prompt_front: Now, answer the following question based on the text below, only give me the answer and do not output any other words.

Question: How many years has KSTP-FM 102.1 been on the air?

Read the following text and answer briefly.

Context 1: KSTP (1500 AM; SKOR North) is a commercial AM radio station licensed to Saint Paul, Minnesota  It is the flagship AM radio station of Hubbard Broadcasting, which also owns several other television and radio stations across the United States   KSTP has a sports radio format and is the ESPN Radio Network affiliate for Minneapolis-St  Paul   The radio studios are  on University Avenue in Minneapolis, shared with sister stations KSTP-FM, KSTP-TV, KTMY, and KSTC-TV  On weekdays, KSTP airs local sports shows from 9 a m  to 9 p m  and carries ESPN programming weekday mornings, late nights and weekends  Some KSTP shows are simulcast on other sports radio stations in the region 

KSTP runs the maximum power for AM stations, 50,000 watts   It shares clear-channel, Class A status on 1500 AM with WFED in Washington, D C   KSTP broadcasts a directional signal at night, using a three-tower array, with its transmitter on U S  Route 61 at Beam Avenue in Maplewood   Programming is also heard on 250 watt FM translator K235BP at 94 9 MHz in Bemidji 

History

WAMD and KFOY
KSTP's start in 1928 was the product of a merger between two pioneering Twin Cities stations: WAMD ("Where All Minneapolis Dances") in Minneapolis, first licensed on February 16, 1925 to Stanley E  Hubbard, and KFOY in St  Paul, first licensed on March 12, 1924 to the Beacon Radio Service in St  Paul 

Following a few test transmissions, WAMD made its formal debut broadcast on February 22, 1925  (In later interviews Stanley Hubbard traced WAMD's start to April 1924 ) It was located at the Marigold Dance Garden, and featured nightly "Midnight Frolics" broadcasts by the ballroom's orchestra  It is claimed that WAMD was the first radio station to be completely supported by running paid advertisements  Effective June 15, 1927, WAMD was assigned to 1330 kHz 

On November 11, 1927 WAMD's transmitter site at Oxboro Heath on Lyndale Avenue South burned down, two weeks after the station had been sold to the National Battery Company  An initial arrangement was made to carry WAMD's programs over WRHM (now WWTC), transmitting on WAMD's 1330 kHz frequency  Beginning on November 24, 1927 the WAMD broadcasts, still on 1330 kHz, were shifted to KFOY's facility in St  Paul  (At this time KFOY was assigned to 1050 kHz)  The next day it was announced that National Battery had purchased KFOY, and as of December 1, 1927 both KFOY and WAMD were reassigned to 1350 kHz  WAMD continued making regular broadcasts until the end of March 1928, while KFOY, although it continued to be licensed for a few more months on a time-sharing basis with WAMD, ceased operations at this point 

National Battery Company
In mid-December 1927, the National Battery Company announced it had received permission from the Federal Radio Commission (FRC) to build a new station, with the call letters KSTP, operating from a transmitter site to be constructed three miles south of Wescott  The next month it was reported that the new station, still under construction, had been assigned to 1360 kHz  KSTP made its debut broadcast on March 29, 1928  Although technically it was a separate station from WAMD and KFOY, both of which were formally deleted on April 30, 1928, overall KSTP was treated as the direct successor to a consolidated WAMD and KFOY 

Hubbard became the merged station's general manager, acquiring controlling interest in 1941  A month after the merger, KSTP became an affiliate for the NBC Red Network   It remained with NBC for 46 years  On November 11, 1928, under the provisions of the FRC's General Order 40, KSTP was assigned to a "high-powered regional" frequency of 1460 kHz  The only other station assigned to this frequency was WTFF in Mount Vernon Hills, Virginia (later WJSV, now WFED, Washington, D C )  On February 7, 1933, the FRC authorized KSTP to increase its daytime power to 25 KW  In 1938 and 1939 KSTP also operated a high-fidelity AM "experimental audio broadcasting station" Apex station, W9XUP, originally on 25,950 kHz and later on 26,150 kHz  In 1941, as part of the implementation of the North American Regional Broadcasting Agreement, KSTP was assigned to its current "clear channel" frequency of 1500 kHz, with the provision that it and WJSV, as "Class I-B" stations, had to maintain directional antennas at night in order to mutually protect each other from interference  An FM station, KSTP-FM, was founded in 1946 but shut down in 1952 

Hubbard reportedly acquired an RCA TV camera in 1939, and started experimenting with television broadcasts   But World War II put a hold on the development of television   In 1948, with the war over, KSTP-TV became the first television station in Minnesota   With KSTP 1500 already associated with NBC Radio, KSTP-TV became an NBC Television Network affiliate   From 1946 to 1952, KSTP also had an FM counterpart   KSTP-FM 102 1 was only on the air four years   There were few radios equipped to receive FM signals in that era, and management decided to discontinue FM broadcasts 

MOR and Top 40
As network programming moved from radio to television, KSTP programmed a full service Middle of the Road (MOR) radio format, in the shadow of its chief competitor, CBS Radio affiliate 830 WCCO  In 1965, a new FM station, reviving the KSTP-FM call sign, was put on the air, largely simulcasting the AM station   But by the late 1960s, KSTP-FM began a separate format of beautiful music   KSTP was the radio home of the Minnesota Vikings football team from 1970 to 1975  

In 1973, KSTP broke away from its longtime adult MOR sound and became one of four area stations at the time to program a Top 40 format  "15 KSTP, The Music Station" competed with Top 40 AM rivals WDGY, KDWB and later, WYOO  The competition would eventually shake itself out, with outrageous rocker WYOO dropping out after being sold in 1976, and then the staid WDGY switching to country music the following year   As for uptempo hits station 15 KSTP, it went from a tight Top 40 format to leaning adult rock in 1978, to leaning adult contemporary in 1979, to evolving into adult contemporary/talk by 1980   In 1982, it officially shifted to talk   Most Top 40 rock music, by this time, had moved to the FM band 

