Lesson Plan

Key to answering "weaknesses" question is not to respond literally. Identify areas where you can improve.

There's no worse feeling than when you're in an interview and the interviewer asks you a question to which you don't know the answer.

The best way to handle this dreaded debacle is to go into the interview prepared. Familiarize yourself with a few common difficult questions and arm yourself with answers prepared ahead of time.

Check out these tough interview questions and some suggested responses in order to avoid an interview disaster:

Tough question No. 1: "Tell me about yourself."

This is usually the opening question in an interview and it's the perfect moment for you to toot your own horn -- not to tell your life history. Your answers should be a quick rundown of your qualifications and experience. Talk about your education, work history, exact career experience and future goals.

Suggested answer: "I graduated from University X and since then, I have been working in public relations with an agency where I have generated millions of PR hits for my clients. While I've enjoyed working on the agency side, I'm looking to expand my horizons and start doing PR for corporate companies such as this one."

Tough question No. 2: "Why did you leave your last job?"

This is your chance to talk about your experience and your career goals, not to badmouth a former boss or supply a laundry list of reasons for your exit. Instead, focus on what you learned in your previous position and how you are ready to use those skills in a new position.

Suggested answer: "The company just wasn't a good fit for my creativity, but I learned that organizations have distinct personalities just like people do. Now I know where I'll be a better fit."

Tough question No. 3: "Where do you see yourself in five years?"

Let the employer know that you're stable and you want to be with this company for the long haul. Keep your aspirations to take over the firm with which you are interviewing, own your own company, retire at 40 or be married with five children to yourself.

Suggested answer: "I want to secure a civil engineering position with a national firm that concentrates on retail development. Ideally, I would like to work for a young company, such as this one, so I can get in on the ground floor and take advantage of all the opportunities a growing firm has to offer."

Tough question No. 4: "What are your weaknesses?"

The key to answering this age-old question is not to respond literally. Your future employer most likely won't care if your weak spot is that you can't cook, nor do they want to hear the generic responses, like you're "too detail oriented" or "work too hard."

Respond to this query by identifying areas in your work where you can Boost and figure out how they can be assets to a future employer. If you didn't have the opportunity to develop certain skills at your previous job, explain how eager you are to gain that skill in a new position.

Suggested answer: "In my last position, I wasn't able to develop my public-speaking skills. I'd really like to be able to work in a place that will help me get better at giving presentations and talking in front of others."

Tough question No. 5: "Why were you laid off?"

This question will become more common as the economy continues to slow down. It's a tough question, however, especially because many workers aren't told exactly why they were laid off. The best way to tackle this question is to answer as honestly as possible.

Suggested answer: "As I'm sure you're aware, the economy is tough right now and my company felt the effects of it. I was part of a large staff reduction and that's really all I know. I am confident, however, that it had nothing to do with my job performance, as exemplified by my accomplishments. For example..."

Tough question No. 6: "Tell me about the worst boss you ever had."

Never, ever talk badly about your past bosses. A potential boss will anticipate that you'll talk about him or her in the same manner somewhere down the line.

Suggested answer: "While none of my past bosses were awful, there are some who taught me more than others did. I've definitely learned what types of management styles I work with the best."

Tough question No. 7: "How would others describe you?"

You should always be asking for feedback from your colleagues and supervisors in order to gauge your performance; this way, you can honestly answer the question based on their comments. Keep track of the feedback to be able to supply to an employer, if asked. Doing so will also help you identify strengths and weaknesses.

Suggested answer: "My former colleagues have said that I'm easy to do business with and that I always hit the ground running with new projects. I have more specific feedback with me, if you'd like to take a look at it."

Tough question No. 8: "What can you offer me that another person can't?"

This is when you talk about your record of getting things done. Go into specifics from your résumé and portfolio; show an employer your value and how you'd be an asset.

Suggested answer: "I'm the best person for the job. I know there are other candidates who could fill this position, but my passion for excellence sets me apart from the pack. I am committed to always producing the best results. For example..."

Tough question No. 9: "If you could choose any company to work for, where would you go?"

Never say that you would choose any company other than the one where you are interviewing. Talk about the job and the company for which you are being interviewed.

Suggested answer: "I wouldn't have applied for this position if I didn't sincerely want to work with your organization." Continue with specific examples of why you respect the company with which you are interviewing and why you'll be a good fit.

Tough question No. 10: "Would you be willing to take a salary cut?"

Salary is a delicate topic. In today's tough economy though, how much a company can afford to pay you might be the deal breaker in whether or not you are offered a position.

Suggested answer: "I'm making $X now. I understand that the salary range for this position is $XX - $XX. Like most people, I would like to Boost on my salary, but I'm more interested in the job itself than the money. I would be open to negotiating a lower starting salary but would hope that we can revisit the subject in a few months after I've proved myself to you."

