Sample Living Will Wv: Fill & Download for Free

I taught fourth grade, so most of my students were 9 or 10 years old. I was quite surprised when, the week before school started, my principal informed me that I had a meeting on a 10 year-old student that included his probation officer.“John” (not his actual name), was a transfer from a neighboring school, due to the fact that his former school lacked a behavior disorder program. He lived with his single mother, her physically disabled boyfriend, and a teenaged, male cousin that the mother had custody of, due to her sister’s drug problem. They lived in a store that had been converted into an apartment, in a declining area of the town that I taught in. John had obviously been running the streets from a young age, because he had racked up 3 shoplifting convictions from stores in his area. His parole officer explained that he’d been given many, many chances before stores had prosecuted, because of his young age. He’d already spent a small amount of time in juvenile hall and was on probation. Mom was being monitored by social services and had taken parenting classes and the entire family was in counseling. I also learned that at his previous school, John had fondled another boy, his same age, while at the urinal and often had his hands down his own pants in class. His mother admitted at the meeting that he’d been exposed to pornography at a young age by his teenage cousin, and in her words, “couldn’t stop messing with his ‘thing’.” My impression of mom was that she had some mental health issues. Her clothing and heavy makeup were inappropriate for the occasion and she spoke quickly, making excuses for him and darting wildly from subject to subject, (as if manic).The meeting covered his IEP (individualized education plan), including his goals in the behavior disordered classroom and in my regular ed. classroom. I was surprised to find out that this child was actually a very good student and was in the top reading group. I saw samples of his writing that were well above his grade level. After mom left the meeting, the probation officer warned the BD teacher and me that he was very manipulative.I was certainly worried about how my school year would go with John in my classroom. I was completely floored, a few days later, when I met him on the first day of school. He was an extremely cute and charming boy with tousled blond hair, twinkling blue eyes and a sprinkling of freckles. He was also considerably smaller than his peers.The first few weeks was his “honeymoon period” at school; he was on his very best behavior. Then, things began falling apart. It began with him masturbating in class. (He was quickly redirected and sent to the BD classroom, per his IEP for this). He started putting classroom items down his pants and urinating on them. He was physically violent with male students on the playground, knocking them to the ground and then getting on top of them and basically “humping” them. He was suspended (in-school) for each of these accounts. The incident that finally got him removed from our school was when he tried to physically make a boy in the restroom perform oral sex on him.He was expelled and sent to a special school for behavior disordered students in another state (my county school system had to pay for this, because they were unable to serve him within their school system).Presently, this child is 28 years-old, and is currently on the sex offender’s registry, in the county of WV where his mother now lives, for molesting his own sons at the ages of 3 and 5. My colleagues and I always said that he would be the next Jeffrey Dahmer. I pray that he’s imprisoned or institutionalized before he harms more people.

Most places it's still legal to buy and own machine guns. Since the Hughes Amendment to the 1986 Firearm Owner's Protection Act, no new fully-automatic firearms have been allowed to private collectors. Prior to this, the 1934 National Firearms Act put a licensing and registration scheme in place for fully-automatic weapons, short-barreled rifles & shotguns, suppressors, rifled weapons of larger than 1/2" bore (with the interesting exception of rifled slug barrels for shotguns for some reason), and a particular class of firearms known as "any other weapon."So you can buy and possess a machine gun if you live in: AL, AK, AZ, AR, CO, CT, FL, GA, ID, IN, KY, LA, ME, MD, MA, MN, MS, MO, MT, NE, NV, NH, NJ, NM, NC, ND, OH, OK, OR, PA, SC, SD, TN, TX, UT, VT, WV, WI, WY. They're just very, very expensive, and you must submit a lot of paperwork to the BATFE, plus pay a $200 tax on each such firearm you purchase.Or, you can get a license from the BATFE as a dealer in "Title II weapons," which can still be purchased by law-enforcement departments, whereupon you will have access to much less expensive "post-'86 sample" firearms from major manufacturers that you can "demonstrate" to potential customers, which include other licensed dealers. Lots more hoops to jump through, but if you're really jonesing to shoot your own full-autos, it's one way to go.Either way, you'd better have deep, deep pockets.Edited to add:If the Hughes Amendment were negated and new full-auto weapons once again became available to collectors, I'd probably sell an organ and buy one of these:Lakeside Guns ½-scale Browning 1917 .22 caliber belt-fed.Just because.

