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ICRT練功坊
(http://english.csie.ncnu.edu.tw/) 裡面有個ICRT練功坊近幾天的新聞都有檔案可以聽
相當方便因為有新聞稿可以對照 你可以把 firstable -> 對照出 first of all知道first of all 唸起來會像什麼樣子
仔仔細細的去聽一般雜誌you me we are yes no 半小時不如重播新聞三 四次 把學習重點聽懂逛書局看到琳瑯滿目的英文書介紹 很多但是捫心自問 好好讀完的到底有多少 往往都是看完圖片就塵封了
每個人有適合自己的一套方法 我只是提供點小心得無論如何 持續及企圖心 是非非非非非非非非常重要的
英文學不好要怪誰?最後送給大家一句話"日子一天天過去了"



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It's wonderful today
Just discuss with my colleague about time management. My colleague's name is Posh, an engineer in our company.

As he described, (because he joined the class of the time management last night while I didn't)
the teacher said that time cannnot be managed, while it was made by "event"
We do can manage "event". How?

1. Write down ur goal, ur interest and wish. Have a plan for ur life
2. Write down every event everyday...like dairy and then you can know where is the tme gone?

3. Have daily plan, keep ur brain on these important event and say good bye to the event which is unnessary

and watse ur time.

For me, it's difficult to write daily everday, , don't need to say to write done every event everyday.
While I will try to do it and share with you.

In fact, I do waste much of my time these days duing my duty hours. Especially waste too much time
on smoking.
What I did today? ( should say yesterday) . Wake up at 8:59 am.........rush to my company and.....
buy breakfast..............start to work at 9:30-10:00....forget...........nearly everday I wake up too lateand start to work to late........汗顏
During my working time, i join an important meeting called " VR131 EVT review"

I suggest the engineer to add " AV out" in the product so that the user can hook up the VR131 to their VCR
for recording. (VR131 is a wireless USB receiver which can receive the wireless camera signal and tranlate the

image signal to PC).

At night, I went to Brass Monkey, the put I introduced on my article several days ago. It's quite relax there

and I have a game with the foreigner there. I like to play Pool at Brass monkey. Will upload the pic on my blog later.
Totally, I am happy today cause I do important suggestion to my day company, and I got a new student (my online school) today, and have good time on Brass Monday at mid night. ^^
It's a great day and look forward to see u tomorrow.

Have a nice dream, everyone.
Cooper


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英文有這麼難嗎?
滿有趣的影片,請觀看引用文章,欣賞完畢請協助翻譯老大最後講的英文訴什麼義訴?http://comic.yam.com/class/tuu/swf/affair1.swf
 


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美國海軍女飛行員 - 卡拉.修特格林上尉的紀念文...
A Naval Aviator, she was the first female fighter pilot killed after the Department of Defense Risk Rule was rescinded. She was killed while making a landing on an aircraft carrier off the coast of California.
She is buried in Section 60 of Arlington National Cemetery.
Then and Now: Forging the way 14 November 2004 Scott Huddleston Courtesy of the Express-News
It's been a decade since a young woman from San Antonio, the first female Navy fighter pilot cleared for combat, lost her life when her F-14 Tomcat crashed into the Pacific Ocean off the California coast.
Her death was controversial almost immediately.
Some who opposed the use of female combat pilots said the Navy, hoping to downplay the Tailhook sexual abuse scandal, had hastened promotion of female pilots, placing them in danger with inadequate training.
Critics suggested she had approached the USS Abraham Lincoln at an improper "glide slope."
Others defended the 29-year-old pilot, whose left engine stalled on descent to the carrier on that Tuesday afternoon. Some in naval aviation said the crash was unavoidable.
The one thing both sides agreed on was that the October 25, 1994, death of Lieutenant Kara S. Hultgreen was as much a tragic loss for her family as it was for her country.
An Alamo Heights High School graduate who excelled academically, Hultgreen was from a family of prominent lawyers and judges. She could have done any number of things, but chose to serve her country and was cleared to fly a $40 million aircraft that could soar at speeds up to 1,500 mph.
Born October 5, 1965, in Greenwich, Connecticut, and reared in Chicago and Toronto, Hultgreen moved to San Antonio in 1981 after her parents divorced.
She entered Alamo Heights as a junior, and played basketball and tennis. She later graduated from the University of Texas with a major in aerospace engineering.
On July 24, 1994, shortly after Congress lifted a ban on female combat pilots, she became certified to fly the Tomcat, the plane from the 1986 movie "Top Gun," by executing her final qualifying night landing on the USS Constellation.
Hultgreen could bench-press more than 200 pounds. Her call sign, "Hulk," became "Revlon" after she wore makeup one day for a television interview.
"A year and a half ago, people were telling me that I might as well get out because 'you've got no future in the Navy. There are no jet slots open for women,'" she told the San Antonio Express-News after being cleared to fly in combat.
She insisted the female pilots were treated the same as men.
"We were under a microscope just like any other junior pilot," Hultgreen said.
A memorial service for her, with an F-14 flyover, was held at the San Antonio Country Club. She was buried at Arlington National Cemetery. Her flight jacket, helmet and uniforms were donated to the Smithsonian Institution.
A judge advocate general and a separate incident report cited a combination of engine failure and pilot error in the crash.
Elaine Donnelly, director of the private Center for Military Readiness in Livonia, Mich., charged that the Navy had prematurely qualified Hultgreen and another female, Lieutenant Carey Lohrenz, for political reasons.
Other female Navy pilots saw the criticism as part of a smear campaign to keep women from competing for pilot slots.
Lohrenz, grounded in 1995, sued the Navy for sexual discrimination, and filed a libel suit against Donnelly, claiming pressure created by critics affected her flying. The Navy paid $150,000 in a settlement.
In 2002 a federal judge dismissed the suit against Donnelly, ruling that Lohrenz was a public figure, and that her lawyers had to prove Donnelly knowingly spread false information or acted with reckless disregard for the truth.
The judge did not rule on claims women got special treatment, but said the issue was "extremely muddled," the Washington Times reported.
An appellate court upheld the ruling, and the U.S. Supreme Court declined to hear a final appeal.
Hultgreen's mother, San Antonio lawyer Sally Spears, wrote a book, "Call Sign Revlon: The Life and Death of Navy Fighter Pilot Kara Hultgreen," published by Naval Institute Press in 1998.
By then, the Navy had 29 female pilots cleared to fly fighter aircraft.
Spears said she has considered negotiating movie rights for her book so everyone could see the story of the strong woman with an infectious smile who also could be softhearted and sensitive.
"I don't think of her as a (military) veteran," Spears said. "She was my baby girl."


From a contemporary press report:
Like many American teens who grew up in the Space Age, Kara Hultgreen was in high school when she decided she wanted to be an astronaut.
To reach that goal, she concluded she needed to obtain either a pilot's license or a Ph.D., recalled her mother, San Antonio lawyer Sally Spears.
``But Kara loved speed, so she decided the best way (to become an astronaut) was to be a pilot,'' Spears said.
The Alamo Heights High School graduate won an appointment to the U.S. Naval Academy at Annapolis. But when she failed to receive a designated spot, she enrolled instead at the University of Texas at Austin.
After receiving a degree in aerospace engineering from UT, Hult-green attended naval aviation officer candidate school in Pensacola, Fla.
She eventually wound up in Key West, Florida, flying A-6 Intruders.
Spears said Hultgreen wanted more. She wanted to become part of the Navy's "elite of the elite,'' carrier-based fighter pilots - a position closed to women until a combat ban was lifted in 1993.
Almost immediately, she began what was to be an intense year of training in the F-14 fighter at Miramar Naval Air Station in San Diego.
Hultgreen became the Navy's first fully qualified female F-14 Tomcat pilot when she landed successfully on the USS Constellation in summer 1994.
On October 25, 1994, Lt. Kara Hultgreen, 29, was killed when the left engine of her F-14 stalled as she attempted to land on the carrier USS Abraham Lincoln about 50 miles off the coast from San Diego.
Radar intercept officer Lieutenant Matthew Klemish ejected safely from the plane and was rescued from the water minutes later.
But Hultgreen, who ejected seconds after Klemish, fell straight into the ocean and was killed. Her body, still strapped in the ejection seat, was discovered 19 days later.
The pioneer female fighter pilot was buried with full military honors at Arlington National Cemetery.