Past Personalities

Notable hosts who have been on KSTP include John Hines, Jesse Ventura, Larry Carolla, Tom Barnard, Big Al Davis, Don Vogel, John MacDougall, Griff, Mike Edwards, Geoff Charles, Joe Soucheray, James Lileks, Leigh Kamman, Barbara Carlson, Peter Thiele, Tom Mischke, Jason Lewis, Chuck Knapp, Machine Gun Kelly, Charle Bush, Mark O'Connell and Paul Brand  These broadcasters were supported by producers such as Bruce Huff, Rob Pendleton, Alison Brown, Jean Bjorgen, David Elvin (who Vogel dubbed the "Steven Spielberg of Talk Radio"), Mitch Berg and others 

The station has, for the most part, emphasized local hosts over the years   But in 1988, KSTP was one of Rush Limbaugh's first affiliates when his conservative talk show was rolled out for national syndication   (Clear Channel-owned KTLK-FM took over rights to Limbaugh's show in January 2006)  Other syndicated hosts previously heard on KSTP include Sean Hannity, Bruce Williams, Larry King, and Owen Spann 

Sports Radio
KSTP switched to Sports Radio on February 15, 2010   As the station had to wait for ESPN's contract with rival KFAN and its sister station KFXN to expire, it did not become an ESPN Radio affiliate until April 12, the same day that the Minnesota Twins were scheduled to play the first game in their new ball park, Target Field, against the Boston Red Sox   As a result Coast to Coast AM and Live on Sunday Night, it's Bill Cunningham were retained during this period   One ESPN Radio network program, The Herd with Colin Cowherd, was picked up by KSTP immediately following the format change 

In 2018, the station was approved for an FM translator on 94 1 FM, broadcasting from a transmitter atop the IDS Center in downtown Minneapolis  The two-watt signal threw most of its power to the west, preventing interference to low powered FM stations on the same channel including WFNU-LP in St  Paul  With only two watts of power, however, the signal was limited to the immediate downtown area surrounding the IDS Center   It later acquired a 250 watt translator, K235BP at 94 9 MHz   The original translator was discontinued 

On January 15, 2019, KSTP rebranded as "SKOR North" (a reference to the Vikings team song/chant, "Skol, Vikings"), with local programming between 12 noon and 7 pm  About a year later, in May of 2020, KSTP suspended most of its local programming and laid off nearly all of its local staff  Station management cited the economic toll of the coronavirus for the changes  Sports broadcasting continues, primarily composed of ESPN radio network broadcasts 

Sports Teams

KSTP-AM served as the radio flagship for the Minnesota Vikings football team from 1970 to 1975 

On August 1, 2006, the station announced that it would be the new flagship station for the Minnesota Twins baseball team, effective with the start of the 2007 season  The Twins had been on rival WCCO since arriving in Minnesota in 1961   KSTP served as the flagship for the Twins until the end of the 2012 season, when games moved to 96 3 KTWN-FM (now KMWA)   The Twins have since returned to WCCO 830 

The switch to a fairly weak FM station caused dissent among some listeners, particularly in communities that had trouble picking up KSTP 1500   Although KSTP is the state's second most powerful AM station, it must operate directionally at night, delivering a reduced signal to parts of the market  WCCO, by comparison, offers a signal with a wider coverage area during the day than KSTP does, with WCCO's non-directional 50,000 watt signal  In response, the Twins have expanded the number of affiliates 

On March 9, 2011, KSTP announced it would be the new flagship for the University of Minnesota Golden Gophers men's and women's basketball and men's ice hockey, ending a 68-year run on WCCO  The rights have since moved to KFXN-FM, which already aired Gopher football 

On March 2, 2017, KSTP announced it would be the first radio broadcaster for Minnesota United FC   The move brings live soccer action to 1500 AM 

Previous logos

References

External links
KSTP website

FCC History Cards for KSTP (covering 1928-1980)
Radiotapes com Historic Minneapolis/St  Paul airchecks dating back to 1924 including KSTP and other Twin Cities radio stations 
Rick Burnett's TwinCitiesRadioAirchecks com has additional airchecks of KSTP and other Twin Cities radio stations from the '60s and '70s, including Chuck Knapp's 2nd show on KSTP 

Hubbard Broadcasting
ESPN Radio stations
Peabody Award winners
Radio stations in Minneapolis–Saint Paul
Radio stations established in 1925
1925 establishments in Minnesota
Minnesota Kicks
Sports radio stations in the United States
Clear-channel radio stations 
Context 2: Weep Not, Child is a 1964 novel by Kenyan author Ngũgĩ wa Thiong'o  It was his first novel, published in 1964 under the name James Ngugi  It was among the African Writers Series  It was the first English language|English novel to be published by an East African  Thiong'o's works deal with the relationship between Africans and white settlers in colonial Kenya, and are heavily critical of colonial rule  Specifically, Weep Not, Child deals with the Mau Mau Uprising, and "the bewildering dispossession of an entire people from their ancestral land " Ngũgĩ wrote the novel while he was a student at Makerere University 

The book is divided into two parts and eighteen chapters  Part one deals mostly with the education of Njoroge, while part two deals with the rising Mau Mau movement 

Plot summary

Njoroge, a little boy, is urged to attend school by his mother  He is the first one of his family able to go to school  His family lives on the land of Jacobo, an African made rich by his dealings with white settlers, namely Mr  Howlands, the most powerful land owner in the area  Njoroge's brother Kamau works as an apprentice to a carpenter, while Boro, the eldest living son, is troubled by his experiences while in forced service during World War II, including witnessing the death of his elder brother  Ngotho, Njoroge's father and a respected man in the surrounding area, tends Mr  Howlands' crops, but is motivated by his passion to preserve his ancestral land, rather than for any compensation or loyalty 

