Sorely lacking lately

+++ DISCLAIMER +++

Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. This led to a pair of proposals being issued by the Saab design team, led by Lars Brising. The first of these, codenamed R101, was a cigar-shaped aircraft, which bore a resemblance to the American Lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was a barrel-shaped design, codenamed R 1001, which proved to be both faster and more agile upon closer study.

 

The original R 1001 concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.

 

Extensive wind tunnel testing performed at the Swedish Royal University of Technology and by the National Aeronautical Research Institute had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. In order to test the design of the swept wing further and avoid any surprises, it was decided to modify a single Saab Safir. It received the designation Saab 201 and a full-scale R 1001 wing for a series of flight tests. The first 'final' sketches of the aircraft, incorporating the new information, was drawn in January 1946.

 

The originally envisioned powerplant for the new fighter type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. The new engine was deemed to be ideal for Saab's in-development aircraft, as not only did the Ghost engine had provisions for the use of a central circular air intake, the overall diameter of the engine was favorable for the planned fuselage dimensions, too. Thus, following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type instead and built in license as the RM 2.

 

By February 1946 the main outline of the proposed aircraft had been clearly defined. In Autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and that three prototype aircraft be produced, giving the proposed type the designation J 29.

On 1 September 1948, the first of the Saab 29 prototypes conducted its maiden flight, which lasted for half an hour. Because of the shape of its fuselage, the Saab J 29 quickly received the nickname "Flygande Tunnan" ("The Flying Barrel"), or "Tunnan" ("The Barrel") for short. While the demeaning nickname was not appreciated by Saab, its short form was eventually officially adopted.

 

A total of four prototypes were built for the aircraft's test program. The first two lacked armament, carrying heavy test equipment instead, while the third prototype was armed with four 20mm automatic guns. Various different aerodynamic arrangements were tested, such as air brakes being installed either upon the fuselage or on the wings aft of the rear spar, along with both combined and conventional aileron/flap arrangements.

 

The flight test program revealed that the J 29 prototypes were capable of reaching and exceeding the maximum permissible Mach number for which they had been designed, and the flight performance figures gathered were found to be typically in excess of the predicted values.

 

In 1948 production of the type commenced and in May 1951 the first deliveries of operational production aircraft were received by F 13 Norrköping. The J 29 proved to be very successful and several variants and updates of the Tunnan were produced, including a dedicated reconnaissance variant and an all-weather fighter with an on-board radar.

 

A trainer variant was deemed to be useful, too, since the transition of young pilots from relatively slow, piston-engine basic trainers to jet-powered aircraft was considered to be a major step in the education program. At that time, the only jet-powered two-seater in Swedish inventory was the DH 115 Vampire. 57 of these, designated J 28C by the Swedish Air Force, had been procured from Great Britain in the late Forties, but an indigenous alternative (and a more capable successor) was politically favored.

 

In 1952 initial wind tunnel tests with scaled-down models were conducted, since it was not clear which layout would be the best from an aerodynamic, structural and educational point of view. After a thorough inspection of wooden 1:1 mock-ups of alternative tandem and a side-by-side cockpit layouts, as well as much political debate between Saab, the Swedish Air Force and the Swedish government concerning the costs and budget for a dedicated Saab 29 trainer fleet’s development and production, a compromise was settled upon in early 1953: No new trainer airframes would be produced. Instead, only existing airframes would be converted into two seaters, in an attempt to keep as much of the existing structure and internal fuel capacity as possible.

 

The side-by-side arrangement was adopted, not only because it was considered to be the more effective layout for a trainer aircraft. It also had the benefit that its integration would only mean a limited redesign of the aircraft’s cockpit section above the air intake duct and the front landing gear well, allowing to retain the single-seater’s pressurized cabin’s length and internal structure. A tandem cockpit would have been aerodynamically more efficient, but it would have either considerably reduced the J 29’s internal fuel capacity, or the whole aircraft had had to be lengthened with a fuselage plug, with uncertain outcome concerning airframe and flight stability. It would also have been the more costly option,

 

However, it would take until 1955 that the first trainer conversions were conducted by Saab, in the wake of the major wing and engine updates for the J 29 A/B fleet that lasted until 1956. The trainer, designated Sk 29 B, was exclusively based on the J 29 B variant and benefited from this version’s extra fuel tanks in the wings and fully wired underwing weapon hardpoints, which included two wet pylons for drop tanks and made the Sk 29 B suitable for weapon training with the J 29’s full ordnance range.

 

The trainer conversions only covered the new cockpit section, though. The Sk 29 B did not receive the new dogtooth wing which was only introduced to the converted J 29 D, E and F fighters. The upper pair of 20mm cannon in the lower front fuselage was deleted, too, in order to compensate for the two-seater’s additional cockpit equipment weight and drag. Performance suffered only marginally under the enlarged canopy, though, and the Sk 29 B turned out to be a very sound and useful design for the advanced jet trainer role.

 

However, budgetary restraints and the quick development of aircraft technology in the Fifties limited the number of fighter conversions to only 22 airframes. The aging Vampire two-seaters still turned out to be adequate for the advanced trainer role, and the Sk 29 B did not offer a significant advantage over the older, British aircraft. Another factor that spoke against more Sk 29 Bs was the simple fact that more trainer conversions would have reduced the number of airframes eligible for the running fighter aircraft updates.

 

All Sk 29 Bs were concentrated at the F 5 Ljungbyhed Kungliga Krigsflygskolan training wing in southern Sweden, where two flights were equipped with it. Unofficially dubbed “Skola Tunnan” (literally “School Barrel”), the Sk 29B performed a solid career, even though the machines were gradually retired from 1966 onwards. A dozen Sk 29 B remained active until 1972 in various supportive roles, including target tugging, air sampling and liaison duties, while the final Vampire trainer was already retired in 1968. But by the early Seventies, the trainer role had been taken over by the brand new Saab 105/Sk 60 trainer, the long-awaited domestic development, and Sk 35 Draken trainers.

