairs of military aircraft. He earned his bachelor’s and law degrees from Wayne State University in the late 1950s.

His political aspirations were honed while working as a legislative assistant from 1958 to 1961 to U.S. Rep. John Dingell, a fellow Michigan Democrat who, when he retired in 2014 at age 88, was Congress’ longest-serving member. That mantle then was passed onto Conyers.

Soon after being elected to Congress, Conyers’ leadership at home — in the segregated streets of Detroit — would be tested. Parts of the city were burned during riots in July 1967 that were sparked by hostilities between black residents and Detroit’s mostly white police force, and by the cramped living conditions in black neighborhoods.

Conyers climbed onto a flatbed truck and appealed to black residents to return to their homes, but he was shouted down. His district office was gutted by fire the next day. But the plight of the nation’s inner cities would remain his cause.

“In Detroit you’ve got high unemployment, a poverty rate of at least 30 percent, schools not in great shape, high illiteracy, poor families not safe from crime, without health insurance, problems with housing,” he told The Associated Press in 2004. “You can’t fix one problem by itself — they’re all connected.”

He was fiercely opposed to Detroit’s finances being taken over by a state-appointed emergency manager as the city declared bankruptcy in 2013. Conyers, whose district included much of Detroit, sought a federal investigation and congressional hearings, arguing it was “difficult to identify a single instance” where such an arrangement, where local officials are stripped of most of their power, succeeds.

Conyers was the only House Judiciary Committee member to have sat in on two impeachment hearings: He supported a 1972 resolution recommending President Richard Nixon’s impeachment for his conduct of the Vietnam War, but when the House clashed in 1998 over articles of impeachment against President Bill Clinton, Conyers said: “Impeachment was designed to rid this nation of traitors and tyrants, not attempts to cover up an extramarital affair.”

Conyers also had scandals of his own.

In 2009, his wife Monica Conyers, a Detroit city councilwoman largely elected on the strength of her husband’s last name, pleaded guilty to bribery. The case was related to a sludge hauling contract voted on by the City Council, and she spent nearly two years in prison.

Three years earlier, the House ethics committee closed a three-year investigation of allegations that Conyers’ staff worked on political campaigns and was ordered to baby-sit for his two children and run his personal errands. He admitted to a “lack of clarity” with staffers and promised changes.

But he couldn’t survive the last scandal. An ethics committee launched a review after a former longtime staffer said Conyers’ office paid her more than $27,000 under a confidentiality agreement to settle a complaint in 2015. She alleged she was fired because she rejected his sexual advances, and other said they’d witnesses inappropriate behavior.

Conyers initially said he looked forward vindicating himself and his family, but he announced his immediate retirement in December 2017 after fellow Democrats called for his resignation. The chorus included Minority Leader Nancy Pelosi, the House’s top Democrat.

Conyers became chairman of the House Judiciary Committee when Democrats regained the House majority in 2006. He oversaw 2007 hearings into the White House’s role in the firings of eight federal prosecutors and 2009 hearings on how the NFL dealt with head injuries to players.

Conyers frequently swam against the prevailing political currents during his time in Congress. He backed, for example, anti-terrorism legislation that was far less sweeping than a plan pushed by then-Attorney General John Ashcroft in the wake of the Sept. 11 terrorist attacks.

He was also an early supporter in 2007 of then-Sen. Barack Obama, who was expected by some in the Congressional Black Caucus to push public health insurance, sharp funding increases for urban development and other initiatives long blocked by Republicans.

“We want him to stand strong,” Conyers said in 2009.

Conyers enjoyed his greatest support back home in Detroit — except when he tried to venture into local politics. Conyers took on 16-year incumbent Mayor Coleman A. Young in 1989, launching his bid with the statement: “Look out, Big Daddy, I’m home.” But a poorly organized campaign helped him finish a mere third in the primary. He ran again for mayor when Young retired in 1993, and lost again.

Along with his wife, Conyers is survived by two sons, John III and Carl.

from FOX 4 Kansas City WDAF-TV | News, Weather, Sports https://fox4kc.com/2019/10/27/john-conyers-longest-serving-black-congressman-dies-at-90/

from Kansas City Happenings https://kansascityhappenings.wordpress.com/2019/10/27/john-conyers-longest-serving-black-congressman-dies-at-90/

[ajp3mbgk-blog]

Life insurance...do I need more coverage?

Life insurance...do I need more coverage?

I am 27, good health but family has a history of high colesterol, high blood pressure, cancer, etc... I am also a single father to a 4 year old girl. I have a small ammount of coverage through my work ($15,000), and no real assets to my name other than my car. If something were to happen to me I don t really have much in the way of financial security to offer to my daughter. Should I look at getting additional life insurance for myself?

BEST ANSWER: Try this site where you can compare free quotes :COVERAGE-FINDER.NET

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[bountyofbeads]

The Roots of Boeing’s 737 Max Crisis: A Regulator Relaxes Its Oversight https://www.nytimes.com/2019/07/27/business/boeing-737-max-faa.html

The Roots of Boeing’s 737 Max Crisis: A Regulator Relaxes Its Oversight

By Natalie Kitroeff, David Gelles and Jack NICAS | Published July 27, 2019 | New York Times | Posted July 27, 2019 |

SEATTLE — In the days after the first crash of Boeing’s 737 Max, engineers at the Federal Aviation Administration came to a troubling realization: They didn’t fully understand the automated system that helped send the plane into a nose-dive, killing everyone on board.

Engineers at the agency scoured their files for information about the system designed to help avoid stalls. They didn’t find much. Regulators had never independently assessed the risks of the dangerous software known as MCAS when they approved the plane in 2017.

More than a dozen current and former employees at the F.A.A. and Boeing who spoke with The New York Times described a broken regulatory process that effectively neutered the oversight authority of the agency.