One day, black workers call for a strike to obtain higher wages  Ngotho is ambivalent about participating in the strike because he fears he will lose his job  However, he decides to go to the gathering, even though his two wives do not agree  At the demonstration, there are calls for higher wages  Suddenly, the white police inspector brings Jacobo to the gathering to pacify the native people  Jacobo tries to put an end to the strike  Ngotho attacks Jacobo, and the result is a riot where two people are killed  Jacobo survives and swears revenge  Ngotho loses his job and Njoroge’s family is forced to move  Njoroge’s brothers fund his education and seem to lose respect for their father 

Mwihaki, Jacobo's daughter and Njoroge's best friend, enters a girls' only boarding school, leaving Njoroge relatively alone  He reflects upon her leaving, and realizes that he was embarrassed by his father's actions towards Jacobo  For this reason, Njoroge is not upset by her exit and their separation  Njoroge switches to another school 

For a time, everyone's attention is focused on the upcoming trial of Jomo Kenyatta – a revered leader of the movement  Many blacks think that he is going to bring forth Kenya’s independence  But Jomo loses the trial and is imprisoned  This results in further protests and greater suppression of the black population 

Jacobo and a white landowner, Mr  Howlands, fight against the rising activities of the Mau Mau, an organization striving for Kenyan economic, political, and cultural independence  Jacobo accuses Ngotho of being the leader of the Mau Mau and tries to imprison the whole family  Meanwhile, the situation in the country is deteriorating  Six black men are taken out of their houses and executed in the woods 

One day Njoroge meets Mwihaki again, who has returned from boarding school  Although Njoroge had planned to avoid her due to the conflict between their fathers, their friendship is unaffected  Njoroge passes an important exam that allows him to advance to High School  His village is proud of him, and collects money to pay Njoroge's High School tuition 