  

General characteristics:

Crew: 2

Length: 10.23 m (33 ft 7 in)

Wingspan: 11.0 m (36 ft 1 in)

Height: 3.75 m (12 ft 4 in)

Wing area: 24.15 m² (260.0 ft²)

Empty weight: 5,120 kg (11,277 lb)

Max. takeoff weight: 8,375 kg (18,465 lb)

 

Powerplant:

1× Svenska Flygmotor RM2 turbojet, rated at 5,000 lbf (22.2 kN)

 

Performance:

Maximum speed: 1,010 km/h (627 mph)

Range: 1,060 km (658 mi)

Service ceiling: 15,500 m (50,850 ft)

Rate of climb: 30.5 m/s (6,000 ft/min)

 

Armament:

2x 20mm Hispano Mark V autocannon in the lower front fuselage

Underwing hardpoints for various unguided missiles and iron bombs, or a pair drop tanks

  

The kit and its assembly:

Another Saab 29 conversion of a variant that was thought about but never materialized, much like the radar-equipped all-weather fighter. The impulse to tackle this stunt was a leftover D. H. Vampire trainer fuselage pod in my stash (from the ‘Mystery Jet’ conversion a couple of months ago, from an Airfix kit). The canopy’s shape and dimensions appeared like a sound match for the tubby J 29, and so I decided to try this stunt.

 

The basis is the Heller J 29 kit, which is, despite raised surface details, IMHO the better kit than the rather simple Matchbox offering. However, what makes things more hazardous, though, is the kit’s option to build the S 29 C reconnaissance variant – the lower front fuselage is a separate part, and any surgery around the cockpit weakens the kit’s overall stability considerably. Unlike the J 29D all-weather fighter built recently, I had no visual reference material. The only valid information I was able to dig up was that a side-by-side cockpit had been the preferred layout for this paper project.

 

Implanting a new cockpit is always hazardous, and I have never tried to integrate a side-by-side arrangement into a single seater. The Vampire cockpit was finished first, and also mounted into the Vampire’s original cockpit pod halves, because I was able to use its side walls and also had the original canopy parts left over – and using the Vampire’s cockpit opening would ensure a good fit and limit PSR work around the clear parts. Once the Vampire cockpit tub was complete, the “implant” was trimmed down as far as possible.

 

Next step was to prepare the Tunnan to accept the donor cockpit. In order to avoid structural trouble I finished the two fuselage halves first, mounted the air intake with the duct to the front end, but left the fighter version’s gun tray away (while preparing it with a load of lead). The idea was to put the Vampire cockpit into position from below into the Tunnan’s fuselage, until all outer surfaces would more or less match in order to minimize PSR work.

 

With the Vampire cockpit as benchmark, I carefully tried to draw its outlines onto the upper front fuselage. The following cutting and trimming sessions too several turns. To my surprise, the side-by-side cockpit’s width was the least problem – it fits very well inside of the J 29 fuselage’s confines, even though the front end turned out to be troublesome. Space in length became an issue, too, because the Airfix Vampire cockpit is pretty complete: it comes with all pedals, a front and a rear bulkhead, and its bulged canopy extends pretty far backwards into an aerodynamic fairing. As a result, it’s unfortunately very long… Furthermore, air intake duct reaches deep into the Tunnan’s nose, too, so that width was not the (expected) problem, but rather length!

 

Eventually, the cockpit lost the front bulkhead and had to trimmed and slimmed down further, because, despite its bulky fuselage, the Tunnan’s nose is rather narrow. As a consequence the Vampire cockpit had to be moved back by about 3mm, relative to the single-seater’s canopy, and the area in front of the cockpit/above the air intake duct had to be completely re-sculpted, which took several PSR stages. Since the Vampire’s canopy shape is very different and its windscreen less steep (and actually a flat glass panel), I think this change is not too obvious, tough, and looks like a natural part of the fictional real-life conversion. However, a fiddly operation, and it took some serious effort to blend the new parts into the Tunnan fuselage, especially the windscreen.

 

Once the cockpit was in place, the lower front fuselage with the guns (the upper pair had disappeared in the meantime) was mounted, and the wings followed suit. In this case, I modified the flaps into a lowered position, and, as a subtle detail, the Tunnan kit lost its retrofitted dogtooth wings, so that they resemble the initial, simple wing of the J 29 A and B variants. Thanks to the massive construction of the kit’s wings (they consist of two halves, but these are very thin and almost massive), this was a relatively easy task.

 

The rest of the Tunnan was built mostly OOB; it is a typical Heller kit of the Seventies: simple, with raised surface detail, relatively good fit (despite the need to use putty) and anything you could ask for a J 29 in 1:72 scale. I just replaced the drop tanks with shorter, thicker alternatives – early J 29 frequently carried Vampire drop tanks without fins, and the more stout replacements appeared very suitable for a trainer.

 

The pitots on the wing tips had to be scratched, since they got lost with the wing modifications - but OOB they are relatively thick and short, anyway. Further additions include a tail bumper and extra dorsal and ventral antennae, plus a fairing for a rotating warning light, inspired by a similar installation on the late J 29 target tugs.

  

Painting and markings:

As usual, I wanted a relatively plausible livery and kept things simple. Early J 29 fighters were almost exclusively left in bare metal finish, and the Swedish Vampire trainers were either operated in NMF with orange markings (very similar to the RAF trainers), or they carried the Swedish standard dark green/blue grey livery.

 

I stuck to the Tunnan’s standard NMF livery, but added dark green on wing tips and fin, which were widely added in order to make formation flight and general identification easier. However, some dayglow markings were added on the fuselage and wings, too, so that – together with the tactical markings – a colorful and distinct look was created, yet in line with typical Swedish Air Force markings in the late Fifties/early Sixties.

 

The NMF livery was created with an overall coat of Revell 99 acrylic paint (Aluminum), on top of which various shades of Metallizer were dry-brushed, panel by panel. Around the exhaust, a darker base tone (Revell 91, Iron Metallic and Steel Metallizer) was used. Around the cockpit, in order to simulate the retrofitted parts, some panels received a lighter base with Humbrol 191.

