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310-152 Sun Certified Backup and Recovery Engineer (emphasis on Solstice Backup)

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310-152 exam Dumps Source : Sun Certified Backup and Recovery Engineer (emphasis on Solstice Backup)

Test Code : 310-152
Test title : Sun Certified Backup and Recovery Engineer (emphasis on Solstice Backup)
Vendor title : SUN
: 115 real Questions

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Wi-solar Launches FAN Certification application For significant out of doors IoT Networks | killexams.com real Questions and Pass4sure dumps

No outcomes found, try recent keyword!The Wi-solar Alliance, a world ecosystem of member agencies in search of to speed up the implementation of open standards-based container district Networks (FAN) and the information superhighway of issues (IoT), these days announ...

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No outcome discovered, try recent key phrase!ATLANTA, Oct. 1, 2018 /PRNewswire/ -- Landis+Gyr (SWISS: LAND.SW) introduced its support for the Wi-solar FAN Certification program launched via the Wi-sun Alliance previous these days. As a Promoter Member of ...

Itron supports the Wi-sun Alliance’s FAN Certification program for enormous-scale outside Industrial IoT Networks | killexams.com real Questions and Pass4sure dumps

LIBERTY LAKE, Wash.--(company WIRE)--

Availability of Wi-sun’s FAN 1.0 Certification software Marks Milestone for Itron and the trade

Itron, Inc. (ITRI), which is innovating the manner utilities and cities control power and water and a member of the Wi-sun Alliance, has announced its aid for the Wi-solar box enviornment community (FAN) Certification program launched today. The Wi-solar (instant sensible Ubiquitous Networks) Alliance is a worldwide ecosystem of member businesses in search of to accelerate the implementation of open requirements-based mostly FAN and the cyber web of things (IoT). A FAN is a communications infrastructure for very-enormous scale networks. In the identical approach the cyber web is accessible to many different makes and models of smartphones and computer systems, the Wi-sun FAN tolerable permits distinctive industrial instruments to interconnect onto standard, at ease, industrial-grade networks.

in the course of the FAN Certification application, the Wi-sun Alliance certifies items in keeping with their compliance to a communications profile derived from apposite open necessities and their skill to interoperate with different Wi-sun certified items. Itron will exhaust the Wi-sun FAN ordinary as a foundation for its network structures.

“As a Promoter Member of the Wi-sun Alliance and an incredible contributor to the FAN certification application, Itron is pleased to be among the first to publish their product through the certification technique,” illustrious Sharelynn Moore, senior vice chairman of networked options at Itron. “Itron’s long-standing commitment to the edifice and evolution of this ordinary technology addresses their valued clientele’ demands for an interoperable network ecosystem. With Wi-sun FAN benchmark because the ground of their network, Itron will continue to carry probably the most maximum performing, most secure and resilient networks in the business.”

“Certification ensures interoperability, which is key to the growth of IoT innovation,” observed Phil Beecher, president and CEO of the Wi-solar Alliance. “we are restful to officially launch the FAN Certification application and are excited for the primary wave of FAN certified products to be deployed into the market starting Q1 2019.”

About Itron

Itron permits utilities and cities to soundly, securely and reliably convey vital infrastructure capabilities to communities in more than a hundred nations. Their portfolio of smart networks, software, functions, meters and sensors helps their consumers more suitable exploit electricity, gasoline and water supplies for the individuals they serve. by means of working with their clients to be inescapable their success, they assist enrich the best of lifestyles, ensure the safeguard and promote the neatly-being of hundreds of thousands of individuals everywhere. Itron is dedicated to creating a more creative world. be piece of us: www.itron.com.

Itron® is a registered trademark of Itron, Inc. All third-celebration emblems are property of their respective owners and any utilization herein does not testify or intimate any relationship between Itron and the third party unless expressly stated.

in regards to the Wi-solar Alliance

The Wi-solar Alliance is a world non-profit member-based mostly association made up of industry main companies. Its mission is to pressure the international proliferation of interoperable wireless options to be used in sapient cities, sapient grids and different web of issues (IoT) applications the exhaust of open global requirements from companies, equivalent to IEEE802, IETF, TIA, TTC and ETSI. With more than a hundred and eighty contributors global, membership of the Wi-sun Alliance is open to All trade stakeholders and comprises silicon carriers, product carriers, services suppliers, utilities, universities, organizations and municipalities and endemic govt organizations.

For extra information, please consult with: www.wi-solar.org.