Of the 12,731 B-17s produced, about 37% were lost in combat to all causes (shot down by fighters or flak, irreparable damage upon return, or abandonment). Others were lost in training accidents or to non-combat causes (e.g., weather; down through the years many B-17s were damaged or lost in accidents, most of which were attributable to some form of crew error; there were relatively few major accidents solely resulting from mechanical failure). After the war most of the aircraft that had seen and survived significant combat were stored temporarily - primarily at Kingman, Arizona and Walnut Ridge, Arkansas - until dismantled and the airframes broken up for scrap.Net of these a large number B-17s remained to be accounted for - including about 1100 that were either retained by the U.S. military or maintained in surplus parks in good flyable condition. These were divided into two groups: those the Air Force wished to keep (stored at South Plains and Pyote, Texas and elsewhere) and those that it did not but had surplus value to operators (these were primarily stored at Altus, Oklahoma). As the USAAF (and from 1947, the USAF) saw great value in the B-17 for second-line uses, low-time aircraft not already in use were placed in long-term storage. Also, a large number of B-17s were stored at Oberpfaffenhofen, Germany as a reserve fleet - in addition to B-17s already in ETO use. In 1946 at least 60 B-17s in good flying condition were concentrated at Phillips AAF (Aberdeen Proving Ground) and transferred to Army Service Forces. The use and fate of these aircraft has not yet been documented, although about 25 other B-17s were sent to Aberdeen with codes on their record cards indicating they were to be reclaimed. Apparently these aircraft (and parts thereof) were used to support various test activities. (Still other B-17s were used to support chemical weapons tests, both at Aberdeen and at Dugway Proving Ground in Utah, through 1956.)Immediately after the war, B-17s were employed in a wide variety of secondary roles, first as transports, particularly in the ETO. They were also modified for air-sea rescue, photomapping, and route proving, among many other uses. During 1945–46 at least 40 B-17s photomapped the entirety of western Europe and North Africa (except for parts of Spain) under the aegis of Project Casey Jones carried out by the 305th and 306th Bomb Groups. When these missions were completed, most of the aircraft assigned - having been converted primarily from combat pathfinder aircraft transferred into the 305th and 306th during May 1945 - were summarily scrapped. Elsewhere B-17s were widely deployed, displacing B-24s in the Pacific Theater and established in the same roles as in Europe. By 1948 over 90 other B-17s were engaged in mapping, charting, and other reconnaissance missions around the world, including ferreting along Soviet borders. These aircraft flew from the Arctic to the South Pacific, throughout South America as far south as Terra Del Fuego, and also covered Soviet Bloc borders and the Caribbean.B-17s were flying scheduled freight and passenger routes, particularly in the ETO, Africa and the Middle East; deployed as executive transports throughout the world from China all the way around to New Delhi; as air-sea rescue aircraft all along the air routes (especially in critical locations such as Greenland or the Aleutian Islands); continued as trainers (primarily in the U.S. but also with various regional commands); and found many R & D uses that are bewildering in variety - such as those used for weather reconnaissance and weather research. Another highly visible example is that of the radiation sampling drones (and associated drone controllers) that flew through atomic weapons test clouds at Bikini in 1946 (and later weapons tests). Meantime, the U.S. Navy and Coast Guard acquired B-17s for their uses, and the Navy versions became the first airborne warning and control aircraft in the world. These were the last B-17s assigned to front-line squadrons in the U.S. Military, serving until replaced by WV-2 Warning Stars in the ~1955 time period.Among the aircraft sold as surplus from Altus and elsewhere were B-17s acquired by the State of Israel, which used them in combat in the 1948 war. Other foreign governments found uses for them as well, including those of Sweden, Denmark, France, Portugal, Brazil, and the Soviet Union, which used “pirated” B-17s as multi-engine trainers. Later on the Taiwanese Air Force employed them for surveillance and to drop agents into mainland China. Other surplus B-17s filtered into the civilian market via several means and were converted for commercial use, often for photomapping (B-17s were an ideal platform for this service) but also for freight carrying, surveying in support of oil exploration, aerial spraying operations, and in one case, prisoner transport!The B-17s held in storage at Oberpfaffenhofen were either allocated to some operational use or - by 1949 - scrapped due to having been exposed to the elements in unprotected storage for several years (this wastage drew the attention of congress). Prior to the Korean War the USAF - while appreciating the excellent qualities of B-17s - also appeared to have