 

The raised panel lines were emphasized through a light black in wash and careful rubbing with grinded graphite on a soft cotton cloth – with the benefit that the graphite adds a further, metallic shine to the surface and destroys the uniform, clean NMF look. On the front fuselage, where many details got lost through the PSR work, panel lines were painted with a thin, soft pencil.

 

The cockpit interior became dark green-grey (Revell 67 comes pretty close to the original color), the landing gear wells medium grey (Revell 57). The dark green markings on fin and wing tips were painted with Humbrol 163 (RAF Dark Green), which comes IMHO close to the Swedish “Mörkgrön”. The orange bands were painted, too, with a base of Humbrol 82 (Orange Lining) on top of which a thin coat of fluorescent orange (Humbrol 209) was later added. Even though the NMF Tunnan did not carry anti-dazzle paint in front of the windscreen, I added a black panel because of the relatively flat area there on the modified kit.

 

Decals come from different sources: roundels and stencils come from the Heller kit’s sheet, the squadron code number from a Flying Colors sheet with Swedish ciphers in various colors and sizes for the late Fifties time frame, while the tactical code on the fin was taken from a Saab 32 sheet.

Finally the kit was sealed with a “¾ matt”, acrylic varnish, mixed from glossy and matt varnishes.

  

An effective and subtle conversion, and a bigger stunt than one might think at first sight. The Tunnan two-seater does, hoewever, not look as disturbing as, for instance, the BAC Lightning or Hawker Hunter trainer variants? The rhinoplasty was massive and took some serious PSR, though, and the livery was also more demanding than it might seem. But: this is what IMHO a real Saab 29 trainer could have looked like, if it had left the drawing boards in the early Fifties. And it even looks good! :D

SOUTH CHINA SEA (Sept. 6, 2020) Bridge watchstanders aboard the amphibious transport dock ship USS New Orleans (LPD 18) observe a visit, board, search and seizure exercise with the amphibious landing dock ship USS Germantown (LSD 42). New Orleans and Germantown, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelby Sanders)

SOUTH CHINA SEA (Sept. 6, 2020) Sailors assigned to the forward-deployed amphibious assault ship USS America (LHA 6) refuel an AH-1Z Viper helicopter assigned to the 31st Marine Expeditionary Unit (MEU), Marine Medium Tiltrotor Squadron (VMM) 262 (Reinforced) during a visit, board, search and seizure exercise. America, flagship of the America Amphibious Ready Group, assigned to Amphibious Squadron Eleven, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Vincent E. Zline)

OKINAWA, Japan (Sept. 19, 2020) Boatswain’s Mate 3rd Class Juan Paulo Capati, left, from Vallejo, Calif., with Naval Beach Unit (NBU) 7, signals with flags as a ramp marshal, while Information Systems Technician 2nd Class Patrick Vowell, from Martin, Tenn., also with NBU 7, performs duties as senior ramp marshal as Landing Craft, Air Cushion 9, assigned to NBU 7, currently attached to the amphibious dock landing ship USS Germantown (LSD 42), departs Blue Beach during amphibious operations. Germantown, part of Expeditionary Strike Group Seven (ESG 7), along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Taylor DiMartino)

PHILIPPINE SEA (Sept. 25, 2020) The forward-deployed amphibious assault ship USS America (LHA 6) transits the Philippine Sea. America, flagship of Expeditionary Strike Group Seven, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist Seaman Matthew Cavenaile)

Lamborghini Veneno

 

In the year of its 50th anniversary Automobili Lamborghini is presenting an extremely exclusive model at the 2013 Geneva Motor Show. Only three unique units of the Lamborghini Veneno will be built and sold. Its design is consistently focused on optimum aerodynamics and cornering stability, giving the Veneno the real dynamic experience of a racing prototype, yet it is fully homologated for the road. With a maximum output of 552 kW / 750 hp, the Lamborghini Veneno accelerates from 0-100 km/h in just 2.8 seconds and the top speed for this street-legal racing car stands at 355 km/h. It is priced at three million Euros plus tax - and all three units have already been sold to customers.

 

The Lamborghini Veneno features a twelve-cylinder power unit with a displacement of 6.5 liters, an extremely fast-shifting 7-speed ISR transmission with 5 driving modes and permanent all-wheel drive, as well as a racing chassis with pushrod suspension and horizontal spring/damper units. Above all, however, the Veneno benefits from the very special expertise that Automobili Lamborghini possesses in the development and execution of carbon-fiber materials - the complete chassis is produced as a CFRP monocoque, as is the outer skin of this extreme sports car. The inside, too, features innovative, Lamborghini-patented materials such as Forged Composite and CarbonSkin.

 

Fully in keeping with the tradition of the brand, the name of the Veneno originates from a legendary fighting bull. Veneno is the name of one of the strongest and most aggressive fighting bulls ever. He is also famous for being one of the fastest bulls in the history of bullfighting. His name became popular in 1914, when he fatally wounded the famous torero José Sánchez Rodríguez during the bullfight in the arena Sanlúcar de Barrameda's, Andalusia, Spain.

 

Lamborghini Veneno (2013)

2013 Lamborghini Veneno

  

The Design

 

The Lamborghini Veneno brings the aerodynamic efficiency of a racing prototype to the road. Every detail of its form pursues a clear function - exceptional dynamics, optimum downforce with minimal drag and perfect cooling of the high-performance engine. Yet the Veneno is unmistakably a Lamborghini; it sticks firmly to the consistent design philosophy of all the super sports cars from Sant'Agata Bolognese. That includes the extreme proportions, as well as the powerfully arrow-shaped front end and the interplay between razor-sharp lines and precise surfaces.

 

The entire front end of the Lamborghini Veneno has been laid out for perfect airflow and downforce. The front end works as a large aerodynamic wing. Large channels guide the air to the outlets in the front hood and in front of the windshield, as well as to the front wheels. Characteristic for Lamborghini is the Y shape of the angular headlamps that reach well into the fenders as well as the scissor doors.

