Kenichi Ebina (蛯名 健一 Ebina Ken'ichi?) (born January 1, 1974) is a performance artist of Japanese origin who is best known for winning the eighth season of America's Got Talent on September 18, 2013. His solo act, labeled 'dance-ish' by Ebina, features his unique self-taught style which combines acting, storytelling, and a number of different dance styles, including freestyle, hip-hop, mime, martial arts, jazz, and ethnic dance. He frequently interacts with characters on a video screen behind him, who have all been created and played by himself.Kenichi was born 1974, Ebina earned his Associates of Arts in General Studies from the University of Bridgeport in 1998 and a Bachelor of Arts in Mass Communications in 2000 from the same University. Kenichi has a wife and daughter in Japan.[1]In 2006 and 2007, he won the Apollo Amateur Night seven times and became grand champion for the season. In 2001, his dance troupe BiTriP won first place at the Apollo Amateur Night. He remains the only two-time grand champion. He is also featured in Angelina Ballerina: The Next Steps, where he talks about his dance performance involving a story about a mannequin brought to life.He performed at the Chicago auditions, doing a Matrix-style "dance-ish" performance that wowed the judges, gaining "yes" votes from all four judges.[2] He was automatically sent through to the live rounds at Radio City Music Hall without needing to perform during Vegas week. On August 6, 2013, in the quarterfinals, he performed a dance/martial arts routine at Radio City Music Hall in New York City, in which he interacted with a video that was playing on a large screen behind him. Kenichi also portrayed every character shown on the video behind him. On the August 7 results show, he was voted through to the semi-finals.[3] On September 3, Kenichi performed an elaborate dance/mime routine with a projected version of himself and was voted into the top 12. On September 10, he performed an interpretive dance about love, death and the afterlife and was voted into the finals.[4] After performing two dance routines during the finals on September 17, he was announced the winner of the eighth season of America's Got Talent on September 18, 2013. He was also the first dance and second foreign act to win the competition. On the Season 9 Quarterfinal results show on August 13, 2014, Kenichi returned as a guest, performing a routine based on his audition performance, while interacting with versions of himself with superimposed faces of Heidi and Howie. The performance was also a demonstration of the app he is working on (apparently titled "Dance-ish Me") to be released in September, although no other specifics were mentioned.
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Special Head Levitates and Shocks the Crowd
Special Head is the stage name of entertainer Danny Wolverton. Special Head is best know for his Levitation performances on America's Got Talent season 8. Special Head reinvented the classic Indian Fakar Levitation in the U.S. He was the first person in the world to perform the Indian Fakar Levitation while walking on and off a stage during the performance. Special Head has performed his magic on many other Talent based TV shows including, Das Super Talent, Tengo Talento Much Talento, and Good Day New York. The name Special Head refers to the many character roles Wolverton plays and the realistic Silicone masks Special Head wears when performing as different characters. The name also refers to our Special mental capabilities of being human. Music: Special Head is also a musician, performing live looping and beat boxing that accompanies his magic shows. Special Head is a producer of electronic dance music and world music. In 2007 Wolverton Traveled to Africa and recorded traditional music in rural villages with portable field recording equipment. Wolverton produced two compilation Albums of South African Music and Kenyan Music; entitled "Detached And Unplugged (2008)" and "Off the Map (2008)". Wolverton also sampled and mixed his African Music into his two Solo Albums "Doing Back Flips on Top of Saguaros Naked" (2011) and "Levitation Music" (2014) https://itunes.apple.com/gb/album/levitation-music/id939325793 America's Got Talent Special Head's America's Got Talent Season Premier performance went viral and Special Head was the 2nd most tweeted word, on the Day of the premier. according to official Twitter #trending statistics. During h act, Judge Howard Stern gave Special Head an X but then took back the X which was the first time Stern had ever taken back an X on the program. Special Head then went to perform the "Matrix Lean" at the Las Vegas Week of America's Got Talent. Special Head then advanced to the "Semi Finals Live" show at Radio City Music Hall, New York City where he performed a levitation and disappearing act atop a pyramid Special Head's Week 1 Quarterfinals performance in Episode 810 consisted of throat singing and creating the illusion of himself levitating and teleporting his body to the outside on the marquee of Radio City Music Hall, all with an ancient Egyptian theme. A major error in his act occurred when his head was visible to the audience while he was leaving the stage area for the marquee. Heidi Klum remarked "we could all see your special head." He was given the commercial break to return to the stage. Heidi Klum and Howard Stern gave him standing ovations. He did not receive enough votes to be sent to the Semifinals in Episode 811, eliminating him from the competition along with Fresh Faces and Hype. Howie Mandel told Special Head, pointedly, "You blew it."