considered them to be relatively expendable and inexhaustible in supply. For example, 72 RB-17G reconnaissance aircraft - by then being replaced with more modern equipment - were recalled from the field during 1949 and mostly dismantled for parts (reclaimed) in support of other B-17s, including 28 given to the Navy for maintenance of their aircraft. It is interesting to note that those recalled from the Far East carried a notation of “forced” on their Record Cards - meaning that the Far East Air Command did not want to give up the aircraft and did so under protest. During this period it was often easier to reclaim a B-17 than to repair it, and a number of them - that today would certainly be worthy of repair - were reclaimed after a few years’ service. For example, some radar trainers serving at Boca Raton and Lowry from the late war period until 1947 were sent to Robins AFB in February 1948 and reclaimed there.This general situation began to change in 1950. Aircraft that had been slated for reclamation were in fact overhauled and rebuilt. Part of the reason was the realities of the Korean War and part of the reason was that the value of the B-17 remained high and the USAF recognized that the supply was not infinite. Also, the B-17 had proven to be a very capable drone and was in use in support of guided missile tests as well as in other functions, such as ditching tests. Since over time drones were expended, a steady supply was needed. At first these were taken from storage depots, but later - as aircraft completed other assignments - they were converted into target drones. Drones often flew for many months or years before being destroyed, many returning to base after incurring severe damage in the tests. Over 130 B-17s were used as drones with most - but not all - expended in missile testing, the last documented being expended in August, 1959 (although there is some evidence the last test was actually conducted in June, 1960).During the Korean War B-17s served in a variety of roles, ranging from search and rescue (the first Allied aircraft to land in South Korea after hostilities opened was an SB-17G); to use as VB-17G executive transports; and for reconnaissance (RB-17G). Both SB and RB aircraft were rearmed - the last case of USAF B-17s being armed for combat. The demand for executive transports was such that their numbers increased during the war. Part of the reason was that B-17s could operate from much more primitive airfields compared to more modern equipment. About this time several B-17s entered the shadowy world of espionage, serving with the CIA as well as with the Taiwanese Air Force. For example, during the 1950s a CIA B-17 dropped agents in western China by staging clandestinely through Pakistan. In addition, the U.S. Navy AWAACs aircraft (modified B-17Gs designated PB-1W) flew over Korea in combat conditions later in the war.After the war, SB-17G aircraft were in process of being slowly phased out, although the last ones - based in the Azores - operated as late as March 1956. Many of these were converted to QB-17G/L/N drones and ultimately expended as targets. A few remaining RB-17Gs - particularly those serving with the 7499th Composite Squadron in Germany (which among other duties ferreted the Soviet Bloc obtaining signals intelligence) - were assigned to other duty in 1953 (some transferred to non-USAF entities and some converted to target drones). The VB-17G transports lingered, the last not ending service until 1958. Other B-17s - primarily those in various R & D functions - continued longer still, including of course, the drone director aircraft (DB-17P). But by mid-1959 almost all USAF B-17s were out of the operational inventory in some fashion - expended as targets, dismantled for parts, held for or sold as surplus, transferred to other agencies, or given over to museums. Meantime, the Navy had retired its B-17s by the end of 1956; the last USCG B-17 completed its final mission in October 1959.Among the surplus aircraft were nine given to the Bolivian government for use as civilian transports in 1956; the 13 used by France’s IGN - a major civilian operator of mapping and survey aircraft - and many other operators around the world. These included 26 in freight operations in South America, 23 in forest fire fighting service in North America, and several other spraying and survey operators, two examples being Kenting Aviation in Canada and Aero Service Corporation in the U.S. These and other civilian-operated aircraft flew around the world for years, in locations ranging from the Arctic to Australia, from South Africa to Afghanistan, from Viet Nam to Libya - and the list of locations goes on and on. (One outstanding example is that of an Aero Service B-17 used for satellite tracking during the 1960s and flew all over the world while serving in this role.)Over time, cost, wear, and attrition gradually wore down this highly diverse and dispersed fleet. The Brazilian Air Force - the last military operator - reluctantly retired its B-17s in 1968 as the USAF could no longer provide logistics support for them. Civilians kept them going as long as feasible but with the retirement of U.S. fire tankers at the end of the 1984 fire