 

The division of the fenders from the car body is a reference to the world of sport prototypes and optimizes at the same time the aerodynamic flow. The side line of the Veneno is therefore dominated by enormous sills and the mighty wheel arches front and rear. Here, too, sophisticated aerodynamics ensure perfect airflow to the large openings for engine cooling and intake air.

 

Just like the front end, the rear of the Lamborghini Veneno has also been optimized for underbody aerodynamics and high speed cornering stability. The smooth underbody transitions into a substantial diffuser framing the four sizable exhaust pipes divided by a splitter to increase the level of downforce peak. Large openings serve to ventilate the engine bay and manage the airflow to the rear wing, with the only sealed area at the rear being reserved for the license plate. The rear lights, including brake lights, indicator lights and fog lights, pick up the Y theme as well. The engine cover sports six wedge-shaped openings, with the focus here, too, on optimum dissipation of heat from the engine. The engine cover extends into a large central "shark" fin, which improves efficiency during braking and rear-end stability, by delivering additional downforce at high yaw angles and thus increasing the high-speed cornering performance.

 

The adjustable rear wing's design is the product of Motorsport experience and extensive aerodynamic simulation to ensure the best performance of rear wing interaction with rear diffuser air flow.

 

The exclusive alloy wheels measure 20 inches at the front and 21 inches at the rear and are equipped with center mountings. Their design is also determined by aerodynamic functionality - a carbon-fiber ring around the wheel rim works like a turbine to deliver additional cooling air to the carbon-ceramic brake discs.

 

The Lamborghini Veneno is painted in an all-new, grey metallic-look color with individual parts gleaming in the black of the visible carbon-fiber structure. The only car to display all three colors of the Italian flag as an accent is the car shown at Geneva, the unit which will remain property of Lamborghini. The three cars sold to customers each feature a single color of the Italian national flag, together a triology in green, white and red accents and thus representing each a unique piece.

 

The Technology

 

The Veneno is further proof of Automobili Lamborghini's unique competence in CFRP-based lightweight design. A monocoque made from carbon-fiber reinforced polymer forms the basis of the Veneno. It is largely similar to the Aventador monocoque - as are the aluminum sub-frames front and rear - although its form has been adapted to the new design. All exterior parts are made from CFRP. The Lamborghini Veneno meets all safety and registration requirements worldwide, and naturally also incorporates a full complement of safety systems from airbags through to the adapted ESP handling system.

 

Carbon fiber dominates the interior of the Lamborghini Veneno, too. The carbon fiber monocoque becomes visible inside the car in the area of the central tunnel and the sills. The two lightweight bucket seats are made from Lamborghini's patented Forged Composite. The woven carbon-fiber CarbonSkin® is used to clad the entire cockpit, part of the seats and the headliner. This unique material is soaked in a very special kind of resin that stabilizes the fiber structure, while allowing the material to remain supple. Like a hi-tech fabric, this extremely fine-looking carbon-fiber matting fits perfectly to any form, and it reduces weight.

 

The racing personality has been transferred also to the instrument panel. It has been completely redesigned and now, thanks to an aggressive graphics and to the introduction of some additional features like the G-meter, provides all necessary information to the driver for control of the car.

 

The systematic, carbon-fiber, lightweight design of the Lamborghini Veneno is not only visible, it is also evident on the scales: With a dry weight of just 1,450 kilograms (3,190 pounds), the Veneno is even 125 kilos (275 pounds) lighter than the already extremely lean Aventador. The highly beneficial power-to-weight ratio of 1.93 kg/hp (4,25 lbs/hp) guarantees a performance that is nothing short of mind-blowing. Even the stunning acceleration figure of 2,8 seconds cannot adequately describe it. Despite an aerodynamic setup configured for extreme downforce, the Veneno possesses exceptionally low wind resistance which allows it to reach a top speed of 355 km/h (221 mph).

 

The twelve-cylinder with a displacement of 6.5 liters is a thrilling combination of absolute high-revving frenzy and phenomenal pulling power. Its output has been raised to 552 kW / 750 hp, facilitated through enlarged intake paths, optimized thermodynamics, a slightly higher rated rpm and an exhaust system with even lower back pressure. The ISR manual gearbox, permanent all-wheel drive and pushrod suspension have all been specifically adjusted to meet the demands of the Lamborghini Veneno.

 

The Lamborghini Veneno celebrates its first public appearance at the 2013 Geneva Motor Show. The vehicle on show is the number 0, the Lamborghini test vehicle. Its future has not been determined yet, but it will allow Lamborghini to continue its activity of testing and innovation, both on the road and on the race track. The trilogy made of three unique vehicles will be produced in the course of the year 2013 and handed over to their future owners.

 

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The Act of Investing: More Than Money

 

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SASEBO, Japan (April 20, 2020) -Sailors receive ordnance via crane barge during an ammunition evolution aboard San Antonio-class amphibious transport dock ship USS New Orleans (LPD 18). New Orleans, part of the America Expeditionary Strike Group, 31st Marine Expeditionary Unit team, is operating in the U.S. 7th Fleet area of operations to enhance interoperability with allies and partners and serves as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelby Sanders)

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From the web pages of Heerema Marine Contractors:

Thialf, our largest deepwater construction vessel (DCV), is capable of a tandem lift of 14,200 t (15,600 short tons). Its two cranes provide for a depth reach lowering capability as well as a heavy lift capacity to install topsides. This multi-functional dynamic positioned DCV is customized for the installation of foundations, moorings, SPARs, TLPs, and integrated topsides, as well as pipelines and flowlines.

Length overall201.6 m661 ft

Length of vessel165.3 m542 ft

Width88.4 m290 ft

Depth to workdeck49.5 m162 ft

Main Hoist Lifting Height

95 m (312 ft) above work deck for each crane. Lowering depth of auxiliary hoists 460 m (1,500 ft) below work deck at minimum radius.