Why Planes Crash: Breaking Point
American Airlines Flight 191 was a regularly scheduled passenger flight from O'Hare International Airport in Chicago to Los Angeles International Airport. The McDonnell Douglas DC-10-10 crashed on May 25, 1979, moments after takeoff from Chicago. All 258 passengers and 13 crew on board were killed, along with two people on the ground. It is the deadliest aviation accident to have occurred in the United States. Investigators found that as the jet was beginning its takeoff rotation, engine number one on the left wing separated and flipped over the top of the wing. As the engine separated from the aircraft, it severed hydraulic fluid lines that locked the wing leading edge slats in place, and it damaged a three-foot section of the left wing's leading edge. Air loads on the wing resulted in an uncommanded retraction of the outboard slats. As the jet attempted to climb, the left wing stalled while the right wing, with its slats still deployed, continued to produce lift. The jetliner subsequently rolled to the left until it was partially inverted, reaching a bank angle of 112 degrees, before crashing in an open field by a trailer park near the end of the runway. The engine separation was attributed to damage to the pylon rigging structure holding the engine to the wing, caused by faulty maintenance procedures at American Airlines. While maintenance issues and not the actual design of the aircraft were ultimately found responsible for the crash, the accident and subsequent grounding of all DC-10s by the Federal Aviation Administration added to an already unfavorable reputation of the DC-10 aircraft in the eyes of the public, caused by several other incidents and accidents involving the type. The investigation also revealed other DC-10s with damage caused by the same faulty maintenance procedure. The faulty procedure was banned, and the aircraft type went on to have a long passenger career. It has since found a second career as a cargo airplane.The weather was clear, with a northeast wind at 22 knots (41 km/h). At 2:50 CDT, Flight 191 pushed back from gate K5 and was cleared to taxi to runway 32R/14L. Maintenance crews present at the gate did not notice anything unusual during pushback, engine start, or taxi.[5] Everything looked normal as the flight began its takeoff roll at 3:02.[6] Just as the aircraft hit takeoff speed, the number one engine and its pylon assembly separated from the left wing, ripping away a 3-foot (0.91 m) section of the leading edge with it. The combined unit flipped over the top of the wing and landed on the runway.[7] Robert Graham, supervisor of maintenance for American Airlines, stated: "As the aircraft got closer, I noticed what appeared to be vapor or smoke of some type coming from the leading edge of the wing and the No. 1 engine pylon. I noticed that the No. 1 engine was bouncing up and down quite a bit and just about the time the aircraft got opposite my position and started rotation, the engine came off, went up over the top of the wing, and rolled back down onto the runway... Before going over the wing, the engine went forward and up just as if it had lift and was actually climbing. It didn't strike the top of the wing on its way, rather it followed the clear path of the airflow of the wing, up and over the top of it, then down below the tail. The aircraft continued a fairly normal climb until it started a turn to the left. And at that point, I thought he was going to come back to the airport."[8] It is not known what was said in the cockpit in the 50 seconds leading up to final impact, as the cockpit voice recorder lost power when the engine detached. The only crash-related audio collected by the recorder is a thumping noise (likely the sound of the engine separating) followed by First Officer Dillard exclaiming "Damn!", at which point the recording ends. This may also explain why Air Traffic Control was unsuccessful in their attempts to radio the crew and inform them that they had lost an engine. This loss of power did, however, prove useful in the subsequent investigation, serving as a marker of exactly what circuit in the DC-10's labyrinthine electrical system had failed.