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+++ DISCLAIMER +++Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Gudkov Gu-1 was a Soviet fighter aircraft produced shortly after World War II in small numbers at the start of the jet age, but work on the Gudkov Gu-1 already started in 1944. Towards the end of World War II the Soviet Union saw the need for a strategic bombing capability similar to that of the United States Army Air Forces. The Soviet VVS air arm had the locally designed Petlyakov Pe-8 four-engined heavy bomber in service at the start of the war, but only 93 had been built by the end of the war and the type had become obsolete. By that time the U.S. regularly conducted bombing raids on Japan from distant Pacific forward bases using B-29 Superfortresses, and the Soviet Air Force lacked this capability.
Joseph Stalin ordered the development of a comparable bomber, and the U.S. twice refused to supply the Soviet Union with B-29s under Lend Lease. However, on four occasions during 1944, individual B-29s made emergency landings in Soviet territory and one crashed after the crew bailed out. In accordance with the Soviet–Japanese Neutrality Pact, the Soviets were neutral in the Pacific War and the bombers were therefore interned and kept by the Soviets. Despite Soviet neutrality, America demanded the return of the bombers, but the Soviets refused. Three repairable B-29s were flown to Moscow and delivered to the Tupolev OKB. One B-29 was dismantled, the second was used for flight tests and training, and the third one was left as a standard for cross-reference.
Stalin told Tupolev to clone the Superfortress in as short a time as possible. The reverse-engineering effort involved 900 factories and research institutes, who finished the design work during the first year. 105,000 drawings were made, and the American technology had to be adapted to local material and manufacturing standards – and ended in a thorough re-design of the B-29 “under the hood”. By the end of the second year, the Soviet industry was to produce 20 copies of the aircraft ready for State acceptance trials.
While work on what would become the Tupolev Tu-4 was on the way, the need for a long range escort fighter arose, too. Soviet officials were keen on the P-51 Mustang, but, again, the USA denied deliveries, so that an indigenous solution had to be developed. With the rising tension of international relationships, this became eventually the preferred solution, too.
While the design bureau Lavochkin had already started with work on the La-9 fighter (which entered service after WWII) and the jet age was about to begin, the task of designing a long range escort fighter for the Tu-4 was relegated to Mikhail I. Gudkov who had been designing early WWII fighters like the LaGG-1 and -3 together with Lavochkin. Internally, the new fighter received the project handle "DIS" (Dalnij Istrebitel' Soprovozhdenya ="long-range escort fighter").
In order to offer an appropriate range and performance that could engage enemy interceptors in the bombers’ target area it was soon clear that neither a pure jet nor a pure piston-engine fighter was a viable solution – a dilemma the USAAF was trying to solve towards 1945, too. The jet engine alone did not offer sufficient power, and fuel consumption was high, so that the necessary range could never be achieved with an agile fighter. Late war radials had sufficient power and offered good range, but the Soviet designers were certain that the piston engine fighter had no future – especially when fast jet fighters had to be expected over enemy territory.
Another problem arose through the fact that the Soviet Union did not have an indigenous jet engine at hand at all in late 1945. War booty from Germany in the form of Junkers Jumo 004 axial jet engines and blueprints of the more powerful HeS 011 were still under evaluation, and these powerplants alone did neither promise enough range nor power for a long range fighter aircraft. Even for short range fighters their performance was rather limited – even though fighters like the Yak-15 and the MiG-9 were designed around them.
After many layout experiments and calculation, Gudkov eventually came up with a mixed powerplant solution for the DIS project. But unlike the contemporary, relatively light I-250 (also known as MiG-13) interceptor, which added a mechanical compressor with a primitive afterburner (called VRDK) to a Klimov VK-107R inline piston engine, the DIS fighter was equipped with a powerful radial engine and carried a jet booster – similar to the US Navy’s Ryan FR-1 “Fireball”. Unlike the FR-1, though, the DIS kept a conservative tail-sitter layout and was a much bigger aircraft.
The choice for the main powerplant fell on the Shvetsov ASh-82TKF engine, driving a large four blade propeller. This was a boosted version of the same 18 cylinder twin row radial that powered the Tu-4, the ASh-73. The ASh-82TKF for the escort fighter project had a rating of 2,720 hp (2,030 kW) while the Tu-4's ASh-73TK had "only" a temporary 2,400 hp (1,800 kW) output during take-off. The airframe was designed around this massive and powerful engine, and the aircraft’s sheer size was also a result of the large fuel capacity which was necessary to meet the range target of at least 3.000 km (1.860 mi, 1.612 nmi).