Main Hoist Plumbing Depth

The lowering depth of main hoist at minimum radius with 3,500 t is 307 meters below heel point and with 2,990 t, 351 meters below heel point. Heel point is 24.4 meters (80 ft) above work deck.

Tandem Lift

Main hoist 14,200 t (15,600 st) at 31.2 meters (102 ft) radius (subject to stability calculations).

Ballast System

Ballast pump capacity 20,800 cubic meters/hour.

is a country in western South America. It is bordered on the north by Ecuador and Colombia, on the east by Brazil, on the southeast by Bolivia, on the south by Chile, and on the west by the Pacific Ocean.

 

Peruvian territory was home to the Norte Chico civilization, one of the oldest in the world, and to the Inca Empire, the largest state in Pre-Columbian America. The Spanish Empire conquered the region in the 16th century and established a Viceroyalty, which included most of its South American colonies. After achieving independence in 1821, Peru has undergone periods of political unrest and fiscal crisis as well as periods of stability and economic upswing.

 

Peru is a representative democratic republic divided into 25 regions. Its geography varies from the arid plains of the Pacific coast to the peaks of the Andes mountains and the tropical forests of the Amazon Basin. It is a country with a high Human Development Index score and a poverty level around 36%. Its main economic activities include agriculture, fishing, mining, and manufacturing of products such as textiles.

 

The Peruvian population, estimated at 29 million, is multiethnic, including Amerindians, Europeans, Africans and Asians. The main spoken language is Spanish, although a significant number of Peruvians speak Quechua or other native languages. This mixture of cultural traditions has resulted in a wide diversity of expressions in fields such as art, cuisine, literature, and music.

 

History

Please go to

en.wikipedia.org/wiki/History_of_Peru

 

Geography

Please go to

en.wikipedia.org/wiki/Geography_of_Peru

 

Other info

Oficial name:

República del Perú

+ aym: Piruw Suyu

que: Piruw Mama Llaqta

 

Independence:

28 July 1821

 

Area:

1.285.216 km2

 

Inhabitants:

28.600.000

 

Languages:

SpanisAchuar-Shiwiar [acu] 3,000 in Peru. Population total all countries: 5,000. Morona, Macusari, Tigre, Huasaga, and Corrientes rivers. Also spoken in Ecuador. Alternate names: Achuar, Achual, Achuara, Achuale, Jivaro, Maina. Dialects: Different from Shuar (Jivaro) of Ecuador. Classification: Jivaroan

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Aguaruna [agr] 38,290 (2000 WCD). Almost no monolinguals. Western upper Marañon River area, Potro, Mayo, and Cahuapanas rivers. Alternate names: Aguajun, Ahuajun. Dialects: Close to Huambisa, Achuar-Shiwiar. Classification: Jivaroan

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Ajyíninka Apurucayali [cpc] 4,000 (2000 SIL). Apurucayali tributary of the Pachitea River. Alternate names: Ashaninca, Ashéninca Apurucayali, "Apurucayali Campa", Ajyéninka, "Campa", "Axininka Campa". Dialects: Not intelligible with other varieties of Ashéninka. Classification: Arawakan, Maipuran, Southern Maipuran, Pre-Andine

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Amahuaca [amc] 90 to 130 in Peru (2000 SIL). 20 monolinguals. Population total all countries: 310. Ethnic population: 500 (300 in Peru and 200 in Brazil). Perhaps 50 in the border areas have not been contacted. Widely scattered in the southeastern Amazon Basin in Ucayali and Madre de Dios states on the following rivers: Sepahua, Curiuja, Curanja, Upper Ucayali, Inuya, Mapuya, Purus, Aguaytía, Yuruá, and Las Piedras. Also spoken in Brazil. Alternate names: Amawaka, Amaguaco, Ameuhaque, Ipitineri, Sayaco. Dialects: Closest to Cashinahua and Shipibo. Classification: Panoan, South-Central, Amahuaca

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Amarakaeri [amr] 500 (1987 SIL). Madre de Dios and Colorado rivers. Alternate names: Amarakaire, Amaracaire, "Mashco". Dialects: Kisambaeri. The Harakmbet languages are not Arawakan. Classification: Harakmbet

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Arabela [arl] 50 (2002 SIL). Ethnic population: 500 (2002 SIL). Arabela River, tributary of Napo, two villages. Alternate names: Chiripuno, Chiripunu. Classification: Zaparoan

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Asháninka [cni] 23,750 to 28,500 (2000 SIL). Ethnic population: 25,000 to 30,000 (2000 SIL). Apurimac, Ene, Perene, Tambo rivers and tributaries. Alternate names: Asháninca, "Campa". Dialects: Close to Ashéninka, Caquinte, Machiguenga. Classification: Arawakan, Maipuran, Southern Maipuran, Pre-Andine

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Ashéninka Pajonal [cjo] 12,000 (2002 SIL). Ethnic population: 12,000 (2002 SIL). Central Gran Pajonal area. Alternate names: Ashéninca, Atsiri, Pajonal, "Campa". Classification: Arawakan, Maipuran, Southern Maipuran, Pre-Andine

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Ashéninka Perené [prq] 5,500 (2001 SIL). Upper Perené River (tributary of the Pachitea River). Alternate names: "Perené Campa", Ashéninca Perené. Dialects: Somewhat intelligible with other varieties of Ashéninka. Classification: Arawakan, Maipuran, Southern Maipuran, Pre-Andine

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Ashéninka, Pichis [cpu] 12,000 (2001 SIL). Pichis and its tributaries except Apurucayali. Alternate names: Pichis Ashéninca, "Pichis Campa". Dialects: Somewhat intelligible with other varieties of Ashéninka. Classification: Arawakan, Maipuran, Southern Maipuran, Pre-Andine

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Ashéninka, South Ucayali [cpy] 13,000 (2002 SIL). Ethnic population: 14,000 (2002 SIL). Upper Ucayali River and tributaries (Southernmost part of Ucayali Department). Dialects: Most closely related to Pajanol Ashéninka. Classification: Arawakan, Maipuran, Southern Maipuran, Pre-Andine

