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The sixth Advanced Extremely High Frequency (AEHF-6) satellite for the U.S. Space Force's Space and Missile Systems Center is encapsulated inside a 5-meter-diameter payload fairing in preparation for launch atop a United Launch Alliance Atlas V rocket. Photo credit: United Launch Alliance
DESIGNERE G Van De Stadt
BUILDERSouthern Ocean Shipyard
DATE
Launched 1977
Completed 1978
Refit 2002/3
CONSTRUCTIONGRP
LOA
75' / 22.86m
LWL65' / 19.81m
BEAM17'6" / 5.36m
DRAFT9'2" / 2.8m
DISPLACEMENT85900lbs / 39 metric tons
PRICE
PRICE REDUCED
EUR 350,000 VAT paid in EU
LOCATIONWestern Mediterranean
Accommodation Plan
(click here for larger view)
FULL SPECIFICATION:
CONSTRUCTION
Built to Lloyds 100A and LMC. Classification withdrawn at original owner's request in 1986. White Awlgrip painted GRP hull, deck and coachroof; forward and main companionway hatches. GRP bulwarks with broad teak cappings. Laid teak over deck. 2 x teak deck box lockers for 6 gas bottlers (port) and general stowage (starboard). Self-draining cockpit with laid teak over seats and sole. Laid teak-faced hatch in cockpit sole accesses engine room. Opening gates in cockpit coaming port and starboard.
Encapsulated lead fin keel. Internal trimming ballast moulded in on starboard side to compensate for generator and galley. Skeg hung rudder. Teak wheel with Whitlock rod and gear steering system.
Interior joinery: sycamore and elm panelling with teak trim. Teak-faced plywood cabin soles.
HARDWARE
Main entry sliding-top hatch has 2 vertical drop-boards: one of teak/teak-faced plywood, second is metal framed clear acrylic. The boards independently drop down to stow in adjacent slots.
Stainless steel tube framed sprayhood over main entry with ingenious facility to remove the fabric hood.
Custom designed and fabricated stainless steel main boom support crutch. Folds down flat to coachroof when sailing.
Sliding forehatch over crew quarters and fixed teak ladder to deck.
9 x Lewmar deck hatches
Stainless steel framed windows in forward coachroof and one in aft end of aft coachroof
4 x opening windows in cockpit well
2 x opening windows in each side of aft superstructure
6 x stainless steel strainers over margin plank scuppers.
Mushroom ventilators: 2 on foredeck, 2 on aft deck, 3 in aft superstructure
2 x chromed air scoops by mizzen mast step
4 x deck prisms set into foredeck.
4 x pad eye sockets in way of mainmast
4 x stainless steel enclosed fairleads in bulwarks.
4 x stainless steel fairleads.
6 x sets large mooring bitts: fwd, midships, aft.
Stainless steel stemhead fitting with twin rollers and attachment for headsail furler
Stainless steel pulpit with teak seat and P&S lights attached on bracket
2 x double rail quarter guards with gate between. Stainless Steel quarter guards each with a vertical wood pad - port for outboard motor stowage, starboard for EPIRB. Sockets for ensign staff and sport-fishing rods
Stainless steel stanchion bases and stanchions, braced at gates to port and starboard.
Stainless steel mizzen mast step on aft coachroof astern of cockpit above stainless steel tube compression strut, which passes through Master Stateroom to stand on hull centreline.
2 x aluminium headsail tracks (mounted on cap rails P&S) each with roller car and slider
2 x Lewmar stainless steel staysail tracks each with roller car
Lewmar X-section alloy mainsheet track with Lewmar roller car and end stops on coachroof ahead of sprayhood.
Lewmar stainless steel mizzen track on aft deck immediately aft of superstructure
4 x large stainless steel foot blocks on substantial laminated teak plinths.
WINCHES By Lewmar:
Cockpit coaming: 2 x 700ST hydraulic primary winches.
2 x 65ST staysail sheets
2 x 55ST running backstay
Main hatch (under sprayhood to starboard)
1 x 48ST mainsheet track control
Deck at main mast 1 x 58ST
Main mast 5 x 44ST
2 x 40
1 x 48ST
Mizzen mast 4 x 34ST
4 x winch handles
GROUND TACKLE etc
2003 Sanguinetti horizontal 2500W electric anchor windlass with chain gypsy and
warping drum. Manual control or by foot switch
Bruce 75kg anchor with 60m stainless steel chain and 75m galvanised chain (last galvanised 2003)
CQR 50kg anchor with 20m chain
Warps and fenders
SPARS & RIGGING
Ketch rigged
Spars are all painted white Awlgrip to a very high standard. All standing rigging is 1x19 stainless steel wire.
Main mast by John Powell. Aluminium. Keel stepped, 2 spreader rig with forestay and inner forestay, cap shrouds and intermediate shrouds. Both forestays carry roller furling foils. The main forestay has a Reckmann hydraulic furler. The inner stay furler has an electric powered Bamar MEJ unit. Fore and aft lower shrouds. Standing backstay to mizzen step. PBO runners to shrouded Antal blocks. Harken luff track and car for mainsail. Spinnaker pole is stowed to fore side of mast on Harken track and car. Boom gooseneck fitting to mast and securing plate/swivel for Bamar boom vang are made in stainless steel to an impressive standard.
Mainsail boom is set up for slab reefing with lazy jacks and is dressed with a permanently fitted "catcher" sail bag.
Mizzen mast by Velscaf srl, Genova, Italy (2012). Aluminium. Deck stepped single spreader rig Spreaders are swept back and the intermediate shrouds pass over them. Cap shrouds run directly to the masthead. Fore and aft lower shrouds. "Parrot perch" single strut to fore side of mast with single diagonal shroud. Twin standing backstays from masthead to transom corners. Stainless steel bracket to fore side of mast for radar scanner.
Mizzen boom is set up for slab reefing and is dressed with permanently fitted "catcher" sail bag.
Lewmar Commander 5 System hydraulics for genoa roller furler and primaries
SAILS
By OneSails Italy (2003)
Fully battened mainsail
Roller furling genoa
Roller furling staysail
Mizzen
Genniker - 3600ft2
All Spectra except genniker
Dacron storm jib
Easy Stow main and mizzen sail covers (remain on booms).
ENGINE
Volvo Penta 180hp diesel (2008)
Flexible engine mounts.
Borg Warner Velvet Drive 2:1 reduction hydraulic gearbox.
Gearbox oil pressure and temperature alarms.
Monel shaft with seawater lubricated cutless bearing.
MaxProp V2 630mm propeller
Spare fixed propeller
Hydraulic disc type shaft brake
Engine hours @12.10.10 = 423
Engine access is via a flush teak hatch in the cockpit sole and via removable panels in the aft passageway.
MAX MARINE, Model T.A.S.I. Fire fighting system, date 2002, R.I.N.A. approved. Dir. 059/99, in engine room.
ELECTRICS
Kohler 13kW generator.
Engine hours @12.10.10 = 882
2 x Whisper 1.3kW generators in lazarette (start off service batteries)
Engine hours @12.10.10 = 960 (starboard), 527 (port)
2 x Victron Energy 80Ah battery chargers/isolation transformer for 220/240V shorepower
Victron Energy 3000V inverter (2008)
Batteries:
2 x 12V 100Ah for main engine (2008)
1 x 12V 100Ah for Kohler generator start
12 x 2V (= 24V) 850Ah lead/acid for service (2010)
2 x 12V 100Ah lead-acid for bow thruster (2008)
Port and starboard navigation lights
Stern light
Masthead tri-colour/steaming light
Deck lights under spreaders
MACHINERY
Sea Recovery watermaker - output 4000 litres per day
Condaria air conditioning 36,000BTU
Vetus 11kW bow thruster in 300mm tube
TANKS
Fuel: 2000 litres integral grp tanks
Fresh water: 2000 litres integral grp tanks
Black water: 500 litres
Grey water: 350 litres integral grp tanks
Hot water: 100 litres
INSTRUMENTS Brookes & Gatehouse Hydra 2 multi-system: echo sounder, log/speed meter, wind speed, wind direction and compass. 20/20 display at main entry hatch under spray hood.
NX-300 Navtex
Furuno radar with scanner on bracket to fore side of mizzen mast
Robertson AP22 autopilot
Lorenz C-Map NT Starlight Plus - displays in nav. area and at helm
Shipmate RS400 VHF radio
Handheld VHF
Thrane & Thrane satcom for voice/internet connection
Skanti SSB (not usable, retained in place simply to fill bulkhead recess)
VEB Seimgeratebau barograph.