Copyright CareerBuilder.com 2009. All rights reserved. The information contained in this article may not be published, broadcast or otherwise distributed without the prior written authority

All About Jobs and Labor

Q: Who is allowed to submit or enter final grades?

A: Final grades must be entered or submitted online via myPurdue Faculty Self Service or BrightSpace by the instructor of record for that course.

Q: How do you know that you're an instructor of record?

A: Log into myPurdue and look in the My Course channel from the Faculty tab. If you have access to course lists, you will see your course offerings. If all do not appear, select the more link under your visible courses.

Q: What if I make a mistake or need to change a student’s final grade after I have submitted it?

A: Grades can be resubmitted through myPurdue or BrightSpace as often as you need up to the deadline. Corrections after that will require a Form 350 or a change submitted using the Grade Change Workflow in myPurdue.

Q: I keep getting the same final grade roster when I click Final Grade entry.

A: Scroll to the bottom of your final grade page and look for the link called "CRN Selection". Click on it and a drop down for all the courses you are faculty of record will display. Click on the arrow for a full list. Select your next CRN, then hit Submit.

Q: When can students see grades in Banner/myPurdue?

A: Students will be able to view grades after they have been rolled to academic history. That process should be complete by 8:00 a.m. the morning after the grade entry deadline.

Q: Can grades be printed?

A: To print a copy of grades for your records, click on "download course roster" from your final grade page.

Q: How can grades be viewed after grades have been rolled to history?

A: Faculty may view their grade rosters again after the deadline has passed and all end of term processing has completed in myPurdue. This is typically by 8:00 a.m. the following day. Grade reports are available using Cognos – Public Folders-Validate-Grades through the schedule deputy in each department for faculty.

Q: What if I have a Pass or No-Pass class?

A: A grade of Pass (P) or No-Pass (N) may be used if the course was originally set up with that grading criteria. If you are assigning an incomplete grade for a Pass or No-Pass class, the grade of PI should be given. If you are pushing grades from BrightSpace, the letter grade you push will automatically convert to a P or N based on the rules in university regulations.

Q: How do I handle regular incomplete grades?

A: Incomplete grades are assigned when a student has attended class, but has not completed work and has been allowed time to do so. As before, a Registrar Form 60 must completed for each student with an Incomplete or (I) grade submitted..

Incompletes are not to be used for students who never attended class and are still on the class roster. Failure to complete the class or turn in passing coursework is noted as an (F).

Q: How do I know if I should assign an "F" grade or an "FN" grade?

A: A grade of F (Failing) is awarded to students who complete the course and participate in activities through the end of the term but fail to achieve the course objectives. A grade of FN (Failing/Non-authorized Incomplete) is awarded to students who did not officially withdraw from the course, but who failed to participate in course activities through the end of the term. The FN grade is to be used when, in the opinion of the instructor, completed assignments or course activities or both were insufficient to make normal evaluation of academic performance possible. Note that once the FN grade is entered, the instructor is required to indicate the date the student last participated in course activity at an academically related activity, i.e., the last date the student completed an exam, quiz, assignment, paper, project, or attended class (if attendance was taken).

As ISRO prepares for the launch of Chandrayaan-3, there are many questions in the minds of people about the mission. Here are some questions and their answers. 

What is Chandrayaan-3? 

Chandrayaan-3 is the name of the spacecraft to be sent to the moon by India’s space agency, ISRO. 

We come across many terms such as LVM-3, propulsion module, lander, rover, and instruments like RHAMBHA. It is a bit confusing. What are all these, and which of these is called Chandrayaan-3? 

LVM-3 is the the rocket that will take Chandrayaan-3 up and drop it at a certain point above the earth. With that LVM-3’s job would end.  

From that point, Chandrayaan-3 will journey towards the moon. 

The spacecraft consists of two parts — the propulsion and the Lander-rover modules. The propulsion module’s main job is to take the lander-rover payloads to the moon. You can think of the propulsion module as a truck and the lander-rover payload as the cargo. 

After reaching the vicinity of the moon, the lander-rover payload will detach itself from the propulsion module and falling on to the moon. The lander has engines that will slow down the fall, so that it descends gently onto the moon rather than crash-landing on it.  

The rover is a tiny, trolley kind of device with wheels. Once the lander lands on the moon, the rover will slide out of the lander’s belly and crawl over the moon’s surface.  

Both the lander and the rover have instruments for experiments, such as analysing the moon soil, checking how the moon’s surface conducts heat, and how quake waves move through the moon surface. 

Watch: Why Chandrayaan-3 is important for India’s space dreams

Why does Chandrayaan-3, like Chandrayaan-1 and 2, take a month to reach the moon, when fifty years ago, the United States’ Apollo spacecraft reached the moon in four days? 