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Ashéninka, Ucayali-Yurúa [cpb] 7,000 in Peru (2001 SIL). Population total all countries: 7,212. Tributaries of the Ucayali River (Pachitea, Arruya, Shahuaya, Sheshea, Cohengua, Inuya) and Yurúa River. Also spoken in Brazil. Alternate names: Ucayali Ashéninca. Dialects: Somewhat intelligible with other varieties of Ashéninka. Classification: Arawakan, Maipuran, Southern Maipuran, Pre-Andine

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Aymara, Central [ayr] 441,743 in Peru (2000 WCD). Lake Titicaca area, Puno. Classification: Aymaran

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Aymara, Southern [ayc] From Lake Titicaca toward ocean. Dialects: Some important verb forms and vocabulary differences from Central Aymara. Dialect intelligibility needs investigation in Tacna and Moquegua (Landerman 1984). Classification: Aymaran

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Bora [boa] 2,328 in Peru (2000 WCD). Population total all countries: 2,828. Northeast Yaguasyacu, Putumayo, Ampiyacu River area, five villages in Peru. Also spoken in Brazil, Colombia. Dialects: Miraña. A distinct language from Bora Muinane but related. 94% intelligibility of Miraña. Classification: Witotoan, Boran

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Cahuarano [cah] 5 (1976 SIL). Nanay River. Classification: Zaparoan Nearly extinct.

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Candoshi-Shapra [cbu] 3,000 (1981 SIL). Morona, Pastaza, Huitoyacu, and Chapuli rivers. Alternate names: Kandoshi, Candoshi, Candoxi, Murato. Dialects: Chapara (Shapra), Kandoashi. May be distantly related to Arawakan; probably not Jivaroan. Classification: Language Isolate

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Capanahua [kaq] 387 (2000 WCD). No monolinguals. Ethnic population: 400 (2000 W. Adelaar). Tapiche-Buncuya rivers area. Alternate names: Kapanawa. Dialects: Pahenbaquebo. Closest language is Shipibo. Lexical similarity 50% to 60% with Shipibo. Classification: Panoan, North-Central

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Caquinte [cot] 300 (2000 SIL). Ethnic population: 300. Poyeni, Mayapo, and Picha rivers. Along the upper Poyeni River, which flows into the Tambo; along the Yori and Agueni rivers which become the Mipaya River flowing into the Urubamba. A few speakers also live on the Sensa and Vitiricaya rivers, affluents of the Urubamba. Alternate names: Caquinte Campa, Poyenisati, "Cachomashiri". Dialects: Closest to Asháninka. Classification: Arawakan, Maipuran, Southern Maipuran, Pre-Andine

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Cashibo-Cacataibo [cbr] 5,000 (1999). Some women over 50 are monolingual. Aguaytía, San Alejandro, and Súngaro rivers. Alternate names: Caxibo, Cacibo, Cachibo, Cahivo, Managua, Hagueti. Dialects: Cacataibo de Mariscal, Cacataibo de Sinchi Roca, Cashibo. Classification: Panoan, Western

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Cashinahua [cbs] 1,600 in Peru (2003). Population total all countries: 2,000. Ethnic population: 5,000. Curanja and Purus rivers. Also spoken in Brazil. Alternate names: Kaxinawá, Kaxynawa, Caxinawa, Caxinawá. Dialects: It may be closest to Sharanahua. Classification: Panoan, Southeastern

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Chamicuro [ccc] 2 (2000 Adelaar). Ethnic population: 10 to 20 (2000 Adelaar). Pampa Hermosa on a tributary of Huallaga. Alternate names: Chamicura, Chamicolo. Classification: Arawakan, Maipuran, Western Maipuran Nearly extinct.

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Chayahuita [cbt] 11,384 (2000 WCD). Paranapura, Cahuapanas, Sillay, and Shanusi rivers. Alternate names: Chayawita, Chawi, Tshaahui, Chayhuita, Chayabita, Shayabit, Balsapuertino, Paranapura, Cahuapa. Dialects: Chayahuita, Cahuapana. Not intelligible with Jebero. Classification: Cahuapanan

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Cocama-Cocamilla [cod] 2,000 in Peru (2000 W. Adelaar). Few monolinguals. Population total all countries: 2,050. Ethnic population: 15,000 in Peru (2000 W. Adelaar). Northeastern lower Ucayali, lower Marañon, and Huallaga rivers area. Also spoken in Brazil, Colombia. Alternate names: Cocama, Kokama, Ucayali, Xibitaoan, Huallaga, Pampadeque, Pandequebo. Dialects: Cocamilla, Cocama. Closest to Omagua. Classification: Tupi, Tupi-Guarani, Subgroup III

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Culina [cul] 400 in Peru (2002 Boyer). Primarily monolingual. Ethnic population: 400. Southeast, near Brazilian border, upper Purus and Santa Rosa rivers. Alternate names: Kulina, Kulino, Kulyna, Kurina, Kollina, Madija, Madihá. Classification: Arauan

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Ese Ejja [ese] 472 in Peru (2000 WCD). Ethnic population: 400 to 500 in Peru (2000 SIL). Tambopata and Heath rivers around Maldonado. Alternate names: Ese Exa, Ese Eja, Ese'ejja, Tiatinagua, Tambopata-Guarayo, Huarayo, "Chama". Classification: Tacanan, Tiatinagua

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Huachipaeri [hug] 311 (2000 WCD). Population includes 12 Sapiteri, 10 Toyeri, 20 Arasairi, 50 Manuquiari, 36 to 50 Pukirieri (Puncuri). Upper Madre de Dios and Keros rivers. Alternate names: Huachipaire, Wacipaire, "Mashco". Dialects: Huachipaire, Sapiteri, Toyeri (Toyoeri, Tuyuneri), Arasairi. Close to Amarakaeri but they probably cannot use the same literature. The Sapiteri are integrating with the Amarakaeri. Toyeri is similar to Sapiteri. Some Kisambaeri (Amarakaeri dialect) have integrated with the Toyeri and others with the Sapiteri. Manuquiari may be a subgroup of Toyeri or Huachipaeri. Pukirieri may be a subgroup of Toyeri or Arasairi. Arasairi is distinct from Amarakaeri or Huachipaeri; similar to Sapiteri. Classification: Harakmbet