The ASh-82TKF alone offered enough power for a decent performance, but in order to take on enemy jet fighters and lighter, more agile propeller-driven fighters, a single RD-20 axial-flow turbojet with 7.8 kN (1,754 lbf) thrust was added in the rear-fuselage. It was to add power for take-off and in combat situations only. Its fixed air intakes were placed on the fuselage flanks, right behind the cockpit, and the jet pipe was placed under the fin and the stabilizers.
Outwardly, Gudkov’s DIS resembled the late American P-47D or the A-1 Skyraider a lot, and the beefy aircraft was comparable in size and weight, too. But the Soviet all-metal aircraft was a completely new construction and featured relatively small and slender laminar flow wings. The wide-track landing gear retracted inwards into the inner wings while the tail wheel retracted fully into a shallow compartment under the jet pipe.
The pilot sat in a spacious cockpit under a frameless bubble canopy with very good all-round visibility and enjoyed amenities for long flights such as increased padding in the seat, armrests, and even a urinal. In addition, a full radio navigation suite was installed for the expected long range duties over long stretches of featureless landscape like the open sea.
Armament consisted of four 23 mm Nudelman-Suranov NS-23 cannons with 100 RPG in the wings, outside of the propeller arc. The guns were good for a weight of fire of 6kg (13.2 lb)/sec, a very good value. Five wet hardpoints under the fuselage, the wings outside of the landing gear well and under the wing tips could primarily carry auxiliary drop tanks or an external ordnance of up to 1.500 kg (3.300 lb).
Alternatively, iron bombs of up to 500 kg (1.100 lb) caliber could be carried on the centerline pylon, and a pair of 250 kg (550 lb) bombs under the wings, but a fighter bomber role was never seriously considered for the highly specialized and complex aircraft.
The first DIS prototype, still without the jet booster, flew in May 1947. The second prototype, with both engines installed, had its fuel capacity increased by an additional 275 l (73 US gal) in an additional fuel tank behind the cockpit. The aircraft was also fitted with larger tires to accommodate the increased all-up weight, esp. with all five 300 l drop tanks fitted for maximum range and endurance.
Flight testing continued until 1948 and the DIS concept proved to be satisfactory, even though the complicated ASh-82TKF hampered the DIS’ reliability - to the point that fitting the ASh-73TK from the Tu-4 was considered for serial production, even if this would have meant a significant reduction in performance. The RD-20 caused lots of trouble, too. Engine reliability was generally poor, and re-starting the engine in flight did not work satisfactorily – a problem that, despite several changes to the starter and ignition system, could never be fully cured. The jet engine’s placement in the tail, together with the small tail wheel, also caused problems because the pilots had to take care that the tail would not aggressively hit the ground upon landings, because the RD-20 and its attachments were easily damaged.
Nevertheless, the DIS basically fulfilled the requested performance specifications and was, despite many shortcomings, eventually cleared for production in mid 1948. It received the official designation Gudkov Gu-1, honoring the engineer behind the aircraft, even though the aircraft was produced by Lavochkin.
The first machines were delivered to VVS units in early 1949 - just in time for the Tu-4's service introduction after the Russians had toiled endlessly on solving several technical problems. In the meantime, jet fighter development had quickly progressed, even though a purely jet-powered escort fighter for the Tu-4 was still out of question. Since the Gu-1 was capricious, complex and expensive to produce, only a limited number left the factories and emphasis was put on the much simpler and more economical Lavochkin La-11 escort fighter, a lightweight evolution of the proven La-9. Both types were regarded as an interim solution until a pure jet escort fighter would be ready for service.
Operationally the Gu-1s remained closely allocated to the VVS’ bomber squadrons and became an integral part of them. Anyway, since the Tu-4 bomber never faced a serious combat situation, so did the Gu-1, which was to guard it on its missions. For instance, both types were not directly involved in the Korean War, and the Gu-1 was primarily concentrated at the NATO borders to Western Europe, since bomber attacks in this theatre would certainly need the heavy fighter’s protection.