We can also shoot off a rocket straight to the moon. Only, the rocket will have to be extremely big. To travel the distance of 384,400 km, the rocket will have to carry enormous amounts of fuel. The fuel adds to the weight of rocket, so it would need to be more powerful. The Saturn V rocket that took Apollo 11 to the moon in 1969 stood 363-feet tall. The LVM-3 is 142-feet tall. Big rockets are very expensive. Besides, there is no urgency, there is no need for the Chandrayaan-3 to reach the moon fast. That is why it takes a route that makes use of the gravity of the earth to sling itself towards the moon. 

The Chandrayaan-3 circles the earth many times before it reaches the moon and then circles the moon many times before the lander detaches itself from the propulsion module and descends onto the moon surface? Why this peculiar route? 

Kepler’s second law of planetary motion states that the imaginary line that connects a planet and its satellite sweeps equal areas in equal intervals of time. This means that the satellite travels faster as it approaches the planet and slows down as it moves away, while moving in an elliptical orbit. The law also means that the farther an object approaches the planet from, the higher the velocity it acquires as it comes closer to the planet. We want to make use of this property to get Chandrayaan-3 enough velocity to shoot off towards the moon. 

So, after the LVM-3 puts it above the earth, Chandrayaan-3 will start circling the earth, on its own, in an elliptical orbit. When it reaches the farthest point, engineers on the ground will nudge it slightly to change the direction a little so that its next loop is bigger than the first. So, when the spacecraft approaches the earth on its second loop, it will acquire a higher velocity. Again, when it reaches the farthest point, called apogee, the engineers will once again change the direction a little, so that on the third loop, the spacecraft acquires an even higher velocity. On completing 5-6 such loops, the spacecraft will have acquired enough velocity to sling itself towards the moon. 

Once it reaches the moon, the reverse will happen. Loop-by-loop the spacecraft will get closer to the moon. When it is about 100 km from the moon’s surface, the lander will detach itself and begin its descent onto the moon. 

Also read: Way to go — the intriguing route of Chandrayaan-3 to the Moon

How does the lander descend onto the moon? 

The lander actually ‘falls’ on the moon. But it has four thrusters — or engines — which will provide it an upward thrust and slow down its descent. It is calculated that just before the touchdown, it will be traveling at a speed of 2 meters per second.  

We have seen spacecraft sent to Mars, like Curiosity and Perseverance, slowly parachute down, but there is no parachute in our moon missions. Isn’t parachuting down simpler and cheaper than using engines to slow down the descent? 

That is because Mars has an atmosphere, while the moon doesn’t. Yes, the Martian atmosphere is thin. The average atmospheric pressure is about 1 per cent of Earth’s. But still there is an atmosphere, which is, by the way, made of carbon dioxide. You need some air to be put under the parachute — to provide what is called ‘drag’. Mars has some, the moon has none.  

What happens after the lander touches down on the moon surface? 

After the lander has soft-landed, it will make sure everything is okay. Then, figuratively speaking, a sort of a trap door under the lander will open and guiderails will slip out of it. The rover will slide down the rails to the moon surface. 

What is the rover and what does it do? 

Equipped with wheels, the rover will crawl around the moon’s surface like a cockroach, pick up soil and do experiments, punch a probe a foot down the surface to check thermal conductivity. Instruments on the lander will also do experiments. Basically, these instruments check-out the moon, to know more about it. 

Do the lander and rover return to earth? 

No. The propulsion module, the lander, the rover are all up there forever. Unless some day an astronaut lands on the moon and decides to bring them back as souvenirs.  

The lander and rover do experiments and analysis. How do we, on earth, get the information? 

They digitize the data and transmit it in the form of electromagnetic waves, to a receiver on the propulsion module, which is still circulating the moon. For back-up, we still have the orbiter module of Chandrayaan-2, the previous moon mission, which also has a receiver. The propulsion module or the orbiter will transmit the data to the earth. 

Is the method of sending information like how radio stations broadcast, say, a running commentary? 

No. Broadcasts are done through audio waves, which need a medium — the air — to propagate. Signals through space are sent in the form of electromagnetic waves — such as radio waves or microwaves — which are progressions of energy. They don’t need a medium to travel. 

Howlong will the lander and rover function? 

The lander and rover will be alive for 14 earth days, which corresponds to one moon day. When the moon rotates one full round on its axis, the earth would have completed 29.5 days. A moon day is about 14 earth days, as is a moon night. Since the solar panels that provide electricity to the lander and rover need sunlight, they will be alive for one moon day, which is 14 earth days.  

Also read: Chandrayaan-3. Wishing India’s moon lander a happy touchdown

What is the cost of the Chandrayaan-3 mission? 

The Chandrayaan-3 is estimated to cost around Rs 615 crore. 

What is the significance of Chandrayaan-3? Why go to the moon at all? 