Wi-sun Alliance and the Wi-solar Alliance logo are logos of the Wi-solar Alliance.

View source edition on businesswire.com: https://www.businesswire.com/news/home/20181001005556/en/


310-152 Sun Certified Backup and Recovery Engineer (emphasis on Solstice Backup)

Study guide Prepared by Killexams.com SUN Dumps Experts


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310-152 exam Dumps Source : Sun Certified Backup and Recovery Engineer (emphasis on Solstice Backup)

Test Code : 310-152
Test title : Sun Certified Backup and Recovery Engineer (emphasis on Solstice Backup)
Vendor title : SUN
: 115 real Questions

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NASCAR AND CONCUSSIONS: An old-fashioned problem, a recent concern | killexams.com real questions and Pass4sure dumps

Concussions possess recently become a major issue in professional sports, but they've been a health issue racers possess faced for decades.

In the spring of 2002, Dale Earnhardt Jr. wrecked arduous during a NASCAR race, with the driver’s side of his car slamming the concrete wall at a frighteningly towering speed.

He raced again the next week even though, he later confessed, he was hiding lucid symptoms of a concussion. And he raced again the next week, and the next, and so on. In retrospect, he shouldn’t have, but he did. Such was life as a race-car driver in 2002.

LINK TO SPECIAL REPORT AND ADDITIONAL STORIES BY THE DAYTONA BEACH NEWS-JOURNAL

Fifteen years later, Earnhardt's leaving the sport “on my own terms,” he says, but he’s moreover leaving after suffering more concussions and after becoming the poster child for NASCAR’s upgraded efforts to preclude them.

A petite over a year after Earnhardt Jr.’s early crash, in the spring of 2003, a very similar-looking wreck involved a different driver — Jerry Nadeau, who violently slammed the concrete wall during exercise laps at Richmond.

Nadeau never raced again and, frankly, was lucky to live through it. In many uncomfortable ways, he has never recovered from that crash. Such is the randomness of head injuries.

If Earnhardt Jr. is celebrated as a pied piper for the advanced focus on concussion prevention, Nadeau survives as a reminder of what can chance in auto racing.

The 48-year-old former racer, at a glance, isn’t an obvious case of the risks. He moves well, talks well, looks well.

But sitting in the basement of his North Carolina home, surrounded by a bar, pool table, racing simulators and a diminutive home-movie theater, he quickly convinces you that being Jerry Nadeau isn’t All fun and games.

Using his hand to draw an imaginary line, starting at the middle of his forehead and running down toward his torso before waving his hand to his left, he begins painting the horrific potential of head injuries.

“This total left side of my body,” he says, “is numb.”

Well, actually, not exactly numb. Maybe worse.

“If your leg falls asleep, you know that feeling,” he says. “My total left side tingles, 24 hours a day, seven days a week. All the time. It’s relish a million petite mosquitoes are biting you. All the time.”

But again, he appears no different from anyone else you might pass on the street.

It’s arduous to not believe back to tumble 2016 when Earnhardt Jr., sidelined since a midsummer concussion, visited his NASCAR cohorts and though silent unable to race, looked and behaved in a typical manner. Later, he would intimate he was nowhere near typical at that time, and Nadeau’s words give extreme testimony to the hell that can stir behind that façade.

“I just wish I could unzip my cadaver and possess you earn in it,” Nadeau says. “Walk around, walk to the park. It’s miserable. I feel relish I weigh 10,000 pounds, every day. My left side … I feel relish the ‘elephant man.’

“I’d rather fracture every bone in my cadaver three times than to f--- with this. That eventual wreck took everything out of me.”

That eventual wreck — at Richmond International Raceway in May 2003 — left Nadeau with several broken bones and a collapsed lung. But it was bruises that ended his career. Bruises to the brain. He spent 25 days in a Richmond hospital, the first 20 of them in a coma.

He’s the eventual NASCAR racer whose career ended immediately due to a head injury. The key word there, of course, is immediately.

Earnhardt Jr.’s full-time Cup succession career ended at Homestead on Nov. 19, largely because he knows what a concussion feels relish and doesn't want to risk it any more than necessary.

It’s a bittersweet coincidence, but a glaring one nonetheless. It took the death of Dale Earnhardt Sr., on the eventual lap of the 2001 Daytona 500, to jump-start a NASCAR safety revolution that has dramatically improved drivers’ chances of eventually retiring on their own terms and not from a hospital bed — or worse.