The advent of the MiG-15 - especially the improved MiG-15bis with additional fuel capacities and drop tanks, quickly sounded the death knell for the Gu-1 and any other post-WWII piston-engine fighter in Soviet Service. As Tu-4 production ended in the Soviet Union in 1952, so did the Gu-1’s production after only about 150 aircraft. The Tu-4s and their escort fighters were withdrawn in the 1960s, being replaced by more advanced aircraft including the Tupolev Tu-16 jet bomber (starting in 1954) and the Tupolev Tu-95 turboprop bomber (starting in 1956).
The Gudkov Gu-1, receiving the NATO ASCC code “Flout”, remained a pure fighter. Even though it was not a success, some proposals for updates were made - but never carried out. These included pods with unguided S-5 air-to-air-rockets, to be carried on the wing hardpoints, bigger, non-droppable wing tip tanks for even more range or, alternatively, the addition of two pulsejet boosters on the wing tips.
There even was a highly modified mixed powerplant version on the drawing boards in 1952, the Gu-1M. Its standard radial powerplant for cruise flight was enhanced with a new, non-afterburning Mikulin AM-5 axial flow jet engine with 2.270 kgf/5,000 lbf/23 kN additional thrust in the rear fuselage. With this temporary booster, a top speed of up to 850 km/h was expected. But to no avail - the pure jet fighter promised a far better performance and effectiveness, and the Gu-1 remained the only aircraft to exclusively carry the Gudkov name.
General characteristics:
Crew: 1
Length: 12 m (39 ft 4 in)
Wingspan: 14 m (45 ft 11 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 28 m² (301.388 ft²)
Airfoil:
Empty weight: 4,637 kg (10,337 lb)
Loaded weight: 6.450 kg (14.220 lb)
Maximum take-off weight: 7,938 kg (17,500 lb)
Powerplant:
1× Shvetsov ASh-82TKF 18-cylinder air-cooled radial engine, rated at 2,720 hp (2,030 kW)
1x RD-20 axial-flow turbojet with 7.8 kN (1,754 lbf) thrust as temporary booster
Performance
Maximum speed: 676 km/h (420 mph) at 29,000 ft (8,839 m) with the radial only,
800 km/h (497 mph/432 kn,) with additional jet booster
Cruise speed: 440 km/h (237 kn, 273 mph)
Combat radius: 820 nmi (945 mi, 1,520 km)
Maximum range: 3.000 km (1.860 mi, 1.612 nmi) with drop tanks
Service ceiling: 14,680 m (48,170 ft)
Wing loading: 230.4 kg/m² (47.2 lb/ft²)
Power/mass: 0.28 kW/kg (0.17 hp/lb)
Climb to 5,000 m (16,400 ft): 5 min 9 sec;
Climb to 10,000 m (32,800 ft): 17 min 38 sec;
Climb to 13,000 m (42,640 ft): 21 min 03 sec
Armament
4× 23 mm Nudelman-Suranov NS-23 cannons with 100 RPG in the outer wings
Five hardpoints for an external ordnance of 1.500 kg (3.300 lb)
The kit and its assembly:
This whif is the incarnation of a very effective kitbashing combo that already spawned my fictional Japanese Ki-104 fighter, and it is another submission to the 2018 “Cold War” group build at whatifmodelers.com. This purely fictional Soviet escort fighter makes use of my experiences from the first build of this kind, yet with some differences.
The kit is a bashing of various parts and pieces:
· Fuselage, wing roots, landing gear and propeller from an Academy P-47D
· Wings from an Ark Model Supermarine Attacker (ex Novo)
· Tail fin comes from a Heller F-84G
· The stabilizers were taken from an Airfix Ki-46
· Cowling from a Matchbox F6F, mounted and blended onto the P-47 front
· Jet exhaust is the intake of a Matchbox Me 262 engine pod
My choice fell onto the Academy Thunderbolt because it has engraved panel lines, offers the bubble canopy as well as good fit, detail and solid material. The belly duct had simply been sliced off, and the opening later faired over with styrene sheet and putty, so that the P-47’s deep belly would not disappear.
