Download Faster, Higher, Farther: How One of the World's Largest Automakers Committed a Massive and Stunning Fraud, by Jack Ewing

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Faster, Higher, Farther: How One of the World's Largest Automakers Committed a Massive and Stunning Fraud, by Jack Ewing

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Review

“A damning indictment of corporate malfeasance and… an accessible account of one of the most expensive business mistakes ever recorded.” - Patrick McGee, Financial Times“Faster, Higher, Farther: The Volkswagen Scandal takes readers through the combination of pressures that produced what may be the biggest corporate scandal ever, detailing the company’s personalities and the history behind the saga with fluency and wit.” - Atlantic“Perversely engaging.” - Barron’s“Exhaustive.” - Richard Epstein, Forbes“A fantastic book.” - Catherine Wolfram, co-director of the Energy Institute at Haas, University of California, Berkeley“This book, which races along like Jensen Button, tells the inside story of the Volkswagen scandal. Ewing tells it quite beautifully.” - Daily Mail“Ewing reveals for the first time the true extent of the scandal.” - The Times (London)“A must read.” - Handelsblatt

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About the Author

Jack Ewing has covered business and economics from Frankfurt for The New York Times since 2010. He has worked as a journalist in Germany since 1994, including over a decade as a BusinessWeek correspondent.

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Product details

Paperback: 384 pages

Publisher: W. W. Norton & Company; 1 edition (May 15, 2018)

Language: English

ISBN-10: 9780393355918

ISBN-13: 978-0393355918

ASIN: 0393355918

Product Dimensions:

5.5 x 1 x 8.3 inches

Shipping Weight: 12 ounces (View shipping rates and policies)

Average Customer Review:

4.4 out of 5 stars

48 customer reviews

Amazon Best Sellers Rank:

#162,374 in Books (See Top 100 in Books)

I really enjoyed reading the book, especially about the corporate and business conditions which made fertile grounds for the deployment of an emissions control “defeat device.” But I will restrict this review to a clarification of the part for which I have first-hand expertise and experience, namely the testing and regulatory side of the story as well as the players involved. I am supplementing the book with additional details to help clarify why real-world testing was not always done and about how it came into being. I don’t fault Jack for not sorting out the myriad details of this in finer detail because I understand that “Faster, Higher, Farther” was focused on the corporate and business aspects of the scandal and not so much about how it became possible to find the “defeat device.” I could easily write an entire prequel to Jack’s book just about the development, under the most difficult circumstances, of my ROVER/PEMS real-world emissions and fuel economy testing technology that was used by West Virginia University in finding the problem. Since my work is briefly described in the book, I will take this opportunity to provide additional, clarifying details of the account for the reader.Since the Volkswagen scandal became public, there have been many accounts or suggestions by many other groups that they either developed or improved the Portable Emissions Measurement Systems (PEMS) technologies which enabled the real-world testing that was used to find the defeat device. These accounts and suggestions are simply not true. Jack was in no position to be able to sort through such conflicting information, maybe some of it off-the-record, because it was not the focus of his book. But as the pioneer of real-world engine and vehicle emissions and fuel economy testing, and as the inventor and commercializer of the real-world PEMS testing technologies, I lived through the entire process from the beginning to the present and may be the only person who knows all of the relevant details with corresponding documentation.THE SHORT VERSION IS THE FOLLOWING:I started working for EPA in 1991 and by 1995 I was unconvinced that laboratory-based vehicle testing results were providing the necessary information for the Agency to make the best decisions regarding the improvement of ambient air quality. Measurements of ambient air quality have always been the basis for the regular reductions in vehicle emissions standards over time. But vehicle emissions in comparison to those numerical standards were being assessed through a rigorous and well-known laboratory testing regime, using standard test cycles, and under very limited ambient temperature, pressure, and driving conditions. The standardized test equipment cost millions of dollars, required huge amounts of space and electrical power, and would not work properly outside of a laboratory environment. The adoption of more stringent emissions standards over time was causing more emissions control hardware to be used on new vehicles but it wasn’t clear to me that there were corresponding reductions of real world emissions. On my own initiative I developed the portable testing technology that I called ROVER and which later became known as PEMS. It was a great technological achievement, much more so because it was developed under the most difficult and adverse internal and external conditions. The PEMS technology development was simply a means to enable the ultimate goal: real-world testing. After proving that ROVER/PEMS worked, I used it successfully in many compliance and enforcement actions for the Agency while simultaneously commercializing the technology and getting it to market so others could benefit from its use. In fact, the Horiba PEMS system used by West Virginia University (WVU) to generate the data that was later used by others to identify the existence of defeat devices is the commercial ROVER system built under license to the ROVER/PEMS patents.THE LONG VERSION IS THE FOLLOWING:It wasn’t until reading Jack’s book in 2017 that I became aware that I had been working in such an unglamorous field while I pioneered real-world vehicle testing and invented the equipment that made it possible. But now that I look back on things, I agree with him, although I’m glad I didn’t know it at the time. My job included overseeing laboratory vehicle testing by an EPA contractor in the early 1990s. Witnessing tests made me wonder whether the test results had anything to do with what vehicles emit in the real world. The testing was performed in a sophisticated laboratory using very expensive, accurate, and precise equipment that was developed for this exact purpose and collectively cost millions of dollars. A large dynamometer was literally built into the floor of the laboratory and provided rollers that a vehicle’s tires sat on. The dynamometer controls were set by a technician for the specific vehicle to be tested so the rollers would resist the rotation of the wheels of the vehicle in the same way they would be resisted in the real world as vehicle speed changed. And the dynamometer had large weights that were chosen to simulate the weight of the vehicle’s inertia. The weights rotated with the rollers.All of the exhaust gas of the vehicle was routed through a gas mixing system that mixed the exhaust gas with a precise amount of ambient, conditioned air to prevent water condensation. A precisely metered sample of this diluted exhaust gas was then siphoned off into a collection bag made of special materials that would not chemically react with the gas sample. There were separate collection bags on a rack, each for a different part of the official test. The sample bags were also connected to plumbing which allowed the samples to be withdrawn and routed through very precise gas analyzers to measure the concentration of each regulated pollutant contained in the samples.A separate room in the laboratory usually housed the rack containing numerous gas analyzers which were used to measure the concentrations of each regulated pollutant contained in the exhaust gas samples. Other aspects of the testing process were also controlled from this location.The vehicle to be tested was placed on the dynamometer rolls and strapped down so it could not come off of the rollers. A well-trained technician drove the vehicle on the dynamometer by using the gas pedal, brake pedal, and gear shifter (in the case of a manual transmission) to match the vehicle speed with the prescribed speed published in the Agency’s test procedures (i.e. the test cycle). Gears were shifted according to a shifting pattern supplied by the vehicle’s manufacturer. There were separate tests and test cycles to simulate rural, urban and highway driving, but each of these cycles always had the same speed and distance driven.While a test cycle was being “driven,” the exhaust sampling equipment, as described above resulted in separate bag samples for each test cycle or phase of the test. Another technician in the control room would draw samples from each bag, one at a time, through the gas analyzers to measure the concentration of each regulated pollutant from each phase of the test. The concentrations were then entered into a computer along with the measured quantity of diluted exhaust gas flowing through the dilution mechanism mentioned above. From these values, the total mass of each regulated pollutant was determined and divided by the test cycle miles to calculate a vehicle’s emissions in grams of pollutant per mile driven. A direct comparison with the emissions standards could then be conducted because the emission standards were specified in grams per mile for each pollutant.It is of utmost importance to note that the emissions standards are mass-based standards. They are not concentration-based. This is because it is the mass of emissions that affect the health of people and the environment once the exhaust gases mix with ambient air. Concentration measurements require only exhaust gas analyzers while mass measurements required all of the dilution equipment and sample bags described above.Once I decided that I wanted to see what emissions looked like in the real world, the technical challenge was how to avoid needing most of the laboratory equipment described above. There would be insufficient space, electrical power, and carrying capacity on any passenger car and most trucks to be able to test with conventional equipment, not to mention that test throughput would be very low. Pulling a trailer was not an option in my mind. A system had to be very user-friendly, cost-effective, and applicable to any and all vehicles. As Jack mentioned, I had no budget and the Agency had no money for “science projects.” Many, many hours were spent figuring how to make a compact, energy-efficient system that would easily fit into a vehicle and would not need a portable generator to power it.When I first suggested the idea to my management in the Agency, there were 2 camps of thought relayed back. The first was that current regulations didn’t prescribe or contemplate real-world testing so its value would be limited because we could only act on laboratory-based emissions levels. The second was that even if mass emissions measured in the laboratory did not accurately reflect real-world emissions levels, the planned reductions in standards over time should be reflected in the real world. For example, if standards were expected to be reduced by 50%, then real-world emissions should be expected to go down by 50% as well. Neither of these management objections made any sense to me, the first because I felt the Agency was responsible for knowing what happens in the real world whether or not it had regulatory authority or a framework in place to do something about high emitting vehicles in the real world that passed the standard tests in the lab. I rejected the second objection because there was no information or data to support such thinking and I didn’t expect it to be true. Vehicles were becoming computer controlled which meant they could act very non-linearly and for anyone to think they could predict how changes over a test cycle would affect changes in the real world made no sense whatsoever.The technical challenge was to figure out how to replace or eliminate the need for all of the expensive and expansive equipment which was standard in any testing laboratory. I quickly realized that the key to the whole idea was accurately measuring the exhaust gas mass flow rate of a moving vehicle in a safe manner which would not degrade or affect the operation of the vehicle being tested. If I could accurately measure the mass flow of exhaust gas from the tailpipe of a moving vehicle, the remainder of the system would be straightforward in comparison. Of course, this all had to be done with no budget as Jack pointed out and while I continued to do my normal job duties.Years before I worked at EPA I had seen a device being used for liquid flow rate in an industrial setting. Without going into technical detail, it came to mind because it had positive attributes for my intended use and avoided problems that I expected to encounter in a dirty and wet exhaust gas environment. If I could somehow make it work for a highly transient, dirty exhaust gas that ranges from very little flow when an engine is idling to a very large flow when a vehicle is accelerating, I would have the heart of the system figured out. While this low-dollar part was being custom-manufactured to my specifications, I assembled the remainder of the system and wrote all of the software to control the first ROVER/PEMS system. I borrowed a gas analyzer, scrounged other parts, and worked many nights and weekends as Jack pointed out.Many hours were spent collecting and analyzing data and modifying the exhaust flow measurement device before it could be incorporated into the overall system and provide accurate measurements. By August of 1995, the complete system had been assembled and prototyped. It was a fully-functional, user-friendly system.I thought of other, simpler ways of estimating exhaust gas flow but rejected them for use in a technically rigorous testing program because the values would be error-prone and could be manipulated. More specifically, electronic signals from vehicle computers could be used but what I was seeking to develop was a system that would always give a correct measurement for any vehicle, whether it had electronic engine controls or engine data available or not. I referred to this type of testing as “blind testing.” I needed to develop a system that could be placed (blindly) on any vehicle or engine that would not require any information from the vehicle manufacturer whatsoever, to conduct a valid and accurate test of the mass emissions of the vehicle. To accomplish this aspect, I needed to develop the exhaust flowmeter as described above.Once I had a working prototype, I thought it would be an opportune time to use it as well as demonstrate it to others. I used the first fully-functional prototype in a compliance action in 1995 as Jack describes. This use brought the technology development to the attention of enforcement officials in the Department of Justice who embraced it. During the various enforcement actions in which the technology played a key technical role, also described to some degree in Jack’s book, the automotive and heavy-duty engine industry resisted its use and development. So, not only did my management not want me to develop the technology, but the automotive industry and engine companies, through their trade association, fought the development as well. (I hold no grudges against any of the automotive organizations because they probably had a justifiable approach from the point of view that it was extremely unlikely that some young, runny-nosed, government employee who had no real lab of his own, no budget, worked out of a cubicle in Washington, DC and had never even published a technical paper, would develop a system that is accurate, robust, and works reliably on-the-road. And, of course, it was desirable that real-world emissions remain unknown because there were enough issues to deal with, not to mention the undesirability of non-governmental organizations being able to conduct emissions or fuel economy tests on their own. But that’s all history now…).So there I was with a beautiful, fully-functional prototype that nobody wanted and that my office said had no use, once the investigations were done. So I conducted demonstrations for many organizations, both within and outside government, including state environmental organizations, universities, and other EPA offices. This is what created a demand for the initial funding that I eventually received years later – not for the development of the technology, but for the duplication of my system so those other organizations clamoring for it could use it. The funding allowed me to make 6 copies of the original system, which I loaned out to help those organizations and continue creating demand for the use of the technology, all the while single-handedly defending its technical integrity and validity of use with industry and within EPA.One of the organizations that I loaned a copy of the equipment to was West Virginia University. After my use of ROVER/PEMS related to the Department of Justice settlement with heavy-duty engine manufacturers in 1998, the settlement required the companies to conduct their own on-road testing similar to what I had done. But there was no off-the-shelf commercial equipment available yet, and because industry had fought against the use and development of my system during the settlement negotiations, they were allowed to have their own system built by a contractor, using best available technology. Well, there was only one technology available, and that was ROVER/PEMS. Like all good researchers, the WVU engineers evaluated my system in their laboratory. Initially they were very skeptical, in particular they made a laundry list of potential problems with my flow measurement technique. But after using my system and rigorously analyzing the data, they concluded that it worked indeed, that it was accurate, and they did not have to develop other methods of measuring flow. For all practical purposes, and certainly in terms of patent law, the WVU system that was developed was a ROVER/PEMS even though it used similar basic parts from other sources.Once the 6 systems were out there and others were using them, I quickly decided I didn’t want to be the 1-800 number help desk but I even though I wanted others to have access to the use of the technology. I was already patenting the technology and decided to find an appropriate licensee. Horiba Instruments was seen as the “gold standard” company in the automotive emissions area at that time. I felt it was necessary for me to license the invention to Horiba if I wanted it to survive beyond me. In other words, until the system became a commercial, off-the-shelf system available for purchase from an irrefutably reputable company, all of my years of work and accomplishments would disappear if I left (or was fired) by EPA. I expected automotive companies to generate data from any commercial system and try to poke holes in its accuracy and usability. But if I could get Horiba to manufacture the system and help defend the data quality, I could finally be done with the development effort and move on. I wanted to get the technology out of the laboratory and onto the market so I could do other things as I was viewed by my office management as a loose-cannon for conducting and continuing this work even though all of the usual controls to get me to stop had been applied by my office director (the usual poor performance reviews, lack of promotions, reversing the results of a desk audit promotion, and other means of professional isolation which won’t be discussed here).I made a phone call to Horiba Instruments, not really knowing if they had heard about my work. It turns out they had and things progressed quickly for a while. I met with a very high level of company management from Japan that wanted to determine whether or not I was someone they wanted to work with. Things progressed very quickly until additional organizational roadblocks were encountered. Those additional roadblocks, not described here, delayed the appearance of the technology on the market by another 2-3 years. But it eventually happened (other companies have also commercialized the ROVER/PEMS technology) and was available for West Virginia University to use in their testing program for the ICCT that generated the data later used by others in identifying the existence of the defeat device. While others have since used and experimented with real-world measurement technologies, the technology on the market today and used in the VW testing program is the same ROVER/PEMS technology that I invented in 1995. There is a straight and unbroken lineage from the original prototype in 1995 to the six copies of the system, to the commercial systems from Horiba, Sensors Inc, and now AVL and NGK.Once the licensed, commercial systems became available by Horiba and Sensors, EPA continued to use my hand-built systems for many years because they had more capabilities than the commercial systems. Commercial systems had the features that satisfied most of the small market at that time, but didn’t have all of the features that our test programs had come to rely on.I was able to leave EPA in 2008 on my own terms. I knew the benefits of my years of exhaustive work pioneering real-world testing and inventing the technologies to make it possible against all odds was finally irreversible. Inventing and commercializing the technologies made under the most difficult circumstances was accomplished. The technologies worked, made it to market, and would be available to others outside EPA. But most importantly, the research field of real-world testing had been established.I had been involved in many investigations in the past that used ROVER/PEMS, but I couldn’t have imagined my work and invention would become known outside of the automotive industry or used to uncover one of the largest corporate scandals of all time. After all, as Jack said, it was “an unglamorous field.”

This book is superb. It's astonishing how fast it came to market. Of course it was begun before the most recent developments in the scandal, but it includes events that happened in mid-March this year and was published two months later, in May. There is no hint of the book's being rushed. I came across the book in the Atlantic Magazine, which had an interview with the author. Why read the interview, when I could read the book? Of course, I'd heard about the scandal in the press, but, you know, day to day journalism leaves you with a jumble in your head. A book could sort it all out. And this one did. The book is based on journalism by the The New York Times, no doubt much of it done by Ewing.The book is 274 pages long, and after enticing the reader in chapter one, Ewing doesn't get to the scandal until just before halfway in. The first half of the book is the story of Volkswagen, the legendary creation of the Beetle by the Nazis, the car's role as a counterculture icon during the sixties, the ties between Volkswagen, Porsche, and Audi, and the various vicissitudes of the company. Then 1992, and a rebirth of the company with goals of dominance, which eventually became focused in the 2000s on a diesel engine, supposedly more economical and less polluting than gasoline. I'm not going to tell the story. We have here a saga of an authoritarian, provincial company whose deceit has half destroyed it by 2017, and the investigation is only now getting criminally serious.The Vokswagen has played a very strong role in my own American family. My mother owned a Beetle back in the day, later replaced by Hondas. I still remember us all being crammed into the bug, and there were legendary family incidents that involved it. I have been in love with Porsches, especially that beautiful 356, and I've mulled buying an Audi, a Jetta, a Passat, though never did. Volkswagen seemed strong but perhaps a cut too austere for my taste. (What did I drive: an MGB, a BMW 2002, a Saab 96 then a 99, an Accord, a Ford truck, and now, living in the world's biggest megacity, Guangzhou in the Pearl River delta, I walk. Incidentally, Volkswagens and other German cars are everywhere on the streets here.)The book tells the story in measured prose, never purple. It is hard to say it's journalism. The prose is better than that. I even enjoyed the book as literature. I kept thinking, this is really good prose. It reminded me of Orwell. The book is unlikely to be a classic, because the story is yet ongoing. Later books will tell more. The book is an education——a case study in corporate culture, a reminder if one were needed of the need to regulate markets, a look at the impact of environmental regulation in the EU and America, it's even a detective story, I marked the big clues——e.g., that the nitrogen oxide levels in the cities of Europe hadn't gone down as much as the new diesel engines should have made it do, and of course there's the David v. Goliath story how a small group of American researchers (I am trying to avoid the words scruffy and ragtag) from West Virginia U. and California and German regulatory bodies working on a shoestring rigged a Rube Goldberg machine and tested the diesel engines on the road, learning that nitrogen oxide emissions on one Volkswagen were 15-35 times (not percent, times) higher than the legal limit. At the time the researchers had no idea what they were initiating. They thought their equipment might be faulty. I learned, too, about nitrogen oxide and what it does to humans and how it helps generate smog. Nitrogen oxide is devastatingly bad. It kills people and helps warm the planet by creating low-lying ozone. This deceit around diesel engines is a serious offense against humanity and the earth.The end of the story, not yet written, may be the loss of Volkswagen, or Volkswagen in another form. Germany can hardly afford to lose this great manufacturing company, but may do. It's unlikely any company in the world can now use the excuse, they didn't know they couldn't use defeat devices.I would buy this book and use it in your business class. Ciao.

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Free Ebook Che Guevara: A Revolutionary Life

Free Ebook Che Guevara: A Revolutionary Life

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Audible Audiobook

Listening Length: 36 hours and 44 minutes

Program Type: Audiobook

Version: Unabridged

Publisher: Blackstone Audio, Inc.

Audible.com Release Date: January 2, 2009

Language: English, English

ASIN: B001P1XEOC

Amazon Best Sellers Rank:

I must concur with all the other reviews here - this is a fascinating and moving book about a most unique person, and once read, makes one feel that they really know what made Che Guevara tick. It is a look inside his heart and head, since much of the research came from his own diaries and letters. Whether you agree with his politics or not (and the book does not lean one way or the other), Che is revealed as a man with a purpose and a vision, who cared deeply and sacrificed totally for the cause he belived in. Each reader can draw his own conclusions about his ultimate failure but I think his super human determination and single mindedness which were assets in the beginning made him unable to re-think and adapt when world situations changed and when the ideals of socialism and communism began to crumble.All in all this is a very thought provoking and readable book about a most uncommon human being.

A thorough biography of a people’s revolutionary.

A very detailed and impartial history of the Cuban Revolution, one of the most important events in Latin America in the 20th century. Additionally, a meticulously researched biography of a Marxist revolutionary who inspired many.

Friend loved the book. Need to order more. 😃

Book. Exactly as described.

Please note that I'm writing this review after only having completed about one-half of the book, so weight it accordingly.The author clearly is a sympathizer and proponent of Che Guevara and presents his facts in that light, painting Che as a true hero. That said, it's not difficult to see through his obvious bias, as he does present a lot factually-based anecdotal information from which the reader can draw his or her own conclusions.I doubt that anyone who chooses to read this book, or any book about Che's life for that matter, doesn't begin with some predisposition about him as a hero or a cowardly murdering mercenary. I'm finding the author's portrayal of him to be very conflicting in a lot of instances. For example, he's clear in his depiction of Che's intense hatred for the USA because of their "intervention" into Latin America and its politics. And yet that's exactly what Che did in Guatemala, Cuba and other Latin American countries to whom he was just as much an outsider. But apparently his cause is considered by those who support his revolutionary activities as a just means to a noble end. But, conversely, those who saw Communism at that same time as a world-wide threat, and took decisive action to stop those threats, are instead seen as imperialistic meddlers and invaders. It kind of reminds me of those who continue to support Bill Ayers and his so-called counter-culture activities with the Weather Underground, which despite his claims to the contrary, clearly led to the murder of at least one police officer. To them (and to him) I'd ask how is what Bill Ayers did any different than what Charles Manson did (i.e., incite people to go out and murder in the name of some perceived just cause)? Bill Ayers says his cause only promoted property damage activities; it was not about murder. So if you plant an explosive under someone's vehicle to destroy it, and someone happens to get killed in the process, that doesn't count as murder? I don't see what Che did as much different. The end he envisioned, and the cause to reach that end, just didn't justify the means.All of that said, I'm finding the book to be very interesting and very easy reading. It's a tome (over 800 pages) so be prepared to spend a lot of time with it. And it really has given me a much better insight into who Che really was. I'm learning things I never really knew about him. No question, he was an incredible human being, who's heart appeared to be in the right place. He was a true champion for the working-class people, the proletariat as Marx called them. And he was clearly an extremely intelligent person. Perhaps my view of Che will change more in his favor by the time I finish the book. Either way, at this point I'm convinced that anyone who has any strong feelings, one way or the other, about Che Guevara, absolutely should read this book.

A really well written book, that I felt gave a good history and account of all of Che's live. I never felt that there was an agenda by the author to make you like or hate Che - only to present the facts of his life and better understand the man who has become a walking advertisement for those who think the tshirt is cool, but know nothing about who he was or what he represented. I would definitely read other books by Jon Lee Anderson!

I don't think you will find a more thorough account of Che Guevara anywhere. The author exhausts all sources of information and goes above a beyond the expected subject matter to give the reader ample information about the communist/socialist revolution that occured during the 50's and 60's in Central and South America.The author does a splendid job of showing how Ernesto (friendly, happy-go-lucky, adventurous doctor) slowly became Che (fierce, militant, cold killer). The bulk of the book revolves around the Cuban revolution and touches on the attempted Congonesse, Bolivian, Guatemalan and Argentinan revolutions

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PDF Ebook Your Diabetes Questions Answered: Practical Solutions That Work and Keep on Working (The Blood Sugar 101 Library), by Jenny Ruhl

PDF Ebook Your Diabetes Questions Answered: Practical Solutions That Work and Keep on Working (The Blood Sugar 101 Library), by Jenny Ruhl

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Your Diabetes Questions Answered: Practical Solutions That Work and Keep on Working (The Blood Sugar 101 Library), by Jenny Ruhl

PDF Ebook Your Diabetes Questions Answered: Practical Solutions That Work and Keep on Working (The Blood Sugar 101 Library), by Jenny Ruhl

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Product details

Series: The Blood Sugar 101 Library (Book 2)

Paperback: 240 pages

Publisher: Technion Books (May 3, 2017)

Language: English

ISBN-10: 0964711672

ISBN-13: 978-0964711679

Product Dimensions:

6 x 0.6 x 9 inches

Shipping Weight: 9.6 ounces (View shipping rates and policies)

Average Customer Review:

4.7 out of 5 stars

36 customer reviews

Amazon Best Sellers Rank:

#469,578 in Books (See Top 100 in Books)

I was diagnosed with Type-2 Diabetes about 20 years ago. I thought I was smart about it and knew all I needed to know. But I didn't. Earlier this year, for the first time, I read Dr. Richard Bernstein's book, "The Diabetes Solution" (excellent!!) and realized how much I actually hadn't known. Then, in following him online, I came across Jenny Ruhl's book, "Blood Sugar 101: What They Don't Tell You About Diabetes." I became so riveted in that book that I bought an e-Reader so that I could keep reading it without being stuck in front of my desktop computer! Jenny is a regular gal (not a doctor) with Type-2 diabetes and her situation is very similar to mine and lots of us. But what Jenny did that the rest of us did not was to perform the nitty-gritty research on all of the details about this disease - and then she took the time to explain everything so that it's amazingly understandable. Jenny writes in a super-organized, logical flow. So many times, I'd read something and think, "yeah but then what happens?"...and the next paragraph answered my question! So even though I learned a lot from Dr. Bernstein's books, Jenny's book takes things to a different level and I learned so much more about my own condition. Type-2 is not Type-1 (duhh), so we have different experiences and different requirements. Speaking and explaining from her own situation (and other people she's spoken to for years) in such an organized manner made it so easy to understand and relate to my own situation.So, you ask, why am I going on about the other book? Well, the moment I finished "Diabetes 101", I immediately bought 'Your Diabetes Questions Answered." And everything I said about the first book, applies to this book - and even more so. Once you really have a good understanding of what your disease really is and how it works, THIS book is AMAZING at explaining to you how to LIVE WITH IT. Again, she organizes the questions (chapters) in such a logical thought-flow. Nothing is left unanswered. Everything she thought about while she was dealing with these issues, she must have written down and took notes. And then she took what she knew and wrote this book and organized the book in such a way that there is an incredibly logical flow from one question and answer to the next.I know so much more about type-2 diabetes and how to deal with it in the best way (for me) now, after reading this book, than I did a WEEK ago. And that's simply amazing. I now follow her Facebook page, I've bookmarked and follow her web site (diabetes101.com), and at this moment, I'm purchasing her other books (about low-carb diets, since I've already been on one but I KNOW she will teach me more about how to do it better). I'm so impressed and I'm so appreciative of the incredible service that Jenny has done for all of us with Type-2 Diabetes.(Thank you, Jenny, if you ever read these reviews!!)

I have followed Jenny Ruhl's advice on Facebook for a year and on her webpages for decades. I have her prior books, which are excellent. This one is longer and covers a broader range of subjects.Jenny Ruhl is always sensible. She is always clear. And, IMHO, her advice is always right.This book is a treasure!

After reading Jenny Ruhl's previous book, Blood Sugar 101, and seeing dramatic results in A1C, 7.4 to 5.8 in just 6 months, by putting into practice the tips therein, I decided to purchase this one. I haven't been able to spend much time yet on this one and already I've found a lot of things I never learned from my doctor.If you are struggling to understand more about what diabetes is doing to you and why, this book is for you. Buy it! If you don't have Blood Sugar 101, buy that one too. You won't regret either purchase.

This is another excellent Jenny Ruhl book. As the title says, she answers all the questions you might have, from diagnosis to various treatment options. If you've been diagnosed with Type 2 Diabetes you owe it to yourself to read this book before your next doctor's appointment. It's more than likely you will know more about dosing and drug side effects than he does, once you've read this. It's especially important because many of the latest diabetes drugs are accidents waiting to happen. I've already seen ambulance chasing lawyers advertising on TV for people who suffered severe side effects from Invokana. Invokana is just the first of a half-dozen similar drugs that just haven't been around long enough to hurt people yet. This book will arm you for a real discussion of what treatment options are safest.

I have also purchased the 101 book version. Dependent on your situation and cuurnt knowledge, etc. People will have different options. But the general experiences and view points is what helped. Especially the parts when dealing interacting with medical bureaucracy, etc. And the references to different issues coming for it. Along with having certain plans in place, etc. If anything, the book helped refine my strategy for dealing with future issues. - There was a little bit of male bashing going on. ..Lol, but over all. She provided a service and expertise in the book worth buying. And recommending. Especially if wet behind the ears on the subject. Hence credit where credit is do. But her books with Dr. Bernstein Diabetics Solution & other material seem to complement themselves. And helped me go from A1c of 6.3 to 5.7 in 6 months (and hopefully lower as time goes on). Anyway, that's all for the moment.

Living with type 2 diabetes can be discouraging and confusing. My doctors have been so used to diabetics who won't change their diets at all that they have no advice for those of us outliers who are willing to work hard and smart to stay healthy. Jenny Ruhl is a breath of fresh air! Solidly scientific, easy to read, and with a seemingly encyclopedic knowledge of the subject, she imparts balanced, practical advice. I come back to her work when I need encouragement and clarity in dealing with either a specific problem, or general burn out in dealing with this chronic illness.

I am a newly diagnosed diabetic, have purchased 5 of Jenny Ruhl's books, and thank my lucky stars I found her. She is probably the worlds best authority on how to handle the disease. After receiving practically no help from my health care provider except for a prescription for metformin, I was able to drop my fasting blood glucose number from 287 down to the 120/140 depending on the previous days meals.

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Product details

File Size: 949 KB

Print Length: 160 pages

Publisher: B&H Books; Reprint edition (April 15, 2002)

Publication Date: April 15, 2002

Sold by: Amazon Digital Services LLC

Language: English

ASIN: B07MC9YJ82

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Amazon Best Sellers Rank:

#1,190,817 Paid in Kindle Store (See Top 100 Paid in Kindle Store)

This book is a good way to help people work through their grief toward healing.

I got this for my Step-Daughter after her Mom passed away recently. It has been a big help for her.

Grief is difficult to go through and this book can help you process those feeling that can feel like waves coming over you. I have given this book to many and it has helped them through.

Not very interesting or useful

This book gently leads us through the process of recovering from a variety of losses, but most effectively from a death of a friend or loved one. We are encouraged to face our new situation in the light of God's unfailing love and faithfulness.

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Ebook Free Activex Programming With Visual C++ 5, by Jerry Anderson

Ebook Free Activex Programming With Visual C++ 5, by Jerry Anderson

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Activex Programming With Visual C++ 5, by Jerry Anderson

Ebook Free Activex Programming With Visual C++ 5, by Jerry Anderson

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From the Publisher

ActiveX is the foundation of all future component development. Using sample controls and a hands-on approach, this must-have guide will explore this exciting new architecture and teach users how to build powerful new servers, controls, and COM objects. It's the perfect resource for users who want to increase their programming efficiency and develop cutting-edge technical expertise. - Covers the Microsoft Foundation Classes (MFC), the new Active Template Library (ATL), and the BaseCtl framework-in detail - Shows how to implement and effectively use advanced ActiveX features, such as Asyncnchronous Properties, pure COM interfaces, DCOM, and more - Reveals three different methods for creating ActiveX controls and when to use each one

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Product details

Paperback: 565 pages

Publisher: Que Pub (March 1, 1997)

Language: English

ISBN-10: 0789710307

ISBN-13: 978-0789710307

Product Dimensions:

7.5 x 1.5 x 9.5 inches

Shipping Weight: 2.4 pounds (View shipping rates and policies)

Average Customer Review:

2.0 out of 5 stars

1 customer review

Amazon Best Sellers Rank:

#14,794,041 in Books (See Top 100 in Books)

This book tries to show how to 'do ActiveX' without explaining what ActiveX (or COM) is. It gives some 'recipes', but doesn't explain the gotchas. As far as recipes go, some areas that were important for my project were missing (variant and safearray manipulation, threading models) I think anyone whose serious about ActiveX programming (especially the distributed-computing part) should have some understanding of the inner-workings of COM. This book does not touch this issue at all. Another issue not touched is the structure of ATL and the OLE parts of MFC (which is hard to explain without explaining COM first). So I'd say this is book is good for someone who needs to get something out the door tomorrow, assuming that the book's 'recipes' cover all the project's needs (which is not very likely...)

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Ebook Free Celestial Navigation: A Complete Home Study Course, Second Edition, by David Burch

Ebook Free Celestial Navigation: A Complete Home Study Course, Second Edition, by David Burch

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Celestial Navigation: A Complete Home Study Course, Second Edition, by David Burch

Ebook Free Celestial Navigation: A Complete Home Study Course, Second Edition, by David Burch

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Review

BWS's regular columnist David Burch is the founder and president of Starpath Navigation in Seattle, Washington. A Fellow of the U.S. Institute of Navigation and the Royal Institute of Navigation, he has spent his career writing about and instructing mariners and sailors in the art and science of navigation. His book Celestial Navigation has recently been updated and reissued in a second edition. Although the original text was complete, Burch has been able to expand and improve the book both graphically and contextually. Designed to be a home study course in celestial navigation , the book takes you from the very basics of how to use a sextant to the most advanced calculations. The beauty of celestial navigation is the self reliance the skill provides sailors at sea. If you have a reliable time piece and a way to check time with a battery powered shortwave radio, you can determine your position on your own anywhere at sea. So, if you are days from landfall and struck by lightning, which shorts out all of your electronics, you can still make harbor safely and in a timely way using only the sun, moon and stars as your guide.Celestial navigation also links us with ancient mariners who first sailed across oceans and created the world's discovery and trading routes. These intrepid sailors were intimately familiar with the natural world around them and the significance in the earth's movement in the solar system and galaxy. Instead of sailing with heads down staring at LED screens, they sailed with eyes uplift ed to the sky, which is not a bad way to see the world. Celestial navigation is not hard. Using Burch's book as a guide, you will learn how to take and calculate noon sights, morning and afternoon sun sights, twilight moon sights and the classic dawn and evening star sights. You'll figure out how to use a nautical almanac and sight reductions tables so you can make the simple calculations. You will Learn how to use a universal plotting sheet to create lines of position , running fixes and the valuable "cocked hats" derived from three or more star sights. And, you will learn about the heavens. You will come to know the sun and moon in ways you never did before. You will learn to identify the brighter planets and tell them apart and to identify the primary navigation stars and the constellations they reside in . Along the way, you will know your place in the world a little better, both literally when at sea and figuratively every time you stargaze on a brilliant summer night. -- Bluewater Sailing Magazine, July 2015"...the second edition of a home study course that Burch has created that enables students to learn nor just the theory, but the practice of sight reduction and plotting.Burch is one of those really smart people who has a complete grasp of things celestial. He knows, as all good teachers know, how to communicate information in a manner that is not didactic, leading the student over the intellectual hurdles to confidence and , one hopes, understanding. Th e progression of information leads the student from LAN sights, plotting and ve1y clear instructions on the use of the sight reduction tables in the Nautical Almanac. Burch is not a luddite and doesn't believe celestial navigation is more valuable than GPS. He posits, though, that the learning of celestial is a welcome exercise for the mind that could keep the mariner out of trouble should there be a snafu with the power supply aboard a vessel at sea. What makes the study of celestial navigation so interesting is that it is a subject full of nuances and subtleties that appeal to a curious mind. The understanding of celestial navigation can be a portal to a greater appreciation of astronomy, the natural world and a deeper respect for the mind s char created its constructs. Far from being a waste of time or a drawing room exercise, the study of celestial navigation can be both practical and enlightening. Certainly David Burch has contributed much to removing the mystery surrounding the subject." -- Ocean Navigator Magazine"Among all the books in print on modern celestial navigation, including mine, this one is far and away the most comprehensive, more so than even the classic tomes-Bowditch's American Practical Navigator and Dutton's Navigation & Piloting. It is rich in graphics, detailed in explanation, extensive in examples. At logical points, there are quizzes to let you track your progress." -- Hewitt Schlereth, Author of Celestial Navigation in a Nutshell"I just wanted again to give you feed back on your books. I have just navigated Sydney to New Caledonia, and I was not only able to do it, but also taught others how too as well. Considering I am self taught from your book I am very impressed--not just on being able to do it, but that this stuff actually works! " -- Chris Q., Oct 11, 2018"Please accept my gratitude for your two books Celestial Navigation: A Complete Home Study Guide and Hawaii by Sextant. In the last twelve months, with the knowledge gained from your books and my trusty Tamaya sextant, I have cel naved across the southern ocean from Albany to Hobart and then across the Tasman Sea from Sydney to Auckland.I am a keen sailor who completes internationally in the Dragon class and have sailed from the age of nine but making fiends with the heavenly bodies has been a mind expanding experience of cosmic proportion. I am also now friends with Abel Tasman, James Cook, Matthew Flinders and William Bligh. What a gift." --Denis C., February 2018

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Paperback: 296 pages

Publisher: Starpath Publications; Second edition (March 11, 2015)

Language: English

ISBN-10: 0914025465

ISBN-13: 978-0914025467

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8.3 x 0.6 x 11 inches

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Average Customer Review:

4.6 out of 5 stars

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All five are good, but only one really walks you through the actual steps, with examples, of cel nav. I wish I saw this book first. The beginning has just the right amount of theory, and then he jumps into the sextant, spending time on the vernier, actual old-school plotting, and then specific examples, ie., noon sighting, sun sighting, moon, and stars. Then there is a thick section of detailed "extra study" material, more or less like an appendix, filled with tips and tricks of all sorts. Finally, there is a glossary, examples, problems, answers, and copies of the forms he suggests you use from his firm. He even covers topics like "short dip" sightings, to use on a lake or land, when you are practicing and can't get out to blue water. This is critical for all us beginners....I am sure that if you go through this book carefully, work the problems, and so on, and then set up your cel nav station, you will be able to do a pretty good job of cel nav from start to finish without so much as a pocket calculator or GPS: just his material, an Almanac or equivalent, a good watch, and a pencil, paper and some plotting tools.I started with the e-book although another reviewer complained about the reproduction of the figures and the difficulty jumping around in the book while working the problems. Like the other reviewer of the ebook, I bought the actual book, and continue to study from the ebook when the regular book is not convenient.If you only have $30 to spend on Cel Nav literature, skip the rest, although they are all good, and go straight to Burch. The ebook is a good add-on, but not easy to work in, secondary to inherent problems with ebooks. Burch has managed to put a whole bunch more into one easy book than anyone else has.I "guarantee" you won't be disappointed.......Amateur boater in Southern California

By “prescriptive method” I mean that they show you a work form and tell you how to fill in the numbers without telling you what you are filling in or why. Some people prefer to learn this way. Personally I do not learn well from that sort of instruction. I have to understand what it is I am doing even if it is only in layman’s terms. However in Chapter 10 they do offer an overview.To be fair I must point out that this book is primarily intended to be a reference text for an instructor-led course, and perhaps with an instructor to answer questions it would work better.For home study you should start with Chapter 10. Chapter 10 is a good introduction to the basic concepts of celestial navigation. Then returning to the first nine chapters, where they provide the various forms and tell you where to find the numbers to put into those forms, you might not be quite so utterly lost.It is the nature of celestial navigation that there are a great many look-up tables that one must learn to use. I don’t see enough guidance in this book for beginners on how to interpret those tables. I am no stranger to look-up tables, but darned if I didn’t find many in both The Nautical Almanac and various Sight Reduction Tables to be initially confounding. Sure…once you see how they are laid out they are as dirt-simple to use as any look-up tables, but on first blush you can easily get confused.On the plus side Burch is quick to acknowledge many other beginners’ blunders and to point them out along the way. For an example: he is careful to explicitly teach how to add and subtract clock times and angles which at first can seem tricky when you have to carry over whole hours into the minutes or whole degrees into arc-minutes. Furthermore in various places throughout the book he will put in a notation along the lines of : “If you got the wrong answer go back and check this step for thus-and-such error.” A sign of a very experienced teacher, and a great comfort and help to those who are destined to make those blunders. (Myself included!)He also provides a great many practice problems with worked-out answers which are a huge help to any student taking any course in the subject. Even if you learn your celestial from some other source these worked examples would still be a good reason to purchase this book.Once you have got the concepts down (by use of this text or some other course) then moving along to Chapter 11 will reward you with a great wealth of advanced insight and interesting tips. I enjoyed Chapter 11 a great deal, but I already knew how to do celestial navigation when I read it.Regarding the Kindle edition: This book and course relies heavily on work forms. The work forms are actually very well laid out once you understand what it is you are looking for. Although I personally disdain reliance on work forms in preference for fully understanding what you are doing they would certainly be helpful in stressful or fatigued situations. Unfortunately it isn’t easy to flip back and forth in the Kindle book to the various forms, nor is it easy to flip back and forth to the snippets of the various tables from the Nautical Almanac and sight reduction methods. If you already understand that stuff the Kindle version is perfectly OK. You can enlarge any of the illustrations or tables and they are quite intelligible. On the other hand if you are hoping to execute the course with this book alone you would do better to acquire it in hard-copy format.The forms are also available at Starpath-dot-com and you really should buy yourself a hard-copy Nautical Almanac in any case – so you could tackle this particular shortcoming by downloading and printing out the forms and acquiring an almanac before you start. IMHO there isn’t a single course in celestial navigation that would not be greatly enhanced by having a hard copy Nautical Almanac on hand to thumb through even if it is a couple of years out of date.I highly recommend that any student of celestial navigation acquire this book, but I sincerely doubt that one can learn celestial navigation with this one book alone without an instructor to guide you. If an instructor is not available you will probably want to get a hold of a few additional books on the subject to supplement this one. However to be perfectly clear, I do not know of any other single book that will adequately teach you the subject on your own either. Chances are good that if you are attempting to learn this stuff on your own you will end up with at least a few books on the subject.The excellent features enumerated above far outweigh the few slight criticisms I have made so I rate this book five stars. It certainly deserves to be counted among the very best available on the subject.

I first bought this book on Kindle. It was useless. Impossible to read any of the tables or charts and difficult to move around as one must do with a text book. Amazon should know better than sell any home study course in Kindle version. Please credit my account for the Kindle version.The hard copy, on the other hand, is very good and I am making much better progress now learning Celestial Navigation. Along with the Nautical Almanac, Sight Reduction Tables, and How to use Plastic Sextants; I expect to never be lost again. So do buy all of David Burch's books - just restrict the Kindle to fiction.

Great book to learn Celestial Navigation. I did some in the USCG and I'm glad I found this book to get back into it. Sometime it's great to work with out all the new electronic wizardry.

My husband has taken this and run with it. He loves the book and makes me leave the room while he studies. Perfect.

I purchased this book after taking David Burch's class on weather. I found this to be a great brush up on Celestial Navigation and referred to it during the 2017 Transpacific Yacht Race.

Very easy to read. An excellent source for the beginner and a great refresher for others.

This is an excellent self-study course. Quite comprehensive.

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File Size: 1308 KB

Print Length: 336 pages

Page Numbers Source ISBN: B0072Q4CYA

Publisher: Berkley (November 27, 2007)

Publication Date: November 27, 2007

Sold by: Penguin Group (USA) LLC

Language: English

ASIN: B000SWV680

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If you are intrigued by stories about the human condition, then you'll do no better than One Flew Over the Cuckoo's Nest. This is an incredible story of how indomitable and influential the human spirit can be, even in the face of a manipulative and controlling system that cares little for anyone or anything beyond winning. An absolute must read!