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Huambisa [hub] 9,333 (2000 WCD). Morona and Santiago rivers. Alternate names: Huambiza, Wambisa. Dialects: Close to Aguaruna and Achuar-Shiwiar. Classification: Jivaroan

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Huitoto, Minica [hto] 5 in Peru (1995 SIL). Alternate names: Minica Huitoto. Classification: Witotoan, Witoto, Witoto Proper, Minica-Murui

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Huitoto, Murui [huu] 1,000 in Peru (1995 SIL). Very few monolinguals. Population total all countries: 2,900. Ampiyacu, Putumayo, and Napo rivers. None left in Brazil. Northeastern Peru, southwestern Colombia. Generally north of Amazon River between Iquitos, Peru and Leticia, Colombia on the south, to the Caquetá River on the north. Also spoken in Colombia. Alternate names: Bue, Witoto. Dialects: Mica. Classification: Witotoan, Witoto, Witoto Proper, Minica-Murui

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Huitoto, Nüpode [hux] 100 (1991 SIL). Alternate names: Nipode Witoto, Muinane Huitoto. Classification: Witotoan, Witoto, Witoto Proper, Nipode

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Iñapari [inp] 4 (1999 SIL). Piedras River, at the mouth of Sabaluyo, near Puerto Maldonado. Extinct in Bolivia. Alternate names: Inamari. Classification: Arawakan, Maipuran, Southern Maipuran, Purus Nearly extinct.

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Iquito [iqu] 35 (2002 SIL). 1 monolingual. Ethnic population: 500. Loreto Province, Pintoyacu, Nanay, and Chambira rivers, villages of San Antonia and Atalaya. Alternate names: Iquita, Ikito, Amacacore, Hamacore, Quiturran, Puca-Uma. Dialects: Pintuyacu. Was close to Cahuarano. Classification: Zaparoan Nearly extinct.

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Isconahua [isc] 82 (2000 WCD). Callaria River. Alternate names: Iscobaquebu. Dialects: Most closely related to Shipibo. Classification: Panoan, North-Central Nearly extinct.

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Jaqaru [jqr] 736 (2000 W. Adelaar). Population includes 725 Jaqaru, 11 Kawki. Ethnic population: 2,000 (2000 W. Adelaar). Lima Department, Yauyos Province, Tupe village (Jaqaru) and Cachuy village (Cauqui). Alternate names: Haqearu, Haqaru, Haq'aru, Aru. Dialects: Cauqui (Kawki, Cachuy). Lexical similarity 73% with Aymara, 79% between Kawki and Aymara. Classification: Aymaran

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Jebero [jeb] Ethnic population: 2,000 to 3,000 (2000 W. Adelaar). District of Jebero. Alternate names: Xebero, Chebero, Xihuila. Classification: Cahuapanan Nearly extinct.

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Machiguenga [mcb] 10,149 (2000 WCD). Urubamba, Camisea, Picha, Manu, Timpia, Tigompinia, Kompiroshiato, and Mishagua rivers. Alternate names: Matsiganga, Matsigenka, Mañaries. Dialects: Closest to Nomatsiguenga. There are minor dialects. Classification: Arawakan, Maipuran, Southern Maipuran, Pre-Andine

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Mashco Piro [cuj] 20 to 100 (1976 SIL). All are completely monolingual. Manu Park, Dept. of Madre de Dios. Cujar, Purus, Tahuamanu, Mishagua, and Piedras rivers. Extinct in Bolivia. Alternate names: Cujareno, Cujareño, "Mashco". Dialects: About 60% inherent intelligibility of Yine. "Mashco" is a derogatory name. Classification: Arawakan, Maipuran, Southern Maipuran, Purus Nearly extinct.

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Matsés [mcf] 2,000 in Peru (2003 SIL). Population total all countries: 3,000 to 3,500. Yaquerana. Also spoken in Brazil. Alternate names: Mayoruna, Maxuruna, Majuruna, Mayiruna, Maxirona, Magirona, Mayuzuna. Dialects: Different from Mayo, or Maya and Marubo of Brazil. Classification: Panoan, Northern

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Muniche [myr] 3 (1988 SIL). Town of Muniches on the Paranapura River. Alternate names: Otanave, Otanabe, Munichino, Munichi. Classification: Language Isolate Nearly extinct.

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Nanti [cox] 350 to 600 (2002 Michael). Headwaters of the Camisea and Timpia rivers. Alternate names: "Cogapacori", "Kogapakori". Dialects: Language is most closely related to Machiguenga, but they have remained separate. Classification: Arawakan, Maipuran, Southern Maipuran, Pre-Andine

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Nomatsiguenga [not] 6,500 (2003 SIL). 5,500 to 6,000 monolinguals. Departamento de Junín, between the rivers Ene and Perene, and Anapati River system in the foothills. Alternate names: "Nomatsiguenga Campa", Atiri. Dialects: Closest to Machiguenga. Classification: Arawakan, Maipuran, Southern Maipuran, Pre-Andine

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Ocaina [oca] 54 in Peru (2000). Population total all countries: 66. Ethnic population: 150 in Peru (2000 W. Adelaar). Yaguasyacu, Ampuyacu, and Putumayo rivers, northeastern Peru. Also spoken in Colombia. Alternate names: Okaina. Dialects: Dukaiya, Ibo'tsa. Classification: Witotoan, Witoto, Ocaina

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Omagua [omg] 10 to 100 in Peru (1976 SIL). Population total all countries: 10 to 100. Ethnic population: 627 (1976). Omaguas near Iquitos. There may be none left in Brazil (1995). Also spoken in Brazil. Alternate names: Omagua-Yete, Ariana, Pariana, Anapia, Macanipa, Kambeba, Yhuata, Umaua, Cambeba, Campeba, Cambela, Cambeeba, Compeva, Canga-Peba, Agua. Dialects: Closest to Cocama. Classification: Tupi, Tupi-Guarani, Subgroup III Nearly extinct.