5 Kelvin Hughes barometer.
2 x Kelvin Hughes chronometers: 3 & 5 .
AUDIO VISUAL
LG 28 plasma TV
EQUIPMENT Sony hifi
2 x waterproof speakers in cockpit
LG TV in crew mess
GENERAL EQUIPMENT
2003 Novamarine RH 400 tender
2003 Mercury 40hp outboard motor
Stainless steel framed, teak stepped, folding boarding ladder. Can be deployed either P&S in fitted sockets by gate in guardrails
Teak grating passerelle with stainless steel stanchions and attachment fitting
Deck cockpit awning
Bimini
Blue towelling covered sun mattresses
Varnished teak dining table hinged to steering pedestal
SAFETY EQUIPMENT
Hydra 12 person liferaft, canister packed. Last packed 05/2010. Next service due
05/2012. Stowed in teak cradle by mainmast. Blue fabric cover
McMurdo EPIRB mounted on quarter guard wood pad
2 x horseshoe lifebuoys, orange in white fabric covers, mounted on guard rails.
Circular orange lifebuoy mounted on fwd starboard guardrail
Emergency tiller in lazarette with screw cover plate on aft coachroof to access rudder stock
MAX MARINE, Model T.A.S.I. Fire fighting system, date 2002, R.I.N.A. approved, Dir. 059/99, in engine room.
Various hand-held fire extinguishers
3 x good torches, each clipped beneath a separate step of the accommodation ladder, within reach from the cockpit
5 x stainless steel fixed hoops to lower part of cockpit well for safety harness attachment
8 x semi-inflatable lifejackets
3 x full offshore life jackets
3 x foam type child's life jackets
DOMESTIC EQUIPMENT
Alpes Inox gas/electric gimballed cooker.
Microwave oven.
Double stainless steel sink.
Dishwasher.
2 x 110 litres large top-opening freezers.
2 x 120 litres refrigerators.
2 x drinks refrigerators in saloon - total 50 litres
Candy washing machine in fo'c'sle
3 x WCs.
ACCOMMODATION
Forepeak:
Features one crew berth to port, with lockers above and below. Washing machine to starboard.
Leading aft to a separate crew head/ shower compartment with wash basin and mirror to starboard and head to port. Vertical steps to forehatch on aft bulkhead
Crew Dinette:
Aft to starboard, with a table with banquette seats either end, and a single stool. The table may be adapted to form a single berth. Ample storage.
Captain's Cabin:
To port of crew dinette, and closed off by sliding doors. Finished in sycamore. Features single lower berth and double upper berth, writing table, ample storage space in lockers, mirror and washbasin.
Central Passageway:
Leading aft
Port Guest Cabin:
Finished in sycamore. Single lower berth and double upper berth, hanging locker, stool, storage space, wash basin, mirror.
Across the passageway to starboard is the spacious Guest Head/Shower with shower stall, head, wash basin and mirror. This shared with the:
Starboard Guest Cabin:
Finished in sycamore. Single lower berth and wider single upper berth, hanging locker, storage lockers, a wash basin and mirror.
Galley:
Situated opposite the starboard guest cabin. Generous storage space in lockers. May be closed off by a sliding door.
Two steps lead up into the Saloon:
Well-lit by generous window area and finished in sycamore. Gimballed sycamore dining table to port on a stainless steel base; folds to form coffee table. Generous storage space beneath banquette seating on port side. Seating is for eight people around the dining table when employing three aluminium folding chairs which can be removed and specially stowed. Small drinks refrigerators on either side of the opening to the forward passageway. Settee in forward starboard corner with wine stowage beneath
Navigation Station:
To starboard aft corner of the saloon.
3rd Guest Cabin is accessed from the port aft corner of the saloon. Upper and lower single berths. Cupboard with small chest of drawers beneath.
Aft Passageway:
Runs right aft from saloon between navigation station and companionway steps to the Master Stateroom. To its inboard side, large panels may easily be lifted out for excellent access to the engine room. To the outboard side are twin doors which when opened reveal the well appointed Master head/shower compartment, and at the same time isolate that compartment from the forward and aft sections of the passageway. To the aft end of the passageway, at its outboard side, is a heated/vented locker for foul weather gear.
Master Stateroom Head/Shower Compartment:
Shower stall with teak seat and sole grating, wash basin, head and extractor fan.
Master Stateroom:
Accessed by door from the aft passageway. Finished in elm and occupying the full beam of the yacht. Large double berth to port and a single berth to starboard. Dressing table with stool. Large mirror. Two hanging wardrobes; one with full length mirror. Ten drawers and various lockers provide ample storage space. The stateroom is well-lit by natural light.
BERTH DIMENSIONS & HEADROOMS
SALOON HEADROOM 2.20m
SMALL TWIN CABIN OFF SALOON headroom 2m
Lengths 1.95m
Widths @ mid length 72cm
MASTER STATEROOM HEAD/SHOWER headroom 1.85m in shower
1.95m elsewhere
MASTER STATEROOM headroom 1.9m
Double berth length 1.96m
Width @ mid 1.47m
Max width @ head 65cm
Single berth length 2m
AFT PASSAGEWAY 1.85m
Width 53cm
FWD PASSAGEWAY headroom 1.90m
GALLEY headroom 1.94m
STARBOARD TWIN CABIN headrooom 1.92m
Lengths 1.85m
Upper Single
Width @ 86cm
Lower Single
Width @ 56cm
PORT TWIN CABIN headroom 2.01m
Lengths 1.94m
Upper Double
Width @ mid 94cm
Width @ head 1.09m
Lower Single
Width @ mid 58cm
Width @ head 66cm
STARBOARD HEAD/SHOWER headroom 1.85m
CREW MESS headroom 1.86m
PORT CREW TWIN CABIN headroom 1.86m
Lengths 2.06m
Upper Double
Width @ mid 94cm
Lower Single
Width @ mid 64cm
CREW HEAD SHOWER 1.84m under closed hatch
FOC'S'LE CABIN headroom 1.68m
Length 2.06m
Width @ mid 58cm
REMARKS
SAQUILA is no ordinary production yachts. She was built to Lloyds Register Classification 100A-Yacht and LMC under supervision. The first owners maintained her Class until June 1986 when they requested withdrawal.
We've known SAQUILA from the late 1980s and sold her in New England in 1993. Thus we were delighted to be offered Central Agency for sale by the present owner. We responded very quickly by visiting SAQUILA in Italy. This yacht was special at her birth with excellent and practical systems and high quality of joinery so we knew what to expect. On arrival we were truly astonished by what we saw! The owner, an experienced yachtsman, had brought an extremely good Ocean 75 up to technical and cosmetic standards of a very, very high order. Just having funds to put into a yacht is not enough. It takes the knowledge, experience and determination of a born perfectionist to do what has benefitted SAQUILA. We have sold several Ocean 71s and 75s over the years. A few were very good but we have never seen one to match SAQUILA as she is now.
All spars have had close attention with removal of hardware for painting. The mainmast vang bracket is of new stainless steel to an improved design. A Harken track for luff cars has been fitted to suit the new fully battened mainsail. The beautifully crafted mizzen on-deck step serves several functions. A new addition is a stainless steel folding A-frame crutch on the coachroof which supports the boom when deployed and then folds down flat to stow. Original fittings include an anchor wash system on the bow pulpit with stainless steel water supply tubing. A small thing to mention? Not when the anchor comes up covered in mud! Electrical wiring for the running lights on the pulpit passes along a second stainless steel tube. Stainless steel strainers for deck water are flush with the teak deck, covering the scuppers which are integral within the hull. 2 large deck boxes accommodate to port the gas bottles and to strawboard general stowage. There are chocks for the tender on the foredeck.
A major feature of SAQUILA is the attention given to ventilation prior to build. This includes integral Dorade vents in the main coachroof to serve the saloon. There is other ventilation to the Master Stateroom and head/shower, crew quarters and galley, engine room and batteries. There are 8 opening windows and 9 Lewmar deck hatches.
SAQUILA's deck arrangements centre round her comfortable and well sheltered cockpit which is easy to enter from the side decks. The steering pedestal is at the aft end of the cockpit with instrument dials on a neat console. Other instrument repeaters are located beneath the sprayhood just forward of the main sliding hatch. To helm SAQUILA is a joy. Her Whitlock mechanical steering system delivers the feel which sailing is all about. Two teak decked locker lids on the aft deck open to reveal stowage space and the two Whisper generators.
