Daniel Fougner Charged With Killing Robert Goldsberry in Walmart Parking Lot …

daniel.fougner.facebook.1.565x300.jpgDaniel Fougner as seen in a Facebook photo. Additional images and a video below.The two women shot to death at the French Quarter apartments weren’t the only homicide victims in the metro area this week. Also slain was Robert Goldsberry, a sixty-year-old who was gunned down in the parking lot of a South Parker Road Walmart. The man being held for the crime is Daniel Fougner, who was reportedly homeless — although that wasn’t always the case, as his strangely poignant Facebook page shows. Photos, a video and details below.

See also: Two Women Shot Dead in Denver’s French Quarter Apartments (16-17)

daniel.fougner.crime.scene.1.jpgCrime scene images from CBS4 coverage.At 8:44 p.m. on Monday, October 27, according to the Arapahoe County Sheriff’s Office, deputies were dispatched to the parking lot of a Walmart located at 1412 South Parker Road.

The report: shots fired.

There, the deputies found a man later identified as Goldsberry lying face down. He’s said to have been hit by several gunshots. He was rushed to an area hospital, where he was pronounced dead.

daniel.fougner.crime.scene.2.jpgA man was quickly taken into custody, but he was initially characterized as a person of interest rather than a suspect. Only yesterday was it announced that Fougner had been arrested on suspicion of first-degree murder.

Although reports call Fougner a transient, his Facebook page offers a view of a time when that apparently wasn’t the case. Back in 2009, when he launched the page, Fougner posted photos like this one….

daniel.fougner.facebook.3.jpg…along with a note that reads: “I would like to make some online friends to talk to. I’m a responsible person and like computers, watching TV, news, movies, bicycling, model airplanes, rockets, and other kinds of model building and crafts. I’m into Graphics, art, music, cars, outdoors.”

Hard to say how successful this effort was, given that no Facebook friends are listed. Whatever the case, Fougner, who described himself as a self-employed Sioux Falls, South Dakota native who studied at Arapahoe Community College, seldom used the page. In addition to another 2009 image….

daniel.fougner.facebook.2.jpg…the only other photo Fougner shared was the pic at the top of this item, which dates from 2012. The next Facebook activity after that was a comment about a January 2014 item headlined “Obama Set To Use State Of The Union To Announce Royal Authority.” Then, two days before Robert Goldsberry died, he surfaced again, putting up a simple, two word message: “Hello everyone!”

Now, of course, Fougner has been greeted by an arrest for an exceedingly serious crime.

Our sincere condolences to the friends, family and loved ones of Robert Goldsberry. Here’s a look at Fougner’s booking photo, followed by a CBS4 piece about the slaying broadcast before either Goldsberry or Fougner were ID’d.

Daniel.Fougner.mug.shot.jpgDaniel Fougner.

Send your story tips to the author, Michael Roberts.

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Disruptive technology keeps Redbird on the move

Among the new technologies demonstrated was Trace, a part of the company’s GIFT (guided individual flight instruction) software package. Trace is the backbone of GIFT, which graphically lays out scenarios on the simulator’s displays to help guide and coach a student through various maneuvers. Trace scores the student’s performance on a maneuver based on FAA practical test standards, showing red, yellow, and green bar charts and a numerical score for various components of the exercise. For example, a student’s steep turn might show a good (green) score for holding a continuous 45 degrees of bank, but the student’s sloppy altitude or airspeed control might result in a yellow or red bar and corresponding poor score. Until the student progresses, Trace offers visual and voice coaching, saying “Add power,” for example, if airspeed begins to decay. As the student becomes more proficient, the level of coaching is reduced.

Scarlet is a new voice-actuated control system for the simulators, allowing the instructor to use voice commands to change simulator parameters. For example, the CFI might key the mic and say, “Scarlet.” “Yes,” the female computer responds. “Weather,” says the CFI. “What type of weather?” Scarlett inquires. “Ceiling, 1,000 feet,” replies the CFI. With that, the simulated sky turns from bright blue to one showing a 1,000-foot overcast. Crosswinds, precipitation, and visibility are among the other things a CFI can command without touching a keyboard.