season very few remained active in the civilian sector. The last of these - operated by IGN - was lost in a takeoff crash in 1989. After that only restored warbirds have remained in flying condition.As mentioned in other posts, when B-17s were first assembled, there was no thought of their long-term use: in wartime aircraft lives were measured in weeks or months. But after the war, the full value of the aircraft was appreciated and they were maintained in service for many years. Some aircraft were stored in new condition also for years before being assigned a job (the record period of storage was 11 years - B-17G 44–83659 which was taken from storage November 1956 for conversion to target drone). The USAF had a hard time turning loose of the last B-17 held in the bone yard at Davis-Monthan AFB, which was finally sold surplus in 1967 having been stored since completing service as a drone director in April 1959. The bottom line is that the B-17 had great value as an aircraft and military and civilian operators around the world extracted this value fully between 1945 and 1989. This is a remarkable and almost unrivaled period of service for a former W.W. II bomber. Here are some examples:VB-17G 44–83798 of the Far East Asia Logistics Force, likely at Korean airfield late in the Korean War. Note airliner-style paint scheme. Aircraft originally served with 4th ERS as a SB-17G SAR aircraft before conversion to executive transport at Olmstead AFB, from August 1952; returned FEA command November 1952. USAF record card coding indicates aircraft sent to “Foreign Nation Air Material Command” after 19 March 1956 - likely transferred to the Taiwanese Air Force. Fate undocumented but may have been lost to night fighters over China in the 1957–62 time frame.SB-17G 44–85746 SAR aircraft serving with 7th ERS based at Dhahran, Saudia Arabia in 1949-50. Among the many miscellaneous duties performed by SAR B-17s, this aircraft dropped supplies to U.S. military personnel operating in the desert, and recovered material for return to base via a pickup line. This evolution fully illustrates outstanding flying qualities of the B-17, which in order to effect the pick up is flying extremely low above a very hot desert enviornment. This aircraft was later transferred to 4th ERS McChord AFB and was lost when flown off-course into terrain during a snow storm, 19 January 1952.SB-17G SAR aircraft with 10th ERS, Elmendorf AFB, Alaska. Aircraft in foreground (44–83787) served until designated for storage at Kelly AFB 30 June 1952, then converted to a QB-17G (and later upgraded to -L) target drone and expended at White Sands Missile Test Range 26 July 1956, targeting missile was Falcon:DB-17P Drone Director, 44–83690 photographed at an airbase open house. Directors were given large ID letters just as were drones and most normally had APS-10 radar in former ball turret position. Directors controlled all aspects of drone remote-controlled flight except for takeoff and final approach to landing, which were handled by ground-based controllers. Aircraft survives, on static display at Grissom AFB.Radiation sampling drone, QB-17G 44–83565, shown at Eniwitok, for Project Greenhouse nuclear tests, Spring of 1951. Aircraft has completed mission and bomb products are being removed for analysis; later it will be decontaminated for reuse. After Greenhouse was completed, she was dedicated to target drone service and was severely damaged in a Nike Missile test, 30 April 1953. Because the aircraft continued to fly but could not be controlled due to damaged remote control equipment, the range safety officer elected to activate the self-destruct mechanism (designed to explosively detach one wing) - which also failed. Finally the aircraft went down on its own - thankfully causing no collateral damage.QB-17N target drone, 44–85597, expended 24 June 1959 at White Sands Missile Test Range (attacking missile not yet documented but may have been Nike); note barely visible wing tip pods - these contained cameras and were parachuted away with records of the missile engagement if the drone were downed. Aircraft had been used for somewhat murky administrative functions prior to being converted for drone service:First successful interception by Nike Ajax antiaircraft missile with live warhead, April 1952: QB-17G 44–83738 target drone just prior to warhead detonation. Drone ID letter N, smoke marker, and photo theodolite target on lower fuselage are clearly visible. Aircraft had been assigned to the Caribbean Air Command from 1945, then was converted to a radiation sampling drone for Project Greenhouse nuclear weapons tests in 1950. After Greenhouse tests were completed in 1951, aircraft was dedicated to target drone service.One of many B-17s used for weather-related functions, 44–85560. Crew member Sam Stine stated, “We flew about 37 experimental flights in the first year and a half. Flying into thunderstorms, line squalls, the tops of tornadoes, you have it.” Other B-17s pioneered hurricane hunting, developed blind-flying techniques and landing aids, and performed weather reconaissance. This aircraft was also used to develop electronics until July 1955, was converted to a target drone, and expended 22 May 1957 