The F6F cowling was chosen because it looks a lot like the ASh-73TK from the Tu-4. But this came at a price: the P-47 cowling is higher, tighter and has a totally different shape. It took serious body sculpting with putty to blend the parts into each other. Inside of the engine, a styrene tube was added for a metal axis that holds the uncuffed OOB P-47 four blade propeller. The P-47’s OOB cockpit tub was retained, too, just the seat received scratched armrests for a more luxurious look.
The Attacker wings were chosen because of their "modern" laminar profile. The Novo kit itself is horrible and primitive, but acceptable for donations. OOB, the Attacker wings had too little span for the big P-47, so I decided to mount the Thunderbolt's OOB wings and cut them at a suitable point: maybe 0.5", just outside of the large main wheel wells. The intersection with the Attacker wings is almost perfect in depth and width, relatively little putty work was necessary in order to blend the parts into each other. I just had to cut out new landing gear wells from the lower halves of the Attacker wings, and with new attachment points the P-47’s complete OOB landing gear could be used.
With the new wing shape, the tail surfaces had to be changed accordingly. The trapezoid stabilizers come from an Airfix Mitsubishi Ki-46, and their shape is a good match. The P-47 fin had to go, since I wanted something bigger and a different silhouette. The fuselage below was modified with a jet exhaust, too. I actually found a leftover F-84G (Heller) tail, complete with the jet pipe and the benefit that it has plausible attachment points for the stabilizers far above the jet engine in the Gu-1’s tail.
However, the F-84 jet pipe’s diameter turned out to be too large, so I went for a smaller but practical alternative, a Junkers Jumo 004 nacelle from a Me 262 (the ancestor of the Soviet RD-20!). Its intake section was cut off, flipped upside down, the fin was glued on top of it and then the new tail was glued to the P-47 fuselage. Some (more serious) body sculpting was necessary to create a more or less harmonious transition between the parts, but it worked.
The plausible placement of the air intakes and their shape was a bit of a challenge. I wanted them to be obvious, but still keep an aerodynamic look. An initial idea had been to keep the P-47’s deep belly and widen the central oil cooler intake under the nose, but I found the idea wacky and a bit pointless, since such a long air duct would not make much sense since it would waste internal space and the long duct’s additional weight would not offer any benefit?
Another idea were air intakes in the wing roots, but these were also turned down since the landing gear wells would be in the way, and placing the ducts above or below the wings would also make no sense. A single ventral scoop (looking like a P-51 radiator bath) or two smaller, dorsal intakes (XP-81 style) behind the cockpit were other serious candidates – but these were both rejected because I wanted to keep a clean side profile.
I eventually settled for very simple, fixed side intakes, level with the jet exhaust, somewhat inspired by the Lavochkin La-200B heavy fighter prototype. The air scoops are simply parts from an Italeri Saab 39 Gripen centerline drop tank (which has a flat, oval diameter), and their shape is IMHO a perfect match.
Painting and markings:
While the model itself is a wild mix of parts with lots of improvisation involved, I wanted to keep the livery rather simple. The most plausible choice would have been an NMF finish, but I rather wanted some paint – so I used Soviet La-9 and -11 as a benchmark and settled for a simple two-tone livery: uniform light grey upper and light blue lower surfaces.
I used RAF Medium Sea Grey (Humbrol 165) and Soviet Underside Blue (Humbrol 114) as basic tones, and, after a black ink wash, these were lightened up through dry-brushed post-shading. The yellow spinner and fin tip are based on typical (subtle) squadron markings of the late 40ies era.
The cockpit as well the engine and landing gear interior became blue-grey (Revell 57), similar to the typical La-9/11’s colors. The green wheel discs and the deep blue propeller blades are not 100% in the aircraft's time frame, but I added these details in order to enhance the Soviet touch and some color accents.
Tactical markings were kept simple, too. The "38" and the Red Stars come form a Mastercraft MiG-15, the Guards badge from a Begemoth MiG-25 sheet and most of the stencils were taken from a Yak-38 sheet, also from Begemoth.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and it received some mild soot stains and chipped paint around the cockpit and on the leading edges. Some oil stains were added around the engine (with Tamiya Smoke), too.
A massive aircraft, and this new use of the P-47/Attacker combo results again in a plausible solution. The added jet engine might appear a bit exotic, but the mixed powerplant concept was en vogue after WWII, but only a few aircraft made it beyond the prototype stage.