Several months later, Jacobo is murdered in his office by a member of the Mau Mau  Mr  Howlands has Njoroge removed from school for questioning  Both father and son are brutally beaten before release and Ngotho is left barely alive
Context 3: Probably one of the most frustrating things about building experimental aircraft, especially when starting with a minimum of pre-fabricated parts, is to start building and ending up with an unexpected result  Every builder starts a new project by wanting it to go "perfectly " So when things aren't going well, especially at the beginning, the frustration can lead to an unfinished airplane 
This is the first article in a series dedicated to helping builders of the Rand Robinson KR series planes build a straight and true fuselage -- the first part of the construction process  Borrowing from modern boatbuliding techniques, focus will be on the KR-2S, but the principles apply to the entire lineup of KR-1 & KR-2 series planes 
While building the KR-2(s) a common surprise is encountered by builders when the completed fuselage sides are laid into position to form the fuselage box section  With many hours spent building the sides flat, finding the once straight longerons that now bow up from the building surface, form a most dissatisfying "banana" shape  Especially when using the preformed fiberglass parts, this curve in the top longeron is not acceptable  The builder is left wondering what went wrong and no amount of clamping or brute force forming will solve the problem to any degree of satisfaction  The problem is not the builder's fault  The solution starts by understanding the three dimensional relationship of the assembled parts being built 
First understand that the plans show the finished form of the plane  They show the "projected" form as you would expect to see it if viewing an actual plane from the top, ends and from the side  Since the sides are sloped (flared) outward, looking from the side, the distances given by measuring the profile drawing are "foreshortened" and don't give the proper shape for building the fuselage with a flat top longeron  What needs to be done is to "develop" the "true" distances and shape of the flat panel so that when it is curved into position, the longerons lay flat 
Second, understand that the dimensions called for in the plans put a twist in the sides that tends to work the panel in two directions of curvature  This twist makes the panel "undevelopable" meaning that that shape cannot be unrolled into an equivalent flat shape  This is important when laying out the side and bottom panels onto flat plywood  To illustrate this, try forming a piece of paper around a soda can  The paper can be formed flat around the can either straight or at a diagonal to it's length  It has only one direction of curvature and is by definition "developable"  Now try to form the same piece of paper around a baseball  It won't lie flat on the surface without some deformation (folding, wrinkling or tearing) of the paper  The ball has curvature in more that one direction and is a "compounded" shape  Paper (or plywood) can only be readily formed in developable shapes as opposed to aluminum or other metal which can accept in plane deformation  A developable surface is needed to lay out a curved surface when the materials used can't be deformed with any degree of in-plane strain 
Initially, the fuselage sides are laid out flat with reference to the top longeron measured to a straight chalk line  The bowing problem starts when the side panels are bent and sloped to form the fuselage box section  If the sides were not sloped (tumbled home), the section formed would be cylindrical and the longerons would lie flat  Since the sides are tumbled home, the section formed is now conical  When a conical shape is cut with a plane (building surface) not perpendicular to it's axis, the shape formed is elliptical -- exactly what happens with the top longeron  When it's built flat, bent to form a cylindrical section, and sloped to form a conical section, it takes on an elliptical shape firewall to tailstock 
This method borrows heavily from proven techniques used in the marine trades  It should be stressed at this point that although the layout procedure is not complicated, it is important to take your time  If the layout is not going well initially, start over! Better to erase layout errors now than to have them built it and cause surprises later 
Layout to ensure a fair and true fuselage starts by drawing a reference line (baseline) on the building surface  Refer to figures 2 & 3 and use a wire guide to draw a very straight baseline  About 500 lbs  Of tension should be adequate  One could use a chalk line, but we're talking airplanes here, not house framing 
The main layout difference is that the baseline isn't used as a reference for the top longeron  The baseline references the mid point of the firewall for the developed (and true dimensioned) side panel  Although the baseline will still be the reference, the top and bottom longerons will be laid separately 
Layout differences don't end there  Each of the stations (vertical members) will be laid out with a calculated separation so that when the panels are formed into position, they land on the spacing called for in the plans  Another major difference is that the bottom & side panels are applied after forming the fuselage box section  This is mainly to obtain the ability to "fair" the side and bottom surfaces and insure a straight and true shape 
Refer to figure 1 for the layout of the new developed side panel  The firewall (station a) is layed out perpendicular to the baseline  Longitudinal (station) measurements are given along the length of the baseline from the firewall  Vertical dimensions are given to reference the angle and breadths of the station at the baseline 
Notice that the top longeron is bowed outward and that the stations are spaced slightly greater than called out in the plans  When the panels are formed into the box frame section ,they will work into the dimensions specified in the plans 
Strike a centerline, longer than is needed on the building surface using a wire guide  Draw off the firewall line perpendicular to the centerline at one end 
Using the distances listed in the balloons, mark them off on the centerline  Distances are measured to the nearest sixteenth of an inch  Take time to mark them off carefully  Don't mark off the distances in a cumulative fashion  Use the firewall as a common reference 
Using the angles listed at each station, mark off a station line longer than is needed  The angles are measured to the nearest hundredth of a degree  Take time to mark them off carefully 
At each station, start by marking off each short (bottom longeron) line distance from the centerline  Use your set of trammels or beam compass for doing this  Mark the intersection of the short line with the station line 
At each station, mark off each long (top longeron) line distance from the intersection of the short line distance and the station line  Again the trammels or beam compass is best for completing this step  Mark the intersection of the long line distance with the station line 
Using the longeron as a batten, trace out the inside and outside curves of the longeron  After the batten is secure, in between each station, fasten a keeper block inside and outside to preserve the shape of the longeron taking care to avoid potential future interference with the diagonal members to be installed later  The fairing blocks can be removed or left in place if they won't interfere with building  The vertical station members and their diagonals can now be measured and positioned  Remember to refer to the plans for the material thickness direction 
After vertical and diagonal members are cut and fitted, take time to draw their outlines on the building surface to cut down on time and confusion when laying out the opposite side 
Finishing the side panel is accomplished in a manner similar to that called for in the handbook with the exception that the side and bottom skin panels will be attached later 
The next article in the series will discuss jigging and building techniques to ensure alignment and straightness of the flat built side panels  Also covered will be building a "strongback" jig to assure alignment of the side panels when they are formed into their final shape 
Part 3 in the series will cover assembly of the side panels using the jigs  Some joint details will be discussed that will ensure a stronger and more fair fuselage assembly  Also covered will be the layout & attachment of the side and bottom ply skins 
U S  Mail: Densmore Associates, inc 
ANSI "D" size, computer generated plots of all the layout drawings in this series are available from the author for $30 plus postage & handling  Full (true size) scale plots may be made available depending on demand 
"Scarfing" is the practice of splicing plywood so that short pieces of plywood can be used to span long distances  On the KR, it is required on both the fuselage skins and spar webs  The angle of the splice should be 10 to 12 degrees to maintain strength across the joint  Also, joints should coincide with structural members, such as spar webs or fuselage truss members 
This scarfer is made by mating a regular plunge router (this one costs about $50) to a table saw  Obviously, you really only need a table saw to cut the chamfer, but it does make a nice heavy table for scarfing  You could just as easily use a large work table as the base First, set the table saw for a 5 5 degree cut (for a 1:12 joint, or 6 5 degree cut for a 10:1 joint), and run a 1 x 6 through on edge to chamfer a corner on the board  Then drill the board for three router mounting holes (two are countersunk) and connect the assembly to the table saw with two 1/4 inch bolts  Use a long (2-3 inch) straight cutting bit to do the cutting  Adjust the bit so it doesn't interfere with your table top, and go to town  Keep pressure on the plywood to ensure contact with the table while you're scarfing  Make sure you feed your material from the same end as you would if you were sawing, or the router will take your plywood away from you and put a big dent in your garage door 
In the late 60's Ken Rand and Stuart Robinson were working as flight system engineers for Douglas Avionics  Ken was working as an electrical engineer, having previously worked for Sperry as an autopilots project engineer, while Stu's degree was in aeronautical engineering from Northrop University  They were two of the guys at the end of the DC-8,9, and 10 assembly lines responsible for correcting some of the nits and picks in various systems before delivery to the customer 
They both wanted to build a fast, inexpensive airplane which was also economical to maintain  Several designs were considered, and plans were bought first for the Jeanie's Teenie and then the Taylor Monoplane  The Monoplane was more to their liking, but would require some modification to fit their needs  A cooperative redesign effort ensued, with virtually no dimensions left untouched  Only the basic fuselage structure, airfoil, and powerplant were retained



ground_truth: Four years.

prompt_front: Now, answer the following question based on the text below, only give me the answer and do not output any other words.

Question: What happens to Ngotho after he attacks Jacobo at a workers' strike?

Read the following text and answer briefly.