SAQUILA's accommodation, thanks to an abundance of windows and hatches and the choice of the light hued sycamore and elm joinery provides an impression of space and quality. In present ownership a third twin guest cabin has been cleverly installed to port of the engine. Headroom is good throughout the yacht.
A clever and very sensible feature is the positioning of a good flashlight beneath each of three steps of the companion ladder at the main accommodation hatch. This further underlines the thought which has been put into SAQUILA and her systems.
SAQUILA is a yacht which may be bought and cruised without a need to catch up on a previous owner's maintenance "economies". She's good-looking and with a pleasing sheer line. At her price, she offers really exceptional value. We like her very much, and urge you to inspect.
The Educational Launch of Nanosatellites 19 (ELaNa 19) payload is encapsulated inside the Rocket Lab Electron rocket payload fairing on Dec. 1, 2018, at the company’s facility in New Zealand. The ELaNa 19 payload comprises 10 CubeSats selected through NASA’s CubeSat Launch Initiative. The liftoff marks the debut of the agency’s innovative Venture Class Launch Services (VCLS) effort. Managed by NASA’s Launch Services Program at Kennedy Space Center in Florida, VCLS was developed to offer small payloads dedicated rides to space.
Filtered waterbottle encapsulated in a splash of water on a blue circular gradient background.
Represented By:
Mark Cook
MADMAN Creative Representation
IV.
A more encapsulated shot to finish the series. Mga Isda sa Dagat's closing. :)
Balangay themed lanterns at the University of the Philippines Lantern Parrade. December 2013.
Notice how the way the ships (the balangay) are carried produce a flowing movement that make it seem as if the ships are sailing through a vast sea. Notice, also, the fish attached by strings to the sides of the ships. This reinforces the flowing motion of the ships through the swimming-like motions of the fish. This also reinforces the ships' sailing through a vast sea.
From this, it's as if we are all in a vast sea headed towards a destination. And in this sea, we can also find Love no matter how vast it is; or rather, we are meant to find Love. (Ang Pagibig).
Technicians and engineers encapsulate NASA’s SPHEREx (Spectro-Photometer for the History of the Universe, Epoch of Reionization and Ices Explorer) observatory and PUNCH (Polarimeter to Unify the Corona and Heliosphere) satellites within a protective payload fairing inside the Astrotech Space Operations facility at Vandenberg Space Force Base in California, on Thursday, Feb. 27, 2025. SPHEREx will use its telescope to provide an all-sky spectral survey, creating a 3D map of the entire sky to help scientists investigate the origins of our universe. PUNCH will study origins of the Sun’s outflow of material, or the solar wind, capturing continuous 3D images of the Sun’s corona and the solar wind’s journey into the solar system. Photo credit: BAE Systems/Benjamin Fry
NASA image use policy.
This encapsulates what makes Cuba such a strange and exciting place to visit.
I don't tend to see things like this where I live in Yorkshire. I could go a month without seeing an old American car, and there's certainly no socialist propaganda painted on our walls round here, or houses painted shocking pink yet falling down at the back.
The OA-6 spacecraft for Orbital ATK and NASA is encapsulated inside a 4-meter-diameter payload fairing in preparation for launch atop a United Launch Alliance (ULA) Atlas V rocket. Photo credit: United Launch Alliance
Valley View in Yosemite National Park, California, offers a breathtaking glimpse into the park's iconic landscape. Positioned along the Merced River, this viewpoint presents an unparalleled view of El Capitan, one of the world's largest granite monoliths, framed by lush forests and the tranquil river. Valley View is a favorite among photographers and visitors seeking to immerse themselves in Yosemite's grandeur. With its majestic vistas and serene ambiance, this viewpoint encapsulates the park's natural beauty and captures the essence of its awe-inspiring scenery.
Words could not encapsulate her heart or mind; tangled in a web of misguided routes and lost aspirations.
"Breathe", she reminded herself.
Lifting her heavy eyelids, she knew it was time.
--
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The Trellchem® Hands-Free Visor Light System is a short throw illumination system for hands-free operation, designed to offer improved visibility and a safer working environment for the hazmat responder.
• LED (Light Emitting Diodes) - long life time, durable quality & energy efficient
• Panoramic lighting - spreads the light through a wide area with no risk of blinding reflections
• Lightweight - adds minimally to the total weight carried
• Slim design - minimal interference with movement and other equipment
• Fits in Trellchem gastight suits of encapsulating design (Level A), and can easily be installed in existing type CV or VP1 suits
• US patent pending
For more information on the Trellchem® Hands-Free Visor Light System go to protective.ansell.com/en/Products/Trellchem/Accessories/T...
Oh the possibilities, sadly missed through poor design and negligence! You cannot deny then that it's a British Leyland product, taking a car with a fantastic premise, but through sloppy workmanship make it something of nightmares! No car seems to encapsulate the problems with the nationalised company more than the humble Triumph Stag.
To compete with the likes of the Mercedes-Benz SL, British Leyland started work on a luxury Grand Tourer, styled by the world renowned Giovanni Michelotti, who had previously designed the Triumph 2000, the Triumph Herald and the Triumph TR6, and would later go on to design the ambiguous Austin Apache and the Leyland National bus. But either way his styling was sensational, but at the same time the car had substance too. In the late 1960's America was on the verge of banning convertible cars to increase safety. So the engineers at Triumph designed what was a very clever T-Bar rollcage over the passenger cabin, meaning the car was not only safe, but also allowed the owners to enjoy what was craved most in a Grand Tourer, drop-top open-air fun! This was complimented by a selection of cars with removable Hard-Tops, although not as popular due to being slightly more complicated. The name was great too, sounding very manly with a hint of beast-like qualities, which for the most part helps to form the image, a strong and noble creature of the wild stood proud amongst its peers...
...only without the antlers!
In 1970 the car was launched to the motoring press with some very favourable initial reviews, admiring the styling, the firm suspension that resulted in a smooth ride and the well-balanced handling. The car was immediately an image setter for the new-money, like the Mercedes it was competing with it had the image of being something for those who had made their money through more underhanded methods, a cads car if you will. But we've all got to make our money somehow I guess!
However, lest we forget that this was a British Leyland product, so of course trouble was brewing. Very quickly the car gained a reputation for unreliability, which can be traced back to that all important piece of machinery known simply as the engine. In 1969 whilst the Triumph Stag was in development, Rover began using their new license built V8 engine derived from an American Buick 215 3L powerplant. Originally this was installed into the Rover P5, but a 3.5L version was installed as standard to the Rover P6 and the later SD1, as well as becoming the motive power behind the almighty Range Rover. The Rover V8 was an incredibly reliable and endlessly tunable engine, making it one of the most popular and successful powerplants in automotive history. It made its way into the TVR Chimera, the Morgan Plus 8, the TVR 350i, the Land Rover Defender, the Land Rover Discovery, the Sisu Nasu All-Terrain Military Transport, the MG RV8, the MGB GT, the TVR Griffith, the TVR S-Series, the Leyland P76, the Triumph TR8 and so on! It was eventually removed from production in 2006, being replaced in the Range Rover it had served so well by a BMW powerplant.
But back to the Stag, and seeing as Triumph and Rover belonged to the same parent company, you'd think that their first instinct would be to place this heavenly engine into the Stag. Apparently that was too much to ask for, and so Triumph, still thinking they were Triumph, decided to develop their own engine because apparently the Rover V8 wouldn't fit in the engine bay of the Stag. Rather than doing the simple task of redesigning the engine bay to accommodate the new engine, Triumph developed their own ragtag V8 by welding together two of the Straight-4 engines you'd find in a Triumph Dolomite. Chucked together at the last minute, the new Twin Dolomite V8 was not a stellar piece of engineering like the Rover variant, its main downfall being the failure to install a proper cooling system. This illogical oversight of something so obvious meant that the engine would heat up easily, and result in the cylinder heads warping, rendering the engine totally useless. The engine was also prone to corrosion and roller link chains that would fail before 25,000 miles causing expensive damage.
As a result of the bad press of the engine, mixed with the terrible build quality that we'd all come to expect from British Leyland, the Stag was removed from the American market in 1973, and finished off here in 1977 by its spiritual replacement, the Triumph TR7, an equally as flawed concept that chose not to learn its lesson and use exactly the same flawed engine, dashing that car's hopes of success too whilst adding a less than stellar body design to its troubles. Eventually the Stag slipped quietly away after 25,000 examples were built, although one did feature in the James Bond film 'Diamonds are Forever', being driven to Amsterdam by Bond after half-inching it from Diamond Smuggler Peter Franks.