While painting the model I also wondered if an all dark blue livery and some USN markings could also have made this creation the Grumman JetCat? With the tall fin, the Gu-1 could also be an F8F Bearcat on steroids? Hmmm...
A set of stencils containing QR messages which, covertly marked in urban spaces, may be used to warn people about danger or clue them into good situations.
These stencils can be understood as situated infoviz for urban spaces — providing directions, information, and warnings to digital nomads and other indigenterati. We present these as modern equivalents of the chalk-based "hobo signs" developed by 19th century vagabonds and migratory workers to cope with the difficulty of nomadic life. Indeed, our set of QR stencils port a number of classic hobo annotations to the QR format ("turn right here", "dangerous dog", "food for work") as well as some new ones, with a nod to warchalking, that are specific to contemporary conditions ("insecure wifi", "hidden cameras", "vegans beware").
Fabricated with generous support from Ponoko.com.
Official site: fffff.at/qr-stenciler-and-qr-hobo-codes/
The handmade QR code of the painting Palermo by Fabrice de Nola. QR code size: cm 120 x 120.
To see the full painting go to: flic.kr/p/8WxM1o
Cite as: Fabrice de Nola, 2010. Palermo, detail on painted QR code.
This work is part or the Palermu Project.
There's a Flickr group about the Genius of Palermo, please feel welcome to join! flic.kr/g/qJgY7
Protesting against the use of drones and the use of torture, these are members of Code Pink, photographed on January 12, 2013, at a demonstration outside one of the entrances to the headquarters of the CIA, in McLean, Virginia. On the left is Lachelle Roddy, and on the right is Nancy Mancias, the coordinator for Code Pink's War Criminals and Ground the Drones campaigns. The event also involved Episcopal Peace Fellowship DC, Northern Virginians for Peace & Justice, Pax Christi and World Can’t Wait, and activists from the group Witness Against Torture, protesting about the ongoing existence of Guantánamo, the day after the 11th anniversary of the prison's opening.
For Code Pink, see: www.codepink4peace.org/
For an article about drones, see: www.andyworthington.co.uk/2012/06/10/pragmatism-over-ideo...
For my photos of the rally and march in Washington D.C. on the 11th anniversary of the opening of Guantánamo, see: www.flickr.com/photos/andyworthington/sets/72157632514230...
and: www.flickr.com/photos/andyworthington/sets/72157632548354...
For more on Andy Worthington, see: www.andyworthington.co.uk/
The first few who embraced the "new" religion in Makkah in the Arabian Peninsula at the hands of the Prophet, were his wife Khadijah, his servant Zaid and his eleven year old cousin Ali. Among the ones who later joined this faith were the honest merchant, Abu Bakr; the iron man of Arabia, Umar the Great; the shy businessman, Uthman; the Prophet's brave uncle Hamza and a slave of a pagan, Bilal. They simply couldn't resist the MAGIC SWORD of a humble and lonely Prophet? The negligible minority of the believers in this new Faith was soon exiled from Makkah and they arrived in the city called Yathreb which later became known as MADINAH. The Muslim emigrants to Madinah brought their SWORD with them. The SWORD continued to work and its magnetic force continued to "pull" people towards it until the whole of Arabia joined the Faith. Compared to the population of the rest of the world at that time, the Arabs constituted a tiny minority. A fraction of this minority decided to take the SWORD beyond the boundaries of the Arabian desert to the mighty Mediterranean, the coast of Malabar and the far away East Indies Islands. People after people continued surrendering to this SWORD and joining the Faith.
So sharp was the edge of the SWORD! It simply conquered the hearts; bodies yielded automatically. It is the SWORD OF TRUTH, whose mere shine eliminates falsehood just like light wipes away darkness.
HAS THE SWORD GONE BLUNT? NO, FAR FROM IT.
It Continues to pierce the hearts of countless men and women today - in spite of the relentless efforts by persons with vested interests who like darkness to prevail, so that they may rob people of their good things. Read below the impressions of some who were recently conquered by the same SWORD. They are from different countries, speak different languages and have different backgrounds. Their present addresses are also given. Perhaps you may like to ask them how it feels to be struck by the SWORD OF TRUTH.
1. LEOPOLD WEISS (now Mohammed Asad): Austrian statesman, journalist, former foreign correspondent for the Frankfurter Zeitung; author of Islam at Cross Roads and Road to Mecca and translator of the Qur'an. He embraced Islam in 1926.