Ken Kesey's "One Flew Over the Cuckoo's Nest" was one of the most powerful books I have ever read. Although the story takes place mainly in a mental hospital, its ramifications can be felt in all of the broader society. The struggles depicted in the various characters, both internally and inter-personally, will give the reader pause and perhaps change your perception on life.The story at its core encompasses the struggle between the individual (portrayed by Randall McMurphy) and the establishment (Portrayed by nurse Ratched.) It is told through the eyes of the schizophrenic half-Indian known as Chief Bromden. Bromden has pretended to be deaf and dumb for so long that everyone takes this fact for granted. It also allows him to overhear comments from the staff that others would not. The Chief is an interesting choice as narrator, and at times it seemed like he was rambling on about nothing. Unreliable narrators can be a touchy thing, but Kesey is able to navigate his way through the Chief's mind, and in time we find his ramblings have a purpose. He views the establishment as a machine, which he refers to as "the combine." He speaks of fog machines, wires in the walls, and robotic people, and views them as part of the combine. Even the name of the nurse, Ratched, sounds almost like "ratchet," which is a common tool. The Chief sees the struggle between the Big Nurse, as he calls Ratched, and McMurphy, and even though he has a sense right away that McMurphy is different, Bromden doesn't hold out much hope. After all, the combine is a massive machine and the Chief knows what it did to him. Bromden tells McMurphy he "used to be big," but not any more. The Chief's mother, a white woman from town, along with the government, broke down both he and his father and became bigger than both of them put together.The antagonist is Ratched, an ex-army nurse who rules the ward with an iron fist. She preys on the weaknesses of the patients and attacks them in those areas. She is all about control and power, and over her long career has devised many ways of projecting this with a cold, machine-like efficiency. Ratched has hand picked her staff based on their cruelty and submissiveness. The Chief calls her "The Big Nurse," which reminds me of Orwell's Big Brother, and mentions early on that "The Big Nurse tends to get real put out if something keeps her outfit from running like a smooth, accurate, precision-made machine" (pg 24). Indeed the Chief sees her as a machine, part of the combine who's purpose is to make others small. Ratched represents the oppressive nature and de-humanization present in modern society.And then there is Randle McMurphy. Sent to the ward from a work farm (because it's "easier" time), McMurphy comes in loud and confident. His singing and laughter are something new for the patients so used to suppressing their emotions. And he is definitely not the kind of patient the mechanical and repressive Nurse Ratched wants. It only takes McMurphy one group session to see Ratched's method of exposing the patient's weakest areas and pecking them into submission. Harding, the subject of the group meetings earlier frenzy, explains that it was all therapeutic. McMurphy, however, gives Harding his perception: "what she is is a ball-cutter. I've seen a thousand of 'em...people who try to make you weak so they can get you to...live like they want you to. And the best way to do this...is to weaken you by gettin' you where it hurts the worst" (pg 56). So McMurphy, ever the gambling man, makes a bet with his fellow patients that he would be able to make Ratched lose her composure, and he accomplished this by using her own tactics against her. As he pulls Bromden and the others out of the "fog" and makes them big again, McMurphy unwittingly becomes the savior of his fellow patients. It did not go un-noticed that the electroshock table was cross-shaped with the patient restrained by the wrists and feet and a "crown" placed over his head. When McMurphy rips Nurse Ratched's tightly starched uniform and exposes her breasts, he is symbolically exposing her hypocrisy and breaking the power she had once wielded over the patients. Chief Bromden's final act of mercy cemented Nurse Ratched's fall as well as giving McMurphy the dignity that he had earned.Perhaps the largest piece of advice I pulled from this novel is to never let anyone or anything take your individuality. Society in general would like to have everyone fit into the same mold because then the people are easier to predict and control. However, we all need a McMurphy in our lives to show us that we can still be individuals and fit into society. And when The Combine tries to weaken you and make you conform, just throw your head back and laugh like McMurphy, "because he knows you have laugh at the things that hurt you just to keep yourself in balance, just to keep the world from running you plumb crazy" (pg 233).

This is an amazing book. I didn’t read this until I hit thirty; the reason for this being I thought less of it due to having seen the film. The film is not bad, but for me One Flew Over the Cuckoo’s nest was its film version, full stop. I eventually decided to read the book after learning about the interesting life its author Ken Kesey lived, including that he wrote much of this book while working at a mental hospital. One Flew Over the Cuckoo’s Nest deals with the relationship between freedom and power, and about how mental illness develops when the power of others dominates an individual to such a great extent that he/she can no longer act free. The individuals in the hospital are shown by Kesey to be lacking in courage and self-belief, and demonstrate an unwillingness to act without permission and approval. While the hospital should be making patients better it actually makes them worse by actively discouraging attempts to be assertive and by labelling any attempt to act free from the constraints of institutional power as symptomatic of a worsening of the underlying disorder. The book is told through the eyes of Chief Bowden: a part Indian man that has spent a long time in the hospital pretending to be deaf and mute. Through the subjective experiences of the Chief, Kesey presents the actual experiences of mental illness. Kesey in doing this dismisses the notion that mental illness is unreal but reveals how its treatment is sometimes abused to keep people in line. Chief Bowden experiences things through metaphorical hallucinations. For example, when speaking of the power held by the Big Nurse, he literally sees wires running from her office into the bodies of those that she controls. This conception of mental illness is similar to that found in R.D Laing’s book the Divided Self: the mentally ill person is someone that cannot face the pain of reality and retreats into their own realm, but reality still intrudes via metaphorical representations. Throughout the novel Chief Bowden focuses on the power struggle taking place between Randle McMurphy and the Big Nurse. McMurphy is not in hospital voluntarily but has committed an offence which landed him on a work farm. He is transferred to the mental hospital partly of his own design to escape drudgery. McMurphy immediately emerges as a threat to the Big Nurse due to his willingness to question process and act without fear. He is not scared of authority and does not censor himself when confronted with the subtle shaming techniques of the Big Nurse. The Big Nurse effectively runs the hospital. She is shown through the subjective eye of Chief Bowden to be solely concerned with maintaining her grip of power over the hospital. She is obsessed with process; she pretends to enforce process for the therapeutic value that the processes have on the patients, when in reality she loves the process because it is her process and provides her with a sense of security and power. The interactions between McMurphy and Big Nurse question the extent to which people can be free. Sartre once argued that individuals are totally free so that even if facing the death penalty we are free to defy the executioners by mentally not accepting their interpretation of events and the descriptions placed on them. McMurphy is a Sartrean hero as he does not allow the views of others and the subtle attempts to shun and devalue him dictate how he behaves. However, as the book plays out Kesey demonstrates that living in this manner may not lead to a life of pleasure or fame but may involve the free person being crushed by power structures and processes that do not appreciate the questioning of where power lies. I would argue that One Flew Over the Cuckoo’s nest offers a modern presentation of the story found in the New Testament. Like Christ, McMurphy questions the powers of his time: in this case psychiatry and bureaucratic process rather than the Jewish religious leaders. Like Christ he questioned the intentions of the powers that be and acted as a free human rather than someone embarrassed by their true nature. Moreover, like Christ, McMurphy suffers at the hands of an authority that pretends to be in place for the concern of the many when in reality it gives power to the few, and in suffering on the Cross gives the weak a lasting sense of freedom.See my other reviews at amateurreviewspace.blogspot.com

I can't tell you how many times i've read this book. I know exactly what happens, but it never fails to get my adrenaline pumping right before major events in the book. It's just that good.I'm a psychologist, so it never fails to disturb me - I want to educate others as to what mental heath treatment is like today. It does not resemble One Flew Over the Cuckoo's Nest at all. I have used excepts of this book and the movie (Jack Nicholson was really hot!) in my classes to spark discussions about perceptions of mental health facilities and treatment. Students seem to like this - they are more engaged and willing to participate.Definitely worth a permanent spot on your bookshelf or ereader, psychologist or not. Highly recommend.

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