This particular story maddens me because I consider the Triumph Stag my favourite of the British Leyland range as it really is a beautiful car and performs very well. Like I said, it's very smooth to ride in and very easy to drive, but the sheer lack of communication and cooperation between two parts of the same company resulted in it being one of the biggest flops in motoring history, and has often been cited as one of the worst cars ever.
Today however there is still quite a sizeable fanbase for this car, with 9,000 Stags still registered as roadworthy, making it one of the most numerous British Leyland products to remain in ongoing use, especially when you compare it to the Austin Allegro's 291 survivors, Morris Marina's 674, and the Rover SD1's 310. The surviving Stags are mostly made up of cars that have had their original Triumph engines replaced by the Rover V8 to improve the performance and reliability. With a Rover V8 under the hood, this car is simply one of the best classic cars ever in my mind, a mixture of style, speed, performance and that wonderful rumble from under the bonnet. For the remainder still with the Twin Dolomite V8, most have been fixed by installing a proper cooling system and solving the corrosion issues. Today the Stags enjoy the popular life that British Leyland had envisaged for their luxury machines way back in 1970, 45 years late mind you but I suppose you can't have everything first time round!
DigitalGlobe’s WorldView-4 satellite, encapsulated inside a 4-meter-diameter payload fairing, is transported and mated to its United Launch Alliance (ULA) Atlas V rocket inside the Mobile Service Tower (MST) at Space Launch Complex-3 at Vandenberg Air Force Base, California. Photo credit: United Launch Alliance
Encapsulated in its payload fairing, NASA's Parker Solar Probe is lifted by a crane for mating to a United Launch Alliance Delta IV Heavy rocket at Cape Canaveral Air Force Station's Space Launch Complex 37 on Tuesday, July 31, 2018. The Parker Solar Probe is being prepared for a mission to perform the closest-ever observations of a star when it travels through the Sun's atmosphere, called the corona. The probe will rely on measurements and imaging to revolutionize our understanding of the corona and the Sun-Earth connection.
Photo credit: NASA/Leif Heimbold
Oh ho! Now this is a car! Something space age from the early 70's that truly took the idea of futuristic car design from 60's TV shows and made them real. This was all encapsulated in the beauty and raw innovation that is the Citroen SM!
The Citroen SM's story begins back in 1961, where the company began work on a project called 'Project S', a sports variant of the revolutionary Citroen DS. Throughout the decade the car went through a myriad of running prototypes, ironing out faults and pushing the innovative nature of the car to the highest possible level. In 1968 the company purchased Maserati, and took on their knowledge of high-performance cars and engine technology to produce a true Gran Turismo car, combining the sophisticated Citroën suspension with a Maserati V6.
This marriage of raw power and sublime innovation and style was unleashed upon the public in March 1970 at the Geneva Motor Show, going on sale in September of the same year. Dubbed the 'SM', a portmanteaux of Project 'S' and the 'M' in Maserati, the car quickly became the company's flagship, looking like nothing on earth and being able to take on the Jaguar's, Lotus', Ferrari's, Aston Martin's, Alfa Romeo's and Porsche's of the day, the first time France had developed a sports production vehicle of this calibre since the end of World War II.
Power was derived from a 170hp 2.7L V6 engine, with a 0-60 of 8.9 seconds, which made it somewhat mediocre when compared to the likes of the Jensen Interceptor and its 288hp powerplant, and a 0-60 of 6.4 seconds.
Nevertheless, the car's biggest party piece was its mixture of raunchy power and incredible style and comfort, the likes of which had never been experienced before. The car is dripping with French panache and style, with the design being the brainchild of Citroen Chief Designer Robert Opron, who intended to keep the stlye similar to that of the DS but gave it some 70's flair for the new, more angular age. It was also fitted with the same hydro-pneumatic suspension found on the earlier DS, as well as the self-leveling lights that swiveled with the steering.
Sadly though, unlike its sporty competitors the SM, like many promising, outside-the-box, French products such as the Renault Avantime, didn't sell in the way the company wanted it to, largely being due to its image and design, looking less like a sports coupé and more a luxury saloon car, sort of along the lines of the Aston Martin Lagonda. At the same time and with much better performance, Maserati was selling the Merak, which looked much more like a sports car and felt just the same. In a similar way to the later Avantime, the SM fell into a gap between two markets, one market being sports coupé's, and the other being large luxury cars, of which it appealed more to one but not the other.
The SM did though make it big in the world of sports, winning its first competitive outing, the gruelling 1971 Rallye du Maroc, and a Twin Turbo V6 SM snatched the world record as the fastest production car on the Bonneville Salt Flats, achieving a top speed of 202mph.
Sadly though, the Citroen company fell into financial decline during the early 1970's, and officially declared bankruptcy in 1974, being rescued by Peugeot. Attempting to cut the costs wherever possible, the company axed the Citroen SM in May 1975 and sold off the Maserati division of the company to DeTomaso, with only 115 SM's produced in 1975 before production ended.
This setback and sad demise however doesn't mean the SM was an unpopular egg. During its 5 years of production, 12,200 SM's were built, and also managed to garner a selection of awards, including the 1972 Motor Trend Car of the Year award, as well as coming 3rd in the 1971 European Car of the Year, a competition won by another Citroen product, the GS.
Today these cars are very hard to find and incredibly exotic. In France you'll probably find a fair few and the United States and Canada also imported a good number. In the UK however they're something of a rarity, but so rewarding when you actually capture one!
Lockheed Martin’s sixth Advanced Extremely High Frequency (AEHF-6) protected communications satellite is encapsulated in its protective fairings ahead of its expected March 26 launch on a United Launch Alliance Atlas V rocket. AEHF-6 is part of the AEHF system -- a resilient satellite constellation with global coverage and a sophisticated ground control system -- that provides global, survivable, protected communications capabilities for national leaders and tactical warfighters operating across ground, sea and air platforms. The anti-jam system also serves international allies to include Canada, the Netherlands, United Kingdom and Australia.
the boys start school the day after tomorrow
no more summer vacation
new, different rhythm
trying to make these two days last as long as possible
trying to encapsulate summer
Lockheed Martin’s sixth Advanced Extremely High Frequency (AEHF-6) protected communications satellite is encapsulated in its protective fairings ahead of its expected March 26 launch on a United Launch Alliance Atlas V rocket. AEHF-6 is part of the AEHF system -- a resilient satellite constellation with global coverage and a sophisticated ground control system -- that provides global, survivable, protected communications capabilities for national leaders and tactical warfighters operating across ground, sea and air platforms. The anti-jam system also serves international allies to include Canada, the Netherlands, United Kingdom and Australia. For more information, visit: www.lockheedmartin.com/aehf
(Photo credit: United Launch Alliance)
Encapsulated inside its payload fairing, the Cygnus spacecraft for the upcoming Orbital ATK Commercial Resupply Services-6 is mated atop a United Launch Alliance Atlas V rocket in the Vertical Integration Facility at Launch Complex-41 at Cape Canaveral Air Force Station. The Cygnus is scheduled to lift off atop a United Launch Alliance Atlas V rocket on March 22 to deliver hardware and supplies to the International Space Station.
Photo credit: NASA/Dimitrios Gerondidakis
Encapsulated in its payload fairing, NASA's Parker Solar Probe is prepared to be lifted for mating to a United Launch Alliance Delta IV Heavy rocket at Cape Canaveral Air Force Station's Space Launch Complex 37 on Tuesday, July 31, 2018. The Parker Solar Probe is being prepared for a mission to perform the closest-ever observations of a star when it travels through the Sun's atmosphere, called the corona. The probe will rely on measurements and imaging to revolutionize our understanding of the corona and the Sun-Earth connection.
Photo credit: NASA/Leif Heimbold
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The second Lockheed Martin-built GPS III space vehicle (GPS III SV02) was recently encapsulated within its protective fairings in preparation for launch.
Oh the possibilities, sadly missed through poor design and negligence! You cannot deny then that it's a British Leyland product, taking a car with a fantastic premise, but through sloppy workmanship make it something of nightmares! No car seems to encapsulate the problems with the nationalised company more than the humble Triumph Stag.