Context 2:  Although there doesn't seem to be a connection between Njoroge's family and the murder, it is eventually revealed that Njoroge's brothers are behind the assassination, and that Boro is the real leader of the Mau Mau  Ngotho soon dies from his injuries and Njoroge finds out that his father was protecting his brothers  Kamau has been imprisoned for life  Only Njoroge and his two mothers remain free, and Njoroge is left as the sole provider of his two mothers  Njoroge fears that he cannot make ends meet; he gives up hope of continuing in school and loses faith in God 

Njoroge asks Mwihaki's for support, but she is angry because of her father’s death  When he finally pledges his love to her, she refuses to leave with him, realizing her obligation to Kenya and her mother  Njoroge decides to leave town and makes an attempt at suicide; however, he fails when his mothers find him before he is able to hang himself  The novel closes with Njoroge feeling hopeless, and ashamed of cowardice 

Characters in Weep Not, Child
 Njoroge: the main character of the book whose main goal throughout the book is to become as educated as possible 
 Ngotho: Njoroge's father  He works for Mr Howlands and is respected by him until he attacks Jacobo at a workers strike  He is fired and the family is forced to move to another section of the country  Over the course of the book his position as the central power of the family weakened, to the point where his self-realization that he has spent his whole life waiting for the prophecy (that proclaims the blacks will be returned their land) to come true rather than fighting for Kenyan independence, leads to his depression 
 Nyokabi and Njeri: the two wives of Ngotho  Njeri is Ngotho's first wife, and mother of Boro, Kamau, and Kori  Nyokabi is his second wife, and the mother of Njoroge and Mwangi 
 Njoroge has four brothers: Boro, Kamau, Kori and Mwangi (who is Njoroge's only full brother, who died in World War II) 
 Boro: Son of Njeri who fights for the Allies in World War II  Upon returning his anger against the colonial government is compounded by their confiscation of the his land  Boro's anger and position as eldest son leads him to question and ridicule Ngotho, which eventually defeats their father's will (upon realizing his life was wasted waiting and not acting)  It is eventually revealed that Boro is the leader of the Mau Mau (earlier alluded to as "entering politics") and murders Mr Howlands  He is caught by police immediately after and is scheduled to be executed by the book's end  It is highly likely that it is also Boro who kills Jacobo 
 Mwihaki: Njoroge's best friend (and later develops into his love interest)  Daughter of Jacobo  When it is revealed that his family killed Jacobo (most likely Boro), Mwihaki distances herself from Njoroge, asking for time to mourn her father and care for her mother 
 Jacobo: Mwihaki's father and an important landowner  Chief of the village 
 Mr  Howlands: A white settler who emigrated to colonial Kenya and now owns a farm made up of land that originally belonged to Ngotho's ancestors  Has three children: Peter who died in World War II before the book's beginning, a daughter who becomes a missionary, and Stephen who met Njoroge while the two were in high school 

Themes and motifs
Weep Not, Child integrates Gikuyu mythology and the ideology of nationalism that serves as catalyst for much of the novel's action  The novel explores the negative aspects of colonial rule over Kenya  Njoroge's aspiration to attend university is frustrated by both the violence of the Mau Mau rebels and the violent response of the colonial government  This disappointment leads to his alienation from his family and ultimately his suicide attempt 

The novel also ponders the role of saviours and salvation  The author notes in his The River Between: "Salvation shall come from the hills  From the blood that flows in me, I say from the same tree, a son shall rise  And his duty shall be to lead and save the people " Jomo Kenyatta, the first prime minister of Kenya, is immortalised in Weep Not, Child  The author says, "Jomo had been his (Ngotho's) hope  Ngotho had come to think that it was Jomo who would drive away the white man  To him, Jomo stood for custom and traditions purified by grace of learning and much travel " Njoroge comes to view Jomo as a messiah who will win the struggle against the colonial government 

See also

Things Fall Apart
Death and the King's Horseman

References

External links
Official homepage of Ngũgĩ wa Thiong'o
BBC profile of Ngũgĩ wa Thiong'o
Weep Not, Child at Google Books