[7] In addition to the engine's failure, several related systems failed. The number one hydraulic system, powered by the number one engine, failed but continued to operate via motor pumps that mechanically connected it to hydraulic system three. Hydraulic system three was also damaged and began leaking fluid, but maintained pressure and operation up until impact. Hydraulic system two was undamaged. The number one electrical bus, whose generator was attached to the number one engine, failed causing several electrical systems to go offline, most notably the captain's instruments, his stick shaker, and the slat disagreement sensors. While a switch in the overhead panel would have allowed the captain to restore power to his instruments, it was not used. It might have been possible for the flight engineer to reach the backup power switch (as part of an abnormal situation checklist – not as part of their take-off emergency procedure), in an effort to restore electrical power to the number one electrical bus. That would have worked only if electrical faults were no longer present in the number one electrical system. Furthermore, to reach the switch the flight engineer would have needed to rotate his seat, release his safety belt, and stand up. Since the aircraft never got higher than 350 feet (110 m) above ground, and was in the air for only 50 seconds between when the engine separated and when it crashed, there was not sufficient time to take such an action. In any event, the first officer was flying the airplane and his instruments continued to function normally.[7] As the wings and engines were not visible from the cockpit, the crew likely had no idea that an engine had fallen off, only that one had failed. Since it was no longer possible to abort the takeoff at this point, the crew followed the standard operating procedure for an "engine out" climb. This procedure is to climb at the takeoff safety airspeed (V2) and attitude (angle), as directed by the flight director. The partial electrical power failure (produced by the separation of the left No. 1 engine) meant that neither the stall warning or slat retraction indicator were operative. The crew were therefore unaware that the slats on the left wing were retracting, this retraction significantly raised the stall speed of the left wing. By following the takeoff safety airspeed, the left wing stalled while right wing was still producing lift, the aircraft banked sharply to the left uncontrollably. Later, in simulator recreations of the accident it was determined that by climbing at a higher airspeed the crash could have been averted.[7] The aircraft climbed to about 325 feet (99 m) above ground level while spewing a white mist trail of fuel and hydraulic fluid from the left wing.The first officer had followed the flight director and raised the nose to 14 degrees which reduced the airspeed from 165 knots (306 km/h) to the takeoff safety airspeed (V2) of 153 knots (283 km/h), the speed at which the aircraft could safely climb after sustaining an engine failure.[7] However, the engine separation had severed the hydraulic fluid lines that controlled the leading edge slats on the left wing and locked them in place, causing the outboard slats (immediately left of the No. 1 engine) to retract under air load. The retraction of the slats raised the stall speed of the left wing to approximately 159 knots (294 km/h), 6 knots (11 km/h) higher than the prescribed takeoff safety airspeed (V2) of 153 knots (283 km/h). As a result, the left wing entered a full aerodynamic stall. At 325 feet (99 m) above ground level, the resulting asymmetric lift caused the aircraft to commence rolling rapidly to the left and to enter a steep dive from which it could not recover despite maximum opposite control inputs by the first officer. The aircraft continued rolling until it was partially inverted at a 112 degree bank angle, right-wing over left wing. It then slammed into a field approximately 4,600 ft (1,400 m) from the end of the runway.[7] Large sections of aircraft debris were hurled by the force of the impact into an adjacent trailer park, destroying five trailers and several cars. The DC-10 had also crashed into an old aircraft hangar located at the edge of the airport at the former site of Ravenswood Airport, which was used for storage.[9] The nearly full fuel load ignited in a huge fireball almost immediately. The aircraft was almost completely destroyed, with no significant pieces of the fuselage remaining. The only sizable components left were the landing gear, the two engines that were still attached to the aircraft at impact, the engine that separated from the aircraft, and the tail section.[7] A fireman assisting at the scene of the crash later stated, "We didn't see one body intact, just trunks, hands, arms, heads, and parts of legs. And we can't tell whether they were male or female, or whether they were adult or child, because they were all charred."[9] Another first responder on the scene stated, "It was too hot to touch anybody and I really couldn't tell if they were men or women. Bodies were scattered all over the field."[9] In addition to the 271 people on board the aircraft, two employees at a nearby repair garage were killed and two more severely burned. At 273 victims, this was the deadliest accident in US aviation history.[note 1][10] Of the victims, only about a dozen bodies were found intact.[9] Three additional residents were injured from falling aircraft debris. The crash scene was in a field northwest of the intersection of Touhy Avenue (Illinois Route 72) and Mount Prospect Road on the border of the suburbs of Des Plaines and Mount Prospect, Illinois.[7]