Through the first five-plus decades, NASCAR’s overriding safety goal was to preserve the drivers alive. The years and efforts since 2001, to this point, possess seen that goal attained. Now, with Earnhardt Jr.’s concussion situation serving as beacon, much of NASCAR’s safety focus involves the head.

“We owe a debt of gratitude to Junior. He’s made my job a lot easier,” says neurosurgeon Dr. Vinay Deshmukh, who leads NASCAR’s neurological efforts from his offices in Charlotte, North Carolina.

NASCAR stepped up its concussion protocol in 2014 by mandating baseline testing as well as mandatory exams in the track medical headquarters for any driver whose car was disabled by an on-track accident. That system was upgraded in 2017, with every driver involved in an accident forced to visit medical personnel at the track.

Junior's gift to the judgement is one that will preserve on giving. He's the only current driver who has publicly announced he will donate his brain to neurological science following his death. A long-ago NASCAR superstar — Fred Lorenzen — will attain the same.

Lorenzen, now 82, suffers from dementia and his family feels it was auto racing that led to what they feel is CTE (Chronic Traumatic Encephalopathy), the disease associated with repeated head trauma and a major topic among current and former football players. If they're correct, Lorenzen would be the first NASCAR driver officially diagnosed with CTE.

Concussions and their long-term effects possess become a tall issue in professional and college sports in recent years, but NASCAR spent a long time flying under the concussion radar. That came to an nigh with Earnhardt Jr.'s ordeal.

ASSESSMENT AND TREATMENT

When Earnhardt Sr. hit the spin 4 wall on the eventual lap of the 2001 Daytona 500, the immediate impact killed him. The lasting impact shook the entire sport and roused it into a safety revolution.

The year before, drivers in each of NASCAR’s top three national succession were killed in racing crashes (Tony Roper, Adam Petty and Kenny Irwin Jr.). Since Earnhardt’s crash, there possess been no NASCAR deaths. Some of that is due to luck, particularly in the nigh aftermath before many of the current safety features were implemented.

But a lot of it is due to All of the added protection, hastened by the death of the sport’s biggest star. It’s a cruel speculative irony, but without Earnhardt’s death, “we’d silent be going to a lot of funerals,” says former racer Randy LaJoie. “As excellent as that man was behind the wheel, his legacy is saving lives, saving race-car drivers All across the world.”

LaJoie is 56. His final five-plus seasons in NASCAR came on the heels of Earnhardt’s death. He has personal interest in the recent "concussion era" because his son, Corey, currently races in NASCAR.

If Corey LaJoie wrecks and his car is disabled to the point it can no longer compete, the driver will earn a mandatory visit to the infield care headquarters for evaluation. If the attending physician suspects a neurological test is called for, Lajoie will be given a SCAT-5 assessment (Sport Concussion Assessment Tool), which measures current duty vs. the driver’s baseline test. Baselines are administered before the season.

Beginning with the 2017 season, the immediate medical evaluations are handled by the Colorado-based American Medical Response (AMR), which provides NASCAR with a consistent medical presence at every race. Prior to partnering with AMR, each track was amenable for staffing its infield medical center.

“This was something that needed to be tended to,” says Dr. Angela Fiege, medical director for the NASCAR/AMR effort. “The cone has been narrowed to focus more now on brain injury and closed-head injury. The maddening thing about the total thing, though, is closed-head injury is almost invisible.

"You may possess a headache. Well, you may possess a headache because you’ve inhaled too much carbon monoxide, you could possess a headache because you possess a sinus infection, you could possess a headache because you hit your head. Just because you possess a headache, it doesn’t automatically point to concussion. Sometimes the symptoms are immediate and sometimes delayed.”

AMR physicians educate each driver on the symptoms to watch for. They command drivers to revert to the care headquarters any time they notice inescapable symptoms — including headache, visual changes, sleep trouble, emotional changes, etc. Also, says Dr. Fiege, every driver who comes in gets a follow-up muster the next day. The consistency, she says, is key.

“We’re a close face, a close voice. This is huge,” she says. “These guys travel the country. Imagine every week if you were seeing a different physiognomy and different style. It can be unnerving.”

According to NASCAR, if a driver has suffered a concussion, he or she must be seen by a board-certified neurologist or neurosurgeon who has a minimum of five years undergo in treating sports-related head injuries. The specialist eventually determines if the driver can revert to previous NASCAR activity without restrictions.