British Empire in fiction
Novels set in colonial Africa
Historical novels
Kenyan English-language novels
Novels by Ngũgĩ wa Thiong'o
Novels set in Kenya
1964 novels
Heinemann (publisher) books
Postcolonial novels
African Writers Series
1964 debut novels
Context 3:  The tail shape was Stu's, and came directly from the big DC-8s parked on the ramp outside his office window  The landing gear was designed by Ken, after seeing the gear on a Dewey Bird at Santa Paula airport 
Ken was killed in his KR2 a short time later while flying over Cajon Pass in what was apparently a bad weather / low fuel accident  Ken's wife Jeanette became owner of RR overnight, and stepped up to keep the plans and parts coming  Much of the engineering needs are handled by Bill Marcy of Denver, who's been helping out since early '79 
To date, almost 6000 KR1, 9200 KR2, and 760 KR2S plan sets have been sold  1200 KR2s are estimated to be flying, with 5 KR2Ss now in the air  Much of the development work done on KR's is now done by the builders themselves  KR builders tend to be innovative, which leads to some interesting modifications  Some of the mods that work eventually creep into the plans  The KR2S is a case in point  Many builders who'd heard of the pitch sensitivity and tight cabin of the KR2 began to build an enlarged version, with the length determined by the most commonly available longeron material  The result is a KR2 that is stretched 2" between firewall and main spar, and 14" behind the main spar  Higher gross weights dictated more wing area, with the new standard becoming the Diehl wing skin  Those who plan to carry passengers commonly stretch the cabin width a few inches, although 1 5 inches is the limit if you still want to use RR's premolded parts 
Mike Stearns addresses the KR Forum crowd 
This year's KR Forum featured guest speakers Mike Stearns, Steve Trentman, and Bill Marcey  Mike Stearns spoke on several topics, including the many sources for KR and homebuilding information available on the Internet  He also mentioned KRNet, the list server devoted entirely to KR aircraft, as well as several notable World Wide Web home pages  He also brought a sample of the new Rand Robinson wing skins with him, and discussed their high temperature core prepreg construction  His KR2S will receive the first set, which is currently being installed at Hinson Composites 
Steve Trentman spoke on his turbine installation  It uses a turbine engine which saw duty as an A7 attack jet starter engine  Total weight is about 85 pounds, while putting out around 90 horsepower  There is a small stockpile of these engines available from government surplus  sources  This engine can only be throttled back to 52% power, which leads to some pretty interesting landings  One inflight failure has been logged so far, with very little damage to the aircraft  More on this exciting development in next month's issue of KROnline 
Les Palmer's KR2 N202LP won Best KR2, Best Engine Installation, and People's Choice awards at the 1995 KR Gathering at Columbia, TN  After researching the KR series, and reading Neil Bingham's "A Critical Analysis of the KR2" (Jan 88 Sport Aviation), Les decided to build his as a single seater, stretched 24" in the tail, while maintaining a stock width firewall  His fuselage is made from Douglas fir, which weighs in at 4 lbs heavier than if constructed from spruce  It is skinned with 1/8" birch plywood  Spars are covered with plywoood on both fore and aft sides, ala KR2S  Diehl wing skins provide the lift  Horizontal stabilizer and elevator were stretched 7" longer on each side, while the vertical stabilizer and rudder were stretched 8" taller    The fuselage to cowling junction was made more graceful by adding 1 5 inches to the height of the firewall end of the fuselage sides 
Les's canopy is a Dragonfly, using a four linkage system to swing forward when opening  The canopy frame fits snugly into a recess in the foward deck, providing an excellent wind and water seal  The fiberglass work is exemplary 
Seating is luxurious for one 
The cowling is also a work of art, and uses NACA ducts for efficiency  Female molds were made for all the fiberglass parts on Les's plane, so he could proabably be persuaded to make more, if demand dictates  Les also machines a multitude of KR aluminum and steel parts which he now offers for sale 
The firewall was reinforced with aluminum brackets and angles bolted between the longerons in anticipation of the 200 lb Subaru EA-81 engine installation  His 100 HP Asian version is outfitted with an American Holley 5200 caburetor and manifold  It uses a PSRU of Les's own design, featuring two spur gears with a 1 69:1 reduction ratio and a toothed belt  Other than tapping the crank for larger bolts to mount the redrive, no other engine modifications were required  Also, this is probably the only air conditioned KR2 on the planet  The prop is a 60/63 Hegy 
Originally built as a taildragger, the fixed gear is made from 4130 steel tubing  Custom cast 6 00x6 aluminum wheels and steel rotors are mated with 6" Cleveland calipers for braking  An early taxi test accident damaged the main gear, and prompted Les to change to tricycle gear  Again, he designed his own fiberglass main gear, and uses a Diehl nose wheel fork with a 4130 strut and 6" wheel up front 
Early tests revealed cooling problems, which prompted a radiator move from the firewall to a lower cowling location 
The first flight was almost a disaster, as test pilot Randy Smith lost power right after takeoff  He managed a 180 with a safe downwind landing with only minor nosewheel pant damage  The culprit proved to be a spark plug with too much reach, which was quickly remedied  Subsequent flights have shown water temp to be about 210 degrees, oil temp is 220-230, and airspeed is about 180 mph 
Shopping for the Partially Built KR 
This story starts about twenty years ago when I first started looking at the KR-2 as the plane I'd like to build  The only problem at that time was a lack of money, lack of knowledge, and a lack of job stability  I liked the design, except for the low ground clearance of the retractable gear and that a KR was going to be a tight fit for me to fly 
Over the past twenty years I've owned a number of planes, but still always wanted to build my own  I needed one that would fit me, my budget requirements, and have the speed and performance that I wanted  When "KITPLANES" published the article featuring Roy Marsh's new KR-2S, it was the first I had heard of any major modifications or improvements to the same old KR design  I believe that article and Roy Marsh's workmanship have probably been the greatest boon to Rand Robinson (RR) in the last twenty years  It certainly caught my eye! Here was the same design I had decided I wanted to build twenty years ago, with all of the improvements I wanted  It was sitting on fixed gear with some reasonable ground clearance  It had the capability to be built large enough to accommodate me  It has enough prefab parts available that it didn't have to be 100% scratch built if I decided to hurry the project along  And it had the speed I wanted  I knew that Roy's published speeds were probably not realistic expectations for the average KR, but after knocking around for the last three years in my Champ, anything over 90 mph seems pretty fast to me 
After purchasing the info kit and the sales video from Rand Robinson, the next step after deciding for sure to build this plane was to order the KR-2 plans and the KR-2S addendum  I finally got my plans and was putting together my first order to start the plane, when my partner in the Champ pointed out that there was a partially completed KR-2S for sale in Trade-a-plane  My initial answer was "No, I don't even want to look at it  I want to build my own from scratch " My partner insisted that for the advertised price and the fact that it wasn't too far away, I ought to at least give the guy a call and investigate it  "No, I don't think I want to buy someone else's problems," I persisted  That night I went home and crunched up some numbers on the calculator and finally came to the conclusion that for the sake of my budget for the next several years, I really should give this guy a call 
Three days later, I flew to his place about 400 miles away to take a look at his project  At this point I should probably mention that I consider myself to be fairly knowledgeable about airplane construction, although the vast majority of my experience is with tube and fabric  The rest of this article deals with what I looked for and more importantly what I missed and have had to repair in the last year since I purchased the project 
When we went to the seller's house, I found that the left wing was built using the Dan Diehl wing skins and the right wing skins were leaning against the wall inside the house  Also the canopy was in the house with the canopy covered with paper and tape  I wanted to inspect the fuselage first, so off we went to the shop 
There I found a fuselage sitting on it's gear painted in primer gray  The first step was to inspect the quality of workmanship of what could be seen as it sat  The interior of the fuselage looked as if it had been built with a great deal of care  The fit and finish of all of the interior wood was very nice  Even the gussets looked like they had been painstakingly perfectly fitted  The glass work on the turtle back also looked very precise and clean  It was evenly faired into the vertical and horizontal stabs  The tail also appeared to be well built with the exception of a depression directly over the front and rear spars in the horizontal stabs  He explained that when he moved recently, that he had shot the plane with gray primer to protect it from the weather since he wouldn't have ready access to a shop to put it in right away  It ended up sitting out in the hot south Texas summer sun for a few weeks before he got a shop rented to work in  That caused the glass (or possibly the foam inside the horizontal stab) to swell, except that it held onto the spar, so it was slightly ballooned in front of and behind the spars  His recommendation was to fill it back smooth with micro 
I also found a small linear crack in the lower left wing spar cap on the left wing stub  It appeared to be from over tightening the rear spar wing attach fitting bolts  His explanation was that the crack wasn't important because the rear spars only job is to keep the wings from folding back  I also noticed that the holes for attaching the outer wing to the wing stub were badly rounded out on the rear spar  He explained that the Diehl wing skins require the rear spar to be swept slightly more forward than the stock wings  This won't allow you to use the rear spar attach fittings from RR and that I would need to fabricate a new set of rear spar attach fittings