For decades after the US Apollo missions, mankind ignored the moon. But now, after the presence of ice in the southern polar region of the moon has been conclusively established, there is renewed interest. Ice means water, water could be split into hydrogen and oxygen, both of which are rocket fuels. This means, in future, rockets could be built on the moon and powered by locally produced fuels, for other space missions. It is easier and cheaper to launch deep space missions from the moon, because of its low gravity, but this wouldn’t have been economically feasible if you have to carry rocket fuel from the earth to the moon. 

Q. I have a 2005 Buick Lacrosse and it has been making a clacking, snapping sound when I brake, and 50-100 ft after brake is released. The sound itself seems to come from the from the brake on the left side, and toward the center front in the car. Sometimes if I hit an unforeseen bump which cannot be avoided, I hear the same sound. The mechanic replaced the left front tie rod, but the noise remains.

A. I would start by going on a road test with a mechanic so you both hear the same noise. I suspect that the first repair was on the right track. It is possible something in the front suspension, inner tie-rod end wear is common, stabilizer links, body mounts or even a brake caliper is shifting could be making the noise.

Q. The speedometer is studying way out of normal range (on the dial). Does the dash need to be removed to repair this, or does the speedometer mechanism have to be replaced entirely? Can it be reset?

A. This really depends on the age and type of vehicle. Nearly all speedometers today are electronic and do not use traditional cable drives. The issue could be the speed sensor in the transmission, or a faulty circuit in the instrument panel. A technician with a scan tool should be able to determine is the speed sensor is working properly.

Q. The steering wheel whirrs when I make a sharp right or left turn and the noise seems to be outside the car. Is this a simple repair job?

A. There could be several causes of this noise, from low power steering fluid to a worn or losoe power steering belt.

Q. I own a 2015 Mercedes GLK 250 diesel, which has displayed the check engine light frequently. The dealership has checked this out with repairs and claimed it to be part of the recall for diesel emissions. The recall was completed, and the light still returned intermittently. It frequently occurred after long road trips over 150 miles and with subsequent driving sometimes went off by itself. Mercedes high end repair shops recommended replacement of the entire sensor board since they said it was easier to affect a repair by its replacement rather than trying to replace the sensors individually. This is a very expensive repair. They said that since l am a Mercedes owner, I could afford the expense. Hogwash. Is this a Mercedes engineering fiasco?

A. The first thing that needs to be performed is a test to see what codes are causing the check-engine light. There are some common issues with this vehicle. Some or all of the following could cause a check engine light to be illuminated intermittently. There could be a vacuum leak, damaged and leaking O-rings, damaged water pump impeller, low battery voltage and even contaminated coolant or engine oil. Using the “parts-cannon or shotgun” approach of just throwing parts at the car almost never actually repairs the issue and is certainly not in the customer’s best interest.

Q. I have a 2006 Toyota Sienna, 103,000 miles, runs great, well maintained with no problems. Should I have the transmission fluid changed? As far as I know. The fluid was never changed.

A. Toyota considers it a lifetime fill and unless there is a leak or other issue is good for the lifetime of the car. But you could certainly change it as a preventative measure. If you do use only Toyota or equivalent fluid, not a generic fluid used in some flushing machines. If it were my vehicle and I drove it “normally” I would leave well enough alone.

Q. My Husband’s car was taken to get an oil change and inspection sticker yesterday. They did the oil change but rejected the car for the sticker. The reason was front body rot/rust. A front cross member piece is needed because it is so badly rusted. The car is a 2007 Chrysler Pacifica; do you think one could be found? He loves the car, and it still looks great. Any suggestions?

A. Yes, you can find a good rust free front subframe on eBay motors and other salvage yard websites. The part is $6-$900 plus about six hours labor to install it, plus a wheel alignment. There could be added expenses due to other rusty parts, but yes it can be repaired.

Q. I own a 2016 black Subaru Forester and I need to touch up some scratches. Can you please recommend a good brand to purchase for me to do the job myself?

A. The brand that I have been most happy with over the years is www.automotivetouchup.com Great color match and everything from touch up pens to quarts and gallons. Plus, they have clear coat paint to get the factory finish look. Recently I was alerted to another similar company https://touchuppaintfactory.com which also has factory color match in all size applicators. Like all painting, the preparation before painting is what determines the outcome of the job.

Q. I recently saw a Chevrolet at a car show, it was a small two-door wagon (not a Chevrolet Vega). The car was highly modified with a big V-8 engine. The steering wheel was on the left and I suspect it may have been a Canadian car. Is this enough of a clue to know what it could be?

A. What you may have seen (and I just saw one recently) was a Chevrolet Caravan. The car was from Brazil and sort of a combination of a Chevy and Opel. Sometimes referred to as an Opala, the factory engine was a 2.5-liter, 150 cubic-inch four-cylinder, but over the years many four-cylinder engine were replaced with a larger 250 cubic inch straight six-cylinder engine.