Another area where Redbird is experimenting is with its Redhawk 172 project, where it remanufacturers Cessna 172s and replaces the Lycoming avgas engines with Continental CD-155 diesel engines. Also installed is the gear to record and then transmit a series of data sets to ease aircraft and pilot paperwork. As the airplane taxis up to the flight school, it connects to a Wi-Fi signal and uploads flight time and other parameters, including the pilot’s and CFI’s names—which it picks up from a radio-frequency chip in the pilots’ ID badge or logbook. By the time the student is inside the school, the system has sent a bill for the lesson to the accounting department, charged the student’s account, completed aircraft logbook entries, and alerted maintenance to any issues with the airplane. The system taps into the full-authority digital engine controls as well as other aircraft systems to relay any high-G maneuvers or hard landings that might warrant an inspection. Depending on a flight school’s desires, the system can also capture audio and video of the flight for debriefs.

Among those using the data is Brown Aviation Lease, which is setting up financing for flight schools to buy or lease the Redhawks. Schools can buy them for about $249,000 or lease them based on a usage plan. The usage plan returns higher margins to the flight school and eases cash flow, according to Jason Griswold of Brown Aviation Lease. Its lease program provides the school with essentially a flat hourly fee for the airplane, which includes all scheduled maintenance. Brown uses the reports from the aircraft data feed to predict when 100-hour inspections and oil changes are due, for example, and makes sure the parts are shipped to the school in time for the maintenance job. An operator flying 60 hours a month could expect to pay about $81 an hour for the airplane and scheduled maintenance. With Jet A fuel at $5.50 and charging a $160 hourly rental fee for the airplane, the school can expect a gross margin of 26 percent, he explained. At the Redhawk website, potential customers can estimate insurance costs and other factors to fine tune the margins.

None of the new technologies is yet ready for sale, although the company expects most of them to be available in 2015. One technology that is closer is one that puts QR codes on the airframe at key places in the preflight inspection. Using a Redbird app on a smartphone, the student can scan the codes and then watch a video that discusses the step in the inspection and highlights important things to look for in that area.

Gregoire and others from his leadership team shared their vision for Imagine Flight, essentially a new membership association for flight schools that would represent flight schools on regulatory issues and also provide them with curriculum, cooperative marketing, financing, buying discounts, and other services, some of which have been provided by Cessna to its Cessna Pilot Center network. Redbird plans to foster a guidance board to further discuss the idea early in 2015.

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Students learn about veterans through interviews, aircraft carrier replica

Third-grade students from Pioneer School met with veterans to interview them about their military experiences during breakfast in the school’s cafeteria on Oct. 22.

This year, a new addition was added to the annual event. After students completed interviews, they hurried to the corner of the cafeteria where they attempted to land a model plane onto a replica aircraft carrier by guiding the plane down a string.

Navy veteran Jim Ricke and Preston Gentry spent two weeks creating the model.

“I’m retired, so I didn’t work too hard on it,” Ricke joked.

Ricke got the idea after seeing a similar model, and he decided that it would be a perfect fit for the Pioneer Schools veterans’ curriculum, he said.

The veterans’ breakfast is part of veterans’ curriculum for third-graders at Pioneer School.

The replica was modeled after the aircraft carrier the USS Yorktown, which is one of four ships Ricke served on, he said.

Ricke learned to fly after he left the Navy, but spent time in naval planes as a passenger.

“The fun part of the carrier is taking off (in airplanes),” Ricke said.

Student Devon Keene tried his hand at landing the plane with varying success.

“The last time I did it I crashed into the back of the ship,” Devon said. “It was fun, and I learned that all airplanes in the Navy have hooks on the bottom of them.”

Third graders Rayanna Morris and Rory Clevenger also tried several times to land the plane.

Earlier in the day, Rayanna and Rory interviewed veteran Wade Parrish. They asked him questions about the war he served in, and if he lived at home or had his own place when he left for the military.

“I think it was fun, Rayanna said. “My grandpa was in the Navy.”

Parrish works with Rory’s father at Clevenger and associates.

“I think it was cool to learn more about him,” Rory said.

Clevenger has attended the Pioneer School dinner ever since it started 13 years ago.

“I’ve enjoyed it and I think it’s a good educational experience,” Clevenger said.

Ricke donated the model to the school. The students are busy learning speeches for a veterans dinner at 6 p.m. on Nov. 5, said Maureen Seifert, third grade teacher in charge of the program. So the kids haven’t used the model that much.

“We are storing the beautiful model right outside our classroom so that other kids in our wing get to see it,” Seifert said. “We may use it in the future to share with our kindergarten buddies and show them how and why it works and do a little background on the carrier.”

Background

Pioneer School Principal Tonya Cairo started the veterans’ curriculum 13 years ago when she was a teacher.

Seifert took over the program last year after Cairo was promoted to principal.

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Google’s Project Ara could be the future of phones



Paul Eremenko shows how a module can be taken on and off a Project Ara prototype at the Google campus in Mountain View, California

Talia Herman


Seth Newburg has a phone. It’s a new phone, just a prototype.
Almost no one here at Google has seen it yet. Newburg is sitting in
a corner conference room in Google’s Mountain View headquarters,
fresh off an airplane, with me at his side, and a photographer
standing over his shoulder firing through pictures of this brand
new phone: a prototype that’s unlike anything anyone has ever seen
before. This is a future-of-Google phone. Hell, it’s a future of
all phones phone. If things go well.

But so far they haven’t gone that well, at least not publicly.
Newburg is trying to boot up a Project Ara prototype. Project Ara
is Google’s dramatically boxy modular cell phone, and this is the
final version of its Spiral 1 prototype. It’s a revolutionary
concept: Phones should be made entirely of components that their
owners can swap out. Not only will that give them a much longer
life-you’ll be able to upgrade just your camera, say, or only the
processor-but it also will accelerate development. You’ll get
cheaper phones, better phones, more environmentally friendly
phones. It’s a trifecta. So Ara has generated intense interest.

But it’s also fallen on its face a couple of times. The last two
times Newburg, the project’s principal engineer, tried to boot up
the phone in public were, well, bummers. In the first outing it had
a broken display (which led people to make the obvious joke that
one makes about a modular phone designed around swappable
components but that can’t boot because the display is broken). The
second time, at Google IO, it sort of kind of booted, and then it
froze up. It got to the screen where you see the word Android, at
least. But it didn’t actually come alive. Thankfully, that demo was
followed by the latest Spotlight Story, a heartwarming animation by
Glen Keane called Duet that made pretty much
everyone cry and forget about the phone not booting. (Well, not
everyone, but at least people left talking
about Duet.)

Today, I’m at Google to see it try again. If it works, it will
be the first time an outsider has seen the phone actually boot.
Which puts a lot of pressure on these guys. It sucks to fail in
front of the press. Again.

In fairness, this is really hard stuff. You can think of Ara a
little bit like a Lego phone. Distinct modules, each with its own
purpose, jack into an endoskeleton frame and snap into place with
electro-permanent magnets. One for the battery. Another for the
display. Yet another for the camera, and the antenna, and the LED
light. Maybe even one for your blood glucose monitor. A blood
glucose monitor? Well, sure. Why not. Project Ara is like
old-fashioned 1980s-era Southern California punk rock music; it is
whatever you make it to be.



Paul Eremenko, who formerly ran a modular satellite program at Darpa, now runs Google’s modular phone project, Project Ara

Talia Herman


“This isn’t rocket science,” says Paul Eremenko, who, before
coming to Google, was a rocket scientist. Now, he runs Project Ara
for Google’s Advanced Technology and Projects division. ATAP is
like a Google within Google. It’s modelled on Darpa, and
specialises in taking extremely challenging, almost impossible
projects, and cranking them out within two years. Fittingly,
Eremenko used to work at Darpa, where he ran the Tactical
Technology Office. Among other things, he oversaw something called
System F6, a “fractionated spacecraft” program. System F6 took the
functions that are today performed by one large satellite, and
split them up between a series of smaller, modular satellites that
traveled together in tight formation. Sounds familiar, right? It
was very much like an outer space version of Ara.

Maybe it isn’t on par with satellites, but the modular phone may
prove more difficult. Project Ara relies on lots of manufacturers
in lots of different places to make its components in parallel
without being able to test the things they’re making against other
those things. It sound crazy! So Google had to develop a way to
test not just every module, but how every module interacts with
every other kind of module.

The only thing Google will make is the endoskeleton frame — the
bones that you can snap all the other modules on to. It’s got
frames for three sizes, mini medium and jumbo. Because the modules
are interchangeable, you could conceivably have a few different
size phones in your pocket. The mini looks sort of like an old iPod
nano. It’s long and thin and just over two inches wide.

“I don’t understand why phones are getting bigger,” Eremenko
says, flipping a mini frame around in his fingers. “Everything else
is getting smaller. I’m going to buck the trend, I want to bring
the mini to market.”

I argue that the big phones are very popular, and even better,
are awesome. But Eremenko replies by noting that that’s the magic
of this thing: you don’t have to decide. “As a consumer you could
own multiple frames. You can have a mini to put in your skinny
jeans and go clubbing, and a big one to take into the office and do
email.”

It is an amazing vision. Amazing! Can you imagine taking the
same phone clubbing, and then into work the next day where you use
it to test urine specimens? What an age we live in.

So Google will build the frame, and it will also build a
framework to help developers solve those pesky compatibility
problems. It has a module development kit, or MDK that will let
manufacturers test and prototype their components purely in
software, without having to run them against all the possible
hardware permutations. The idea is that if you confirm to the MDK,
everything will work together, no matter what you throw at it. All
you have to do is plug it in. It’s far-fetched, but there’s a
precedent for it.

“The plug and play model has been solved in other platforms,
just not in mobile,” says Eremenko. And then he points out all
kinds of other examples that use a uniform data or power bus across
the device that lets people add in parts. You can buy any number of
different peripherals that plug into your computer’s USB port and
will work just fine. Modern cars run on vehicle bus protocols that
make sure all the electronics can talk to each other. Even
aircraft. But modern phones are different. Just about everything
other than the battery and the SIM tends to be hard-wired into the
device. “Mobile phones are just about the only thing that doesn’t
have a bus,” he argues. “That’s a historical outlier we’re trying
to fix.”

And they need to fix it soon, because part of the deal with ATAP
projects is that they are time-limited to two years, which puts Ara
on a collision course with the marketplace next Spring.

To get it all rolling, Google is hosting a second set of Project
Ara developers’ conferences. This time, it’s taking the show on the
road. There will be a conference in Mountain View on January 14
2015, followed by another in Singapore on January 21. It’s also got
satellite sites in NYC, Buenos Aires, and London, and in Bangalore,
Tokyo, Taipei, and Shanghai where developers can get together in
Google’s offices to coincide with the conferences.

The reason they are all over the world this time — instead of
just in Silicon Valley like the one in April — is that Google
knows it has to get the world onboard. And not just the 6 billion
people it has very publicly said it wants to sell one of these
phones to, but the developers who will give those 6 billion people
some sort of distinct reason to buy. A lot of those developers are
international. Google needs the world to pile on its bus.

So here comes the developers’ conference, and with it a new
prototype: the long-awaited Spiral 2. Spiral 2 will have
custom-made chips instead of ones that are essentially emulators,
like in the first device. The electro-permanent magnetic couplings
will be smoother, so everything fits together in a more invisible
fashion. And it’s got a design and manufacturing partner now,
Quanta, out of Taiwan. All the earlier prototypes, like the one I’m
here to see today, were cooked up by Newburg and his partner Ara
Knaian (for whom the project is named) in their Boston lab.



Project Ara engineer Seth Newburg holds a black box containing the most recent Spiral 1 prototype

Talia Herman


And the hope, the real hope, is that Ara will attract all
kinds of new developers, ones who have never been on mobile before.
Sure, it needs the big tier-one suppliers who can make, say, a
name-brand lens. And it wants to bring in manufacturers that
haven’t gotten into mobile because volumes have been too high and
margins too low. But the real energy is around the
startups.