To compete with the likes of the Mercedes-Benz SL, British Leyland started work on a luxury Grand Tourer, styled by the world renowned Giovanni Michelotti, who had previously designed the Triumph 2000, the Triumph Herald and the Triumph TR6, and would later go on to design the ambiguous Austin Apache and the Leyland National bus. But either way his styling was sensational, but at the same time the car had substance too. In the late 1960's America was on the verge of banning convertible cars to increase safety. So the engineers at Triumph designed what was a very clever T-Bar rollcage over the passenger cabin, meaning the car was not only safe, but also allowed the owners to enjoy what was craved most in a Grand Tourer, drop-top open-air fun! This was complimented by a selection of cars with removable Hard-Tops, although not as popular due to being slightly more complicated. The name was great too, sounding very manly with a hint of beast-like qualities, which for the most part helps to form the image, a strong and noble creature of the wild stood proud amongst its peers...
...only without the antlers!
In 1970 the car was launched to the motoring press with some very favourable initial reviews, admiring the styling, the firm suspension that resulted in a smooth ride and the well-balanced handling. The car was immediately an image setter for the new-money, like the Mercedes it was competing with it had the image of being something for those who had made their money through more underhanded methods, a cads car if you will. But we've all got to make our money somehow I guess!
However, lest we forget that this was a British Leyland product, so of course trouble was brewing. Very quickly the car gained a reputation for unreliability, which can be traced back to that all important piece of machinery known simply as the engine. In 1969 whilst the Triumph Stag was in development, Rover began using their new license built V8 engine derived from an American Buick 215 3L powerplant. Originally this was installed into the Rover P5, but a 3.5L version was installed as standard to the Rover P6 and the later SD1, as well as becoming the motive power behind the almighty Range Rover. The Rover V8 was an incredibly reliable and endlessly tunable engine, making it one of the most popular and successful powerplants in automotive history. It made its way into the TVR Chimera, the Morgan Plus 8, the TVR 350i, the Land Rover Defender, the Land Rover Discovery, the Sisu Nasu All-Terrain Military Transport, the MG RV8, the MGB GT, the TVR Griffith, the TVR S-Series, the Leyland P76, the Triumph TR8 and so on! It was eventually removed from production in 2006, being replaced in the Range Rover it had served so well by a BMW powerplant.
But back to the Stag, and seeing as Triumph and Rover belonged to the same parent company, you'd think that their first instinct would be to place this heavenly engine into the Stag. Apparently that was too much to ask for, and so Triumph, still thinking they were Triumph, decided to develop their own engine because apparently the Rover V8 wouldn't fit in the engine bay of the Stag. Rather than doing the simple task of redesigning the engine bay to accommodate the new engine, Triumph developed their own ragtag V8 by welding together two of the Straight-4 engines you'd find in a Triumph Dolomite. Chucked together at the last minute, the new Twin Dolomite V8 was not a stellar piece of engineering like the Rover variant, its main downfall being the failure to install a proper cooling system. This illogical oversight of something so obvious meant that the engine would heat up easily, and result in the cylinder heads warping, rendering the engine totally useless. The engine was also prone to corrosion and roller link chains that would fail before 25,000 miles causing expensive damage.
As a result of the bad press of the engine, mixed with the terrible build quality that we'd all come to expect from British Leyland, the Stag was removed from the American market in 1973, and finished off here in 1977 by its spiritual replacement, the Triumph TR7, an equally as flawed concept that chose not to learn its lesson and use exactly the same flawed engine, dashing that car's hopes of success too whilst adding a less than stellar body design to its troubles. Eventually the Stag slipped quietly away after 25,000 examples were built, although one did feature in the James Bond film 'Diamonds are Forever', being driven to Amsterdam by Bond after half-inching it from Diamond Smuggler Peter Franks.
This particular story maddens me because I consider the Triumph Stag my favourite of the British Leyland range as it really is a beautiful car and performs very well. Like I said, it's very smooth to ride in and very easy to drive, but the sheer lack of communication and cooperation between two parts of the same company resulted in it being one of the biggest flops in motoring history, and has often been cited as one of the worst cars ever.
Today however there is still quite a sizeable fanbase for this car, with 9,000 Stags still registered as roadworthy, making it one of the most numerous British Leyland products to remain in ongoing use, especially when you compare it to the Austin Allegro's 291 survivors, Morris Marina's 674, and the Rover SD1's 310. The surviving Stags are mostly made up of cars that have had their original Triumph engines replaced by the Rover V8 to improve the performance and reliability. With a Rover V8 under the hood, this car is simply one of the best classic cars ever in my mind, a mixture of style, speed, performance and that wonderful rumble from under the bonnet. For the remainder still with the Twin Dolomite V8, most have been fixed by installing a proper cooling system and solving the corrosion issues. Today the Stags enjoy the popular life that British Leyland had envisaged for their luxury machines way back in 1970, 45 years late mind you but I suppose you can't have everything first time round!
www.arqueologiadelperu.com/study-adds-to-evidence-that-vi...
A new analysis supports the hypothesis that viruses are living entities that share a long evolutionary history with cells, researchers report. The study offers the first reliable method for tracing viral evolution back to a time when neither viruses nor cells existed in the forms recognized today, the researchers say.
The diverse physical attributes, genome sizes and lifestyles of viruses make them difficult to classify. A new study uses protein folds as evidence that viruses are living entities that belong on their own branch of the tree of life [Credit: Julie McMahon]
Until now, viruses have been difficult to classify, said University of Illinois crop sciences and Carl R. Woese Institute for Genomic Biology professor Gustavo Caetano-Anollés, who led the new analysis with graduate student Arshan Nasir. In its latest report, the International Committee on the Taxonomy of Viruses recognized seven orders of viruses, based on their shapes and sizes, genetic structure and means of reproducing.
"Under this classification, viral families belonging to the same order have likely diverged from a common ancestral virus," the authors wrote. "However, only 26 (of 104) viral families have been assigned to an order, and the evolutionary relationships of most of them remain unclear."
Part of the confusion stems from the abundance and diversity of viruses. Less than 4,900 viruses have been identified and sequenced so far, even though scientists estimate there are more than a million viral species. Many viruses are tiny -- significantly smaller than bacteria or other microbes -- and contain only a handful of genes. Others, like the recently discovered mimiviruses, are huge, with genomes bigger than those of some bacteria.
The new study focused on the vast repertoire of protein structures, called "folds," that are encoded in the genomes of all cells and viruses. Folds are the structural building blocks of proteins, giving them their complex, three-dimensional shapes. By comparing fold structures across different branches of the tree of life, researchers can reconstruct the evolutionary histories of the folds and of the organisms whose genomes code for them.
The researchers chose to analyze protein folds because the sequences that encode viral genomes are subject to rapid change; their high mutation rates can obscure deep evolutionary signals, Caetano-Anollés said. Protein folds are better markers of ancient events because their three-dimensional structures can be maintained even as the sequences that code for them begin to change.
Today, many viruses -- including those that cause disease -- take over the protein-building machinery of host cells to make copies of themselves that can then spread to other cells. Viruses often insert their own genetic material into the DNA of their hosts. In fact, the remnants of ancient viral infiltrations are now permanent features of the genomes of most cellular organisms, including humans. This knack for moving genetic material around may be evidence of viruses' primary role as "spreaders of diversity," Caetano-Anollés said.
A new study analyzes the distinct, three-dimensional structures found in proteins. These structures are called folds. Some folds are shared by all organisms, while others are unique to individual branches of the tree of life. Pictured here are folds found in viruses [Credit: Arshan Nasir]
The researchers analyzed all of the known folds in 5,080 organisms representing every branch of the tree of life, including 3,460 viruses. Using advanced bioinformatics methods, they identified 442 protein folds that are shared between cells and viruses, and 66 that are unique to viruses.
"This tells you that you can build a tree of life, because you've found a multitude of features in viruses that have all the properties that cells have," Caetano-Anollés said. "Viruses also have unique components besides the components that are shared with cells."
In fact, the analysis revealed genetic sequences in viruses that are unlike anything seen in cells, Caetano-Anollés said. This contradicts one hypothesis that viruses captured all of their genetic material from cells. This and other findings also support the idea that viruses are "creators of novelty," he said.
Using the protein-fold data available in online databases, Nasir and Caetano-Anollés used computational methods to build trees of life that included viruses.
The data suggest "that viruses originated from multiple ancient cells ... and co-existed with the ancestors of modern cells," the researchers wrote. These ancient cells likely contained segmented RNA genomes, Caetano-Anollés said.