Got a car question, email the Car Doctor for a personal reply. jpaul@aaanortheast.com

Why are bats dying in North America?
An estimated 6.7 million bats have died since 2006 because of an outbreak of white-nose syndrome, a fast-moving disease that has wiped out entire colonies and left caves littered with the bones of dead bats. The epidemic is considered the worst wildlife disease outbreak in North American history and shows no signs of slowing down. It threatens to drive some bats extinct and could do real harm to the pest-killing services that bats provide, worth billions of dollars each year, in the United States.

What is white-nose syndrome, and how does it kill bats?
White-nose syndrome is the result of a fungus called Pseudogymnoascus destructans that invades and ingests the skin of hibernating bats, including their wings. It causes bats to wake up more frequently during the winter, using up their limited fat reserves very rapidly. Massive destruction of wing tissue may lead to disruption of bats' water and electrolyte balance, and it could be the actual cause of death. Some bats may survive a winter with white-nose syndrome only to subsequently succumb in the spring, when their immune systems kick into overdrive, attacking the fungal invader and their own tissues at the same time. Dead or dying bats are frequently observed with a white fuzz around their muzzles, hence the name “white-nose syndrome.”

How deadly is it?
Typically the disease kills 70 percent to 90 percent of bats in an affected hibernaculum (the area where bats gather to hibernate for the winter). In some cases, the mortality rate has been 100 percent, wiping out entire colonies. Some caves that once hosted hundreds of thousands of bats are now virtually empty.

Where did the fungus come from?
The fungus appears to have been introduced to North America from Europe. It has been found on cave bats in 12 countries in Europe, as well as in China. The European and Chinese bats appear to be adapted to, and unaffected by, the fungus. Because bats do not migrate between North America and Europe or Asia, this strongly suggests the fungus was newly introduced to North America by people — likely cave visitors who transported it on their gear or clothing. This pattern is reminiscent of the spread of diseases that ravaged American Indian people when Europeans first colonized. White-nose syndrome was first discovered in North America in upstate New York in February 2006, in a cave adjoining a commercial cave visited by 200,000 people per year.

Does it affect all bats in North America?
So far, white-nose syndrome appears to affect only bats that hibernate, which make up about half of the 45 bat species in the United States. Pollinating bats and long-distance migrants that don't hibernate don't seem to be affected.

How many bat species have been affected, and which ones are they?
Thirteen species (including three on the federal endangered species list ) have been affected by the disease. The following species have been infected by white-nose syndrome: little brown bat (once the most common bat in the eastern United States), northern long-eared bat (threatened), tricolored bat, Indiana bat (endangered), the big brown bat, eastern small-footed bat, and gray bat (endangered).  The fungus has also been found on, but has not yet infected, a number of other species, including the cave bat, southeastern bat, Virginia big-eared bat, and silver-haired bat.

Where has white-nose syndrome been found?
The disease has been confirmed in 34 U.S. states and seven Canadian provinces, from coast to coast.  In March 2016, white-nose syndrome was found on a dying bat in Washington state —a jump of 1,300 miles from the closest known location of the disease. 

How many bats have died?
In 2012, the U.S. Fish and Wildlife Service estimated 6.7 million bats had died in North America. Many more bats have died since that estimate was made.

How does this disease spread?
It is passed primarily from one bat to another, or from the cave environment to bats, but it also likely spreads when people inadvertently carry it from one bat roost to another on their shoes, clothes or equipment. The jump of the disease from the Midwest to the West Coast in spring 2016 was almost certainly due to human-caused transmission.

Are there ways to stem its spread?
Yes. One of the most important is to close caves and abandoned mines to all but essential human travel, and to mandate decontamination procedures for anyone who may come into contact with bats or bat roosting sites. The Center for Biological Diversity filed a petition in January 2010 to close all caves and abandoned mines on federally controlled lands in the lower 48 states. Keeping all but essential human activity out of caves also reduces disturbance of vulnerable hibernating or roosting bats. If people must go into caves for research, monitoring or safety reasons, they should always follow the latest decontamination procedures, which are developed by the U.S. Fish and Wildlife Service.

Have enough caves been closed?
No. Although there have been widespread cave closures on federal lands in the eastern United States, where the disease has been most prevalent, land managers in the West — where the disease was first documented in spring of 2016  — have yet to take the threat of the spread of this disease seriously. Although some caves in the West have been closed, there are still no rules mandating decontamination on most public lands, and it's not nearly enough to slow the spread of this deadly disease.

Is there a cure?
Not yet. Some promising interventions are being researched, such as naturally occurring bacteria that seem to limit the growth of the white-nose fungus. However, these treatments need to be carefully tested before widespread release in the environment, to make sure they'll actually be helpful, and not cause more stress to either bats or the ecosystems in which they live.