“One that came to me had a microfluidic sensor” says Eremenko.
This sensor could test all sorts of fluids-blood, water, saliva,
urine, you name it. Delicious! But while the company that made it
is great at fluid-testing sensors, it isn’t very good at that other
stuff it needs to go with the sensor — things like the industrial
design or the real-time operating system that tells people what
they’re looking at. “Ara solves all of that — not the least of
which is: what is my retail channel.”

I mean, that’s if it works! Eremenko didn’t forget about the
phone not booting. Nor did Newburg. Nor did I, after having
previously seen it not boot in April and then, again, not boot in
June and wondered if now, today, it actually would.

And without a lot of fanfare, Newburg connects it to and
external power supply.

And he hits a button.

And the screen fires to life. Suddenly, there is the very
familiar Android home screen, with very familiar Android icons.

“This is a first in mobile! This is a device running over an
internal network, rather than just everything being connected to a
CPU,” boasts a now clearly excited Eremenko. And it is
exciting!

Newburg taps an icon and a Stephen Colbert video starts playing.
Next he dives into an app for controlling the electro permanent
magnets. It looks like a traced off version of the device, with an
outline of each app. He touches one of the module outlines — it
correlates to a pulse oximeter on the device, which is basically an
LED light — and the outline goes dark. He removes that piece of
the phone, hands it to me, and swaps another in, but the phone
stays powered on the entire time. I turn the little light over in
my hand, and am, very truly, in awe.

This article originally appeared on Wired.com

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Daughter recalls dad’s passion for planes – Suffolk News

When James William Hall’s sister died in 1952, the 12-year-old found refuge in what would become a lifelong passion: control line model airplanes.

Kathy Hines, his only child, said Frances May Hall was James’ only sibling.

“His parents went into something of a funk,” Hines said. “She died in October, and they didn’t celebrate Christmas that year or any year after.”

A man by the name of Thomas James took young James Hall — a Suffolk native who died Oct. 23 at age 75 from cancer of the esophagus — under his wing.

James was an avid practitioner of control-line model planes, in which twin lines are used to control the aircraft, and a member of different clubs, Hines recalled.

Pretty soon, Hall was hooked.

“He could do figure-8’s and loops and fly inverted — stuff like that,” Hines said of her father.

It’s a type of model plane killed off by radio-controlled technology, but Hines says a Chesapeake club still practices the art.

During her girlhood, her dad worked for a gas company located off Holland Road behind present-day Roy and Ricky’s Catering, Hines said.

In a big field nearby, the model plane club Hall belonged to would meet every Sunday afternoon.

“Dads would fly, kids would run around and moms would chat,” Hines said.

During “combat competitions,” she said, two or three guys would attach crepe paper to the tails of their planes, and the winner was the first to cut a streamer.

“That was my father’s favorite part,” Hines said. “He was meticulous at putting them together and painting them, and he could do stunts, but his favorite part was combat.”

After Hall’s death from a “very short, aggressive illness,” Hines said, about 15 model airplanes were discovered in his garage. Getting older, she said, her father had given up flying them years ago.

Another collection Hall has left behind is about 1,000 movies, both VHS and DVDs. A lot of spaghetti westerns, Hines said, as well as classics like “The African Queen” and “Casablanca.”

“He knew who all the old cowboys were,” Hines said, adding that her father would research old actors online.

“He had a 10th-grade education, and he was really, really good at using the computer to find things.”

Hall’s graveside funeral service was held Monday at Holly Lawn Cemetery.

They don’t make them like him anymore, according to Hines:

“My father was always a person that could really focus on things,” she said. “He was meticulous.”

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Bombardier Profit Falls, But Beats Analysts’ Estimates

Bombardier Inc. surprised markets Thursday with better-than-expected results on stronger airplane deliveries, and said efforts to streamline corporate operations could generate savings of over a quarter-billion dollars annually beginning in 2015.

The company recorded a $120 million charge in the third quarter related to its corporate revamp unveiled in July—which has led to job cuts totaling 2,900, two-thirds of which were in its…

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