ground_truth: After attacking Jacobo at a workers' strike, Ngotho loses his job and Njoroge's family is forced to move.

prompt_front: Now, answer the following question based on the text below, only give me the answer and do not output any other words.

Question: What is the problem encountered when building the fuselage sides?

Read the following text and answer briefly.

Context 3: 
I also found that the aileron bellcranks were not built or installed as per plans, but found that they looked professional  I couldn't check for function since the right bellcrank and sheeve wasn't installed, the left wing also wasn't installed, and the right wing didn't exist yet 
Next we pulled the inspection panels off of the fuselage and tail and looked at everything I could see with a good flashlight  I didn't find anything else that might be questionable about the fuselage except for a cracked elevator trim tab that was damaged when it fell off it's hanging place on the wall 
Next we spent some time going over his builders log and builders photo album  I still hadn't seen anything that would dissuade me from buying this project 
At this point it was starting to get late and my ride down needed to get airborne for the flight home  I needed to make a decision about whether I wanted this project or not, but I hadn't inspected the wings and canopy yet  I took a cursory look at the left wing and saw lots on micro built up on it and some bubbles in the leading edge, but nothing that looked seriously wrong to my amateur eye  The right wing was only a set of spars in the shop and the Diehl wing skins in the house, so there wasn't much to look at there  The canopy was wrapped in paper and tape, so there wasn't much to look at there either  I decided that even if there were serious problems in the wing that was built, I would be money ahead to go ahead and buy the project  For the advertised price, I could build a new set of wings and still be way ahead financially  We negotiated a final price, shook hands, took my ride to the airport, and started off in search of a U-haul to haul the project home 
Now, at this point, some of you are thinking about what I surely must have forgotten to inspect and why didn't I take a local A & P or EAA member along for the ride  First of all, I don't know any mechanics locally that have any experience with glass and our EAA chapter of which I am VP is woefully lacking in fiberglass knowledge  Secondly, as you will see, I missed plenty  Some by ignorance, some by just not looking close enough 
Now for a list of the problems that I found over the last year and a few of the fixes that I came up with 
I found that the lower set of rear spar attach fittings on the left rear spar were installed backwards with the longer spaced hole towards the fuselage  Since this is the same place that also had the cracked spar cap, it required a major change  Also in the same area he had drilled through the rear spar with a hole saw to create a place for the aileron cable to pass through and managed to cut out the second from the outside vertical brace in the spar  Then he chose to install the aileron bellcranks in front of the rear spar, and cut another hole through the rear spar for the aileron push rod  He also managed to cut out the outside vertical brace in the spar  Since the holes were already drilled through the spar, the choices were to either cut out that section of spar cap and scarf a new piece in, cut the whole rear spar carrythrough out of the fuselage including ruining the left lower wing skin, or do something else creative to reinforce the spar cap and install a custom built set of attach fittings 
I also found that after I built and installed the right side wing stub ribs and skin that the aileron bellcrank setup would not work as installed  The cable that crosses between the two bellcranks had a sharp uphill from the sheeve to the bellcrank in the last 12 inches on either side  This combined with the radius that the bellcranks turn caused the cross cable to pull up tight when the ailerons were pushed to either end of their travel, but allowed the cables to go very slack when the ailerons were centered  Also the Aileron pushrods needed to pass directly through the lower set of rear wing attach fittings to attach to the aileron  This whole rear spar and aileron bellcrank setup was going to either have to be redesigned or cut out and built to plans  The bottom line is that the problems I observed when I inspected this part were much more serious than expected when I had to fix it 
I decided that I had to remove the rear fittings from the left wing to be replaced with the new set that my neighborhood machinist was cutting out for me  When I put the wing on the work bench to start removing the rear fittings, I thought I had better take a closer look at the bubbles in the leading edge  I found that as I pushed on the leading edge, it delaminated between the glass lay-up on top and the upper and lower wing skin edges that were floxed together underneath  I concluded that that area had to come apart and took a belt sander to the leading edge  What I found was that the leading edge had been floxed together and glassed over, but the mold release had never been scrubbed off the leading edge of the wing  It peeled apart for rebuild quite easily 
When I got back to removing the rear spar attach fittings, I noticed that the woodwork inside the wing looked awfully dull  The reason was that the wing had been closed up without varnishing any of the woodwork  This was rectified with a small hole saw, a number of extensions and a modified undercoating sprayer 
I also found that the aluminum drain fitting in the bottom of the left wing tank had been glassed into place upside down  The tapered pipe threads were tapered the wrong way to install the draincock into the tank  Retapping the fitting the right direction seemed to be a good fix for that problem 
When I finally got around to attaching the wing to the fuselage, I found that the front spar attach fittings were badly misaligned  Although they could be forced into alignment, I didn't think I needed that kind of preload on the main spar fittings  This problem was fixed by calling on my local neighborhood machinist to build me an aligning fixture and reaming the attach holes to the next larger size and ordering the new sized bolts 
On the fuselage I found that although it had new Cleveland wheels and brakes on it, one of the brakes had a severe wobble to it  I must complement the manufacturers for taking care of that problem  One call to the Cleveland factory and they shipped me a new set of wheels and brakes even though the receipt for this set was over four years old and in the original builders name  Their only concern was that this set had never been placed in service yet 