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First attested in English in the late 19th century (prior to the first sustained powered flight), the word airplane, like aeroplane, derives from the French aéroplane, which comes from the Greek ἀήρ (aēr), "air"[3] and either Latin planus, "level",[4] or Greek πλάνος (planos), "wandering".[5][6] "Aéroplane" originally referred just to the wing, as it is a plane moving through the air.[7] In an example of synecdoche, the word for the wing came to refer to the entire aircraft. In the United States and Canada, the term "airplane" is used for powered fixed-wing aircraft. In the United Kingdom and most of the Commonwealth, the term "aeroplane" is usually applied to these aircraft.Many stories from antiquity involve flight, such as the Greek legend of Icarus and Daedalus, and the Vimana in ancient Indian epics. Around 400 BC in Greece, Archytas was reputed to have designed and built the first artificial, self-propelled flying device, a bird-shaped model propelled by a jet of what was probably steam, said to have flown some 200 m (660 ft).[8][9] This machine may have been suspended for its flight.[10][11] Some of the earliest recorded attempts with gliders were those by the 9th-century poet Abbas Ibn Firnas and the 11th-century monk Eilmer of Malmesbury; both experiments injured their pilots.[12] Leonardo da Vinci researched the wing design of birds and designed a man-powered aircraft in his Codex on the Flight of Birds (1502). In 1799, Sir George Cayley set forth the concept of the modern airplane as a fixed-wing flying machine with separate systems for lift, propulsion, and control.[13][14] Cayley was building and flying models of fixed-wing aircraft as early as 1803, and he built a successful passenger-carrying glider in 1853.[2] In 1856, Frenchman Jean-Marie Le Bris made the first powered flight, by having his glider "L'Albatros artificiel" pulled by a horse on a beach.[citation needed] Then Alexander F. Mozhaisky also made some innovative designs. In 1883, the American John J. Montgomery made a controlled flight in a glider.[15] Other aviators who made similar flights at that time were Otto Lilienthal, Percy Pilcher, and Octave Chanute. Sir Hiram Maxim built a craft that weighed 3.5 tons, with a 110-foot (34-meter) wingspan that was powered by two 360-horsepower (270-kW) steam engines driving two propellers. In 1894, his machine was tested with overhead rails to prevent it from rising. The test showed that it had enough lift to take off. The craft was uncontrollable, which Maxim, it is presumed, realized, because he subsequently abandoned work on it.[16] In the 1890s, Lawrence Hargrave conducted research on wing structures and developed a box kite that lifted the weight of a man. His box kite designs were widely adopted. Although he also developed a type of rotary aircraft engine, he did not create and fly a powered fixed-wing aircraft.[17] Between 1867 and 1896 the German pioneer of human aviation Otto Lilienthal developed heavier-than-air flight. He was the first person to make well-documented, repeated, successful gliding flights. Early powered flights The Wright brothers flights in 1903 are recognized by the Fédération Aéronautique Internationale (FAI), the standard setting and record-keeping body for aeronautics, as "the first sustained and controlled heavier-than-air powered flight".[1] By 1905, the Wright Flyer III was capable of fully controllable, stable flight for substantial periods. The Wright brothers credited Otto Lilienthal as a major inspiration for their decision to pursue manned flight. In 1906, Alberto Santos Dumont made what was claimed to be the first airplane flight unassisted by catapult[18] and set the first world record recognized by the Aéro-Club de France by flying 220 meters (720 ft) in less than 22 seconds.[19] This flight was also certified by the FAI.[20][21] An early aircraft design that brought together the modern monoplane tractor configuration was the Bleriot VIII design of 1908. It had movable tail surfaces controlling both yaw and pitch, a form of roll control supplied either by wing warping or by ailerons and controlled by its pilot with a joystick and rudder bar. It was an important predecessor of his later Bleriot XI Channel-crossing aircraft of the summer of 1909.[22] After much work the aircraft, A. Vlaicu nr. 1, was finished in 1909, and was test flown on June 17, 1910. From the first flight the airplane had no need of changes. The plane was made from a single aluminum spar 10 meters long which supported the entire aircraft, making it very easy to fly. Ten planes were made for the Romanian Air Force, being the second-ever military air force in the world. World War I served as a testbed for the use of the airplane as a weapon. Airplanes demonstrated their potential as mobile observation platforms, then proved themselves to be machines of war capable of causing casualties to the enemy. The earliest known aerial victory with a synchronized machine gun-armed fighter aircraft occurred in 1915, by German Luftstreitkräfte Leutnant Kurt Wintgens. Fighter aces appeared; the greatest (by number of Aerial Combat victories) was Manfred von Richthofen. Following WWI, aircraft technology continued to develop. Alcock and Brown crossed the Atlantic non-stop for the first time in 1919. The first international commercial flights took place between the United States and Canada in 1919.[citation needed] Airplanes had a presence in all the major battles of World War II. They were an essential component of the military strategies of the period, such as the German Blitzkrieg or the American and Japanese aircraft carrier campaigns of the Pacific War. Development of jet aircraft The first 'operational' jet aircraft was the German Heinkel He 178, which was tested in 1939. In 1943, the Messerschmitt Me 262, the first 'operational' jet fighter aircraft, went into service in the German Luftwaffe. In October 1947, the Bell X-1 was the first aircraft to exceed the speed of sound.[23] The first jet airliner, the de Havilland Comet, was introduced in 1952. The Boeing 707, the first widely successful commercial jet, was in commercial service for more than 50 years, from 1958 to 2010. The Boeing 747 was the world's biggest passenger aircraft from 1970 until it was surpassed by the Airbus A380 in 2005.
Khmer News, Hang Meas News, HDTV, 16 February 2015
The U.S. finance industry comprised only 10% of total non-farm business profits in 1947, but it grew to 50% by 2010. Over the same period, finance industry income as a proportion of GDP rose from 2.5% to 7.5%, and the finance industry's proportion of all corporate income rose from 10% to 20%. The mean earnings per employee hour in finance relative to all other sectors has closely mirrored the share of total U.S. income earned by the top 1% income earners since 1930. The mean salary in New York City's finance industry rose from $80,000 in 1981 to $360,000 in 2011, while average New York City salaries rose from $40,000 to $70,000. In 1988, there were about 12,500 U.S. banks with less than $300 million in deposits, and about 900 with more deposits, but by 2012, there were only 4,200 banks with less than $300 million in deposits in the U.S., and over 1,801 with more. The financial services industry constitutes the largest group of companies in the world in terms of earnings and equity market capitalization. However it is not the largest category in terms of revenue or number of employees. It is also a slow growing and extremely fragmented industry, with the largest company (Citigroup), only having a 3% US market share.[7] In contrast, the largest home improvement store in the US, Home Depot, has a 30% market share, and the largest coffee house Starbucks has a market share of 32% Financial services are the economic services provided by the finance industry, which encompasses a broad range of businesses that manage money, including credit unions, banks, credit-card companies, insurance companies, accountancy companies, consumer-finance companies, stock brokerages, investment funds and some government-sponsored enterprises. As of 2004 the financial services industry (finance industry) represented 20% of the market capitalization of the S&P 500 in the United States.[citation needed] The U.S. finance industry comprised only 10% of total non-farm business profits in 1947, but it grew to 50% by 2010. Over the same period, finance-industry income as a proportion of GDP rose from 2.5% to 7.5%, and the finance industry's proportion of all corporate income rose from 10% to 20%.