Is the federal government doing enough about this wildlife crisis?
No. While important scientific study has happened, containment strategies for the disease have fallen far short of what they could and should be. Despite scientific evidence that the white-nose fungus is capable of persisting on gear, in caves, and in other environments for years, and can readily be transmitted by people from one bat roosting site to another, most state and federal land agencies have still not implemented widespread cave closures on public lands, or required decontamination procedures for recreational cavers, commercial caves, or others who may come into regular contact with bats and their roosting and hibernating sites.

Why are bats important?
Bats account for about one-fifth of all mammals on Earth and provide enormous ecosystem services. One of the most important is controlling insects. A single bat can eat thousands of insects in a single night.

Do bats have an economic value in the United States?
Yes. Bats consume millions of pounds of night-flying insects each year and help keep bugs in check that are problematic for agriculture and forestry. A 2010 study found that the value of bats' pest-control services in the United States ranges from $3.7 billion to $53 billion per year.

Could some bat species go extinct?
Yes. The northern long-eared bat is perhaps the hardest hit of all bat species affected thus far. It has declined at rates of 99 percent or greater in several eastern states, and its entire 37-state range in the United States is now almost entirely encompassed within the zone of white-nose syndrome. The Center petitioned for the northern long-eared bat and the eastern small-footed bat to be listed on the federal endangered species list in 2010. The U.S. Fish and Wildlife Service listed the northern long-eared bat as threatened in 2015, but unfortunately, the agency backpedaled from its original recommendation that the species be listed as endangered, due to political pressure from industry and conservative politicians.

A 2013 study by federal scientists found that Indiana bats are likely to disappear from the majority of their range within a decade. The little brown bat, once one of the most common bats in North America, is now extremely rare in the Northeast, and continues to die in the Midwest. The Center sought its listing in 2010. The first bat discovered to have white-nose syndrome on the West Coast was also a little brown bat.

What can I do?
Become a Bat Advocate by joining our e-network. We need your help to save America's bats from this deadly disease. By lending your voice to this effort, you're letting Congress, the president and other decision-makers around the country know something must be done now to address this unprecedented wildlife crisis. You can start today by writing a letter to the editor of your local newspaper, liking our Facebook page and sharing it with friends and family.

Q. I enjoy your column and have a question of my own regarding my 2013 Ford Escape with 41,000 miles. Recently I had the annual state vehicle inspection, tire rotation and fluid changes at my Ford dealer. Everything passed inspection but the service manager advised that some of the car’s lug nuts were swollen. He said if I had a flat tire the lug nut may not come off and the car would have to be towed for service. (I have AAA 100-mile towing) Never heard of this problem before and did some research on the internet. It is apparently a common occurrence with my model vehicle and some other Fords from the same time period. Ford was contacted by several owners but gave no relief. Is this something that I should pursue through Ford channels or just suck it up and pay the price for replacement myself? They did not tell me how many lug nuts were involved but I would replace all of them at the same time.

A. This is quite common on lug-nuts that use an aluminum or chrome cap over the steel lug-net. I have seen these designs used on a variety of vehicles including my own little boat trailer. Rust forms under the cap and causes the lug-nuts to become swollen. When this happens, a standard socket is in some cases impossible to get on the lug-nut. My suggestion would be to replace all the lug-nuts with a one-piece design. You can find one piece lug-nuts online, a custom wheel and tire shop or Dorman corporation that develops repair solutions for just these kinds of problems.

Q. I need a remote starter install in my 2020 Toyota RAV4. The dealer quoted me a very expensive price and warned me about possible warranty issues if someone else installs it. Where should I take it to ensure that I have the installation done right?

A. Any quality automotive electronics shop should be able to install a remote starter in your RAV4. Some independent repair shops will also do the installation, but I prefer the electronics shop, since they normally will have additional wiring harnesses, relays or switches on-hand for a professional installation. Regarding warranty, you are protected by the Magnuson–Moss Warranty Act. The law clearly suggests warranties by vehicle manufacturers cannot be void if a consumer uses another manufacturer’s parts.

Q. My 84-year-old husband’s 2005 Dodge Dakota will not pass inspection at the end of September due to rust underneath. A local body shop will look at it and let him know if it is worth fixing. The mileage is under 85,000, and when he bought it in 2007 it had about 23,000 miles on it. So, you can see how little he drives it. It is not garaged; we live on Long Island, and the truck came from Michigan. My first question is it worth fixing a 2005? My second question is what the estimated cost would be (ballpark figure)?

A. Without inspecting the truck, it is hard to determine the cost of a repair. But if I had to guess. You are probably looking at $2-3000 to repair the rust if sections of the frame can be capped and welded. If the entire frame needs replacement, $10,000 or more and that is if a frame is even available. I would try a welding shop to see if they can patch it or a body shop for a full frame replacement. Regarding is it worth it, if the rest of the truck is outstanding, maybe yes, but if it is a typical Dodge Dakota, with age related mechanical issues and body rust, this may be a case of throwing good money after bad.