I chose to sand the load of micro off the left wing to see what it was covering  When I got down to the glass, I found that there was no glass for the aft inch and a half of the underside of the wing in front of the aileron hinge  With the Diehl wing skins, you build the wings, then cut the ailerons out of trailing edge of the wing  He had mismeasured and cut too much material off the bottom side of the trailing edge in front of the aileron  It was filled by floxing a piece of spruce into the gap to fill the space between the back edge of the fiberglass and the aileron mount  I chose to wrap the trailing edge of that wing, and the other wing to match with a couple of lay-ups of glass 
When I sanded the primer off the aforementioned damaged trim tab, I found that the hinge was floxed to the leading edge of the foam insides of the tab, but not the glass  I also chose to wrap the front of the trim tab with a lay-up of glass 
I decided to pull the paper off the canopy and take a look at it before I'm ready to bolt it on and fly  The original builder had blown his own canopy and after some of the previous problems, I was beginning to have some concerns about not having looked it over closely enough  The canopy turned out to have been blow a little too large  It ended up with a little larger bubble for headroom, which I didn't object to  However, it had more headroom on the right side than the left  Yes, it was just a little bit lopsided  The main problem was that the canopy is stretched thin enough that it can be easily pushed in with one hand when the weather is warm   My fear was that this is just thin enough that it may decide to lay on my head or in my lap when flying on a warm day  It will have to be replaced 
I'm sure that many that are reading this could see several of the potential problems before I mentioned them, but some others may not have and I'm sure that there could have been many other problems that didn't but could have existed on this project  This is also not intended to be critical of the gentleman that started this project as many parts of it, especially the wood work are better than I could have done and much of his work is outstanding  I prefer to think that I'll end up with a better plane with his woodwork combined with my glasswork  This article is intended to feature some of the problems that you may run into in buying someone else's project 
The final question is, knowing what I have found over the past year, would I have still purchased this project  The answer is yes, but primarily because the price was right in that I am still money and work ahead of where I would be if I had started the project from scratch  There are a few things that I would have done differently, but nothing that I can't live with  Although I won't be able to say that I built it all from scratch, I have built and rebuild enough of the plane that I should have no problem qualifying under the 51% rule 
You can send comments directly to the author via e-mail at "jscott@LANL GOV" 
Here is an brief explanation of how I built my turtledecks  The jig was constructed from scrap plywood and a few 1x4s that I ripped into stringers  I made two temporary bulkheads from the plywood, one for each end  Remember the forward bulkhead needs to be shaped in a way that will closely match the aft end of your canopy frame  Make an aft bulkhead by placing a straight edge at the top of your forward bulkhead and the trailing edge of your horizontal stabilizer  This will give you an idea of how tall your aft bulkhead needs to be  As far as location, I placed my aft bulkhead just forward of the lower/front of my vertical fin  I constructed the jig on the fuselage, it is glued together with automotive bondo 
After the bulkheads were bondoed to the fuselage I used the stringers that I ripped from the 1x4s and bondoed them to the bulkheads  This gave me a male form to cover with thin plastic or posterboard  I stapled two layers of posterboard to the jig(thin plastic would work better)  The posterboard wraps down two inches onto the fuselage  After I was satisfied with the way it looked, I then covered the entire thing with duct tape (fiberglass will not stick to duct tape) On top of this I wetout one layer of tri-ply cloth (22oz) that I had left over from an earlier project, and one layer of 8oz  bid  Remember to mask off your fuselage so you don't get epoxy on it  If you are not familiar with composite lay-ups, you should plan on razor cutting your lay-ups 4 to 6 hours after wetout while the lay-up is still soft enough to cut with a razorblade 
After the lay-up cured (2 or 3 days) it was removed from the jig, and the jig was removed from the fuselage and discarded  (be careful, the bondo sticks very well to the spruce, you could splinter your wood during removal) I now have a fiberglass skin that tends to hold the shape of the jig but is still flexible enough to work with  I made two bulkheads out of 1/4 last-a-foam (AS&S) using the plywood formers from the jig as a guide  I covered these foam bulkheads with one 8oz layer of glass on each side, with a glass to glass edge on the bottom  After cure these bulkheads were bondoed into place (to the fuselage)and the fiberglass skin was pulled down tight and floxed to the bulkheads  When the flox cured the bondo joints were broken, again being careful not to harm the wood  The turtledeck was removed from the fuselage and 2 inch tapes added to the bulkheads inside and out 
At this point the turtledeck looked great and only weighed about 5lbs  but I noticed you could deform the skin by pushing hard on the outside  So I flipped the turtledeck over and from 1/4 inch last-a-foam, I cut two inch wide strips that would run the entire length, forward and aft inside the turtledeck  In effect these would act as composite stringers, I made enough of these two inch wide strips to make up three stringers  One down the center (sort of a backbone) and one on each side of the "backbone" half the distance to the edge of the turtledeck  I sanded the edge of the foam so that when covered with a layer of bid @ 45degrees there would be a nice transition from the turtledeck skin up onto the foam and then back onto the turtledeck I scuff sanded and glued the foam stringers in with micro  I covered the foam stringers with one layer of 8oz bid @ 45degrees 



ground_truth: The longerons bow up from the building surface, forming a "banana" shape.