The increased efforts were pushed by the nine-member Drivers Council, which formed in 2015 to address a wide compass of NASCAR issues. Veteran Cup succession racer Kasey Kahne echoes the opinion of many others during this current exertion to address prevention, detection and recovery.

"They check you closer now.," he says. "I believe everybody understands more about concussions than they used to know. ... It has so much to attain with your life and your future."

The representatives of several other drivers said their drivers weren't available or were unwilling to talk on the topic. At least one other had yet to dwell too deeply on the matter — due to excellent luck, apparently.

"I never worried about any of it, but I've never had a concussion, either," says Martin Truex Jr., recently crowned Cup succession champion.

THE course IT WAS DONE

It’s All a very far bawl from previous measures, which were rather non-existent. To hear some of the stories, you want to assume it All happened back in racing’s Neanderthal days, but in reality, it’s hardly been a generation ago.

“Oh, I can’t weigh how many,” 68-year-old retired racer Geoff Bodine says when asked to evaluate how many times he’d been knocked senseless inside a racecar. “I’d hit the outside wall, earn knocked out, foster down and hit the inside wall, wake back up. And I’d be OK. We’re All different.”

In his vicious wreck at Daytona in the 2000 Truck succession race, Bodine’s cadaver was badly broken. He escaped without earnest head trauma, however, except for what a doctor called “some wiring in there that shook loose.” Bodine moves his head left to perquisite and perquisite to left, as if watching a tennis match.

“I had a problem,” he says. “If I did this and stopped, everything kept moving.”

It took nearly a year before his equilibrium returned. By then, he’d already been back in the race car for about nine months.

“I shouldn’t have,” he says. “NASCAR didn’t know it. But my doctors knew.”

LaJoie remembers wrecking at Charlotte, getting knocked out, visiting the infield care headquarters and then walking back to the garage, where he saw his crewmen unloading the team’s backup car off the hauler. He assumed one of the other teams must’ve ruined a car and needed to rent a backup for the race.

“I recollect asking them why they were working on the backup car, and they said, ‘because you crashed their other one,’” he recalls. “I said, ‘Really, I did?’

“I didn’t race the next day,” he adds. “But if I hadn’t asked about the backup and hadn’t gone back to the care center, I would’ve raced the next day. Hell, I would’ve been in the car for the next practice.”

Simply put, it’s just “the course it was done” in earlier times.

“Particularly that terribly gory term they had in the ’60s, when they killed so many drivers, death was obviously the thing drivers worried about,” says Humpy Wheeler, who served as president of Charlotte Motor Speedway from 1980-2008.

“I believe the tremendous accent on concussions by the NFL, and the publicity thereof, has everybody looking at ‘what can they attain better?’ ” says Wheeler.

Part of the challenge comes from the mystery of how brains react to trauma. Some drivers can possess earnest issues as the result of a harmless-looking crash, while others can walk away from major collisions with no issues at all.

“Take Buddy Baker — my God,” says Wheeler, recalling his nigh friend and former racer, who died of cancer two years ago at age 74. “Buddy Baker hit the wall so many times, it wasn’t funny. I was with him up until his eventual day, and I never noticed any dementia with him. He could recollect things from 40 years ago, and things from yesterday morning. I recollect thinking, ‘this guy has a head relish nobody else.’ ”

Unfortunately, not everyone does. David Rogers is 62 and a “local legend” at various short-track venues across Florida. Without the resources of NASCAR and other big-league racing organizations, the short-track scene remains as Dangerous as prior NASCAR generations.

“I possess certain taken a lot of shots and had a lot of concussions,” says Rogers. “I can relate to what they snort about post-concussion syndrome, the depression and things relish that. I had that and didn’t realize it. I wondered why, two or three weeks later after a wreck, I’m mad at the world. Now I’m certain what it was, the lingering effects of a concussion.”

One of Rogers' short-track playgrounds is the half-mile, high-banked and high-speed recent Smyrna Speedway, where the current policy is similar to the policy NASCAR used in earlier times — the track employs local medical personnel to handle drivers and monitor them for suspicious signs.

"We exhaust Volusia County firefighters, EMTs, first-responders, All trained for that," says Kim Brown, track general manager. "It's strictly up to the paramedics and EMTs. Their policy hasn't changed."

A racer treated for injuries must yield a doctor's release before racing again, Brown says.

THE PREVENTION WORLD

The newfound respect for concussions eventually arrived, but first, earlier in this century, deadlier forms of head injuries had to be addressed.

“My world is the prevention world,” says John Patalak, the senior director of safety engineering at NASCAR’s Research & development headquarters in North Carolina.

The R&D headquarters opened in 2003, a reaction to the racing deaths in 2000 and 2001.

Head-and-neck restraint collars became mandatory after Earnhardt’s death and prior to the R&D headquarters opening. Much of the engineers’ earliest drudgery involved animate in testing the SAFER Barrier (“soft walls”), seatbelt advances, modernized seat padding, and chassis that were more crash-friendly.

“It was revolutionary at the time,” says Patalak. “It was a wake-up muster to everybody. Now, the gains are smaller. You necessity more sophisticated tools to earn those diminutive gains.”

Earnhardt Jr.’s crash at Michigan in June 2016 was determined to be the trigger for the concussion symptoms that arrived a few weeks later. That crash was dissected at the R&D Center, using video replays, crash data from the “black box” attached to each car, examination of the vehicle, and much more.

“The superstars earn the most attention, but from a research standpoint, they search for at every injury seriously," says Patalak. "We search for at every crash seriously. There’ s a replete reporting system that happens, regardless of if there’s an injury.”

And not just at NASCAR’s highest levels. Every NASCAR touring succession gets the identical safety detail, according to Patalak.

“Each crash is unique. They filch the identical approach to each one, looking at All of that data. They possess their data recorders, their restraint surveys, their incident report, pictures from the race track, videos from the race track, GPS data from the car at the race track. They possess All the systems in set — they attain their homework.”

While the R&D headquarters sits on the outskirts of Charlotte, its compass extends to wherever the NASCAR flag waves. Included among the many NASCAR officials in the garage at each event are several members of the safety team that represents the R&D Center. David Green, former longtime NASCAR racer, is now NASCAR’s “Managing Supervisor of Safety.”

Patalak’s team designs, tests and eventually mandates inescapable pieces of safety rig for each car. Green’s onsite team makes certain it’s All properly implemented. The checklist is weighty on items closest to the driver — including the safety belts and foam padding that envelops the driver’s head and keeps it from snapping violently left or perquisite in a side collision.

“We search for at the foam in the head rest, how it’s holding up to wear and tear,” says Green, who retired from full-time racing in 2006 at age 48. “The seat belts are moreover obviously important.”

Green’s satisfaction these days comes from seeing a driver quickly emerge from his wrecked race car and walk away. But concussions can play out differently, with delayed reactions.

“There’s always gonna be a risk when you’re racing,” says Patalak. “Our job is to reduce that risk, as quickly as they can, as far as they can. As each season goes by, you’ve hopefully reduced that risk.”

The exertion is appreciated by those in harm's way.

"As far as the foundation of the cars and safety built into the cars today ...and  the tracks, with what they possess done (SAFER barrier, etc.), the helmets and other safety gear, I feel really restful running the car," says Kahne.

BEACON FOR UNDERSTANDING

Earnhardt Jr. went very public with his concussion rehab in 2016. His sociable media platform included videos of him discussing the different exercises he was doing, and even showed examples. It was a 180-degree spin from how he handled his first concussion as a big-league racer.

On April 28, 2002, in a 500-mile race at the high-speed California Raceway in Fontana, Junior crashed very hard. Watching replays in Fox Network’s broadcast booth atop the grandstands, was former racer Darrell Waltrip, who the previous year watched Earnhardt Sr.’s deadly crash from a similar vantage point.

“That … that … that,” Waltrip quickly stammered, “I don’t relish the looks of that.”

A minute later, an in-car camera showed an agitated Earnhardt Jr. dawn his exertion to earn out of his car, as rescue workers arrived to animate haul him out. Junior clumsily walked with their aid to an awaiting ambulance, doubled over near the open back doors, then plopped into the ambulance with less than replete physical coordination.

“I believe he got the breath knocked out of him,” Waltrip said from the booth before adding with obvious concern in his voice, “I hope that’s All it is.”

It wasn’t. Five months later, Junior admitted he’d suffered an obvious concussion in that wreck, but kept it quiet.

“I didn’t want to command until it got better and I started to speed better,” he said in September.

Junior finished 30th or worse in the four races after the Fontana wreck. In his five months of secrecy, his physically hampered performances saw him plummet from fifth to 17th in the points standings.

If he’d gone public with his concussion, he said, he feared he would be labeled as damaged goods.