at Eglin AFB.Civilian forest fire fighter (converted B-17F 42–29782 - survives in flyable condition but limited to static display, Museum of Flight, Seattle):VB-17G 44–83785 executive transport (survives - after USAF service was transferred to a CIA front company, later became civilian fire tanker). When operated for the CIA it was the development aircraft for the Fulton Aerial Recovery System and made use of this equipment to retrieve an agent from a former Soviet Ice Station in the Arctic. Later it was featured “retrieving” James Bond at then end of the movie Thunderball:New-appearing B-17G being prepared for clandestine operations, specific identity unknown. Location appears to be at a base in the Far East during the Korean War period. Note removable cover over former ball turret position - agents would parachute through it under cover of darkness:RB-17G photo mapper named Pussy Mission - great double entendre - at Ramey AFB, Puerto Rico, 1947. Her navigator - Captain Pete Tippen - told of many happy off-hours when assigned to mapping duty. Aircraft was Douglas-built 44-83521; when the mapping mission was completed, sadly she was transferred to Brookley AFB 2 June 1950 to be dismantled for parts support (Brookley became the center for QB-17 target drone conversions):PB-1W 77237 of Navy Squadron VX-4 (former B-17G 44–83874), one of the AWACS B-17s. Transferred to USN July 1945, served until stricken in 1956; finally scrapped in 1963. Note APS-20 radar dome in former bomb bay position. The aircraft carried its own combat information center (CIC) crew. The PB-1Ws were “noisy, cold, and cramped” but they pioneered the concept of aerial battle management aircraft. This aircraft would have been deployed to combat Kamikazes had the war not ended abruptly; some PB-1Ws did serve in Korea. Until replaced by Lockheed WV-2 Warning Stars in the mid-50’s these were the last U.S. military B-17s in front-line service.RB-17G 44–85497 Arctic Queen on takeoff for reconnaissance mission, gravel strip at Thule, Greenland, September 1947 (this and other B-17s were refueled from 42-gallon drums under very primitive conditions). Entries on her record card suggest she was given signals ferreting equipment at Griffiss AFB as part of preparation for the mission, which would take her near Soviet borders. Arctic Queen was reclaimed at Hill AFB from November 1949, to provide parts support for other B-17s:One of three B-17Gs modified for testing large turbine engines, 44–83513 was bailed to Wright for tests from 1945 through 1957, then sold to the company; aircraft survives, now under restoration:EB-17G 43–39340 had a long history with the USAF, used for a variety of tasks while primarily serving with the R & D establishment at Wright-Patterson AF. Photos below, clockwise from upper left: prepared for a mission to track a solar eclipse across South America during 1947; aircraft when used for experiments with forest fire fighting in 1953; interior showing cameras and operators during eclipse tracking mission; and end of mission photograph. Among other assignments, this aircraft was used to develop drone systems until finally converted to a target drone itself and expended 12 June 1959 after more than 14 years in service:Last manned B-17 in U.S. Military service, 44–85828 served the USCG as a PB-1G in the role of specialized photomapper, shown awaiting disposal in July 1960 parked aside a new C-130. In addition to lasting some 14 years in Coast Guard duty, she went on to many civilian assignments - including serving as fire tanker B30. This storied aircraft is now preserved on static display, aptly named I’ll Be Around.One of the last four B-17Gs in military service, 44–83663 with the Brazilian Air Force, 1968. By prior agreement, this aircraft was returned to the USAF for preservation, and is now on static display at Hill AFB museum:One of the few remaining B-17E models, 41–9210, in the service of Kenting Aviation, Toronto - used primarily for mapping. Later served as a freighter in South America, and by a miracle was rescued from derelict condition and returned to the U.S. Presently in storage.Former USAAF B-17G 44–85643, sold surplus from RFC Altus, Okla. December 1947 to Institut Géographique National, Criel, France. Served for 42 years in survey and related work before being lost in take-off accident during filming of movie Memphis Belle in 1989. She was the last civilian workhorse B-17 in commercial service, and is the B-17 that famously appears as the shadow of the B-52 in Dr. Strangelove. Photo taken at Tripoli, Libya in 1968; note magnitometer installation:Restored warbird B-17G (44–85829, Yankee Lady) was held by the USAAF in a surplus park temporarily before being transferred to the USN February 1946. Seconded from the Navy to the USCG, she served on International Ice Patrol and for other functions, designated PB-1G. Sold surplus in 1958 and used by various civilian operators (such as Fairchild Aerial Surveys) then finally as a fire tanker; acquired by Yankee Air Museum in 1985 and given a meticulous multi-year restoration. She was active for 38 years before her restoration and is among the best maintained flying memorials, still on duty - 75 years and counting: