Donald Trump savaged Vice President Kamala Harris’ failed White House bid in his Time “Person of the Year” interview — saying her biggest mistake was “taking the assignment” at all. The president-elect — who was given the magazine’s lofty title on Thursday — said Harris’ campaign was doomed from the start “because you have to know what you’re good at.” Trump said what he believes also cost her the election was her failure to reach a wider audience on the campaign trail by speaking to streamers and podcasters — such as Joe Rogan — as he did. “When she wouldn’t talk to anybody, it shone a light on her,” Trump said. “You know, she didn’t do anything. And people said, ‘Is there something wrong with her?’ Why would they? I mean, I’m doing this interview with you. I did interviews with, if I had the time, anybody that would ask, I’d do interviews,” he said. “I think the Joe Rogan interview, you know, went on for almost three and a half hours.” Trump was declared the magazine’s 2024 Person of the Year after his stunning political comeback — which the magazine described as “unparalleled in American history.” Originally published as Time ‘Person of the Year’ Donald Trump gives savage three-word takedown of Kamala Harris’ failed presidential campaignNew 2025 laws hit hot topics from AI in movies to rapid-fire guns
The Summit High School boys basketball team is entering a new era. After eight years of Jordan Buller being at the helm of the program, Summit head football coach Paul Lopez has taken over the reins of boys basketball team as the interim head coach. Last season, the Tigers earned a record of 12-12, which was enough for the team to return to the Class 4A playoffs for the first time since 2021 . With a new coach this season, Summit will look to make the playoffs again this winter, but like any team, will face several challenges throughout the season. Beyond navigating a new coaching staff, Summit will also be tasked with filling the void left by the five seniors that graduated from last year’s team. Seniors included playmakers like Emilio Jain, Hank Chabot and Max Nakos as well as leaders like Matthew Valdez. Despite losing the graduating seniors, Summit has returned a group of players that are not only powerful athletes, but also have the skills necessary to be leaders on the team. Most notably, Summit will rely on the star power and expertise of senior guard Eduardo Gutierrez. Gutierrez led the team in points last season, averaging 14 points per game and scoring a total of 336 points. In addition to being able to score for the Tigers, Gutierrez possesses an ability to invigorate his teammates and harness that competitive edge that is necessary to win in close games. Another strong returner for the Tigers will be senior Alejandro Baray-Jain. Last season as a junior, Baray-Jain played in a total of 18 varsity games where he averaged 0.8 points, 0.9 rebounds and 1.1 assists per game. Fresh off a huge football season, Baray-Jain will look to be a leader for the Tigers on the court this winter, serving as one of the team’s captains. “It is my last year, so I just want to finish off strong,” Baray-Jain said. “With Coach Buller and Coach Kimball leaving last year and Coach Lopez and Coach Kelly stepping up, we didn’t see it as a challenge — we are grateful for it everyday. Everyone is a leader on this team. Being named a captain on this team by Coach Lopez already — I am beyond grateful for that.” Gutierrez and Baray-Jain will be supported by several newcomers to the varsity roster. Notable additions come from the Tigers’ football team and include senior Sean Mullaly as well as senior Cesar Sauceda. Like Baray-Jain, Mullaly and Sauceda were mainstays for the Summit football team this past fall. The two seniors, alongside Baray-Jain, were team captains for the Summit football team throughout the team’s 3-7 season. Like the girls basketball team, the Summit boys will make the transition from 4A to Class 5A this winter. Although some of the team’s opponents may be a little bit more challenging, the Tigers’ 5A Western Slope league schedule is full of familiar teams. Featuring Battle Mountain, Eagle Valley and Glenwood Springs, Summit has a good chance of ranking high in the four-team league by the season’s end. Last winter, Summit defeated Battle Mountain by over 30 points while falling to Glenwood Springs by six. Summit will see where it stands as a team on Wednesday, Dec. 6, when it takes on Windsor High School as part of the GoJo Tipoff Classic in Fort Collins. “Coach Lopez and Kelly are new to this,” Baray-Jain said. “Basketball is a completely different sport from football. They need all the help from us. We need to pave the way for the new kids. We will see how we respond to (Windsor). They are a good 6A team. They were really good last year. ... It is going to be a tough game, but the way we go into the game is going to affect others in the long run.” Summit will play on the road for the first month of the season before hosting Evergreen High School in Breckenridge on Jan. 7.Check out a full Iowa scouting report that examines the Hawkeyes' offensive and defensive statistics and more ahead of their game against Nebraska. * * * Record: 7-4 Offensive yards per play: 5.7 (73rd nationally) Defensive yards per play: 5.0 (34th) Turnover margin: +11 (T-8th) Penalty yards per game: 29.7 (3rd) Kirk Ferentz (215-144 career, 203-123 at Iowa) New Big Ten, same Iowa. The Hawkeyes have continued to play solid football in Kirk Ferentz's 26th season at the helm, hanging their hat on playing defense and running the football. They lost to the two currently ranked teams they've played and had a couple unexpected road shortcomings, but remain 5-1 at home with a number of decisive victories in conference play. People are also reading... Recap: Here's how Joey Graziadei will win 'Dancing with the Stars' They fell in love with Beatrice. So they opened a store in downtown. At the courthouse, Nov. 23, 2024 Search warrants lead to arrest of man in narcotics investigation No change in bond amounts in child abuse death case Clabaugh family presents Outstanding Educator award Harmonizers to perform Courthouse lighting ceremony planned for Sunday Kidnapping in Nebraska prompted police chase that ended with 3 dead on I-29 in Missouri Inside Nebraska volleyball’s finishing kick for a Big Ten title: First up, Wisconsin Zitel bound over to district court in death of child Just Askin': Dana Holgorsen noncommittal on future, ranking a big week for Nebraska Athletics Streaming review: 'Landman' gives Billy Bob Thornton a real gusher of a series Amie Just: Bring out the tissues — and the brooms — for Nebraska volleyball's emotional win At the courthouse, Nov. 16, 2024 Type: Run-heavy Coordinator: Tim Lester Letting go of Brian Ferentz and bringing in Lester in the offseason has paid dividends for the Hawkeyes already. The Iowa offense has returned to being a respectable unit, its 29.4 points per game ranking 55th nationally. Even with inconsistent health and quality at quarterback, an outstanding ground game has helped lead the team to some blowout wins. Type: 4-2-5 Coordinator: Phil Parker After fielding top-five units the past two years, Parker's defense has seen a slight drop. The Hawkeyes allow 17.7 points per game, fifth in the Big Ten and 12th nationally. Of course, that's still a pretty good number from the accomplished Iowa coordinator, but Michigan State and UCLA were able to break through enough for wins despite not having inspiring offensive attacks. Kaleb Johnson, running back: The nation's second-leading rusher behind Boise State's Ashton Jeanty, no Big Ten back has been in the same realm of total production as Johnson has in 2024. He's already broken Iowa's single-season rushing touchdown record and is third on the program's list for yards on the ground in a season. Jay Higgins, linebacker: Leads Iowa in total tackles (106), interceptions (4) and forced fumbles (2), while ranking third on the team in pass breakups (5). The fifth-year linebacker has done a bit of everything for the Hawkeyes. "Their players are waving at our guys — ‘Hey, have a good Christmas!’ — that was painful. That was really painful. So I don’t doubt that our guys will be ready. But their guys will be ready. It really just comes down to football." — Nebraska coach Matt Rhule on the team's loss to Iowa in 2023 "This back is fantastic, he makes people miss, and he can burst and go the distance... [Iowa's] doing a really good job, and they’ve run some people off the field just by running the football down their throat." — Nebraska coach Matt Rhule on Iowa's run game "First start as our quarterback... He played with a lot of poise, good awareness out there, made the plays we were hoping we'd make and made good decisions most importantly and protected the football." — Iowa coach Kirk Ferentz on quarterback Jackson Stratton's performance against Maryland 227: Pass attempts by Iowa this year, the least in the Big Ten. Michigan is next with 50 more. 14: Iowa's increase in points per game from last season to this one — from 15.4 to 29.4. 24: Punts downed inside the opponent's 20-yard line by Iowa, the most in the Big Ten. Aug. 31 Illinois State, W 40-0 Sept. 7 Iowa State, L 20-19 Sept. 14 Troy, W 38-21 Sept. 21 at Minnesota, W 31-14 Oct. 5 at Ohio State, L 35-7 Oct. 12 Washington, W 40-16 Oct. 19 at Michigan State, L 32-20 Oct. 26 Northwestern, W 40-14 Nov. 2 Wisconsin, W 42-10 Nov. 8 at UCLA, L 20-17 Nov. 23 at Maryland, W 29-13 Nov. 29 Nebraska Get local news delivered to your inbox!
Nebraska offensive coordinator Dana Holgorsen has no shortage of memories of the Iowa football program. An Iowa native born in Davenport, Holgorsen’s days as a Hawkeye fan are long in the past — but he remembers what it’s like to coach against them. An experience that Holgorsen first underwent as a young Texas Tech assistant in 2001 will be reprised again this weekend. “Twenty-some years later, it’s the same scheme, the same coach, the same everything; this is crazy,” Holgorsen said of Iowa. “It’s going to take another good effort and more improvement to be able to go to Iowa and play in that atmosphere against a good football team.” Nebraska’s recent surge on offense will have the Huskers feeling confident about their upcoming matchup. While Nebraska may not have equaled its recent 44-point outburst against Wisconsin during a loss to USC two weeks prior, foundational improvements were there from the start in Holgorsen’s eyes. Despite scoring 13 points on offense against the Trojans, the Husker offense “just felt better” in that game, Holgorsen said, leading to a “very motivated team” during the week’s practice efforts. And when NU hit the field on Saturday, improvements were there. After struggling to finish drives against USC, Nebraska scored five touchdowns in its seven red zone attempts against Wisconsin. Nebraska threw the ball well, protected its quarterback and found a "difference-maker" in running back Emmett Johnson. “We ran the ball better; that’s the second week in a row I thought the O-line has played well,” Holgorsen said. “Dylan (Raiola) hasn’t been hit a whole lot, he feels good, he’s getting better and processing things well. We’re throwing it and catching it better and our receivers are in the right spots.” It’s been no easy task to drive those improvements in a short amount of time. Holgorsen has only been in Lincoln for a little over three weeks, having first been summoned by head coach Matt Rhule to evaluate the team’s offense before taking over control of it. Midseason coordinator changes may not be rare, but hiring a new face from outside the program is, and Holgorsen admits it made for a “rough” first week on the job. After all, none of the Husker coaches Holgorsen was joining and players he was beginning to coach knew exactly how the situation would play out. Instead, they had to go through it together. “I started getting into the offensive room and those coaches were looking at me crazy like, ‘What are you doing here?’ It’s just true, so we had to sit down and talk and start feeling things out and start working together,” Holgorsen said. “Give those assistant coaches a lot of credit because they didn’t bat an eye. I thought we were smart with how we handled it — I could’ve came in here and changed specific things and that wouldn’t have been the right thing to do for the coaches and the players. I was the one that had to learn.” A desire to challenge himself was one reason Holgorsen said he took the Nebraska job, something which showed up in the new offensive language he needed to familiarize himself with. Having come up as a young coach in the Air Raid offense, Holgorsen exclusively learned, mastered and taught those principles in the years since. It had been 35 years since he last had to learn a new offensive language, Holgorsen estimated. Flash cards with terminology from the Nebraska offense and help from other assistants have helped smooth over that process. Holgorsen may not have been able to stamp his identity all over the offense yet, but he has been able to tweak things, including the very playbook Nebraska operates from. Rhule’s original concepts of a pro-style offense have been added to, transformed and adjusted over the years, with current coaches Marcus Satterfield, Glenn Thomas and Donovan Raiola all bringing different principles and focuses to the playbook. “There’s just all kinds of ideas, so that playbook got pretty big,” Holgorsen said. “I was just like, ‘Look, there’s only one sheet and whatever’s on the sheet is what’s going to get called.’” Trimming down the number of plays Nebraska practices is one such adjustment Holgorsen has made, a process that is collaborative among the Husker coaching staff. Holgorsen also said Nebraska was “probably playing people in too many different spots,” something he’s looked to change so players can focus on their individual roles with more accuracy. “We’ve done a good job of coming together and coming up with a plan of what makes sense to our players,” Holgorsen said. “If it don’t make sense to me, it ain’t gonna make sense to them.” Those changes, and the potential Nebraska showed on offense last week, have excited Husker fans about what the future of a Holgorsen-led offense will look like. However, nothing is guaranteed yet. Holgorsen said that when taking the job he told Rhule he’d get the team ready for USC, Wisconsin and Iowa before figuring out what the future holds. “I don’t want to talk about it, and I don’t want to know what’s next,” Holgorsen. What Holgorsen does know is that he’s enjoying the opportunity in front of him. In part because of the responsibilities he had as a head coach compared to being an offensive coordinator, Holgorsen said he had “more fun on Saturday than I’ve had in a long time” overseeing the Husker offense. As Holgorsen continues furthering improvements within the Nebraska offense, the only guarantee Husker fans have is that he’ll be on the sidelines Friday. It’s currently “the plan” that he will continue as Nebraska’s playcaller during its bowl game, Holgorsen said. “My plan’s to focus on Iowa, try to beat Iowa and see what happens after that.” Get local news delivered to your inbox!
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Geode Capital Management LLC Increases Position in Grid Dynamics Holdings, Inc. (NASDAQ:GDYN)The first step in the incredibly complex process of transporting passengers by air from an origin to a destination is the composition of a flight plan. The flight plan is a lengthy legal and informational document that contains much more than just the routing for the flight. Flight plans are assembled by highly trained and licensed dispatchers who make the plan available to pilots anywhere from 90 minutes to an hour before departure. Flight plans are the framework for every commercial airline departure, and this article will identify some of the critical elements of a flight plan and talk about what is contained in each one. Header and release How a flight plan is organized depends on how the airline has formatted its flight planning software. While many differences exist from company to company, the first part of any flight plan usually shares commonalities. Primarily, the flight number, the origin and destination, the aircraft registration, the flight time, and the pilots are almost always listed near the beginning of the flight plan. These items are some of the most important, so they appear at the front of the plan. For example, one of the first things pilots should do when they arrive on the flight deck is to ensure the plane's tail number listed on the flight plan is the same plane they are sitting on. Believe it or not, flights sometimes depart using the wrong plane if there is a communication mix-up about which gate the plane was parked at. The "release" is usually collocated on the front of the flight plan. Flight plans are often colloquially referred to as releases, and this is because the pilots are required to "sign the release" section of the flight plan before pushing back from the gate. This signature, particularly the captain's, is a legal acknowledgment that the pilots accept the flight plan as filed. Pilots wait to sign the release section of the flight plan if there is a disagreement about the amount of fuel or maintenance status of the plane until the issue has been sorted out. Signing the release not only indicates an acceptance of the plane and the flight plan but also indicates that the pilots are adequately rested and are mentally and physically fit to fly the sector. Flight information and navigation log Flight plans detail the routing that the pilots will follow. The waypoints and airways the dispatcher selected for the flight's navigation are contained in the nav log section of the flight plan. Dispatchers put the navigation log together using information provided by the company, flight planning software, and air traffic control (for instance, ATC might have "preferred routing" for particular airspace sectors). The compilation of this navigation data is sent to the pilots in the flight plan and ATC so that they can either approve the plan or amend it as necessary. Any change that ATC needs to make to the plan is sent to the pilots via the route clearance and the terminal departure and arrival procedures they will use. The nav log contains each waypoint name, the estimated time of arrival at the waypoint (assuming the flight departs on schedule), the distance to the next point, the altitude and winds aloft, the time remaining (both to the next waypoint and for the remainder of the flight), and, notably, the planned fuel. Traditionally, flight plans are printed on paper. Pilots fill in the actual time over waypoints and the fuel remaining (which shouldn't be far off from the plan without good reason) and use this to track their progress. At many airlines, flight plans are interacted with digitally on pilots' EFBs. They fill out the time and fuel, and the electronic flight plan will display their values against the plan without the pilots having to do the simple mental math. The fuel and time are also sent to the dispatcher in real-time so they know how the flight is progressing relative to what they or their colleagues planned for. Fuel, payload, and cargo Most flight plans contain a dedicated section identifying the fuel, planned passenger count, and cargo. This section distinguishes the difference between the plane's zero fuel weight (the plane's basic empty weight, passengers, and cargo) and the ramp weight (what the plane will weigh after the fuel is uploaded). As such, block fuel, taxi out fuel, minimum takeoff fuel, trip fuel, alternate fuel, reserve fuel, and landing fuel are all presented as variables. This helps pilots quickly identify what is needed to be safe and legal. Minimum takeoff fuel and reserve fuel are non-negotiable values (legal), while the planned landing fuel and discretionary fuel can be adjusted for what the pilots feel is safe and prudent. Below is a table generally representing a 670 nautical mile Airbus 321 flight plan at 35,000 feet. You'll notice that values can be deduced from known variables. For example, the landing weight equals the takeoff weight minus the en route burn. Likewise, the landing fuel is equal to the block fuel minus taxi and en route fuel burn. All these figures are presented so that pilots can quickly and easily reference the values. Passengers 190 Payload 5,000 Zero Fuel Weight 154,300 Ramp Weight 174,300 Block Fuel 20,000 Taxi 350 Min. Takeoff 17,500 Takeoff Weight 173,950 Enroute Burn 12,050 Reserve Fuel 4750 Landing Weight 161,900 Landing Fuel 7,600 One thing that every flight plan has in common is that the planned landing fuel is always greater than the reserve fuel. Dispatchers and pilots prefer a cushion between these values to ensure the legality and safety of the flight in case unexpected weather, delays, routing, or any other additional fuel burn are incurred along the way. Dispatcher remarks and MELs Yet another section of the flight plan is dedicated to notes from the dispatcher and the known and acceptable inoperative items on the plane. The dispatcher might leave remarks about temporary flight restrictions, closed airspace, anticipated turbulence, justification for certain altitudes, single-engine driftdown fuel considerations, and VIP movement at the departure or arrival airport. So much can be added in this section; it's entirely at the dispatcher's discretion to add items they want the pilots to know about. An important note that dispatchers will infrequently add is that the flight crew should not accept flight plan deviations or "shortcuts" from ATC. Sometimes, a flight's navigational path is planned in a way that seems illogically long or circuitous (see the flight plan below from Boston to Dallas). There's always a reason for this, sometimes to avoid the worst headwinds. If the pilots took a shortcut from ATC that exposed them to these headwinds, the flight plan would become less valid since fuel planning did not consider the reduced ground speed. When dispatchers plan in this way, they usually leave a note about it. MEL is the abbreviation for a plane's minimum equipment list. The MEL is an exhaustive list of components and systems legally allowed to be inoperative so long as the associated procedures are complied with. For example, a broken seatbelt on a passenger chair would render that seat unusable, and the seat would have to be placarded accordingly. A small note would also have to be placed somewhere in the flight deck and the plane's technical logbook. All of the MELs for a plane must be listed on the flight plan until the component is fixed. This gives the pilots a reference from which to identify the inoperative parts of their aircraft so they can reference their procedures, actions (if required), and considerations. If the pilots discover something during their preflight that requires it to be added as an open write-up, the dispatcher needs to send an amended release with the MEL number added to the flight plan. This is one of the biggest steps to ensure that airlines legally operate airworthy aircraft. NOTAMs NOTAMs, or "notices to air missions," are contained in a dedicated part of the flight plan that usually spans many pages. The dispatcher must add all of the NOTAMs that are relevant to a flight, which includes the origin, destination, and alternate airports. NOTAMs also cover all the airspace en route, which is why they take up so much space on the flight plan. Using the example from above, Dallas-Ft. Worth International alone had 88 individual NOTAMs at the time of writing this article. Boston had an additional 57. The addition of en route NOTAMs usually takes a cross-country flight plan into the mid-hundreds of NOTAMs, which is many thousands of words. An age-old method for modern aviation. The advent of digital flight plans and electronic flight bags aids pilots. Many airlines have ways for their pilots to filter NOTAMs based on specific runways or arrivals and departures, which makes it much easier to identify the most relevant notices. In signing the flight plan, pilots acknowledge that they have reviewed all pertinent NOTAMs about their flight, and this task is made much easier with the help of a bit of technology. Weather The last section to discuss for this article is the weather section of the flight plan. Weather is important for many reasons, and its inclusion in the flight plan comes back (once again) to legalities. Specifically, the need for an alternate is predicated on the weather at the destination from an hour before to an hour after for domestic flights. Strong crosswinds or low visibility require dispatchers to add an alternate (or sometimes two) if conditions warrant. The means to determine this are the METARs and, more generally, the TAFs (or terminal aerodrome forecast) for the planned arrival time. Dispatchers inform the pilots of the weather they use to plan the flight so that everyone involved can be sure that all the bases are being covered. At the airlines, the dispatching of a flight is a shared responsibility between the pilots and the dispatcher, which is why it's so essential for this information to be made available to the relevant parties. Everyone checks each other's work to ensure safety and compliance with the regulations. This is why other items, like NOTAMs and MELs, are included in the flight plan. Plan the flight, fly the plan Flight plans are highly accurate and meticulously planned. A solid flight plan (all but guaranteed at the airline level, thanks to the skill of dispatchers) is the bedrock for a safe flight. It's incredible how much fidelity a flight plan document shares with the actual flight it has charted, assuming the pilots can execute the plan as anticipated. Fuel and time are nearly spot-on, a testament to the accuracy of man, machine, and technology. That being said, flights are rarely ever flown exactly as planned. Taxi times diverge from what's anticipated, weather pops up over the mountains, different altitudes are flown to avoid turbulence, or speeds are assigned to pilots for traffic management. In this way, a well-constructed flight plan won't perfectly match the reality of the journey, but it will have done more than enough to give the pilots what they need to get the job done.
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