The regulator had been passing off routine tasks to manufacturers for years, with the goal of freeing up specialists to focus on the most important safety concerns. But on the Max, the regulator handed nearly complete control to Boeing, leaving some key agency officials in the dark about important systems like MCAS, according to the current and former employees.

While the agency’s flawed oversight of the Boeing 737 Max has attracted much scrutiny since the first crash in October and a second one in March, a Times investigation revealed previously unreported details about weaknesses in the regulatory process that compromised the safety of the plane.

The company performed its own assessments of the system, which were not stress-tested by the regulator. Turnover at the agency left two relatively inexperienced engineers overseeing Boeing’s early work on the system.

The F.A.A. eventually handed over responsibility for approval of MCAS to the manufacturer. After that, Boeing didn’t have to share the details of the system with the two agency engineers. They weren’t aware of its intricacies,  according to two people with knowledge of the matter.

Late in the development of the Max, Boeing decided to expand the use of MCAS, to ensure the plane flew smoothly. The new, riskier versionrelied on a single sensor and could push down the nose of the plane by a much larger amount.

Boeing did not submit a formal review of MCAS after the overhaul. It wasn’t required by F.A.A. rules. An engineering test pilot at the regulator knew about the changes, according to an agency official. But his job was to evaluate the way the plane flew, not to determine the safety of the system.

The agency ultimately certified the jet as safe, required little training for pilots and allowed the plane to keep flying until a second deadly Max crash, less than five months after the first.

The plane remains grounded as regulators await a fix from Boeing. If the ban persists much longer, Boeing said this past week that it could be forced to halt production.

The F.A.A. and Boeing have defended the plane’s certification, saying they followed proper procedures and adhered to the highest standards.

“The agency’s certification processes are well-established and have consistently produced safe aircraft designs,” the regulator said in a statement Friday. “The 737 Max certification program involved 110,000 hours of work on the part of F.A.A. personnel, including flying or supporting 297 test flights.”

Boeing said “the F.A.A.’s rigor and regulatory leadership has driven ever-increasing levels of safety over the decades,” adding that “the 737 Max met the F.A.A.’s stringent standards and requirements as it was certified through the F.A.A.’s processes.”

[If you have worked at Boeing or the F.A.A. and want to discuss your experience, contact The Times confidentially here.]

Federal prosecutors and lawmakers are now investigating whether the regulatory process is fundamentally flawed. As planes become more technologically advanced, the rules, even when they are followed, may not be enough to ensure safety. The new software played a role in both disasters, involving Lion Air and Ethiopian Airlines, which together killed 346 people.

“Did MCAS get the attention it needed? That’s one of the things we’re looking at,” said Chris Hart, the former chairman of the National Transportation Safety Board, who is now leading a multiagency task force investigating how the Max was approved. “As it evolved from a less robust system to a more powerful system, were the certifiers aware of the changes?”

Boeing needed the approval process on the Max to go swiftly. Months behind its rival Airbus, the company was racing to finish the plane, a more fuel-efficient version of its best-selling 737.

The regulator’s hands-off approach was pivotal. At crucial moments in the Max’s development, the agency operated in the background, mainly monitoring Boeing’s progress and checking paperwork. The nation’s largest aerospace manufacturer, Boeing was treated as a client, with F.A.A. officials making decisions based on the company’s deadlines and budget.

It has long been a cozy relationship. Top agency officials have shuffled between the government and the industry.

During the Max certification, senior leaders at the F.A.A. sometimes overruled their own staff members’ recommendations after Boeing pushed back. For safety reasons, many agency engineers wanted Boeing to redesign a pair of cables, part of a major system unrelated to MCAS. The company resisted, and F.A.A. managers took Boeing’s side, according to internal agency documents.

After the crash of the Lion Air plane last October, F.A.A. engineers were shocked to discover they didn’t have a complete analysis of MCAS. The safety review in their files didn’t mention that the system could aggressively push down the nose of the plane and trigger repeatedly, making it difficult to regain control of the aircraft, as it did on the doomed Lion Air flight.

Despite their hazy understanding of the system, F.A.A. officials decided against grounding the 737 Max. Instead, they published a noticereminding pilots of existing emergency procedures.

The notice didn’t describe how MCAS worked. At the last minute, an F.A.A. manager told agency engineers to remove the only mention of the system, according to internal agency documents and two people with knowledge of the matter. Instead, airlines learned about it from Boeing.

‘HE REALLY WANTED ABDICATION.’

The F.A.A. department that oversaw the Max development had such a singular focus that it was named after the company: The Boeing Aviation Safety Oversight Office.

Many F.A.A. veterans came to see the department, created in 2009, as a symbol of the agency’s close relationship with the manufacturer. The top official in Seattle at the time, Ali Bahrami, had a tough time persuading employees to join, according to three current and former employees.

Some engineers believed that Mr. Bahrami had installed managers in the office who would defer to Boeing. “He didn’t put enough checks and balances in the system,” Mike McRae, a former F.A.A. engineer, said of Mr. Bahrami. “He really wanted abdication. He didn’t want delegation.”

Before the certification of the Max began, Mr. Bahrami called a group of F.A.A. engineers into his office, the current and former employees said, and asked some of them to join the group. Many didn’t want to change jobs, according to a complaint filed by the National Air Traffic Controllers Association, the union representing F.A.A. engineers.

“I got dragged kicking and screaming,” said Richard Reed, a former systems engineer at the F.A.A. Mr. Reed said he had just left surgery when agency officials called to ask whether he would work in the office. “I always claimed that I was on drugs when I said ‘yes.’”

The F.A.A. said in a statement that Mr. Bahrami “dedicated his career to the advancement of aviation safety in both the private and public sectors.”

For decades, the F.A.A. relied on engineers inside Boeing to help certify aircraft. But after intense lobbying by industry, the agency adopted rules in 2005 that would give manufacturers like Boeing even more control. Previously, the agency selected the company engineers to work on its behalf; under the new regulations, Boeing could choose them.