The data also suggest that at some point in their evolutionary history, not long after modern cellular life emerged, most viruses gained the ability to encapsulate themselves in protein coats that protected their genetic payloads, enabling them to spend part of their lifecycle outside of host cells and spread, Caetano-Anollés said. The protein folds that are unique to viruses include those that form these viral "capsids."
"These capsids became more and more sophisticated with time, allowing viruses to become infectious to cells that had previously resisted them," Nasir said. "This is the hallmark of parasitism."
Some scientists have argued that viruses are nonliving entities, bits of DNA and RNA shed by cellular life. They point to the fact that viruses are not able to replicate (reproduce) outside of host cells, and rely on cells' protein-building machinery to function. But much evidence supports the idea that viruses are not that different from other living entities, Caetano-Anollés said.
"Many organisms require other organisms to live, including bacteria that live inside cells, and fungi that engage in obligate parasitic relationships -- they rely on their hosts to complete their lifecycle," he said. "And this is what viruses do."
The discovery of the giant mimiviruses in the early 2000s challenged traditional ideas about the nature of viruses, Caetano-Anollés said.
"These giant viruses were not the tiny Ebola virus, which has only seven genes. These are massive in size and massive in genomic repertoire," he said. "Some are as big physically and with genomes that are as big or bigger than bacteria that are parasitic."
Some giant viruses also have genes for proteins that are essential to translation, the process by which cells read gene sequences to build proteins, Caetano-Anollés said. The lack of translational machinery in viruses was once cited as a justification for classifying them as nonliving, he said.
"This is no more," Caetano-Anollés said. "Viruses now merit a place in the tree of life. Obviously, there is much more to viruses than we once thought."
The new findings appear in the journal Science Advances.Source: University of Illinois at Urbana-Champaign [September 25, 2015]
Oh ho! Now this is a car! Something space age from the early 70's that truly took the idea of futuristic car design from 60's TV shows and made them real. This was all encapsulated in the beauty and raw innovation that is the Citroen SM!
The Citroen SM's story begins back in 1961, where the company began work on a project called 'Project S', a sports variant of the revolutionary Citroen DS. Throughout the decade the car went through a myriad of running prototypes, ironing out faults and pushing the innovative nature of the car to the highest possible level. In 1968 the company purchased Maserati, and took on their knowledge of high-performance cars and engine technology to produce a true Gran Turismo car, combining the sophisticated Citroën suspension with a Maserati V6.
This marriage of raw power and sublime innovation and style was unleashed upon the public in March 1970 at the Geneva Motor Show, going on sale in September of the same year. Dubbed the 'SM', a portmanteaux of Project 'S' and the 'M' in Maserati, the car quickly became the company's flagship, looking like nothing on earth and being able to take on the Jaguar's, Lotus', Ferrari's, Aston Martin's, Alfa Romeo's and Porsche's of the day, the first time France had developed a sports production vehicle of this calibre since the end of World War II.
Power was derived from a 170hp 2.7L V6 engine, with a 0-60 of 8.9 seconds, which made it somewhat mediocre when compared to the likes of the Jensen Interceptor and its 288hp powerplant, and a 0-60 of 6.4 seconds.
Nevertheless, the car's biggest party piece was its mixture of raunchy power and incredible style and comfort, the likes of which had never been experienced before. The car is dripping with French panache and style, with the design being the brainchild of Citroen Chief Designer Robert Opron, who intended to keep the stlye similar to that of the DS but gave it some 70's flair for the new, more angular age. It was also fitted with the same hydro-pneumatic suspension found on the earlier DS, as well as the self-leveling lights that swiveled with the steering.
Sadly though, unlike its sporty competitors the SM, like many promising, outside-the-box, French products such as the Renault Avantime, didn't sell in the way the company wanted it to, largely being due to its image and design, looking less like a sports coupé and more a luxury saloon car, sort of along the lines of the Aston Martin Lagonda. At the same time and with much better performance, Maserati was selling the Merak, which looked much more like a sports car and felt just the same. In a similar way to the later Avantime, the SM fell into a gap between two markets, one market being sports coupé's, and the other being large luxury cars, of which it appealed more to one but not the other.
The SM did though make it big in the world of sports, winning its first competitive outing, the gruelling 1971 Rallye du Maroc, and a Twin Turbo V6 SM snatched the world record as the fastest production car on the Bonneville Salt Flats, achieving a top speed of 202mph.
Sadly though, the Citroen company fell into financial decline during the early 1970's, and officially declared bankruptcy in 1974, being rescued by Peugeot. Attempting to cut the costs wherever possible, the company axed the Citroen SM in May 1975 and sold off the Maserati division of the company to DeTomaso, with only 115 SM's produced in 1975 before production ended.
This setback and sad demise however doesn't mean the SM was an unpopular egg. During its 5 years of production, 12,200 SM's were built, and also managed to garner a selection of awards, including the 1972 Motor Trend Car of the Year award, as well as coming 3rd in the 1971 European Car of the Year, a competition won by another Citroen product, the GS.
Today these cars are very hard to find and incredibly exotic. In France you'll probably find a fair few and the United States and Canada also imported a good number. In the UK however they're something of a rarity, but so rewarding when you actually capture one!
Oh the possibilities, sadly missed through poor design and negligence! You cannot deny then that it's a British Leyland product, taking a car with a fantastic premise, but through sloppy workmanship make it something of nightmares! No car seems to encapsulate the problems with the nationalised company more than the humble Triumph Stag.
To compete with the likes of the Mercedes-Benz SL, British Leyland started work on a luxury Grand Tourer, styled by the world renowned Giovanni Michelotti, who had previously designed the Triumph 2000, the Triumph Herald and the Triumph TR6, and would later go on to design the ambiguous Austin Apache and the Leyland National bus. But either way his styling was sensational, but at the same time the car had substance too. In the late 1960's America was on the verge of banning convertible cars to increase safety. So the engineers at Triumph designed what was a very clever T-Bar rollcage over the passenger cabin, meaning the car was not only safe, but also allowed the owners to enjoy what was craved most in a Grand Tourer, drop-top open-air fun! This was complimented by a selection of cars with removable Hard-Tops, although not as popular due to being slightly more complicated. The name was great too, sounding very manly with a hint of beast-like qualities, which for the most part helps to form the image, a strong and noble creature of the wild stood proud amongst its peers...
...only without the antlers!
In 1970 the car was launched to the motoring press with some very favourable initial reviews, admiring the styling, the firm suspension that resulted in a smooth ride and the well-balanced handling. The car was immediately an image setter for the new-money, like the Mercedes it was competing with it had the image of being something for those who had made their money through more underhanded methods, a cads car if you will. But we've all got to make our money somehow I guess!
However, lest we forget that this was a British Leyland product, so of course trouble was brewing. Very quickly the car gained a reputation for unreliability, which can be traced back to that all important piece of machinery known simply as the engine. In 1969 whilst the Triumph Stag was in development, Rover began using their new license built V8 engine derived from an American Buick 215 3L powerplant. Originally this was installed into the Rover P5, but a 3.5L version was installed as standard to the Rover P6 and the later SD1, as well as becoming the motive power behind the almighty Range Rover. The Rover V8 was an incredibly reliable and endlessly tunable engine, making it one of the most popular and successful powerplants in automotive history. It made its way into the TVR Chimera, the Morgan Plus 8, the TVR 350i, the Land Rover Defender, the Land Rover Discovery, the Sisu Nasu All-Terrain Military Transport, the MG RV8, the MGB GT, the TVR Griffith, the TVR S-Series, the Leyland P76, the Triumph TR8 and so on! It was eventually removed from production in 2006, being replaced in the Range Rover it had served so well by a BMW powerplant.
But back to the Stag, and seeing as Triumph and Rover belonged to the same parent company, you'd think that their first instinct would be to place this heavenly engine into the Stag. Apparently that was too much to ask for, and so Triumph, still thinking they were Triumph, decided to develop their own engine because apparently the Rover V8 wouldn't fit in the engine bay of the Stag. Rather than doing the simple task of redesigning the engine bay to accommodate the new engine, Triumph developed their own ragtag V8 by welding together two of the Straight-4 engines you'd find in a Triumph Dolomite. Chucked together at the last minute, the new Twin Dolomite V8 was not a stellar piece of engineering like the Rover variant, its main downfall being the failure to install a proper cooling system. This illogical oversight of something so obvious meant that the engine would heat up easily, and result in the cylinder heads warping, rendering the engine totally useless. The engine was also prone to corrosion and roller link chains that would fail before 25,000 miles causing expensive damage.