Q. My 1988 Lincoln Town Car, door lock control will not open back door locks, also the ventilation fan does not work and lastly there is a gas smell. I replaced all the gas lines and the gas tank. The car has only 68,000 miles on it and needs bodywork. What should I do?

A. Well, it sounds like age is certainly affecting your 35-year-old car much more than mileage. The gas smell could be an over saturated evaporative emissions canister or a leaking throttle body (part of the fuel system) or fuel pump. The window issue could be wiring, or the master control switch and the fan could be a faulty fan, fuse, wiring or the switch. At this point if it were my car, even with the low mileage I would take it to a trusted shop and spend an hour or two worth of labor and have an overall evaluation of the car to see what else is going on. If the gas lines rusted out, it is possible the brake lines and transmission lines are also very rusty and even the frame could be starting to rot away. It may be time to let your Town Car go.

Q. My 2008 Suzuki XL7 has nearly 200,000 miles but runs great. The issues are the check engine light is on, the RPMs dip and vary. I am thinking of a good tune up and maybe the timing belt could be changed? The car resides and is registered in Florida, so I am not concerned with state inspection, but would like the car to run properly and be safe. Where should I bring it for repairs?

A. The engine in the Suzuki XL7 uses a chain not a belt, not saying it could not be worn, but it is not normal maintenance. If the timing chain does need replacement, it is expensive, taking nearly 12 hours labor to complete. The idle speed variation could be worn plugs, lazy oxygen sensor or a vacuum leak. If you need a garage in Florida or anywhere, go to aaa.com/repair to find a local AAA Approved Auto Repair shop near you.

Got a car question, email the Car Doctor for a personal reply. jpaul@aaanortheast.com

Q. I have a Kia and I’m waiting for an appointment to have the anti-theft system upgraded. Recently I was watching YouTube, and someone had a video of the theft and how a phone charger override the key-chip. Does that mean the upgraded system doesn’t work?

A. No what you were likely watching is YouTube nonsense. The phone charger is used as a turning device. How do I know this new technology is going to prevent my car from getting stolen? Once the immobilizer software is installed, turning the ignition switch without a key won’t start the car. It is my understanding that Hyundai and Kia models sold in Canada are required to have this immobilizer system, so the upgrade is proven technology. Keep in mind if a professional thief wants your car they can find a way around almost any anti-theft device. Of course, it is always best to lock your car, hide/remove valuables and park in well lighted areas.

Q. I am starting to think about buying a new vehicle since my Toyota RAV is now 20 years old and it seems as if I got my money’s worth. Can you please supply me your opinion on these vehicles: Chevrolet Trailblazer, Kia Sportage and Nissan Rogue. The new RAV’s are quite a bit bigger than the one I have. I am looking for something a little smaller. Any others I should consider?

A. You are correct, that what was once considered a compact SUV is closer to a mid-sized model. I recently drove the Honda CR-V hybrid, which in addition to very good fuel economy is a well-designed vehicle, but it is close to the size of my older mid-sized SUV. The Kia Sportage and Hyundai Tucson are solid choices. The Chevrolet Trailblazer has some blind-spots, and the handling is a little clumsy, but it rides smooth enough for a small SUV. The Roque is a bit bigger than the rest which translates into a smoother ride and more interior room. Something else to consider might be the Subaru Forester. The Forester returns decent fuel economy, a nice ride, and a full complement of standard advanced safety features.

Q. I have a 2012 Infiniti M37x, when slowing down fast not to a complete stop and then reaccelerating the transmission will clunk, more in standard mode than in sport drive mode. Please analyze and recommend a remedy.

A. Now certainly at 11 years old there could be some wear and tear to the transmission and axle shafts which is certainly worth checking. But interestingly Infiniti does have a technical service bulletin that could provide a solution. In some vehicles the axle shafts bind in the hubs and cause a clunk. The fix is to loosen the axle nut, push the axle back and lubricate the axle splines with an anti-seize lubricant. I would supply this a try before pursuing more costly repairs.

Q. I own a 2014 Audi A6, and the check engine light is on frequently. The dealership has checked this out with repairs and claimed it was due to a recall that was performed. They told me although the recall solved one problem it could have triggered others. Now to solve the problem the dealer is suggesting replacing about half a dozen sensors. This is quite expensive, and when I questioned it, the service person just said “you drive an Audi, and they are complicated and expensive”

A. Certainly, using the “parts cannon” approach is not in the customers best interest financially and may not even fix the problem. At this point I would try another dealer or an independent repair shop and have them perform a diagnostic inspection, check for current and pending fault codes, and recommend a repair.

Q. I recently saw an auction listing for a 1966 Mustang convertible with a C-code engine. The car looked beautiful and so far, the bidding seems quite reasonable. Can you explain the engine choices in the Mustang?