Many of the agency’s top leaders embraced the approach. It would allow the F.A.A. to certify planes more efficiently and stretch its limited resources. The regulator had also been finding it harder to compete for talented engineers, their government salaries unable to keep up with the going rates in the industry.

For Boeing, the changes meant shedding a layer of bureaucracy. “The process was working well,” said Tom Heineman, a retired Boeing engineer who worked on the Max. “The F.A.A. was delegating more of the work and the review and the oversight to the manufacturers than it used to.”

But some F.A.A. engineers were concerned that they were no longer able to effectively monitor what was happening inside Boeing. In a PowerPoint presentation to agency managers in 2016, union representatives raised concerns about a “brain drain” and the “inability to hire and retain qualified personnel.”

By 2018, the F.A.A. was letting the company certify 96 percent of its own work, according to an agency official.

Nicole Potter, an F.A.A. propulsion and fuel systems engineer who worked on the Max, said supervisors repeatedly asked her to give up the right to approve safety documents. She often had to fight to keep the work.

“Leadership was targeting a high level of delegation,” Ms. Potter said. When F.A.A. employees didn’t have time to approve a critical document, she said, “managers could delegate it back to Boeing.”

It was a process Mr. Bahrami championed to lawmakers. After spending more than two decades at the F.A.A., he left the agency in 2013 and took a job at the Aerospace Industries Association, a trade group that represents Boeing and other manufacturers.

“We urge the F.A.A. to allow maximum use of delegation,” Mr. Bahrami told Congress in his new lobbying role, arguing it would help American manufacturers compete.

In 2017, Mr. Bahrami returned to the F.A.A. as the head of safety.

AN INTERNAL BATTLE AT THE F.A.A.

With Boeing taking more control, F.A.A. engineers found they had little power, even when they did raise concerns.

Early on, engineers at the F.A.A. discovered a problem with one of the most important new features of the Max: its engines. The Max, the latest version of the 50-year-old 737,featured more fuel-efficient engines, with a larger fan and a high-pressure turbine. But the bigger, more complex engines could do more damage if they broke apart midair.

The F.A.A. engineers were particularly concerned about pieces hitting the cables that control the rudder, according to five people with knowledge of the matter and internal agency documents. A cable severed during takeoff would make it difficult for pilots to regain control, potentially bringing down the jet.

The F.A.A. engineers suggested a couple solutions, three of the people said. The company could add a second set of cables or install a computerized system for controlling the rudder.

Boeing did not want to make a change, according to internal F.A.A. documents reviewed by The Times. A redesign could have caused delays. Company engineers argued that it was unlikely that an engine would break apart and shrapnel would hit the rudder cable.

Most of the F.A.A. engineers working on the issue insisted the change was necessary for safety reasons, according to internal agency emails and documents. But their supervisors balked. In a July 2015 meeting, Jeff Duven, who replaced Mr. Bahrami as the head of the F.A.A.’s Seattle operation, sided with Boeing, said two current employees at the agency.

F.A.A. managers conceded that the Max “does not meet” agency guidelines “for protecting flight controls,” according to an agency document. But in another document, they added that they had to consider whether any requested changes would interfere with Boeing’s timeline. The managers wrote that it would be “impractical at this late point in the program,” for the company to resolve the issue. Mr. Duven at the F.A.A. also said the decision was based on the safety record of the plane.

Engineers at the agency were demoralized, the two agency employees said. One engineer submitted an anonymous complaint to an internal F.A.A. safety board, which was reviewed by The Times.

“During meetings regarding this issue the cost to Boeing to upgrade the design was discussed,” the engineer wrote. “The comment was made that there may be better places for Boeing to spend their safety dollars.”

An F.A.A. panel investigated the complaint. It found managers siding with Boeing had created “an environment of mistrust that hampers the ability of the agency to work effectively,” the panel said in a 2017 report, which was reviewed by The Times. The panel cautioned against allowing Boeing to handle this kind of approval, saying “the company has a vested interest in minimizing costs and schedule impact.”

By then, the panel’s findings were moot. Managers at the agency had already given Boeing the right to approve the cables, and they were installed on the Max.

PLAYING DOWN RISKS

In the middle of the Max’s development, two of the most seasoned engineers in the F.A.A.’s Boeing office left.

The engineers, who had a combined 50 years of experience, had joined the office at its creation, taking on responsibility for flight control systems, including MCAS. But they both grew frustrated with the work, which they saw as mostly paper pushing, according to two people with knowledge of the staff changes.

In their place, the F.A.A. appointed an engineer who had little experience in flight controls, and a new hire who had gotten his master’s degree three years earlier. People who worked with the two engineers said they seemed ill-equipped to identify any problems in a complex system like MCAS.

And Boeing played down the importance of MCAS from the outset.

An early review by the company didn’t consider the system risky, and it didn’t prompt additional scrutiny from the F.A.A. engineers, according to two agency officials. The review described a system that would activate only in rare situations, when a plane was making a sharp turn at high speeds.

The F.A.A. engineers who had been overseeing MCAS never received another safety assessment. As Boeing raced to finish the Max in 2016, agency managers gave the company the power to approve a batch of safety assessments — some of the most important documents in any certification. They believed the issues were low risk.

One of the managers, Julie Alger, delegated the review of MCAS. Previously, the F.A.A. had the final say over the system.

The F.A.A. said that decision reflected the consensus of the team.

Boeing was in the middle of overhauling MCAS. To help pilots control the plane and avoid a stall, the company allowed MCAS to trigger at low speeds, rather than just at high speeds. The overhauled version would move the stabilizer by as much as 2.5 degrees each time it triggered, significantly pushing down the nose of the plane. The earlier version moved the stabilizer by 0.6 degrees.

When company engineers analyzed the change, they figured that the system had not become any riskier, according to two people familiar with Boeing’s discussions on the matter. They assumed that pilots would respond to a malfunction in three seconds, quickly bringing the nose of the plane back up. In their view, any problems would be less dangerous at low speeds.

So the company never submitted an updated safety assessment of those changes to the agency. In several briefings in 2016, an F.A.A. test pilot learned the details of the system from Boeing. But the two F.A.A. engineers didn’t understand that MCAS could move the tail as much as 2.5 degrees, according to two people familiar with their thinking.

Under the impression the system was insignificant, officials didn’t require Boeing to tell pilots about MCAS. When the company asked to remove mention of MCAS from the pilot’s manual, the agency agreed. The F.A.A. also did not mention the software in 30 pages of detailed descriptions noting differences between the Max and the previous iteration of the 737.

Days after the Lion Air crash, the agency invited Boeing executives to the F.A.A.’s Seattle headquarters, according to two people with knowledge of the matter. The officials sat incredulous as Boeing executives explained details about the system that they didn’t know.

In the middle of the conversation, an F.A.A. employee, one of the people said, interrupted to ask a question on the minds of several agency engineers: Why hadn’t Boeing updated the safety analysis of a system that had become so dangerous?

The reporters on this article can be reached at  Natalie.Kitroeff@nytimes.com, David.Gelles@nytimes.com and Jack.Nicas@nytimes.com.

Natalie Kitroeff and Jack Nicas reported from Seattle, and David Gelles from New York. James Glanz, Mike Baker and Kitty Bennett contributed reporting.

[theconservativebrief]

As heavy winds from Hurricane Michael begin to lash Florida’s Gulf Coast, forecasters are urging residents of the panhandle, Big Bend, and Nature Coast to prepare for life-threatening storm surge and flooding.

With so much potential devastation, one may wonder whether anything can be done to stop Michael in its tracks.

It’s quite a daunting challenge, given that the average hurricane’s wind energy equals about half of the world’s electricity production in a year. The energy it releases as it forms clouds is 200 times the world’s annual electricity use.

The heat energy of a fully formed hurricane is “equivalent to a 10-megaton nuclear bomb exploding every 20 minutes,” as NOAA meteorologist Chris Landsea has explained.

And these are typical hurricanes, not extraordinarily intense ones we’ve seen lately, like Hurricane Florence, Hurricane Harvey, and Hurricane Maria.

There’s really not much anyone can do once hurricanes like these spool up. Scientists have tried and failed to stop full-on hurricanes in their tracks.

But rising sea levels and increasing average temperatures due to climate change are further expanding the destructive reach of these storms. And with an eye to the potential to save lives and avoid billions of dollars in damage, some engineers and entrepreneurs, including Microsoft co-founder Bill Gates, are studying ways to dial back the destruction.

Much of the research is focused on manipulating temperature, moisture, and wind to steer when and where these storms will occur. It involves geoengineering with giant tubes and aerosols. And it’s pretty intriguing — if still quite preliminary.

Weather modification has a long, sordid history and hurricanes have inspired some of the more far-fetched proposals, from bombarding cyclones with sonic booms from aircraft to beaming down microwaves from space into nascent storms.

In one of the most infamous attempts to slay a hurricane, Nobel laureate Irving Langmuir led a US military experiment in 1947 to seed Hurricane King with ice in hopes of sapping its vigor. The storm at the time was sliding away from the United States and losing strength.

In an excerpt in the Atlantic from his book Caesar’s Last Breath, author Sam Kean explained Langmuir’s idea: Growing ice in the eye of the hurricane would make the eye grow wider and collapse the storm. But Hurricane King didn’t respond as expected. “To everyone’s horror, it then pivoted—taking an impossible 135-degree turn—and began racing into Savannah, Georgia, causing $3 million in damage ($32 million today) and killing one person,” Kean writes.

Other meteorologists at the time were skeptical that Langmuir’s experiment made the storm change course.

US scientists continued to study seeding clouds inside hurricanes as late as 1983 under Project STORMFURY. But they concluded, according to NOAA, that “cloud seeding had little prospect of success because hurricanes contained too much natural ice and too little supercooled water.”

The remaining tactics for fighting hurricanes require weakening them before they start by deliberately cooling seas and brightening clouds when storms are brewing, robbing them of the fuel for their destruction.

Stephen Salter, an emeritus professor of engineering design at the University of Edinburgh in Scotland, has studied how to harness wave energy since the 1970s, and in 2003 began looking into using this energy to cool the seas.

For ocean temperatures, the magic number for hurricane formation is 26.5 degrees Celsius (or 79.7 degrees Fahrenheit). So what if you could nudge that number down early on and reduce the risks and intensities of ensuing storms?

That was what Salter set out to do.

To cool the surface of the ocean, Salter invented a wave-powered pump that would move warm surface water down to depths as far as about 650 feet.

Made from a ring of tires lashed together around a tube extending below the surface, waves would overtop the ring, pushing the column of water down, while a check valve in the tube would keep it from flowing back.

[embedded content]

Salter’s namesake device, the Salter Sink, was invented in 2009 at Intellectual Ventures, a technology firm led by former Microsoft Chief Technology Officer Nathan Myhrvold.

(Microsoft co-founder Bill Gates also filed for a patent in 2009 to cool the ocean’s surface with barges to fight hurricanes.)

The idea is that hundreds of thousands of these devices in hurricane-prone regions of the world would cool waters enough to make a measurable reduction in the strength of storms.

Salter’s other tactic for fighting hurricanes is making clouds a tiny bit brighter using aerosols, harnessing a phenomenon called the Twomey effect.

This is the observation that for clouds containing the same amount of moisture, the clouds with smaller suspended water droplets reflect more sunlight.

The increased sunlight reflectance in the sky would keep the waters below from warming up to the hurricane threshold while also curbing evaporation, thereby reducing the atmospheric moisture needed to make a storm.

“If you really want to stop hurricanes, I believe that cloud brightening is the better way to do it,” Salter said. Cloud brightening yields a much greater impact on the weather for a much smaller perturbation than directly cooling the ocean, he explained.

Salter envisions unmanned boats spraying sub-micron-sized water droplets into the sky, seeding shinier clouds in areas forecasted to spawn storms.

A rendering of an aerosol-spraying boat from Salter’s white paper on cloud brightening Stephen Salter, University of Edinburgh

This would be much cheaper than spraying aerosols from aircraft, the boats could target specific regions, the effects would dissipate quickly and the change in cloud brightness would be imperceptible to the human eye.

He estimated that it would cost $40 million to construct a prototype cloud seeding system but has not been able to find any public or private takers.

“At the moment, the governments are saying its premature, we don’t need it yet,” he added. “Irma might change their minds.”

However, Salter acknowledged the prospect of cloud brightening is just an idea at this point. “Most of the work is done in computers,” he said.

For those that have tried out weakening the ingredients of hurricanes in the real world, the results have been disappointing.

Atmocean, a company developing ways to harness energy from ocean waves, looked into making devices to cool the surface of the ocean after Hurricane Katrina in 2005.

Unlike Salter’s device, Atmocean’s approach used a contraption to instead bring cooler water from the depths up to the surface.

The test devices proved successful, but only under ideal wave, temperature, and geographic conditions.

“The physics of it work if the conditions are right,” said Atmocean CEO Philip Kithil. “You can in fact reduce the upper ocean [temperature] by a degree Celsius, maybe 2, which would have a measurable effect on the intensity of the hurricane, but the practical concerns were hard to overcome.”

The wave pumps have to be right in the path of a developing hurricane, and they require cool water to be at an accessible depth, which isn’t always the case. It definitely wasn’t the case in late August when Hurricane Harvey barreled through the Gulf of Mexico toward Texas.

“Harvey passed through an area where there was warm water all the way down to the bottom of the ocean,” Kithil said. “If there is no cold water, you can’t change anything.”

According to a study the company conducted looking back at Katrina, they found that they would need to deploy 100,000 pumps over just two days at a cost of $1,000 each, leading to a price tag topping $1 billion to mitigate the effects of the storm.

At those prices, planners have to consider whether that money would be better spent elsewhere, such as evacuations or shoreline hardening, and neither insurance companies nor governments were willing to investigate further.

Reinsurance firm Swiss Re estimated that Katrina led to $80 billion in insured losses.

Kithil noted that the company also had a hard time finding buyers for their devices. “The insurance industry was not willing to invest, since it was too early stage, too hypothetical,” he said. “And governments are not that proactive.”

Atmocean bowed out of the weather modification business in 2007 and has since pivoted toward using wave energy to drive desalination and onshore aquaculture.

At the same time, hurricane researchers have grown weary of responding to proposals to slow storms and most remain skeptical that any tactic could be deployed in large enough numbers to have an effect on giant cyclones.

“As a general comment they show a lack of appreciation for the physical scale of hurricanes and simple ignorance of how they work,” wrote Hugh Willoughby, a hurricane researcher at Florida International University, in an email.

Mark Bourassa, associate director of the Center for Ocean-Atmospheric Prediction Studies at Florida State University, echoed the skepticism about scale.

“For sea surface temperature change, you would have to do it over a very large area and you would have to do it quickly,” he said.

These ideas might be useful thought experiments to better understand the makings of hurricanes, but Bourassa noted that there always concerns about unintended consequences, especially about deploying these tactics at scale.

Scientists already have a hard-enough time recognizing hurricane progenitors and figuring out where the storms will go once they’re spinning, so adding artificially brighter clouds and cooler waters to the mix could prove dangerous.

“I’d be really nervous about trying them,” he said.

For now, computer models are the only place to deploy hurricane mitigation tactics, but that hasn’t deterred Salter, who despite his retirement and lack of a patron says he’s “still working seven days a week on it.”

Original Source -> 2 gonzo ideas for slowing down a hurricane that might actually work

via The Conservative Brief

[ultrasfcb-blog]

Fernando Alonso: How does the Spaniard compare to the Formula 1 greats?

Fernando Alonso: How does the Spaniard compare to the Formula 1 greats?

Fernando Alonso: How does the Spaniard compare to the Formula 1 greats?

Why is Fernando Alonso retiring from F1?

Two-time Formula 1 world champion Fernando Alonso has said he will not be racing in the sport in 2019.

But how does he compare to other Formula 1 drivers? We have taken a look at some of his statistics and some of his best and worst moments in the sport.

Alonso’s place in Formula 1 history

The Spaniard, who is now 37, has had some career. His 32 race victories puts him sixth in the all-time list, behind only Michael Schumacher (91), Lewis Hamilton (67), Alain Prost (51), Sebastian Vettel (51) and Ayrton Senna (41).

His career

Alonso’s first race start came back in March 2001 when he came 12th in the Australian Grand Prix in a Minardi. In total, Alonso has started 302 races, with only Rubens Barrichello (322), Michael Schumacher (306) and Jenson Button (306) starting more.

However, with nine races left in the 2018 season he should overtake both Schumacher and Button before the end of the year.

Alonso’s Formula 1 career

Minardi (2001)

In 17 races with Minardi, Fernando Alonso never once finished in the points. He only finished eight races, with his best performance being 10th at the German Grand Prix when only the top six earned points

Renault (2003-06)

Alonso’s most successful period came during his first spell at Renault, when he became world champion in 2005 and 2006. In 71 races he won 15 times and finished on the podium another 22 times

McLaren (2007)

During one season with McLaren, Alonso won four of 17 races, with eight further podium finishes as he came third in the drivers’ championship, level on points with team-mate Lewis Hamilton and one point behind Ferrari’s world champion Kimi Raikkonen

Renault (2008-09)

During two seasons back at Renault, Alonso came fifth and ninth in the drivers’ championship. He won two of 35 races, with both wins coming in 2008 with one more podium finish that year and one in 2009

Ferrari (2010-2014)

Alonso spent five years at Ferrari, but missed out on a world title, coming second in 2010, 2012 and 2013, fourth in 2011 and sixth in 2014. He raced in 96 races for Ferrari, won 11 of them with a further 33 podium finishes

McLaren (2015-2018)

Alonso has been with McLaren since 2015, but has not gained a podium finish in that time. His best finishes have been the fifth places he gained in Hungary in 2015, Monaco and USA in 2016 and Australia earlier this year

Where did he have the most success?

Fernando Alonso did not win during his season with Minardi in 2001 and has not won in his second spell at McLaren, which began in 2015

Best and worst moments

Alonso became world champion for the first time when at Renault in 2005 and retained his title the following year.

In 2005, he won the title at the Brazilian Grand Prix with two races to spare and eventually finished 21 points in front of McLaren’s Kimi Raikkonen.

At the time, Alonso became the youngest man to become a world champion at 24 years, one month and 27 days, although Lewis Hamilton in 2008 and then Sebastian Vettel in 2010 broke this record, with the German being 23 years old when he won his first title with Red Bull.

Alonso won seven races in 2005 and also won seven the season after to gain 13 more points than Ferrari’s Michael Schumacher. That was to be his last world title, although he did come second in the championship on three occasions – 2010, 2012 and 2013 – in Ferrari’s colours.

His worst moments? So many disappointing moments have come his way since his return to McLaren in 2015 – where he has failed to finish inside the top four at any race and often failed to finish all together.

To the delight of social media, Fernando Alonso took to a deckchair after mechanical problems kept him out of qualifying for the 2015 Brazilian Grand Prix

During qualifying for the Brazilian Grand Prix in 2015, an engine failure in his McLaren left him unable to set a time in Q1 so he took to the deckchair and enjoyed the sun while the action went on around him. Social media loved it, with the hashtag #PlacesAlonsoWouldRatherBe spawning a host of funny tweets with him superimposed on to various locations around the world.

But for many Formula 1 fans, the image was a sad one of a driver who should have been near the front of the grid, but because of mechanical problems and an uncompetitive car it left him fighting at the back. In his three full seasons in his second spell at McLaren he has come 17th, 10th and 15th and he is ninth after 12 races of the 2018 campaign.

Team radio annoyance

Being a two-time world champion, Alonso’s standards are high. He has repeatedly showed his frustrations over team radio when things do not go his way or when his car lets him down.

Click on the below links to hear some of them again…

BBC Sport – Formula 1 ultras_FC_Barcelona

ultras FC Barcelona - https://ultrasfcb.com/formula1/10788/

#Barcelona

[theladyjstyle]

Updated: 8/18/18 | August 18th, 2018

My first experience with hitchhiking was in Belize. Back in 2005, I hitchhiked the entire country, as it was the most common way locals got around. If they were doing it, why not me? It was a lot of fun and much easier and safer than I thought it would be. Since then, I’ve hitchhiked around a handful of countries and met some interesting (and not so interesting) people. Hitchhiking is still a popular and common way many people worldwide get around, but it evokes a lot of fears and concerns, especially among Westerners. Today, Matt Karsten from expertvagabond.com shares his experience hitchhiking around the United States and advice about how you can safely do it too. Enter Matt.

It was a chilly and overcast day on the Oregon coast when I nervously stuck my thumb out on the side of Route 101. For the next 20 minutes, drivers passed me over and over again — most with looks of disgust on their faces. But I kept on smiling. Would anyone stop for me? Was I wasting my time? I wasn’t completely sure.

Eventually my persistence paid off, and a massive orange pickup truck screeched to a stop in a cloud of dust. A wave of excitement rushed over me as I jogged up to meet CJ and her dog, Trigger. My first ride!

Yet this was just the first of many such pleasant surprises on my journey.

CJ wasn’t going far, only to the next town. When I asked why she stopped, she explained that I looked relatively normal and that she’d also done some solo hitchhiking in Montana when she was younger. This would become a common theme over the next five weeks. Drivers will often stop for you to pay back kindness they received in the past.

Before I left on my mission to hitchhike across the United States from coast to coast, I was told that no one picks hitchhikers up anymore. They said that it was dangerous these days, and that the golden era of hitchhiking was, sadly, over.

But after five weeks, 3,500 miles, 36 rides (from both men and women), a motorcycle, a boat, an airplane, a freight train, and a tractor trailer, I can say that those people were wrong. If you’ve always dreamed of hitchhiking but are unsure of how to do it, where to begin, and how to stay safe, here are 14 tips to hitchhike smart:

Be Confident

Always look drivers in the eye and smile as they pass. Not in a crazy axe-murderer way, but in a friendly and personable way. Smiling is very important. Pretend the next car is a friend who is planning to pick you up. Try waving hello or holding your gaze expectantly as they drive past. You really only have a second or two to make a positive impression. Think of it as a drive-by job interview, with only your eyes, appearance, and body language to guide the other person’s decision. Smiling for three hours straight in the sun or rain despite a constant stream of rejection is not easy, but you’ll get better at it. If you look nervous or scared, you will attract the wrong type of people, so be confident.

Look Presentable

No one wants to pick up a lazy, stinky-looking hobo. Dress in light or bright clothes. Avoid wearing black if you can. Don’t wear sunglasses (people need to see your eyes), and keep your hands out of your pockets. Don’t smoke, drink, or sit down on the side of the road.

Additionally, many drivers pick up people who look similar to themselves. I was having a difficult time getting a ride on the border of Colorado and Kansas until I bought myself a cheap cowboy hat! Soon after that strategic purchase, a trucker couple from rural Tennessee pulled over and proceeded to drive me 1,200 miles over the course of two days, country music playing all the while.