From various press reports:
Navy recovers plane wreckage from ocean: 23 December 1994
The U.S. Navy Wednesday recovered the wreckage of the F-14 Tomcat flown by Lieutenant Kara Hultgreen, the United States' first woman carrier fighter pilot who was killed at sea October 25, 1994 in a landing accident 50 miles off San Diego.
The accident occurred as Hultgreen, 29, was making a final approach to the deck of the USS Abraham Lincoln after a routine flight from Miramar Naval Air Station, her home base. Both she and her radar intercept officer, Lieutenant Matthew Klemish, ejected, but only he survived. Because the plane rolled onto its back as it went out of control, Hultgreen was ejected directly into the sea and was killed instantly.
Her body was recovered November 12 in 3,700 feet of water not far from the sunken jet. She was buried with full honors at Arlington National Cemetery.
This was the Navy's third attempt to retrieve the aircraft, a Navy spokeswoman said. Recovery was made using undersea robotic equipment that attached cables to the 62-foot-long fighter. The F-14 was taken to North Island Naval Air Station at San Diego, where it will be examined by a team of experts from the Naval Safety Center in Norfolk, Va. According to reports from witnesses and a videotape of the landing attempt, the aircraft may have had engine failure when it was at dangerously low speed and altitude some yards astern of the carrier. The jet yawed to the left, went nose up and winged over to the left before plunging into the sea.
A Navy spokeswoman said the accident investigation could take several weeks. The results will be turned over to the Navy high command, which will determine whether they will be made public. After the accident, a still anonymous caller provoked a media controversy by charging that the Navy had lowered standards to allow Hultgreen to qualify for carrier duty in a move to appeal to political correctness. The charges evaporated after Hultgreen's fellow aviators and commanding officer defended her as an excellent pilot, and her mother released official flight records showing that Hultgreen had qualified third-highest in a group of seven with an above-average score 30 points over the minimum requirement.
The Navy has released the findings of its investigation into the F-14A flight mishap of October 25, 1994, which resulted in the death of the pilot, Lieutenant Kara S. Hultgreen. In addition to the death of Lieutenant Hultgreen, the accident caused minor injuries to Lieutenant Matthew P. Klemish, the radar intercept officer, and the loss of the aircraft.
The investigating officer's findings are based on witness statements, official records and logbooks, and the engineering analysis of the aircraft and engines recovered after the accident. Even after this comprehensive investigation, we will never know for certain all of the contributing factors which may have caused this tragic accident.
The principal findings are that Lieutenant Hultgreen was fully qualified to fly the F-14A and that Lieutenant Klemish was a fully qualified F-14A radar intercept officer. This mishap occurred during the landing phase of routine carrier operations. The emergency resulting in the mishap was precipitated by a left engine malfunction at an extremely vulnerable moment as the aircraft was approaching the carrier to land. The pilot attempted to continue flying the aircraft to safety but was unable to do so.
"All too often we forget how narrow the margin of safety is in naval carrier aviation," said Vice Admiral Robert J. Spane, Commander, Naval Air Force, U.S. Pacific Fleet. "This pilot did her best to keep this aircraft flying under conditions that were all but impossible."
As a result of this accident, the report recommends the Navy implement additional checks on the engine and add this type of emergency to the Navy's F-14 flight simulator training syllabus.
Hultgreen became the first woman to qualify in a combat-ready F-14 Tomcat, the illustrious Top Gun carrier fighter jet. She became a part of the Black Lions of VF-213 who were preparing to deploy to the Persian Gulf. As she was approaching the flight deck of the USS Abraham Lincoln on October 25, 1994, her aircraft began losing altitude. Her radar intercept officer ejected successfully. Hultgreen ejected immediately after, but the jet had already rolled. After an exhaustive search, her body and the plane were not recovered.
She received full military honors upon her death and no special attention was drawn to the fact that she was the first female Tomcat pilot. However, unsigned faxes began to circulate, maligning her record, and suggesting that the Navy in its rush to integrate women into the ranks was placing unqualified people on aircraft. Zimmerman says, "It was an unheard of breach of naval aviation etiquette to question the flight record of a pilot who had gone down. It was just not done. Except with Kara Hultgreen."
Maintaining its policy of disallowing access to flight records of personnel who had died, the Navy stated that Hultgreen was "average to above average" as an F-14 pilot. Hultgreen's mother then came forward and gave records to the media which identified her daughter as graduating third out of the seven pilots in her class.
As a result of the media coverage, the Navy salvaged the plane and recovered her body, still strapped inside the ejector seat. This effort cost $100,000. A four-month investigation found that technical malfunction, not pilot error caused the crash and that almost no pilot could have saved the plane after the left engine stalled as it approached the ship.)
Zimmerman sums it up when she says,
What has been established in the aftermath of Tailhook is a different, more durable formula: the crucial relationship between respect and responsibility. The women of the Navy...would never be respected by their male peers unless and until they were allowed commensurate responsibilities. Giving American women the right to prove themselves as warfighters established them on new footing, as fully participatory, first-class citizens. It serves to dismantle the divided, hegemonic culture of two classes--the protectors and the protected--and leads the way to what theorist Judith Hicks Stiehm calls "a society of defenders." The old gender norms are not trashed, but enlarged.

July 1998
Naval Institute Press Publishes Book from the First Woman Fighter Pilot to Die in the Line of Duty
Call Sign Revlon: The Life and Death of Navy Fighter Pilot Kara Hultgreen by Sally Spears
Lt. Kara Hultgreen was just twenty-nine and the U.S. Navy's first fully qualified female fleet fighter pilot when her F-14 Tomcat slammed into the Pacific Ocean in October 1994. Her death was not only a tragic loss to her family but a serious blow to a Navy struggling to redefine the roll of women in its ranks. The image of this beautiful and vibrant young woman with her fierce warplane -- plastered across the front pages of newspapers around the world after the crash -- provoked strong emotions and gave new life to the controversy. Those who believed women had no place in combat airplanes attacked Kara's abilities and the navy's motives for assigning her to a combat squadron. The release of her carrier qualification records and the navy's report blaming the crash on engine malfunction only enflamed the debate.
Today the opposing sides are as firmly entrenched as ever and it is doubtful the publication of this book will alter their opinions. But that is not its purpose. Written by Kara's mother, San Antonio attorney Sally Spears, Call Sign Revlon goes behind the headlines to tell the story of a remarkable woman who made history. It presents Kara's shortcomings along with her strengths -- the ups and downs of a personal life along with her professional career, drawing freely from Kara's journals and from extensive interviews. It describes how her ambition to fly combat aircraft collided with the customs of the navy, the mores of society, and, until the repeal of the combat exclusion laws in 1991, with the law of the United States.
Without question Lieutenant Hultgreen fit the traditional mold of fighter pilots: brash, smart, aggressive, cocky to the point of arrogance. Like the rest, she made mistakes but also performed well -- the only thing that distinguished her from her fellow pilots was her gender. But as this book clearly shows, it was Kara's determination and perseverance that helped her become one of the first women to qualify as an F-14 carrier pilot -- an inspiration to young people everywhere. By turns personally revealing and professionally insightful, Call Sign Revlon will be published in October and available for $27.95 at bookstores or direct from the Naval Institute. To order call toll free 800-233-8764 or visit the web site at www.usni.org.
For more information, contact: Susan Artigiani Naval Institute Press 410-295-1081 sartigiani@usni.org http://www.usni.org/