As a result of the bad press of the engine, mixed with the terrible build quality that we'd all come to expect from British Leyland, the Stag was removed from the American market in 1973, and finished off here in 1977 by its spiritual replacement, the Triumph TR7, an equally as flawed concept that chose not to learn its lesson and use exactly the same flawed engine, dashing that car's hopes of success too whilst adding a less than stellar body design to its troubles. Eventually the Stag slipped quietly away after 25,000 examples were built, although one did feature in the James Bond film 'Diamonds are Forever', being driven to Amsterdam by Bond after half-inching it from Diamond Smuggler Peter Franks.
This particular story maddens me because I consider the Triumph Stag my favourite of the British Leyland range as it really is a beautiful car and performs very well. Like I said, it's very smooth to ride in and very easy to drive, but the sheer lack of communication and cooperation between two parts of the same company resulted in it being one of the biggest flops in motoring history, and has often been cited as one of the worst cars ever.
Today however there is still quite a sizeable fanbase for this car, with 9,000 Stags still registered as roadworthy, making it one of the most numerous British Leyland products to remain in ongoing use, especially when you compare it to the Austin Allegro's 291 survivors, Morris Marina's 674, and the Rover SD1's 310. The surviving Stags are mostly made up of cars that have had their original Triumph engines replaced by the Rover V8 to improve the performance and reliability. With a Rover V8 under the hood, this car is simply one of the best classic cars ever in my mind, a mixture of style, speed, performance and that wonderful rumble from under the bonnet. For the remainder still with the Twin Dolomite V8, most have been fixed by installing a proper cooling system and solving the corrosion issues. Today the Stags enjoy the popular life that British Leyland had envisaged for their luxury machines way back in 1970, 45 years late mind you but I suppose you can't have everything first time round!
Encapsulated inside its payload fairing, the Cygnus spacecraft for the upcoming Orbital ATK Commercial Resupply Services-6 is mated atop a United Launch Alliance Atlas V rocket in the Vertical Integration Facility at Launch Complex-41 at Cape Canaveral Air Force Station. The Cygnus is scheduled to lift off atop a United Launch Alliance Atlas V rocket on March 22 to deliver hardware and supplies to the International Space Station.
Photo credit: NASA/Dimitrios Gerondidakis
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Samir ed il suo messaggio d’amore
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click to activate the small icon of slideshow: the small triangle inscribed in the small rectangle, at the top right, in the photostream (it means the monitor);
or…. Press the “L” button to zoom in the image;
clicca sulla piccola icona per attivare lo slideshow: sulla facciata principale del photostream, in alto a destra c'è un piccolo rettangolo (rappresenta il monitor) con dentro un piccolo triangolo nero;
oppure…. premi il tasto “L” per ingrandire l'immagine;
www.worldphoto.org/sony-world-photography-awards/winners-...
www.fotografidigitali.it/gallery/2726/opere-italiane-segn...
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Beach holidays were born in the 1700s in Great Britain, this social phenomenon was born in which bathers for the first time go to the beaches, certainly not as sunny as those bathed by the Mediterranean Sea, they are fully dressed; this "new fashion" is also encouraged by the belief of English doctors since the beginning of the eighteenth century (starting around 1720), that breathing the brackish sea air and bathing in cold sea water is healthy, invigorates the body and cure lung diseases (conviction even more strengthened by the discovery of oxygen by Antoine Lavoisier in 1778, which led to the greater diffusion and conviction of the theories on the health benefits of sea air, which was thought to be more oxygenated and pure), these theories push many people from Northern Europe suffering from severe lung diseases to spend long periods in southern Europe, often in the south of Italy, this explains why characters with extraordinary qualities come to Taormina to cure their tuberculosis. The photographer baron Wilhelm von Gloeden and the English lady Florence Trevelyan Trevelyan had the seawater brought with their mules from Isola Bella, but while W. Von Gloeden heated the sea water, the English noblewoman Lady Trevelian did not heat it, mindful of the teachings of the English medical school, this will cause her death from bronchopneumonia on 4 October 1907 (see my previous "photographic stories" about Taormina). In fact, "thalassotherapy" was born in Great Britain, together with the social and cultural phenomenon of frequenting bathing beaches (before the beginning of the 18th century, the sea and its beaches were lived, except for reasons of trade and fishing, in a dark and negative way, from the sea often came very serious dangers such as the sudden landings of ferocious pirates, or foreigners carrying very serious diseases could land). Thus the fashion of spending holidays by the sea was born in the English aristocracy and high bourgeoisie of the time, subsequently the habit of going to the sea spread to all levels of society, the railways that were built throughout Great Britain to 'beginning of the nineteenth century, made travel to the ocean accessible even to the lower classes, they too will frequent the seaside resorts, Blackpool becomes the first seaside resort in Great Britain completely frequented by the working classes thanks to the presence of low-cost bathing establishments; the great and definitive boom in seaside tourism will then take place in the 1950s and 1960s. This being the case, it should not be surprising to know that in Great Britain the beaches are more frequented than one might instinctively think due to a climate very different from the Mediterranean one, and that this socio-cultural phenomenon has been investigated at the photographic by photographers of the same Great Britain, of these I mention four names. An important photographer, who probably inspired subsequent photographers, was Tony Ray-Jones, who died prematurely in 1972, at the young age of 30, who was trying to create a “photographic memory” of the stereotypes of the English people; the famous photojournalist Martin Parr, who, although inspired by the previous one, differs from it for his way of doing “social satire” with his goal; finally, I would like to mention David Hurn and Simon Roberts, the latter with wider-ranging photographs, with photographs more detached from the individual. In Italy there are numerous photographers (I will mention only a few) who have made in their long career images captured in seaside resorts (generally we speaking of "beach photography" similar to "street photography"), photographs that are often unique in their style, such as that adopted by Franco Fontana, I mention Mimmo Jodice, Ferdinando Scianna (of whom I am honored to have known him personally), and Massimo Vitali, famous photographer (understood by some as "the photographer of the beaches"), especially for his beautiful photographs taken on the beaches (but not only), thanks to the presence of elevated fixed structures as a kind of mezzanine, built specifically in the bathing beaches for the realization of his photographs. This incipit of mine, to introduce the theme I have addressed, that of “beach photography” (with some exceptions for “narrative” reasons), with a series of photographs taken mostly on the beaches of the north-western Tyrrhenian coast of Calabria, near the pleasant town of Diamante (municipality in the province of Cosenza), a town with a tourist vocation, famous for its notable and multiple murals. The portraits (and a couple of lovers) were captured in Giardini-Naxos. For some photographs I used a particular photographic technique at the time of shooting, in addition to capturing the surrounding space, it also "inserted" a temporal dimension, with photos characterized by being blurry because the exposure times were deliberately lengthened, they are confused-out of focus-imprecise-undecided... the Anglo-Saxon term that encapsulates this photographic genre in a single word is "blur", these images were thus created during the shooting phase, and not as an effect created later, in the post-production phase.