Choose a Good Spot

Cars will not stop for you if they can’t do it safely. Interstate on-ramps are great because cars aren’t moving very fast and there’s usually room to pull over. Other good locations include intersections with stoplights or a stop sign and gas stations. The longer a driver can get a good look at you, the better. Keep an eye out for shady areas with protection from the sun, too. If you have Internet access on your phone, Google Maps in satellite view will show you where the best on-ramps are.

Hitchhiking out of big cities can be very difficult, and sometimes using public transportation to get to the outskirts is your best option. There are some places where it is almost impossible to get a ride, such as spots near sensitive government facilities (employees are forbidden to pick people up), prisons, or neighborhoods with high crime rates.

Make Conversation

There are many reasons why people pick up hitchhikers. Maybe they’re bored and want to listen to fun travel stories. Maybe they were once hitchhikers and want to share their experience (and karma) with you. Maybe they’ll try to convert you to Christianity/Islam/Scientology. Maybe they need help staying awake on a long drive.

Providing good conversation is how you pay these people back for their generosity. It can also lead to a free lunch, drinks, or maybe even an offer to host you for the night. Ed the yacht builder was the last ride on my cross-country journey, and he spent his whole afternoon giving me a personal tour of the Maryland coast before taking me out for dinner and drinks at his favorite seafood restaurant.

Be Prepared

Always pack enough food and water to last a day, in case you get stuck in the middle of nowhere. I like to bring a few bananas, apples, tortillas, tuna, refried beans, and maybe a package of cookies to share. A filtered water bottle will let you safely drink from rivers and ponds. Take a couple of dark-colored permanent markers to create signs, some sunscreen, a first aid kit, warm clothes, and a rain jacket.

A USB car charger and external battery for your mobile phone is a good idea too. They’re perfect for listening to music, checking Google Maps, or calling for help in an emergency. A lightweight camping hammock or bivy sack will help you save money on accommodations. I frequently camped in the woods on the side of the road or behind churches on my trip.

Use a Cardboard Sign

A simple cardboard sign indicating a town nearby helps a lot. Keep it short and write in large capital letters with a Sharpie marker. It needs to be readable at a distance from a fast-moving vehicle. Use destinations that are relatively close (within 20–50 miles), and you’ll be more likely to score rides. You can then negotiate longer ones inside the vehicle if the driver is going farther in your intended direction.

Funny signs work well too. A few successful ones I used were: “Free Cookies,” “Won’t Kill You,” and “Rabies-Free Since June.” That last sign was funny enough that Dan, a retired theater actor and pharmaceutical executive, had already driven to the next exit when he changed his mind and turned around to come get me!

You can find cardboard for signs at any gas station or fast-food restaurant, either by asking inside or by opening up the dumpster in the back.

Choose Your Ride Carefully

You are under no obligation to get into every car that stops for you. Is the driver in a good mood? Are they looking you in the eyes? Are they sober? How many people are in the car? If you don’t feel comfortable accepting a ride, thank the driver and say no. Make up an excuse if you have to. Pretend to be sick, or explain that you’d rather wait for a longer ride. Trust your gut instincts. On my own trip, I only turned down one ride. I was in a sketchy neighborhood (prostitutes were walking around in the middle of the day), and the vehicle that stopped was a truck packed with four young guys, with the smell of weed pouring from the windows. They were also only headed to the next exit. Odds are good I would’ve been fine, but the situation didn’t feel right and I decided to wait for a better opportunity.

Use Common Sense

Always wear your seatbelt, and if the person starts driving erratically, stay calm and polite but ask to be let out at the next safe pullover spot. Avoid hitchhiking (or picking up hitchhikers) at night. Not only is it very difficult to stop on the side of the road safely after dark, but it’s also much harder to see pedestrians at night. Not to mention, people are much more likely to commit crimes under the cover of darkness.

Stay Positive

Hitchhiking is definitely a mental challenge. You’re putting yourself out there in public while engaging in an activity that isn’t considered mainstream. You’ll be judged by everyone who passes you, often in a negative way. People will laugh, flip you off, yell, honk, rev their engines, or maybe even throw things.

Stay in Control

Predators prey on weakness and insecurity. Don’t make yourself an easy target. Dress conservatively and steer sexual topics to something unsexy. Make it crystal clear you’re only interested in getting to your destination, and nothing else. Maintain an aura of confidence.

Keep your valuables on or near your body so if you must escape quickly, you don’t lose them. Avoid putting your bag in the trunk if possible, so the driver can’t take off before you can grab it. Snap a quick photo of the back of the car with your phone before you get in, then send it to a friend or your Twitter account. Once inside the car, find a moment to call a friend and tell them where you are and where you’re headed so the driver can hear you doing it.

Avoid Arguments

Try to avoid talking to your driver (or hitchhiker) about politics, religion, race, or other controversial subjects, at least until you get to know each other a bit and can gauge how they might react. You don’t want to provoke them into becoming angry or emotional while behind the wheel. If they attempt to start a conversation on these topics, try to change the subject or give boring/vague answers to their questions until they lose interest or you feel comfortable talking about them. This is how I responded to Captain Kitty Litter’s overly racist remarks and questions. Even though I disagreed with his views, I just kind of nodded along and let him talk.

Hitchhike with a Friend

If it’s your first time hitchhiking and you’re particularly nervous about it, try hitching with someone else who’s done it before. This is a fantastic way to learn the ropes and get more comfortable. While it might be more difficult to get someone to stop for two hitchhikers, it will always be a bit safer. I’m not saying not to go alone, but if you’re worried about safety, hitchhiking with a friend might be a good way to start out.

Expect to Wait

My average wait time while hitchhiking across the United States was about an hour. But there were some days when it took 2–3 hours or more. You must be prepared to wait in one spot for at least a few hours. However, there were also many times when I was picked up after only 15 minutes. You just never know how long it will take.

If you’re in a particularly bad spot, it might take days to get picked up, which happened to me once outside Denver. I spent two nights in a motel waiting to get out of there. Are you getting sick of waiting? Maybe take a break and go do something else to break up the time. Having camping gear with you can help in these situations too. Walking a few miles to the next exit or catching a taxi to a better location are also options.

Protect Yourself

You will almost certainly never need to use it, but packing a weapon of some kind to help with self-defense is always a good idea. I like to bring pepper spray along with me. When Captain Kitty Litter started telling me about the time he threw another hitchhiker out of his moving car, I subtly placed one hand in my pocket where pepper spray was hidden (just in case). Luckily I never needed to use it!

My experienced hitchhiker friend Shannon carries a stun gun openly on her belt (this can be illegal in some states). However, a simple pen shoved into the ear or eyes of an assailant should work in a pinch too. In my opinion, a knife should not be your first choice for self-defense unless you’ve been trained to use it, as it can easily be turned against you if the situation takes a turn for the worse. Please note that using a weapon is an absolute last resort — only use it when communication doesn’t work and you honestly fear for your life.

Is Hitchhiking Safe?

Hitchhiking has become progressively more rare over the years. Irrational fears about hitchhiking are brought on by paranoid horror stories promoted aggressively by the news and then turned into movies by Hollywood. Bad news is what sells, so that’s what we’re exposed to. I’m still waiting for CNN to do a story about my successful hitchhiking adventure, but I’m not holding my breath. I had a wonderful time, met great people, and nothing bad happened. It’s not sensational enough to be considered news.

Based on my own experience and after listening to other people’s hitchhiking stories, it’s likely that some weirdos will pick you up. But rarely will it result in a dangerous situation. Out of 36 different rides during my own adventure, I had maybe two or three “odd” (socially awkward) drivers.

I was told countless times that hitchhiking would be dangerous. While it’s smart to be prepared for worst-case scenarios, in reality you don’t have to worry about these horror stories too much. Most of the people I met while hitchhiking were friendly, fascinating, and full of entertaining tales. But that doesn’t mean you should let your guard down.

While hitchhiking is not nearly as dangerous as some people make it out to be, there is risk involved. If you choose to engage in this activity, you are accepting those risks. Crimes are committed against hitchhikers from time to time, as well as against drivers (although much less frequently).

If you ever feel threatened or uncomfortable once you’re already in the vehicle, first ask the driver to stop and let you out at the next exit or gas station. Make up an excuse if you want to. If the driver still fails to stop, remind them that you sent a photo of the car and plate number to friends. In an absolute emergency, you can always grab the steering wheel or handbrake and cause a small accident. Remember, only use these techniques as a last resort, when you genuinely fear for your life. Even small accidents can kill you or someone else. It’s not something to take lightly.

One Final Legal Note

Hitchhiking in the United States is legal. The confusion lies with the United States Uniform Vehicle Code. The law states:

“No person shall stand in a roadway for the purpose of soliciting a ride.”

Sounds illegal, right? Yes — until you read its definition of “roadway:”

“That portion of a highway improved, designed or ordinarily used for vehicular travel, exclusive of the sidewalk, berm or shoulder even though such sidewalk, berm or shoulder is used by persons riding bicycles or other human powered vehicles.”

What does that mean? It’s illegal to stand directly on the road (for obvious safety reasons), but standing on the side of the road, the shoulder, or a sidewalk is fine.

Each state also has its own laws, though, and a few specifically ban hitchhiking. These include New York, Nevada, New Jersey, Pennsylvania, Utah, and Wyoming.

However, getting caught hitchhiking in these states doesn’t necessarily mean you’ll go to jail. Police officers may stop and question you, give you a warning, or fine you. In fact, hitchhikers may experience this from authorities even in states where it is technically legal, due to ignorance of the law or boredom.

Hitchhiking will definitely be a challenge. But it will also open your mind, build your confidence, teach you patience, and introduce you to new friends. There’s something magical about the open road and the uncertainty that comes with sticking out your thumb with no plans.

You could meet a friendly schoolteacher who’s never picked anyone up or an ex-con with hilarious stories to share. Or maybe you’ll meet the inventor of the Ultimate Pancake Sandwich. I was picked up in fancy Land Rovers, an airplane, a boat, a motorcycle, and a car held together with duct tape. You don’t know who will stop, if anyone will stop, or how your day will unfold when someone eventually does. That’s what makes hitchhiking so special. It’s the unknown.

It’s an absolute roller coaster ride full of emotions: thrilling one minute, then completely discouraging the next. But in the end, hitchhiking might just be one of your most memorable or rewarding travel experiences, as it has been for me. I’ll never forget the feeling of accomplishment I experienced when jumping into the Atlantic Ocean at the end of my long journey.

Useful Resources for Hitchhiking

For more information on the legality of hitchhiking, trip reports, organized meet-ups, and route maps from around the world, check out HitchWiki.org and Reddit Hitchhiking.

To locate accommodations while hitchhiking, you can use Couchsurfing.org to meet local people willing to share their homes with strangers in exchange for interesting conversation. You will surely be able to provide some after a few days of hitchhiking.

Matthew Karsten has been vagabonding around the world since 2010. Addicted to adventure travel and photography, he’s on a mission to inspire your next journey with entertaining stories and images from his travels. Read more about his five-week hitchhiking journey across America at ExpertVagabond.com.

Book Your Trip: Logistical Tips and Tricks

Book Your Flight Find a cheap flight by using Skyscanner or Momondo. They are my two favorite search engines. Start with Momondo.

Book Your Accommodation You can book your hostel with Hostelworld. If you want to stay elsewhere, use Booking.com as they consistently return the cheapest rates. (Here’s the proof.)

Don’t Forget Travel Insurance Travel insurance will protect you against illness, injury, theft, and cancellations. I never ever go on a trip without it. I’ve been using World Nomads for ten years. You should too.

Need Some Gear? Check out our resource page for the best companies to use!

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