(Four years ago, pioneering Navy F-14 fighter pilot Kara Hultgreendied in a crash in the Pacific Ocean. A new book by her mother celebrates the young San Antonian's exuberant life and shining legacy. But for some female aviators, the book rekindles anger over male pilots' hostility toward women fliers and attacks on Hultgreen after her death. Feature writer Marina Pisano followed Hultgreen's career from 1991.)
The voice on the telephone conveyed so much - barely contained elation, pride of achievement, and running through it all the kind of wry humor that never failed to break up her friends and ease stress in the white-knuckle profession that defined the very word.
"And, all of a sudden, you're (on the aircraft carrier) starting up the jet next to an S-3 and two inches away, there's an F-18 and inches from him, there's an A-6. And you take off ... It's really exciting ... because I remember a little over a year ago, people were telling me, you're never going to be there. It's kind of awesome."
It was the fall of 1994. The combat aircraft exclusion rule that historically barred military women from fighter planes had been scuttled, and Navy Lt. Kara S. Hultgreen, fresh from training at Miramar Naval Air Station in California, was there all right - snug in the pilot's seat of an F-14 Tomcat on the flight deck of a carrier, waiting to be catapulted, literally, into the sky along with the nation's best and boldest.
It helped that she looked and acted every inch the part - tall, good- looking, super-confident, brash, fearless.
In her new book, "Call Sign Revlon: The Life and Death of Navy Fighter Pilot Kara Hultgreen" (Naval Institute Press, $27.95), San Antonio attorney Sally Spears, recounts her daughter's short life with a mixture of intimate family stories about Kara and her two older sisters, Dagny and Kirsten, passages from letters and Kara's journal and sometimes surprising objectivity about her faults and events in her life.
Spears' book celebrates the positive legacy of the young aviator's life, a shining model who soared into the rarefied, all-male airspace of combat jets including some unfriendly airspace, as it turned out.
But for some of Hultgreen's friends, the book is reopening deep wounds and stirring up painful, bitter memories and anger. Today, few of the young female aviators who broke into combat positions with Hultgreen are flying carrier- based jets.
In July 1994, she became the first woman to carrier-qualify in the two-engine, supersonic, weapon- loaded F-14, joining a pioneering sisterhood within the already elite cadre of Navy pilots. The Tomcat was featured in the film "Top Gun."
On the phone from Miramar that fall day, the graduate of Alamo Heights High School and the University of Texas at Austin talked excitedly about her fighter squadron, VF-213 Blacklions, assigned to the USS Abraham Lincoln.
"The guys are already calling it the Babe-raham Lincoln," she said, laughing off the sexist fighter-jock humor.
But soon after that phone interview, 12 days after a story about her aviation milestone ran in the San Antonio Express-News, 29-year-old Hultgreen's F-14 plunged into the Pacific Ocean in a failed day landing approach at the Lincoln. Her RIO - radar intercept officer Lt. Matthew P. Klemish - ejected safely.
Engine, pilot blamed
The report by the judge advocate general and the subsequent Mishap Investigation Report cited a combination of engine stall and pilot error as causes for the accident.
Suddenly, the voice, the promise, the remarkable life were stilled forever.
Spears, who in 1997 was appointed to DACOWITS - the civilian Defense Advisory Committee on Women in the Services - by then- Secretary of the Navy John Dalton, writes of the profound grief at her loss and the attacks on her daughter's competence after the fatal crash.
There were allegations from male aviators of special treatment and lowered flight-training standards for female fighter pilots. Conservative critic Elaine Donnelly, director of the private Center for Military Readiness, charged that the Navy, in the wake of the embarrassing Tailhook scandal, was pushing women through combat- jet training for political reasons.
'Slime' time
For many Navy female aviators at the time, the smear campaign against Hultgreen and Carey Lohrenz, the other F-14 pilot aboard the Lincoln, was a cautionary tale for women who dare to soar too high in a man's world.
It was "the sliming of Kara," says Retired Capt. Rosemary Mariner, who pioneered naval aviation for women in 1973 and was a mentor for Hultgreen and many others.
While acknowledging supportive men in their squadrons, they openly question the way the Navy handled the integration of women into combat-aircraft jobs. They see a failure of command leadership to confront open hostility from male aviators and instructors.
The Navy declined to comment for this story, referring instead to a Navy Inspector General's report released in July 1997. It said the Navy mishandled the effort to get women into fighters and noted media scrutiny put undue stress on women while causing resentment among the men.
Commanders were trying to show the women weren't receiving special treatment, but they did things that fueled resentment. "Like they would have the women in for coffee and cookies with the captain. It made us feel like idiots. I mean, nobody has coffee and cookies with the captain," says Tammie Jo Shults, an F-18 pilot who is now a civilian airline pilot living near San Antonio.
At first, women fighter pilots were subjected to a monthly pregnancy test, but the testing stopped after outraged women complained. Men weren't getting monthly sperm-count tests.
"Navy leadership is an oxymoron," says Pam Lyons Carel, an F- 18 pilot who was on the Lincoln and, on a television monitor below the flight deck, watched in horror as her friend crashed. She is now a T-45 instructor at Kingsville Naval Air Station.
Four years after Hultgreen's death, "Kara's name still evokes emotion," says Lt. Cmdr. Linda Heid, a naval flight officer on the EA-6B Prowler who also watched the crash.
Hultgreen's friend Brenda Sheufele, an F-18 aviator, is a shore-based test pilot and may return to the fleet when her present tour is over.
But others in the small circle are either in shore-based assignments or they've left the service for a combination of professional and personal reasons.
'A threat' to male peers
After Hultgreen's death, Lohrenz, as the remaining female F-14 pilot on the Lincoln, got much of the heat and pressure from male aviators. The stress affected her performance, say Heid and others, and she was grounded in 1995. The Navy returned her to non-carrier flying status in 1997.
Lohrenz filed a lawsuit against the Navy alleging sexual discrimination and also sued Donnelly and the San Diego Union-Tribune for libel.
Last month, the Navy and Lohrenz reached a settlement in which the Navy agreed to pay the flier $150,000 but denied any wrongdoing. Lohrenz will leave active duty on Feb. 28.
The suit against the Union-Tribune was dismissed about a year ago.
Lt. Missy Cummings, a U.S. Naval Academy graduate who went into F/A-18 (fighter attack) training, is suing the author and publisher of "Bogeys and Bandits: The Making of a Fighter Pilot" for defamation and disclosure of private facts. She says she is leaving the Navy in March.
"Before the combat exclusion law was lifted, the guys seemed to accept us," Carel says. "But after it was lifted, we became a threat."
For some men, the anger and resentment toward female aviators may have been payback time for all the damage done to their careers by Tailhook.
For women like Shults, what happened was "a little slice of hell we've each gone through at one time or another."
As Carel recalls, "The guys (on the Lincoln) never said anything to us the day Kara crashed - no expressions of sorrow. They knew we were good friends, but only one came up and said he was sorry."
Flood of hostility
The crash was a turning point, Heid says.
"Before Kara died, it was exciting, wonderful. She always made us laugh. After Kara died, it kind of opened the floodgates to a hostile environment. Everything went downhill from there." Again, the Navy declined to comment beyond the inspector general's report.
Heid is taking over as active-duty commanding officer of a Naval Reserve unit in North Carolina. "I've had a very successful career, but I'm choosing not to go back to flying. I'm tired of living life under a microscope," she says.
It wasn't supposed to be that way.
In 1994, Hultgreen symbolized a heady sense of arrival for female aviators. With it came optimism that, once the guys saw they could do the job, they would be fair and welcome them warmly into combat aircraft squadrons. Their numbers would steadily row.
"I think it (the presence of female combat pilots) will be real commonplace in a couple of years," Hultgreen predicted. "I don't think it's going to be an issue at all."
She was wrong about that.