"Islam appears to me like a perfect work of Architecture. All its parts are harmoniously conceived to complement and support each other. Nothing is superfluous and nothing lacking, with the result of an absolute balance and solid composure."
2. AHMED HOLT: British Civil Contractor, traveler in search of the Divine truth, spent much of his time in research and comparative study of Judaism, Christianity and Islam. He embraced Islam in 1975.
"The SWORD OF ISLAM is not the sword of steel. I know this by experience, because the sword of Islam struck deep into my own heart. It didn't bring death, but it brought a new life; it brought an awareness and it brought an awakening as to who am I and what am I and for what am I here?"
3. BOGDAN KOPANSKI (now Bogdan Ataullah Kopanski):originally Polish, now American; Ph.D. in history and politics, had a very interesting journey to Islam and faced severe hardships; was imprisoned twice by the Polish communist regime (1968, 1981-82). He embraced Islam in 1974.
"When I was 12 years old I rejected illogical and contradictory faith of the Church. Two years later in 1962 I was fascinated by the victorious struggle of the Algerian Muslim mujahideen against French colonialism. It was the first arrow of Islam...The high school and earliest days of my education in the University, I was a typical example of the 'rebel generation' of Reds...My way to the Truth of Al-Qur'an was slow and unpaved... In 1974 I visited Turkey, I wrote my M.A. dissertation about Sultan and Caliph Suleiman Kanuni's policy towards the Polish Kingdom. There I was hit by the most beautiful voice of mankind, Adhan, the call to prayer. My hair stood up. An unknown, powerful force led me to an old masjid in Istanbul. There, old, smiling, Turkish bearded men taught me Wuzu, ablution. I confessed to tears, Shahada, and I prayed my first Salah Maghrib...I swept out the rubbish ideologies...The first time in my life, my mind was relaxed and I felt the pleasure of Allah's love in my heart. I was a Muslim..."
4-VENGATACHALAM ADIYAR (now Abdullah Adiyar): Indian, noted Tamil writer and journalist; worked as a news editor inn Dr. M. Karunanidhi's daily Murasoli for 17 years; assisted 3 former Chief Ministers of Tamil Nadu. Received Kalaimamani Award (Big Gem of Arts) from Tamil Nadu Government in 1982. He embraced Islam in 1987.
"In Islam I found suitable replies to nagging queries arising n my mind with regard to the theory of creation, status of woman, creation of universe, etc. The life history of the holy Prophet attracted me very much and made easy for me to compare with other world leaders and their philosophies."
5. HERBERT HOBOHM (now Aman Hobohm): German diplomat, missionary and social worker. An intellectual who has been serving the German diplomatic missions in various parts of the world. Presently working as Cultural Attache in German Embassy in Riyadh. He embraced Islam in 1941.
"I have lived under different systems of life and have had the opportunity of studying various ideologies, but have come to the conclusion that none is as perfect as Islam. None of the systems has got a complete code of a noble life, Only Islam has it' and that is why good men embrace it. Islam is not theoretical; it is practical. It means complete submission to the will of God."
6. CAT STEVENS (now Yusuf Islam): British; formerly a Christian and a world famous pop singer. He embraced Islam in 1973.
"It will be wrong to judge Islam in the light of the behavior of some bad Muslims who are always shown on the media. It is like judging a car as a bad one if the driver if the car is drunk and he bangs it into the wall. Islam guides all human beings in daily life - in it's spiritual, mental and physical dimensions. But we must find the sources of these instruction, the Qur'an and the example of the Prophet. then we can see the ideal of Islam."
7. MARGARET MARCUS (now Maryam Jamilah): American; formerly a Jews, essayist and author of many books. She embraced Islam in 1962.
"The authority of Islamic Morals and Laws proceeds from Almighty God. Pleasure and happiness in Islam are but the natural byproducts of emotional satisfaction in one's duties conscientiously performed for the pleasure of God to achieve salvation. In Islam duties are always stressed above rights. Only in Islam was my quest for absolute values satisfied. Only in Islam did I at last find all that was true, good, beautiful and which gives meaning and direction to human life and death.