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Stone Age 800 Year old
Useful as it has been, the concept of the Stone Age has its limitations. The date range of this period is ambiguous, disputed, and variable according to the region in question. While it is possible to speak of a general 'stone age' period for the whole of humanity, some groups never developed metal-smelting technology, so remained in a 'stone age' until they encountered technologically developed cultures. The term was innovated to describe the archaeological cultures of Europe. It may not always be the best in relation to regions such as some parts of the Indies and Oceania, where farmers or hunter-gatherers used stone for tools until European colonisation began.
The archaeologists of the late 19th and early 20th centuries CE, who adapted the three-age system to their ideas, hoped to combine cultural anthropology and archaeology in such a way that a specific contemporaneous tribe can be used to illustrate the way of life and beliefs of the people exercising a specific Stone-Age technology. As a description of people living today, the term stone age is controversial. The Association of Social Anthropologists discourages this use, asserting:[10]
"To describe any living group as 'primitive' or 'Stone Age' inevitably implies that they are living representatives of some earlier stage of human development that the majority of humankind has left behind. For some, this could be a positive description, implying, for example, that such groups live in greater harmony with nature .... For others, ... 'primitive' is a negative characterisation. For them, 'primitive' denotes irrational use of resources and absence of the intellectual and moral standards of 'civilised' human societies.... From the standpoint of anthropological knowledge, both these views are equally one-sided and simplistic." Consequently, they proposed a new system for Africa, the Three-stage System. Clark regarded the Three-age System as valid for North Africa; in sub-Saharan Africa, the Three-stage System was best.[12] In practice, the failure of African archaeologists either to keep this distinction in mind, or to explain which one they mean, contributes to the considerable equivocation already present in the literature. There are in effect two Stone Ages, one part of the Three-age and the other constituting the Three-stage. They refer to one and the same artifacts and the same technologies, but vary by locality and time. The Three-stage System was proposed in 1929 by Astley John Hilary Goodwin, a professional archaeologist, and Clarence van Riet Lowe, a civil engineer and amateur archaeologist, in an article titled "Stone Age Cultures of South Africa" in the journal Annals of the South African Museum. By then, the dates of the Early Stone Age, or Paleolithic, and Late Stone Age, or Neolithic (neo = new), were fairly solid and were regarded by Goodwin as absolute. He therefore proposed a relative chronology of periods with floating dates, to be called the Earlier and Later Stone Age. The Middle Stone Age would not change its name, but it would not mean Mesolithic.[13]
The duo thus reinvented the Stone Age. In Sub-Saharan Africa, however, it was ended by the intrusion of the Iron Age from the north. The Neolithic and the Bronze Age never occurred. Moreover, the technologies included in those 'stages', as Goodwin called them, were not exactly the same. Since then, the original relative terms have become identified with the technologies of the Paleolithic and Mesolithic, so that they are no longer relative. Moreover, there has been a tendency to drop the comparative degree in favor of the positive: resulting in two sets of Early, Middle and Late Stone Ages of quite different content and chronologies. By voluntary agreement, archaeologists respect the decisions of the Pan-African Congress of Prehistory, which meets every four years to resolve archaeological business brought before it. Delegates are actually international; the organization takes its name from the topic. Louis Leakey hosted the first one in Nairobi in 1947. It adopted Goodwin and Lowe's 3-stage system at that time, the stages to be called Early, Middle and Later.