In comments for a San Antonio Express-News story about Hultgreen in June 1993, a Navy spokeswoman projected that there would be 40 to 45 female pilots, radio intercept officers and other flight officers in tactical squadrons by 1995, compared with none in 1993. Today, only 29 of the Navy's 110 female pilots are in fighters.
But optimism, "a happy spirit," along with a passion for flying were what Kara was all about, Shults says.
That plus daring, tenacity and incredible drive.
'She never gave up'
Spears recalls those traits showed up early and set her apart from her sisters.
"She lacked the cut-off valve that is inborn in some people, and that was the part about Kara that I admired most about her," Spears says. "She never gave up, but she had to learn how to control her drive. Anything that appealed to her, she just went after it - riding a motorcycle, jumping out of an airplane, driving race cars. She'd explore these things with the idea that anything was possible."
At the same time, Spears remembers her daughter was loving and sensitive with family and friends from her earliest years.
Born October 5, 1965, in Greenwich, Connecticut, to Spears and Tor Hultgreen, she was a toddler when her family moved to the Chicago area. In 1973, Tor's job in the wood industry took the family to Toronto and a beautiful home surrounded by cedar trees. Spears worked for the company's law department, so the three girls were cared for by a string of live-in help.
Kirsten and Dagny diligently tried to elude their annoying kid sister, but with single-mindedness she persisted. Spears describes in the book two portents of glass-ceiling encounters in the future aviator's life. Once she refused to leave Dagny's bathroom, hanging on the glass shower door until it broke. Another time she ran through a glass door when her sisters refused to let her in he room.
Picking up pieces of glass, her amazed father could only say, "That's incredible, not a scratch on her."
Next to glass doors, the combat- fighter exclusion law would not be daunting.
The couple separated in 1976, and in 1981, Spears and Kara moved back to the attorney's hometown, San Antonio. Kirsten stayed with her father in Canada to finish high school, then joined her mother. Dagny was already at UT/Austin and Kara entered Alamo Heights High School as a junior.
It was culture shock for her youngest, Spears says - an athletic, assertive, adventuresome Canadian girl transplanted to the land of "big hair, red lips and cheerleading."
But she blossomed here, excelling academically and lettering in basketball and tennis. Aerospace engineering
When Hultgreen didn't make a numerical cut-off for female appointees to the U.S. Naval Academy - a pathway to naval aviation and the astronaut program, she hoped - she majored in aerospace engineering at UT/Austin instead. After graduating in 1987, she entered Aviation Officer Candidate School.
Hultgreen's career took off. But by February 1991, when she flew a cross-country hop to San Antonio with RIO Amy Boyer, she had slammed into a formidable barrier. She was flying an EA-6A - an electronic-modified A-6, no slouch of an airplane. But she kept submitting transition papers to move into her dream plane - the F-18 - with no luck.
"It just never occurred to me that being female was a birth defect," she said with a grin and undisguised sarcasm during an interview at Kelly AFB.
If she didn't transition soon into "something pointy with an afterburner," as she put it, she'd be too senior to fly carrier jets. Unless the combat exclusion law was lifted, she might have to leave the Navy.
Hultgreen and other female aviators lobbied members of Congress to repeal the law. That happened in 1991, but the Navy didn't implement it until 1993.
She didn't get F-18s.
But "I'm so excited. I'm going to fly F-14s," Hultgreen said in 1993, ecstatic at getting next-best.
Skill in tricky landing.
If there were any questions about her abilities as a pilot, they were quashed in October 1992, when the right gear on her EA-6A froze during a landing approach at Pensacola (Fla.) Naval Air Station. Emergency vehicles lined up on the field, but with RIO Ron Lotz aboard, Hultgreen skillfully executed a perfect landing to the applause of people on the ground.
And if there were any doubts about her ability to handle sexist colleagues, those were leveled at the infamous Tailhook convention in 1991. When a boozed-up aviator tried to grope her, Hultgreen slammed him up against a wall and watched him slowly slump to the floor.
"Kara could give as good as she got," says retired Cmdr. Tom Sobieck, commanding officer of VF-124, her training squadron at Miramar. "I saw her bench press 230 pounds. She could kick the hell out of guys."
That fit her call sign, "Hulk." She had many, but that one stuck the longest, friends say. Spears' book title refers to the "Revlon" call sign pinned on her after she showed up at the squadron one day in full Big-Hair Texas Woman makeup for a TV interview. She rarely wore makeup because, "Hey, I'm a fighter pilot."
In fact, Hultgreen was a lot like the guys in this closed fraternity.
Male fighter pilots were smart, aggressive, cocky and intensely focused. So was she.
Anyone who could look down from the black night sky at a postage stamp-size landing deck moving across the dark sea and land a $40 million, 27-ton jet with a 65-foot wingspan on a 100-foot-wide space had every right to swagger.
The chance to "strap on the mighty Tomcat" was simply thrilling, she said in mock-macho tones.
Both legend and truth
She loved to tease reporters, who, in the months before her death, increasingly sought her out. "Do you want the legend or the truth?" she'd ask.
In many ways, the two had merged in Hultgreen.
As for her skills in the cockpit, Sobieck describes Hultgreen as a superb pilot who purely loved flying.
"She'd go out and fly the s--- out of that airplane (F-14). And when she made some mistakes, she'd go around and ask experienced guys, 'What did I do wrong?' She was intense about learning to fly that airplane."
Publicly, Hultgreen always downplayed any suggestion of male animosity in the squadron. But Spears says her daughter talked to her about instructors who were so fiercely opposed to female fighter pilots they wouldn't teach them.
Women 'degrading'
Shults recounts her experience with a surly F-18 instructor who flatly said he wouldn't score her check ride because it was degrading to him and the ground crew to have a women sitting up there in the cockpit.
"I told him Congress has stated that I am going to be here. If you don't like that, vote. But when you're wearing a uniform, your orders are to give me a check ride." She complained and got a check ride with another instructor.
As Heid describes the wall of resistance, "The guys just saw us as these militant feminist bitches who were taking away men's jobs."
Hultgreen was candid about initially failing to qualify in night landings at the USS Constellation in the spring of 1994. Three out of her five classmates were disqualified the first time around. She got more land-based instruction at Miramar and tried again, successfully. It was an option open to men as well, but claims of special treatment were raised.
The Navy Inspector General report concluded that Hultgreen and other female aviators did not get preferential treatment or lowered qualification standards in training. Moreover, it said the women didn't get the needed mentoring that "nuggets" - new aviators on the carrier - traditionally receive.
Conflict can't stop?
Report or no, Linda Bird Francke, author of "Ground Zero," an examination of gender wars in the military, says, "The resistance to women won't go away because it can't."
Citing anthropologist Margaret Mead, Francke argues that men's sureness of their masculinity is tied up in their right or ability to do something that women can't or aren't allowed to do. If women can fly F-18s and F-14s into combat, where does that leave men?
"Women have been integrated into combat aircraft, but they haven't been assimilated," she says.
Spears agrees, "No amount of facts can change the cultural bias against women doing this."
For her, telling Kara's story has been a painful journey, a way to work through the grief but also to ensure her daughter's legacy.
"For the same reason, I donated all her stuff - her wings, her flight jacket, her helmet, her uniforms - to the Smithsonian. I wanted her to have a place. I didn't want her to be lost."
In that phone interview right before her death, Hultgreen was more focused and dedicated than ever. "(Now) my job is to get in the books and study, and then be very safe and predictable on the boat so nobody is (saying), 'Oh my God. It's Hultgreen coming again. We think she's going to crash' ... I want to blend in."
Francke visited the young aviator's grave at Arlington National Cemetery - one of the most frequently visited servicewomen's graves there. "It's so wonderful and very touching because she has one simple gravestone, no different from the people she lies alongside of in that long march of gravestones."
If in life Kara Hultgreen was unique, streaking across the sky like a blazing rocket, in death she got her wish: "To blend in."