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Le vacanze al mare nascono nel ‘700 in Gran Bretagna, nasce questo fenomeno sociale nel quale i bagnanti per la prima volta si recano sulle spiagge, non certo assolate come quelle bagnate dal mar Mediterraneo, sono completamente vestiti; questa “nuova moda” è anche incoraggiata dalla convinzione dei medici inglesi fin dall’inizio del ‘700 (a partire dal 1720 circa), che respirare l’aria salmastra del mare e fare il bagno nell’acqua marina fredda sia salutare, rinvigorisca il corpo e curi le malattie polmonari (convinzione ancor più rafforzata dalla scoperta dell’ossigeno da parte di Antoine Lavoisier nel 1778, che portò alla maggiore diffusione e convinzione delle teorie sui benefici per la salute dell’aria di mare, che si pensava essere più ossigenata e pura), queste teorie spingono molte persone del Nord Europa affette da gravi malattie polmonari a trascorrere dei lunghi periodi nel sud Europa, spesso nel meridione d’Italia, questo spiega perché a Taormina giungono personaggi dalle qualità straordinarie per curare il proprio “mal sottile”, il barone fotografo Wilhelm von Gloeden e la lady inglese Florence Trevelyan Trevelyan si facevano portare coi muli l’acqua di mare proveniente dall’Isola Bella, però mentre W. Von Gloeden riscaldava l’acqua marina, la nobildonna inglese lady Trevelian non la riscaldava, memore degli insegnamenti della scuola medica inglese, questo causerà la sua morte per broncopolmonite il 4 ottobre del 1907 (vedi i miei precedenti “racconti fotografici” su Taormina). Infatti la “talassoterapia” nasce in Gran Bretagna, insieme al fenomeno sociale e culturale della frequentazione dei lidi balneari (prima dell’inizio del ‘700, il mare e le sue spiagge erano vissuti, tranne che per motivi di commercio e di pesca, in maniera oscura e negativa, dal mare spesso provenivano gravissimi pericoli come gli sbarchi improvvisi di feroci pirati, oppure potevano sbarcare stranieri portatori di gravissime malattie). Nell’aristocrazia e nell’alta borghesia inglese di allora nasce così la moda di trascorrere le vacanze al mare, successivamente l’abitudine di andare al mare si diffonde a tutti i livelli della società, le ferrovie che furono costruite in tutta la Gran Bretagna all’inizio dell’Ottocento, resero i viaggi verso l’oceano accessibili anche per i ceti più bassi, quelli più popolari e meno agiati, anch’essi frequenteranno le località balneari, Blackpool diviene la prima località balneare della Gran Bretagna completamente frequentata dalle classi popolari grazie alla presenza di stabilimenti balneari a basso costo; il grande e definitivo boom del turismo balneare si avrà poi negli anni ’50 e ’60. Stando così le cose, non ci si deve meravigliare nel sapere che in Gran Bretagna le spiagge sono più frequentate di quanto istintivamente si possa pensare a causa di un clima ben diverso da quello Mediterraneo, e che questo fenomeno socio-culturale sia stato indagato a livello fotografico da parte di fotografi della stessa Gran Bretagna, di questi cito quattro nomi. Un importante fotografo, che probabilmente ispirò i successivi fotografi, fu Tony Ray-Jones, scomparso prematuramente nel 1972, alla giovane età di 30 anni, il quale cercava di realizzare una “memoria fotografica” degli stereotipi del popolo inglese; il famoso fotoreporter Martin Parr, il quale pur ispirandosi al precedente, se ne differenzia per il suo modo di fare “satira sociale” col suo obiettivo; infine desidero menzionare David Hurn e Simon Roberts, quest’ultimo con fotografie di più ampio respiro, con fotografie più distaccate dal singolo individuo. In Italia numerosi sono i fotografi (ne cito solo qualcuno) che hanno realizzato nella loro lunga carriera immagini colte in località balneari (genericamente si parla di “beach photography” affine alla “street photography”), fotografie spesso uniche nel loro stile, come quello adottato da Franco Fontana, menziono Mimmo Jodice, Ferdinando Scianna (del quale mi onoro di averlo conosciuto personalmente), e Massimo Vitali, famoso fotografo (da alcuni inteso come “il fotografo delle spiagge”), soprattutto per le sue bellissime fotografie realizzate sui lidi (ma non solo), grazie alla presenza di strutture fisse sopraelevate a mò di soppalco, costruite appositamente nei lidi balneari per la realizzazione delle sue fotografie. Questo mio incipit, per introdurre il tema da me affrontato, quello della “beach photography” (con qualche eccezione per motivi ”narrativi”), con una serie di fotografie realizzate per la maggior parte sulle spiagge della costa tirrenica nord-occidentale della Calabria, nei pressi dell’ameno paese di Diamante (comune in provincia di Cosenza), paese a vocazione turistica, famoso per i suoi notevoli e molteplici murales. I ritratti (ed una coppia di innamorati) sono stati colti a Giardini-Naxos. Ho utilizzato per alcune fotografie una tecnica fotografica particolare al momento dello scatto, oltre a catturare lo spazio circostante, ha "inserito" anche una dimensione temporale, con foto caratterizzate dall’essere mosse poiché volutamente sono stati allungati i tempi di esposizione, sono confuse-sfocate-imprecise-indecise...il termine anglosassone che racchiude con una sola parola questo genere fotografico è "blur", queste immagini sono state così realizzate in fase di scatto, e non come un effetto creato successivamente, a posteriori, in fase di post-produzione
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The Air Force's AFSPC-11 mission, encapsulated inside a 5-meter payload fairing, is mated to its United Launch Alliance (ULA) Atlas V booster inside the Vertical Integration Facility (VIF) at Cape Canaveral's Space Launch Complex-41. Photo credit: United Launch Alliance
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The U.S. Air Force’s Global Positioning System (GPS) IIF-11 is encapsulated inside a 4-meter diameter payload fairing in preparation for launch on a United Launch Alliance Atlas V rocket. Photo credit: United Launch Alliance
Engineers encapsulate the Orbital ATK enhanced Cygnus spacecraft in a protective payload fairing inside the Payload Hazardous Servicing Facility at NASA's Kennedy Space Center in Florida. The fairing will provide an aerodynamic cover for the spacecraft as it rides atop a United Launch Alliance Atlas V rocket into orbit on a mission to carry supplies and equipment to the International Space Station. Photo credit: United Launch Alliance
This Atlas payload fairing will encapsulate NASA's Magnetospheric Multiscale observatories (MMS) in a clean room at the Astrotech Space Operations facility in Titusville, Florida. A break from spacecraft processing was built into the schedule to allow media time to photograph the observatories before launch. MMS is an unprecedented NASA mission to study magnetic reconnection, a fundamental process that occurs throughout the universe. MMS is a NASA mission led by the Goddard Space Flight Center. The instrument payload science team consists of researchers from a number of institutions and is led by the Southwest Research Institute. Launch aboard a United Launch Alliance Atlas V rocket from Space Launch Complex 41 on Cape Canaveral Air Force Station is managed by Kennedy Space Center’s Launch Services Program. Liftoff is targeted for 10:44 p.m. EDT March 12. To learn more about MMS, visit www.nasa.gov/mms. Photo credit: NASA/Ben Smegelsky
The Educational Launch of Nanosatellites 19 (ELaNa 19) payload is encapsulated inside the Rocket Lab Electron rocket payload fairing on Dec. 1, 2018, at the company’s facility in New Zealand. The ELaNa 19 payload comprises 10 CubeSats selected through NASA’s CubeSat Launch Initiative. The liftoff marks the debut of the agency’s innovative Venture Class Launch Services (VCLS) effort. Managed by NASA’s Launch Services Program at Kennedy Space Center in Florida, VCLS was developed to offer small payloads dedicated rides to space.
nhq201609150024 (09/15/2016) --- The Soyuz MS-02 spacecraft is seen after being encapsulated in its fairing on Thursday, Sept. 15, 2016 at the Baikonur Cosmodrome in Kazakhstan. Expedition 49 flight engineer Shane Kimbrough of NASA, flight engineer Andrey Borisenko of Roscosmos, and Soyuz commander Sergey Ryzhikov of Roscosmos are scheduled to launch to the International Space Station aboard the Soyuz MS-02 spacecraft from the Baikonur Cosmodrome. Photo Credit: (NASA/Victor Zelentsov)
Ever since I learned these falls existed, I've tumbled down every winter, looking to see how they froze. It's a private sanctuary in January, easy to keep to myself. I rarely spot a footprint that's not mine, markings sifted in with snow from high over the clifftop. The wildest weather seems far from reach, not a breath of wind from a storm spilling over. Now that the frozen spray is fully contained, fresh powder creates friction for climbing the perimeter. I can make it all the way to the ice cave out back, hidden behind an encapsulated echo. It's a strange sound, trickling water beneath a barrier of ice, waiting for warmth to break out. Despite the cold this season, I hope you'll do the same.
January 16, 2019
St. Croix Cove, Nova Scotia
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In the Spacecraft Assembly and Encapsulation Facility-2 (SAEF-2), workers maneuver the Mars Polar Lander onto a spin table for testing. The lander, which will be launched on Jan. 3, 1999, is a solar-powered spacecraft designed to touch down on the Martian surface near the northern-most boundary of the south pole in order to study the water cycle there. The lander also will help scientists learn more about climate change and current resources on Mars, studying such things as frost, dust, water vapor and condensates in the Martian atmosphere. It is the second spacecraft to be launched in a pair of Mars '98 missions. The first is the Mars Climate Orbiter, which is due to be launched aboard a Delta II rocket from Launch Complex 17A on Dec. 11, 1998. Image from NASA, originally appeared on this site: science.ksc.nasa.gov/gallery/photos/ Reposted by San Diego Air and Space Museum