8. M. HOFFMAN (now Murad Hoffman): Ph.D. in law (Harvard); German social scientist and diplomat; presently German Ambassador in Algeria. He embraced Islam in 1980.
"For some time now, striving for more and more precision and brevity, I have tried to put on paper in a systematic way, all philosophical truths, which in my view, can be ascertained beyond reasonable doubt. In the course of this effort it dawned on me that the typical attitude of an agnostic is not an intelligent one; that man simply cannot escape a decision to believe; that the createdness of what exists around us is obvious; that Islam undoubtedly finds itself in the greatest harmony with overall reality. Thus I realize, not without shock, that step by step, in spite of myself and almost unconsciously, n feeling and thinking I have grown into a Muslim. Only one last step remained to be taken: to formalize my conversion. As of today I am a Muslim. I have arrived."
9. CASSIUS CLAY (now Muhammad Ali): American; three times World Heavyweight Champion, formerly a Christian. He embraced Islam in 1965.
"I have had many nice moments in my life. But the feelings I had while standing on Mount Arafat on the day of Hajj ( Muslims' pilgrimage), was the most unique. I felt exalted by the indescribable spiritual atmosphere there as over a million and a half pilgrims invoked God to forgive them of their sins and bestow on them His choicest blessings. It was an exhilarating experience to see to people belonging to different colors, races and nationalities, kings, heads of states and ordinary men from very poor countries all clad in two simple white sheets praying to God without any sense of either pride or inferiority. It was a practical manifestation of the concept of equality in Islam."
(Speaking to the daily "Al-Madinah" Jeddah, 15 July, 1989)
These were the impressions of a few persons who had themselves been struck by the SWORD OF TRUTH, that is, the Message of Islam.
AS FOR THE PROPAGANDA THAT IT WAS THE SWORD OF STEEL, THAT IS, FORCE, WHICH WAS INSTRUMENTAL IN THE UNIVERSAL EXPANSION OF ISLAM, WE GIVE BELOW QUOTATIONS FROM THE WRITING OF SOME OF THE PROMINENT NON-MUSLIM SCHOLARS AND LEADERS REFUTING THIS BASELESS ACCUSATION.
1. M. K. GANDHI: "...I became more than ever convinced that it was not the sword that won a place for Islam in those days in the scheme of life. It was the rigid simplicity, the utter self-effacement of the prophet, the scrupulous regard for his pledges, his intense devotion to his friends and followers, his intrepidity, his fearlessness, his absolute trust in God and his own mission. These, and not the sword carried everything before them and surmounted every trouble." YOUNG INDIA, 1924
2. EDWARD GIBBON: "The greatest success of Mohammed's life was effected by sheer moral force without the stroke of a sword." HISTORY OF THE SARACEN EMPIRE, London, 1870
3. A. S. TRITTON: "The picture of the Muslim soldier advancing with a sword in one hand and the Qur'an in the other is quite false." ISLAM, London, 1951, p. 21
4. DE LACY O'LEARY: "History makes it clear however, that the legend of fanatical Muslim, sweeping through the world and forcing Islam at the point of sword upon conquered races is one of the most fantastically absurd myths that historians have ever repeated." ISLAM AT CROSSROADS, London, 1923, p. 8
5. K. S. RAMAKRISHNA RAO: "My problem to write this monograph is easier because we are not generally fed now on that (distorted) kind of history and much time need not be spent on pointing out our misrepresentations of Islam. The theory of Islam and sword, for instance, is not heard now in any quarter worth the name. The principle of Islam, there is no compulsion in religion, is well known." MOHAMMED THE PROPHET OF ISLAM, Riyadh, 1989, p. 4
6. JAMES A. MICHENER: "No other religion in history spread so rapidly as Islam...The West has widely believed that this surge of religion was made possible by the sword. But no modern scholar accepts that idea, and the Qur'an is explicit in support of the freedom of conscience." ISLAM - THE MISUNDERSTOOD RELIGION, READERS' DIGEST (American Edition) May 1955
7. LAWRENCE E. BROWNE: "Incidentally these well-established facts dispose of the idea so widely fostered in Christian writings that the Muslims, wherever they went, forced people to accept Islam at the point of the sword." THE PROSPECTS OR ISLAM, London, 1944.