 

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義大利海軍陸戰隊的維和部隊(聖.馬可營下轄的兩棲偵察隊?)登陸黎巴嫩
Italian Marines Commandos survey the beach on dinghy in preparation for the disembarking of Italian troops in the southern port city of Tyre, seen in background, Saturday, Sept. 2, 2006.
Italian Marine Commandos frogmen check near the south beach of Tyre to secure the area for the landing of the first Italian contingent in Tyre, Lebanon, Saturday Sept. 2, 2006, as one of the five ships is seen on the background. Italian soldiers began arriving Saturday in Lebanon, part of the first large contingent of international troops dispatched to boost the U.N. peacekeeping force here since a truce between Israel and Hezbollah guerrillas was agreed three weeks ago.
Italian Marine Commandos soldiers arrive in a rubber boat to guard the beach, Saturday, Sept. 2, 2006 as an advance party of Italian soldiers arrive to secure the beach in the Lebanese city of Tyre. Italian soldiers began arriving Saturday in Lebanon, part of the first large contingent of international troops dispatched to boost the U.N. peacekeeping force here since a truce between Israel and Hezbollah guerrillas was agreed three weeks ago.
An Italian Marine special forces soldier guards Italian army trucks, Sunday, Sept. 3, 2006 in the southern Lebanese town of Naqoura. Italian troops, trucks and armored personnel carriers landed Sunday in Lebanon as the arrival of the first large contingent of international peacekeepers entered its second day after being delayed by rough seas south of the capital.

 

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美海軍紅色細胞小組的紀錄片...
http://nrch.cca.gov.tw/ccahome/search/search_meta.jsp?xml_id=0006138538&dofile=cca-1-20001-nw-ttvdy-19880418_18-n.asf
難得一見喔~



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拉拉山的神木區
拍攝於2008/10/10利用假期和同事們去了拉拉山才知道台灣有這麼ㄧ個好地方雖然之前的兩個颱風造成了一些損壞但好運氣的我們並未遇到封山還正巧碰到風和日麗的好天氣在藍天白雲的陪伴下享受芬多精之旅原木步道的沿途皆是古木參天且伴隨著流水淙淙陽光從葉縫中透入從上而下鋪刷成ㄧ道燦爛光瀑仔細觀看每棵神木的歷史動輒數百至數千年其形狀則在天災人禍的摧殘下千奇百怪但唯一不變的則是其旺盛的生命力即便被雷劈折成兩段或因人為縱火而傷痕累累依舊老根盤纏枝葉扶疏連斷折至河中的巨木樹幹也餵養了許多河邊河中的動植物們在寄生共生的生態中
不禁感受到大自然的和諧與無私的愛於是,在涼爽的風中
心底卻有ㄧ股暖流奔湧

 

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小烏來賞瀑
2008/10/09拍攝於小烏來之前曾去過十分觀看台灣最大的瀑布平靜而安穩昨天到了小烏來看瀑布竟因豐沛的水量而感受到磅礡壯觀之美當沖刷而下的水氣激散到臉頰搭配動人心魄的浩大水聲及空中ㄧ道隱約的虹時整個人竟是感動到不能自己

 

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童言童語二三事
大頭慈真是個有趣的小傢伙,上週六去兒童樂園玩時,坐上了可以前後搖晃幅度極大的跳跳馬,一時興奮之下,竟大聲地脫口而出:"A.B.C.D------"(別懷疑,她可以毫不間斷地背完二十六個字母),沒想到有人會選擇背英文字母來表達她的快樂,大頭慈應該是空前絕後的第一人也是最後一人吧! 為什麼大頭慈會成為整個家族的掌上明珠呢?這跟她的嘴巴很甜絕對有關係.媽媽每天會拿字卡給她看,當看到"愛"的字卡時,大頭慈就會接著說:這是阿寶最愛媽媽的"愛";如果是阿嬤拿字卡給她看,她就會說:這是阿寶最愛阿嬤的"愛";依此類推,當大阿姨拿字卡時,當然就是:阿寶最愛大阿姨的"愛"囉!真是個小可人兒啊!
大頭慈不僅很會說話,也很愛演喔!當她唸童謠"城門城門幾丈高------"唸到"走進城門滑一跤"時,自己就會故意跌倒在地,發出一聲"唉喲!",然後偷偷回頭看有沒有人幫她拍拍手呢!

 

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公平會160萬罰金,Hyundai總代理南陽實業廣告不實受罰
                                                                          


 

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親子溝通文章
傾聽孩子的方法平常培養一些聊天的經驗:平常我的工作很忙,跟孩子相處的時間不多,我用了個不錯的方法就是陪他們睡覺,在孩子快要睡覺時,他的警戒心很低,不會像平常,你跟他講話他會回答:「不知道」、「沒有啊」、「不是我」防衛性比較高。你就隨意跟他聊,不要存有任何目的.不要想要解決什麼事情,只是「純聊天」,到最後,孩子也就喜歡跟你聊。根據科學研究,一個孩子如果在很小的時候,你經常跟他說話、講故事、陪他玩、有身體的接觸,常能幫助這個孩子更聰明。所以,我經常跟我孩子講話時,順便幫他按摩,尤其他喜歡我幫他抓耳朵,很快他就會睡著了。久而久之,孩子就喜歡和你聊天,因為那是一個愉快的經驗。我舉一個相反的例子,在台中有個學員來找我,因為他的孩子不讓她進入房間,這個孩子大概嫌媽媽太撈叨了,就把房門鎖起來,媽媽就把鎖拆了,孩子就又在房內加裝門閂,媽媽就把門踢壞,終於進去了,拿了一本書,陪孩子唸書,過了兩二天,孩子就受不了,媽媽說,我在陪你唸書,孩子卻說,你不是在陪我唸書,是在監督我。所以,我們做父母的大概很不安心,那份不安心,讓我們想弄清楚孩子在想什麼、做什麼,也影響我們進入孩子的內心世界。傾聽時,反應慢一點:我們做父母親的,最常的就是反應太快了,例如:你的孩子跟你講:「媽,我這次考試,考得很好。」他的內在聲音是希望你讚美他,很多父母常反應過快:「你這次考得好,那你以前怎麼都沒考好呢?」這樣就不對了。再舉個例子,各位想想看,當孩子對我們撒謊時,他內在聲音在說些什麼?是害怕!有一次,我氣呼呼的問我的孩子:是誰把餐桌弄得這麼髒的,我的孩子小聲的回答:「我不知道啊」那時,我聽出來她的聲音裡有害怕,於是,我改問:「爸爸不會怎麼樣,爸爸只是想瞭解」我的孩子反問我:「我如果講出來,你會不會打我?」從這裡我們可以發現到,孩子很需要安心,這個需要超過我們的想像。還有一次,一個學員跟我講,她來上課之前,他的孩子攔著她不讓她來:「媽媽,你這次又要去學什麼溝通技巧來對付我。」事實上,孩子真的感覺到你在對付他,所以孩子的不安可想而知。傾聽時,注意自己臉上的表情及聲調:這一點,有一個好方法就是,你把你和孩子講的話錄下來。有一次,我有兩個做保險的朋友來找我,他們兩個就在認真的研究,剛才對客戶講的話應該怎麼講比較好。當時,我就想,我們在教小孩都沒有像賺錢那麼認真,不會去想這句話孩子的感受是什麼,如果教小孩都像賺錢那麼認真的話,我想,我們都可以把小孩教得很好。尤其是孩子還很小的時候,你隨便講,他都可以配合,可是到青少年時,可就沒那麼好了,所以,我們平時就該注意自己對孩子所講的話用詞遣字是什麼?表情是什麼?孩子的感受是什麼?就連我自己在教溝通技巧,有時,也會說出自己不可置信的話來。有一次,我的女兒,當選全班模範生,當天,我因為工作很累,便叫我女兒去接電話,我女兒說她不敢,我便脫口而出:「當模範生有什麼用,連接個電話都不敢。」結果我的女兒就很傷心,我才意識到自己說錯話,當時便向她道歉,但看她似乎未接受,我才又提議讓她騎馬從一樓騎到三樓再下來,她才肯接受。這還好,孩子還肯諒解,有些孩子,就是沒有釋懷,於是一點一滴累積下來到青少年就整個反叛起來了。所以,如果我們在對孩子講話時能更警覺,我想,親子對話的品質一定可以提高不少。傾聽時,多利用想像畫面:各位不曉得有沒有看過「魯冰花」這部電影,劇中主角有個小孩子叫吳阿明,他很喜歡畫畫,有一天傍晚他畫「3條狗,在晚餐時放在餐桌上給爸爸看,他爸爸一看便問他:「狗是黑的,怎麼畫成紅的,你色盲不成?」吳阿明答:「黃昏日頭一照,就變成紅的了啊!」他爸爸一聽也有點道理就又問:「那尾巴旁一團黑黑的是什麼?」吳阿明又回答:「是大便啊!」爸爸─聽便生氣的罵他:「你書不讀,畫這個就會飽喔?」當時,導演就把鏡頭轉向那隻垂頭喪氣的狗,各位不難想像那就是吳阿明的心情。再舉個例子,如果你的小孩放學回來告訴你:「我們老師實在很不公平,為什麼只有一個人講話就要全班罰站」。各位不曉得能不能用心去想像在一個教室中,所有小朋友都被罰站的畫面,如果你能,你就較能對孩子說:「你一定感到委曲,因為你沒犯錯,卻被連帶處罰。」當你這樣說,孩子一定可以感受到他的心我們是懂的。所以我很鼓勵各位多練習,把孩子所說的話,變成─個畫面,也把自己所說的話變成一個畫面,這樣我想更容易進入孩子的內心世界。多使用感覺的字眼:感覺跟想法是不一樣的,感覺是內心的感受,想法是頭腦的念頭,如「我感覺這件事不大好」是想法。「這件事變成這樣,我感到懊惱」這是感覺。想法易有批判性,而感覺沒有傷害只是純粹表達內心的感受,感覺是維繫親密關係最有效的方法。但是對我們中國社會,尤其男性朋友來講,講感覺是很困難的一件事,是需要多練習及鼓勵的。如果我們用了以上的方法,和孩相相處、對話.
還要從孩子的反應來注意到,我們到底有沒有傾聽到孩子的內心世界。