A. The 1965 to 1968 Mustangs had several engine choices, a simple straight six-cylinder to a high-performance K-code V-8 engine with dual point distributer and cast-iron exhaust headers. The C-code engine was a 289 cubic in V-8 that had a two-barrel carburetor and dual exhaust. The transmission could be a four-speed manual or automatic. The engine made about 200 horsepower which made this Mustang fun to drive but not exactly a hotrod.

Q. I have a 2002 Honda Accord and the cruise control works perfectly in warm weather. The problem is when the temperature drops to freezing the cruise control maintains the speed, but the engine RPMs fluctuate. What is wrong?

A. Since the speed is holding steady what you may be seeing in the tachometer is the torque converter clutch locking and unlocking. The torque converter clutch locks up based on speed, engine load, braking and temperature. This may be normal or signs that the torque converter is failing. At this point additional testing will be required.

Got a car question, email the Car Doctor for a personal reply. jpaul@aaanortheast.com

Q. I have a Kia and I’m waiting for an appointment to have the anti-theft system upgraded. Recently I was watching YouTube, and someone had a video of the theft and how a phone charger override the key-chip. Does that mean the upgraded system doesn’t work?

A. No what you were likely watching is YouTube nonsense. The phone charger is used as a turning device. How do I know this new technology is going to prevent my car from getting stolen? Once the immobilizer software is installed, turning the ignition switch without a key won’t start the car. It is my understanding that Hyundai and Kia models sold in Canada are required to have this immobilizer system, so the upgrade is proven technology. Keep in mind if a professional thief wants your car they can find a way around almost any anti-theft device. Of course, it is always best to lock your car, hide/remove valuables and park in well lighted areas.

Q. I am starting to think about buying a new vehicle since my Toyota RAV is now 20 years old and it seems as if I got my money’s worth. Can you please supply me your opinion on these vehicles: Chevrolet Trailblazer, Kia Sportage and Nissan Rogue. The new RAV’s are quite a bit bigger than the one I have. I am looking for something a little smaller. Any others I should consider?

A. You are correct, that what was once considered a compact SUV is closer to a mid-sized model. I recently drove the Honda CR-V hybrid, which in addition to very good fuel economy is a well-designed vehicle, but it is close to the size of my older mid-sized SUV. The Kia Sportage and Hyundai Tucson are solid choices. The Chevrolet Trailblazer has some blind-spots, and the handling is a little clumsy, but it rides smooth enough for a small SUV. The Roque is a bit bigger than the rest which translates into a smoother ride and more interior room. Something else to consider might be the Subaru Forester. The Forester returns decent fuel economy, a nice ride, and a full complement of standard advanced safety features.

Q. I have a 2012 Infiniti M37x, when slowing down fast not to a complete stop and then reaccelerating the transmission will clunk, more in standard mode than in sport drive mode. Please analyze and recommend a remedy.

A. Now certainly at 11 years old there could be some wear and tear to the transmission and axle shafts which is certainly worth checking. But interestingly Infiniti does have a technical service bulletin that could provide a solution. In some vehicles the axle shafts bind in the hubs and cause a clunk. The fix is to loosen the axle nut, push the axle back and lubricate the axle splines with an anti-seize lubricant. I would supply this a try before pursuing more costly repairs.

Q. I own a 2014 Audi A6, and the check engine light is on frequently. The dealership has checked this out with repairs and claimed it was due to a recall that was performed. They told me although the recall solved one problem it could have triggered others. Now to solve the problem the dealer is suggesting replacing about half a dozen sensors. This is quite expensive, and when I questioned it, the service person just said “you drive an Audi, and they are complicated and expensive”

A. Certainly, using the “parts cannon” approach is not in the customers best interest financially and may not even fix the problem. At this point I would try another dealer or an independent repair shop and have them perform a diagnostic inspection, check for current and pending fault codes, and recommend a repair.

Q. I recently saw an auction listing for a 1966 Mustang convertible with a C-code engine. The car looked beautiful and so far, the bidding seems quite reasonable. Can you explain the engine choices in the Mustang?

A. The 1965 to 1968 Mustangs had several engine choices, a simple straight six-cylinder to a high-performance K-code V-8 engine with dual point distributer and cast-iron exhaust headers. The C-code engine was a 289 cubic in V-8 that had a two-barrel carburetor and dual exhaust. The transmission could be a four-speed manual or automatic. The engine made about 200 horsepower which made this Mustang fun to drive but not exactly a hotrod.

Q. I have a 2002 Honda Accord and the cruise control works perfectly in warm weather. The problem is when the temperature drops to freezing the cruise control maintains the speed, but the engine RPMs fluctuate. What is wrong?

A. Since the speed is holding steady what you may be seeing in the tachometer is the torque converter clutch locking and unlocking. The torque converter clutch locks up based on speed, engine load, braking and temperature. This may be normal or signs that the torque converter is failing. At this point additional testing will be required.

Got a car question, email the Car Doctor for a personal reply. jpaul@aaanortheast.com