BR Standard Class 7 "Britannia" 70013 Oliver Cromwell on a rake of "TPO"
One of 55 of the "Britannia" class, Oliver Cromwell was built at Crewe Works, being completed on 30 May 1951. 70013 was initially allocated to Norwich depot (BR shed code 32A) on the Eastern Region of British Railways and employed on London to Norwich expresses.70013 Oliver Cromwell is a British Railways standard class 7 (also known as the Britannia class) preserved steam locomotive. The locomotive is notable as one of the four steam locomotives which worked the last steam railtour on British Railways (BR) in 1968 before the introduction of a steam ban.
Live-coding workshop with Shelly Knotts at Newcastle City Library on 19 March 2016, as part of the Commons are Forever festival.
Will live-coding using Sonic Pi.
Note on copyright: the author of the performance is Will, not Newcastle Libraries.
for 7DoS: the barcodes in supermarkets aren't just used to keep control of stock and prices anymore, I use them to buy my shopping ... so sneaking a photo is pretty easy, as I have it in my hand zapping barcodes along the way.
It's a shame my supermarket hasn't quite mastered the technology regarding stock control, as the empty shelf was were the eggs I wanted, should have been :(
Bletchley Park
The nineteenth-century mansion and estate near Milton Keynes in Buckinghamshire,
has received latter-day fame as the central site for British codebreakers during World War II, although at the time personnel and location of the facility was a closely guarded secret, the estate housed the worlds first code breaking computer. Early personnel on the GC&CS team included Alan Turing, Gordon Welchman, Hugh Alexander and Stuart Milner-Barry.
( thanks to Jeff Wharton for re-enactor photo )( sorry, I have lost my reference for the red van )
Two Code 3 adaptions of First Bus within Glasgow. The Wright Scania Axcess in “Barbie” livery involved simple cosmetic adaptions, and applications of appropriate water slide transfers.
The Dart SLF in red was a true “Code 3” as the model was dismantled, received interior decoration, the body was resprayed before rebuilding and applying transfers and minor exterior painting such as lights.
Now presented as First Greater Glasgow and First Kelvin, taking over from KCB Network which grew from Kelvin Central Buses from Kelvin Scottish and Central Scottish post-deregulation
I thought Source Code was a pretty slick thriller and decided to attempt a version of the poster.
I went with more of a minimalistic teaser version of the poster so as to try and draw the viewer in.
You can check it out on my blog www.juusmedia.com
Vodafone has announced plans to provide coding training to 1,000 teenage girls across 26 countries in what is the world’s furthest-reaching in-person global coding programme of its kind. The commitment was announced in advance of @WomenScienceDay. Vodafone is partnering with @CodeFirstGirls to address widening gender gap in STEM.
For many years, women and girls have played an important role in science and technology. Without the work of technology pioneers like Hedy Lamarr and Barbara Liskov, we would not have Wi-Fi and email as we know it. But despite this, women and girls are still grossly under-represented in science, technology, engineering and maths (STEM) education and careers. Only 35% of girls enter further education in STEM subjects, and many have little encouragement to equip themselves with the skills to thrive in these industries.
Vodafone wants to help change this. In a partnership with social enterprise Code First: Girls, Vodafone’s #CodeLikeAGirl programme will provide five-day, coding workshops for girls, ages 14-18, across its geographical footprint in Europe, India, the Middle East, South Africa and Australasia. In 2017, 500 girls across Vodafone’s 26 markets were taught to code as part of the Vodafone and Code First: Girls partnership. This year, 1,000 teenage girls will benefit from the programme.
The scientific name for the animal on the right, the common eland, is tragelaphus oryx. The smaller animal, on the left, is commonly known as a scimitar-horned oryx. The two species are related!
Code, the common eland, is a gentle giant who loves to entertain human guests. He'll tolerate much taunting from his distant cousins before making a head gesture that'll scare them away.
P.S. Flickr has been up and down this morning. It's back up at the moment, but I need to leave for work. Will catch up soon!
Scandalous in Sept pics 9/7 & 9/14.. No dress code & twerking @ Club Bounce.. We didnt put up all the pics because they were super scandalous lol You just have to be there see it for yourself! Thank you Rico DjSuave Cox and his hold it down radio team for attempting to control the ladies and host the twerk contest.. Its not as easy as it looks! lol Fun night tho! Stay current with our events by joining our email list at www.clubbounce.net/
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