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公佈密技
電瓶 最近常聽到許多人說車上的電瓶掛點,車子停個一晚就發不動了! 其實,這與天氣狀況也有很大關連喔! 汽車電瓶是靠鉛酸的電離作用產生電力,然而在低溫下,電離活性會下降, 許多壽命已久的電瓶在這種情況下很容易就「假性」掛點,讓您當場顧路! 解決方法是先去買罐電瓶活性劑(一罐不過幾十塊)加入電瓶加水口, 搞不好當場可以「復活」; 如果是免保養電瓶沒有加水孔,試試用熱毛巾包住電瓶讓它「暖身」, 應該也有「再生」的機會!
反正,試試不行再換新電瓶也沒什麼損失
發電機 車子開開忽然大燈忽明忽暗,引擎怠速也變得不穩定, 這很可能是汽車發電機用久了發生不能發電的故障! 這種問題到了修車廠通常都是叫您整顆全換,價位約在八、九千到上萬一顆,好貴啊! 其實發電機也不過是由線圈轉子及電磁鐵組成的, 這種東西用鐵鎚去敲它都不太會壞了,正常使用怎麼會故障呢? 所以,發電機的故障點90%以上在於其上有一顆整流晶體, 這個東西在高熱下用久了的確會壞,然而換新一顆也不過兩三千塊喔。
下次如果您愛車的發電機壞了,您可以要求修車師父只換晶體,絕對藥到病除,省下不少錢!
供油電腦 一定很難想像引擎電腦還會壞吧? 其實,那是因為電腦電源有著許多保險絲層層保護它;然而天有不測風雲, 如果就那麼不幸由哪顆感知器回饋過量凸峰訊號回電腦,當場掛點也不是不可能喔! 供油電腦其實非常不容易壞,如果壞了也保證是大條的問題: 引擎絕對發不動、換新絕對花大錢!嘿嘿!在這裡還是教您省錢修車密技喔! 除非泡水,供油電腦裡的一堆 IC板、晶體、電容......絕不會一起故障,頂多燒個電容而已。 所以就因為一顆電容要花上兩三萬買新電腦太不值得,
坊間還是有專修汽車電腦的電子專門店,怎麼修也都比換一顆新電腦便宜!
冷氣壓縮機 目前正值寒冬,可能一般人開車用到冷氣的機會並不多; 然而到了夏天...!冷氣不冷您就「宰死」了! 當您把愛車送到修車廠檢查後,確定不是冷氣管路破漏,冷媒量也沒有減少, 然而打開冷氣開關就是不見壓縮機作動,這時問題點就集中在冷氣壓縮機啦! 一顆全新的冷氣壓縮機好歹也要上萬塊,實在貴得很! 然而有時壓縮機不動作並不是本體的問題;如果您把壓縮機拆下來, 轉動皮帶盤並沒有卡死的狀況, 可以請修車廠試著把皮帶盤上的電磁離合器過電(電線接正極,壓縮機體接負極),
如果沒有作用,那單純就是電磁鐵故障,只要花個兩三千塊換掉這項東東就行了喔!
皮帶惰輪 引擎的周邊運轉部件(發電機、冷氣壓縮機、動力方向機幫浦...) 都是靠皮帶的聯結來獲取引擎運轉動力,而皮帶必須維持一定緊度才能完整傳遞動力, 這部份就須靠相關的皮帶惰輪來作用。 皮帶惰輪用久磨損了,會發出陣陣「吱吱」的尖銳叫聲, 到了修理廠,廠方一樣會叫您「換」! 別急!除非是那種機器壓死成型的惰輪組件,要不然壞都是壞在惰輪的軸承!
只要花個十塊百塊換新軸承,又何必花上千塊換掉整組惰輪呢?
一般我們雨刷輕微損 壞時會掃到一條條的水痕 ,嚴重的是掃過還是水紋,遇到這種狀況都會到汽 車百貨或是大賣場購買雨刷更換 ,便宜的一支60 幾元貴的一組500 元左右 ,大約3-6 個月會換一組,現在只要 合夥花10 元就可以用4 年以上. 秘訣就是到五金行購買 800 號的水砂紙,一大張約NT: $10 ,我們 只需用到約2支手指頭範圍的水砂紙而已 ,先將雨刷拆下,用水砂紙沾濕在水 中或沾濕雨刷將雨刷片來回磨 4-5 次,再用水沖乾淨後裝回雨刷 ,測試是否 刷的夠不夠乾淨,不夠的話再來一次,它最主要是利用水會讓雨刷片較為軟 化,再利用水砂紙能在水中磨平的特性,將雨刷片因灰塵及熱所造成的小變 形磨平,根據老闆所說它的RV 休旅車4 年都沒換過雨刷耶,這樣車上準備
一小片水砂紙就不怕雨刷刷不乾淨時視線不良的問題了
雨天在使用雨刷時,雨刷會在玻璃上跳動產生惱人的異音及刷不乾淨的問題,大多是因為玻璃上沾染了 過多的異物,這些異物大部分是車輛排放的廢氣中所含的油污,以及幫車子打蠟後,受雨水沖刷而留下 沾到玻璃上的蠟,或者是有在前檔上塗抹過撥水劑之類的產品所造成的。在此提供一個簡易的DIY方法, 可以安全的研磨玻璃表面去除一切會造成雨刷正常動作的外來物。 首先要準備的是一罐天工蒂克牙粉。是的,不要懷疑沒有看錯,牙粉就是刷牙用的那種沒錯,這個一罐 約二十元,在很多超商或大賣場都有得買。接下來請按照下列步驟施工: 1.先把玻璃洗淨 2.把玻璃潑濕 3.把牙粉適量倒在手掌之上 4.直接用手掌在玻璃上打磨 整面打磨完再用水洗淨檢視,若有不清潔之處會呈現出有水珠,乾淨處則是呈現整片完整的水痕於其上 ,只要針對有水珠之處再行研磨即可!市售的很多除油產品,絕大部分都是利用其中的研磨料來打磨玻 璃表面的,加上一些發泡劑及香料便可以賣個好價錢,用牙粉便能得到相同的功效而且一罐牙粉可以用 非常久的!



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販賣生活風格 發現一個風格就找到一個市場利基
享受美學風格在中古世紀是貴族、藝術家等少數人的特權,但今天卻成為大眾化、平民化的一部分,廠商若能了解他們的美感需求,設計獨特商品,將可獲取廣大消費者青睞。   在台灣,一種「風格產業」正受到中階市場的消費者歡迎,「美學品味」也成為品牌經營新消費工具的重要因素。   何謂風格產業?東吳大學社會學系專任助理教授劉維公舉Starbuc ks咖啡館為例,棕色空間裡擺放木質桌椅、特製沙發想要強調的是氛圍而非功能,賣的是以符號價值為基準的產品,不斷灌輸消費者Sta rbucks代表的精品咖啡文化,以及推出具有設計美學與美感體驗的周邊產品如Jazz CD,意即,Starbucks營運仰賴的是輸入高能量的美學品味元素。   他概稱這些美學品味元素為「S型」的新消費工具,以便跟Macdon ald著重的「M型」舊消費工具做區隔。   麥當勞餐廳採明亮燈光、塑膠桌椅等功能設計,賣的是以交換價值為基礎的商品,訴求超值並仰賴價格數量的操作,只在空間、包裝以及行銷上維持有限度的商品美學。   S型美學品味元素近年廣泛被使用,不只出現在咖啡連鎖店,在Ja sons Market Place頂級超市、春秋烏來度假酒店,以及強調健康、生態的民宿等其他商業領域都可見,甚至麥當勞餐廳也開始S化,在天母店出現類似夜店吧台的高腳椅、包廂座位區等,85度C咖啡蛋糕專賣店更是把Starbucks平價化。   不只賣商品更賣風格   這些商店的共同特色,都不是單純地賣商品,而是販賣生活風格。劉維公指出,風格無關價格高低、品牌大小,消費者在意的是產品背後的價值感,以及品牌獨特的美感訴求,好比iPod、Starbucks這些具有造型、顏色、感官甚至經典風味的產品,讓消費者得以展現、創造個人風格,比較貼近市場,甚至可以變成競爭對手無法超越的賣點。   目前市場上有些具風格的消費者已經受到企業關注,好比90年代後期「台客」出現,意味著重視本土風格意識;年輕學生以歌手王力宏為偶像,代表一種融合美國加州次文化的ABC的亞洲人風格,帶動上夜店、運動的風氣;五年級生的懷舊次文化,這陣子則展現在牛仔褲、零食、演唱會等消費方面,其他還有樂活、慢活等生活風格的展現,都將帶動社會變遷。   所謂風格經常代表某種美感、次文化,是要被展現、創造出來的,現代年輕人注重打扮、強調跟別人不一樣,愈來愈多居家造型商品受歡迎,以及街頭愈來愈多餐飲商家擺出露天座椅,讓俊男美女被看、也看人,這類可以讓消費者展現風格的新舞台、新消費工具,正是廠商積極提供或創造的。   最近髮品行銷鼓勵消費者變髮是一例,潘婷洗髮精「閃耀之旅」活動,結合名模、電視台,設擂台也開講堂,去教導20、30歲女孩用秀髮展現時尚美感,爭取做廣告明星;mod’s hair的「變髮大明星」則是結合通路和網路,讓年輕人免費自由使用造型髮品創造自我風格,同時將照片上傳網路享受做明星的感覺。   聯合利華公司協理劉家潾分析,近年美髮造型品的消費族群逐年降低,跟年輕人想藉髮型表現自我風格有關。類似現象也反映許多精品品牌推出低價配件,吸引年輕人入門,這些都變成她們凸顯整體造型、風格的重要元素。   再來看近年媒體加重報導的型男也是一個風格商機,得和貿易公司總經理孫德和認為,台灣型男主要是一群成熟、穩重的男性,以設計師、廣告人等自由業居多,他們愛打扮、追求質感,會參考美日男性流行雜誌做搭配,所以孫德和日前引進日劇韓劇偶像穿著服飾品牌C .P. Company、Stone Island來台搶商機,此外,他認為型男對風格質感的需求也會反映在購買手錶、車子以及手機等3C商品。   奢華、精品不代表風格   隨著品味需求增加、美感空間增加,愈來愈多廠商企圖成為風格產業的一員,但劉維公提醒,如果以為把產品包裝得奢華些、走精品路線抄捷徑,就能吸引追求風格的消費者青睞是錯誤的做法,因為風格產業的重點是要有獨特的美感訴求,反映在產品面讓消費者心動,舉 Apple、Sony為例,這些品牌的產品、空間、工業設計等給消費大眾的五感體驗,是以近乎傳教式地長期持續跟市場溝通。   要做到這點,一切都得回歸消費者自我價值和美感主張,廠商可藉由美學消費研究,找到風格微型團體,針對他們設計獨特位階的產品,對長於把外來的產品引進和豐富化的台灣企業來說,將會是一個全新挑戰。   劉維公指出,「生活風格」不等於「生活型態」,傳統市場調查主要取得消費者收入、教育、商店以及媒體消費型態等行為模式的資料,用馬斯洛理論找動機,並沒有做品味研究、美感傾向、價值主張這類生活風格調查,瞭解人與社會、世界的關係,因應未來將是一個次文化的時代,做行銷必須增加從社會學、人類學甚至考古學等文化、美學消費研究去尋找答案,區分出美感部落,把消費者的品味地圖畫出來。   像在歐美國家有所謂美學價值量表,協助行銷人做生活風格調查,並當做核心調查元素,美國按生活風格可以區分出多達64個微型團體或稱部落,企業每發現一項風格就等於發現一個市場利基。   再來看台灣,風格養成跟民眾出國經驗、資訊吸收多元都有關係。要從事美學消費研究,依照劉維公的經驗,除了待在辦公室做研究看統計數據外,到賣場、街頭觀察都是可行途徑,通常風格消費者的腳步走得快些,行銷人可以到夜店或誠品書店等,這類空間設計、音樂、明星資訊跟隨國外潮流最快的通路,也是在穿著打扮帶領風騷的流行集散地做觀察,這些場所近年成為許多商家產品發表會場,有許多接受異質、不同風格的自由業人士出入,本身就是「體驗機器」。 
  享受美學風格在中古世紀是貴族、藝術家等少數人的特權,但進入 21世紀已經是一個媒體現象,走向大眾化、平民化,消費者也許是渴望生活,願意多付一點錢購買有設計感、造型的商品,尋求一種質感、風格的品味生活,廠商如果能夠了解他們的美感需求,設計獨特、風格的商品,那麼中階消費層將會是最大的市場。   


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行銷大師科特勒:台灣應與歐美日合作打品牌
國際級行銷大師密爾頓.科特勒昨日在台北發表演說時建議台灣借力使力打國際品牌。他的兄弟菲利浦.科特勒認為,台灣如要打大陸市場,應該先與歐洲、日本、美國等國家合作,轉移他們的品牌經驗,再打自己的國際品牌。   密爾頓.科特勒和他的兄弟菲利浦.科特勒,都是國際知名的行銷學大師,昨天聯參加外貿協會和《天下》雜誌舉辦的「論壇」,針對台灣打國際品牌給予建議。   菲利普.科特勒認為,不少在大陸經營十多年的外商其實還是會碰到文化上的問題,台灣可以先協助這些外商做大陸市場,再借大陸市場經營自己的品牌。   智融集團董事長施振榮回應,跟歐美日企業合作經營大陸市場可做為手段,但並不是品牌台灣的目標,這樣做的好處是可以降低風險並快速學習國外的品牌經驗,台灣可以靠著大陸的腹地訓練人才,大陸只是台灣國際化布局的一環,首要做的是當地化。施振榮說,不要以為台灣與大陸同文同種就能懂大陸市場。   除了針對消費者的品牌行銷,企業對企業的品牌行銷是另外一環。   菲利普.科特勒表示,企業對企業的品牌行銷,對產品的品質及專業上的要求更重要,必須了解採購人的習性,為他們訂做適合的產品。   施振榮認為,企業對企業的品牌行銷,台灣做的非常多,但是大部份是以企業的形式存在,如果要成為品牌,則必須向客戶的客戶溝通,華碩就是例子,華碩的主機板甚至比歐美名牌價格都要貴,因為很多DIY客戶會指名購買華碩主機板,讓華碩銷售產品給零售商時更有說服力。 
  密爾頓.科特勒表示,消費品的行銷現在愈來愈重要,像台灣及大陸這種新近崛起國家,本身經驗並不足夠,消費文化其實源自美國,歐洲並非消費型社會,大陸正在變成一個消費型社會,台灣則是有一點消費型社會的特質。「消費是一個文化問題。」密爾頓.科特勒說。 


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遠見雜誌調查》服務業品質 平均55.85分
《遠見》雜誌日前日公布2006年十大服務業服務品質大調查,整體來看,十大服務業平均分數為55.85分,雖然比去年進步9.71分,但還是不及格。唯一達到80分以上的只有四個企業,分別為衣蝶百貨、建華銀行、星巴克及誠品書店。今年除了過去訪查過的商務飯店、百貨公司、國內航空、銀行臨櫃及便利商店之外,增加醫院中心、連鎖咖啡、計程車、加油站及連鎖書店五個新業種。調查結果發現,去年冠軍全部落馬,反敗為勝的案例增加,如晶華酒店、統一超商再度搶回該業種內服務最好的寶座。晶華酒店、立榮航空這兩家去年分別包辦商務飯店及國內航空最後一名的業者,在過去不到十個月的時間力爭上游,竟一舉登上該業種第一名。過去兩年都因為服務品質落差太大,而以三分飲恨輸給全家便利商店的統一超商,在上下一氣的努力下,今年終於擺脫「第二名」魔咒,搶回第一。統一超商為此還特別發表聲明強調,去年的滑鐵盧反而讓各店上緊發條,去年從內部檢視做起,製作「優質服務手冊」,提供門市服務準則,建立起標準化的服務流程,這些看不見的改變讓今年有了收穫。不過,亞都麗緻飯店、新光三越、玉山銀行、復興航空及全家便利商店這五個去年延續下來的業態第一名,不約而同把冠軍頭銜讓出來。其中,連續兩年拿到商務飯店第一、十大業態榜首的亞都麗緻,和去年銀行臨櫃第一名的玉山銀行,不但與冠軍無緣,甚至還意外摔出前五名榜外。《遠見》雜誌今年第四度調查台灣服務業的服務品質,再度與國內最大ISO認證機構SGS台灣檢驗科技公司服務驗證部聯手,派出台灣七成領有國際服務驗證執照的專業稽核員扮演神祕客,親自到全台270個服務現場,替87個服務業者打分數。有趣的是,今年的考題緊扣台灣消費者的切身需求及最新社會現象,如商務飯店的餐廳、看房服務,或是百貨公司的美食街,甚至到銀行櫃檯前假裝接到詐騙集團的電話準備匯款等。 



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騎車上班日(970123)
今天是自由日。
應該要自由自在的騎車~
即使冷氣團 is coming,還是決定騎車上班。經過工業區自行車道時,特別放慢腳步,以妨上次的差點休克事件再次花生~ 將將~成功
14.2公里 / 47分35秒鈺子說在向上路就瞄到我ㄌ
然後一路"追"...想要幫我帶背包,ㄏㄏ~可惜人家騎太快ㄌ,鈺子又被紅燈給擋擋擋...沒進工業區她就放棄這顆愛心ㄌ
 


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拼圖小天才???
均姨婆昨天把均表姐的拼圖給了愛拼拼圖的均...
昨晚是我這個也超愛拼圖的喵姨
全部給拼好...原來是十片動物,還有十片數字1~10的,20組六片拼圖呢! 一堆堆夠眼花撩亂ㄉ了。喵姨全部拼完後,均自己研究老半天...今天白天,均又要求姨倒出來,姨想說先帶她分類,結果怪事發生了
數字那些真的很難認,可是,動物那些個小片片,甘小均居然....全部都認得?! MY GOD.... 雖然她依舊懶得動手,但我一片一片的給她看,連那種只有動物小小局部的片片,她都可以馬上講出是貓頭鷹、豬、牛、羊、老鼠、馬、兔子、企鵝、小雞、小狗?! 恐怖到了極點... 她才第二次"接觸"他們ㄝ...
自己拼起來哩...
她抬頭說姨妳不要照我嘛....

 

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騎車騎到差點兒休克...@@
今天騎車去加班做簡報~本來星期四要騎上班的,可是咧...太冷啦~
超久沒有再騎到工業區的自行車道,也不知道是怎樣,熊熊想在那段直上坡站起來騎,開始時還很爽....速度超快,沒想到,騎一小段就心跳好快 竟然爬到最陡那個坡的時候,才上了一半就再也上不上去(以前的確是要變速變到底,可是上了KHS飛輪課之後,到現在都沒變到多於四段....喵的是9x3),下車推完整個坡,已經忘記到底左手邊的階梯是通到幾路 (去年就建議祁局長,可能是沒經費再做路牌ㄅ...),沒力氣扛車上去瞧了,慢步走上去,結果確認不是到36路,就在走下樓梯時,差點休克.......趕快坐到階梯上,慢慢深呼吸,告訴自己千萬別死在這平常沒人來的地方
..........還好~休息了一陣子,呼吸就順多了~~~呼~~~扣除休息,14.3公里48分29秒....下次該騎慢點... 老了....



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小野貓組曲




欣薇!辛苦了!各位水水位我們辛苦上傳的欣薇鼓掌吧!因為他幫我們拍攝我們才能有動作可練習ㄟ,謝謝您了


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97年6月8日鹿港文武廟端午節表演篇-----印度公主
因為回到家太累了,所以我特別請我的好友兼學員們幫忙拍攝的影片還未上傳,在此先謝謝美女們的鼎力支持,大熱天累壞你們了,專程來看我,帶來你們的熱情,讓我好感動ㄟ,在等等我就會上傳上來喔!未免等太久,我先借用別人....的老公.................................所拍攝的畫面用一用啦感謝慧涓(穿桃紅色舞衣的那位青春美少女)的老公---阿樹的拍攝(引用自他們的網址),給他們熱情掌聲


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