“People are going, ‘oh, he’s finished, he’ll never be the same,’ ” he said then. “And every time you speed bad, it’s because of that reason. So I just didn’t snort a thing.”

The 2002 wreck at Fontana was violent. Junior’s accident at Michigan eventual June was, by comparison, a mere kiss of the outside wall with the perquisite side of his car. This time, he drove the car to the garage for repairs, hopped out and looked perfectly normal.

He raced for the next few weeks before finally going to a doctor. He figured he’d receive treatment for a nagging sinus infection. But he learned he was suffering from the symptoms of a concussion, traced back to the accident at Michigan.

“Most of them, you know, you feel it immediately and then you sort of earn better over time," he said, shortly after the diagnosis, on his weekly radio show. "This has been the opposite.”

From the time he got out of the car in July, he was candid about his ordeal.

“This is scary for me because of the course it’s been different, and I’m having balance issues,” he said in the early days of recovery.

Junior’s openness was just what the doctor ordered.

“He’s been such a distinguished spokesperson for head injuries and concussions,” says the Charlotte neurosurgeon, Dr. Deshmukh, NASCAR’s lead physician on neurological matters. Dr. Deshmukh has a industrious exercise treating “regular” patients, and Junior’s ordeal, he says, has had a positive impact there, too.

“Before he became an advocate, it was always a bit of a challenge on the patient-care side to earn people to understand and cooperate with some of the restrictions they ask,” he says. “What he’s done, as a bit of a beacon for concussions and understanding concussions … people foster in and they understand it, they’ve done their homework, understand the gravity of it.”

Dr. Fiege offers her own commend of Junior's role.

"He is a leader among his peers,” she says. “I believe he opened the door for more education among drivers that it’s a real entity and can possess long-term and strict consequences. I believe drivers are starting to think, ‘is it worth it to earn back in the car?’ ”

'IT CAUGHT UP WITH ME'

Earnhardt Jr.’s concussion chapters will obviously animate future generations of racers. As a connoisseur of NASCAR history, he’d likely be thrilled to know he moreover had an impact on past generations as well.

Randy LaJoie was watching a short-track race from the infield early in 2016. Watching the cars retrograde by, he got dizzy. Days later, he went to his doctor and they took action to earn his blood pressure to a better number.

“I silent wasn’t feeling good,” says LaJoie, who eventually telephoned Earnhardt Jr. “Junior gave me Micky’s number.”

“Micky” is Dr. Michael Collins, executive director of the concussion program at the University of Pittsburgh Medical Center’s sports-medicine division. Dr. Collins guided Junior’s recovery and, subsequently, helped LaJoie, who never would’ve heard of Collins and the UPMC if not for Junior’s situation.

“I went to descry him and said, ‘let’s retrograde this route,’ ” says LaJoie. “They gave me some programs to do. That pretty much nipped it in the bud.”

Bodine was on a ladder recently doing some drudgery inside the laundry leeway of his Brevard County home. He was up and down the ladder several times, until one time coming down, he got dizzy. He’d recently become accustomed to fighting dizzy spells when he was working on his back, underneath a friend’s short-track racer.

He said he'd “scheduled an MRI, just to earn certain there’s nothing wrong in there.”

A few weeks later, he said the MRI came back OK. But still, if “immediate” effects can filch weeks to materialize — long-term effects might very well be delayed.

“Worry is just a consume of time,” says Bodine. “Praying is not a consume of time. I pray and command God, ‘look, whatever you possess planned for my life, I’ll accept it.’ I trust. I believe. ... I’m very blessed that I silent possess my health.”

Unlike Bodine, Rogers isn’t wondering if symptoms will someday arrive with a vengeance. He’s actually silent risking it as he remains energetic in the short-track world.

“It’s too late now,” he says. “I’ve been taking shots for 40 years. It is what it is. I can’t worry about it.”

Meanwhile, practically within earshot of the muscular stock-car engines roaring just down the road in Charlotte and Concord, Jerry Nadeau remains a walking, talking reminder that some aren't as lucky as others.

"Racing is a Dangerous sport. You can’t just earn it easy," he says. "Even the guys who are being cautious can earn themselves hurt."

Junior, though his helmet now hangs on the hook, will continue to champion the judgement he brought into the spotlight.

"People necessity to start taking it a petite more seriously and try to filch better care of themselves for the long term," he said at Homestead on his final weekend as a full-time racer. "The mistake that I made, I think, is that I didn’t flag those issues and snort I necessity to earn myself in front of a doctor. And it caught up with me."



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