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Orejón [ore] 190 (1976 SIL). Ethnic population: 405 (2000 WCD). Yanayacu, Sucusari, Algodon, and Putumayo rivers. Alternate names: Coto, Koto, Payagua, Mai Ja, Oregon, Orechon, Tutapi. Dialects: Nebaji. Classification: Tucanoan, Western Tucanoan, Southern

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Peruvian Sign Language [prl] Classification: Deaf sign language

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Pisabo [pig] 513 (2000 WCD). Between the Tapíche and Blanco rivers. Alternate names: Pisagua, Pisahua. Classification: Panoan, Northern

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Quechua, Ambo-Pasco [qva] 90,000 (1998 SIL). 20% monolinguals. Ethnic population: 90,000. In province of Ambo (department of Huánuco), districts of Huacar, San Francisco de Mosca, and San Rafael. In province of Pasco (department of Pasco), districts of Chaupimarca, Huachón, Huariaca, Ninacaca, Pallanchacra, San Francisco de Asís de Yarusyacán, Simón Bolívar, Ticlacayán, Tinyahuarca, Vicco, and Yanacancha. Alternate names: San Rafael-Huariaca Quechua. Classification: Quechuan, Quechua I

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Quechua, Arequipa-La Unión [qxu] 18,628 (2000 WCD). 10,000 monolinguals. Ethnic population: 32,000. Arequipa Department, La Unión Province, Cotahuasi District; Apurímac Department, Antabamba Province. Alternate names: Arequipa Quechua, Cotahuasi Quechua. Dialects: Cotahuasi, Northern Arequipa, Highland Arequipa, Antabamba (Apurimac). Closer linguistically to Cuzco than to Ayacucho. Very close to eastern Apurímac. Classification: Quechuan, Quechua II, C

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Quechua, Ayacucho [quy] 900,000 (2000 SIL). 300,000 monolinguals. Southwestern Ayacucho Region and Lima. Alternate names: Runasimi, Chanka. Dialects: Andahuaylas, Huancavelica. Lexical similarity 96% with Surcubamba, Puquio, and Cuzco. Classification: Quechuan, Quechua II, C

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Quechua, Cajamarca [qvc] 30,000 (2000 D. Coombs). Cajamarca, Chetilla, and Los Baños districts. The western dialect in the district of Chetilla. The eastern variety in Porcon and in several areas around the valley of Cajamarca. Dialects: Western Cajamarca, Eastern Cajamarca. Dialect differences are relatively minor. Lexical similarity 94% with Lambayeque (closest), 92% with Pacaraos. Classification: Quechuan, Quechua II, A

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Quechua, Cajatambo North Lima [qvl] 7,000 (2000 SIL). 2,800 monolinguals. Northeast Lima Department: districts of Copa, Cajatambo, Huancapón, northern Manas, and northeastern Gogor and Southeast Ancash Department: districts of Pacllón, La Primavera, and Mangas (south of the Llamac River and east of the Pativilca River). Dialects: 74% intelligibility of Huamalíes Quechua. Classification: Quechuan, Quechua I

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Quechua, Chachapoyas [quk] 7,000 (2003 SIL). 100 to 300 monolinguals (2003). Ethnic population: 7,000. Chachapoyas and Luya provinces, Amazonas Department. Alternate names: Amazonas. Dialects: Lamud (West Chachapoyas), Grenada-Mendoza (East Chachapoyas), La Jalca (South Chachapoyas), Llakwash Chachapoyas. Closest to San Martín Quechua. Classification: Quechuan, Quechua II, B

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Quechua, Chincha [qxc] 6,000 (2000 SIL). Northeastern Chincha Province, Ica; northwestern Castrovirreyna Province, Huancavelica; southeastern Yauyos Province, Lima. Classification: Quechuan, Quechua II, A

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Quechua, Chiquián Ancash [qxa] 10,000 (2000 SIL). 4,000 monolinguals. Southeast Ancash Department, Bolognesi Province, Chiquián District, Western Bolognesi west of the Pativilca River and north of the Llamac River, and eastern Ocros, those areas that border the Corpanqui Valley. Western Ocros may be included, but the dialect is somewhat different. Dialects: Possibly intelligible with Cajatambo Quechua. Some contact with Cajatambo and very little with Huamalíes. 73% intelligibility of Huamalíes. Classification: Quechuan, Quechua I

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Quechua, Corongo Ancash [qwa] 4,000 (2000 SIL). 1,700 monolinguals (2000 SIL). Northern Ancash Department, Corongo Province, Aco, Corongo, Cusca, La Pampa, and Yanac districts. Most prevalent in Aco and Cusca. Dialects: Most closely related to Huaylas and Sihuas Quechua. Some contact with Sihuas, Northern Conchucos, and Huaylas by road. Classification: Quechuan, Quechua I

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Quechua, Cusco [quz] 1,500,000 (1989 UBS). 300,000 to 500,000 monolinguals. Total Quechua speakers in Peru 3,500,000 to 4,400,000 including Quechua I 750,000, Quechua II 2,675,000 (2000 Adelaar). Ethnic population: 1,500,000. Departments of Cusco, half of Puno, and northeast Arequipa. Alternate names: Cuzco Quechua, Quechua Qosqo-Qollaw, Runasimi Qusqu Qullaw, Quechua de Cusco-Collao, Qheswa, Quechua Cusco, Quechua de Cuzco. Dialects: Caylloma Quechua, Eastern Apurímac Quechua, Puno Quechua. Some dialect differences, but not as distinct as elsewhere. Substantial phonological and morphological differences with Ayacucho Quechua. Classification: Quechuan, Quechua II, C

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Quechua, Eastern Apurímac [qve] 200,000 (2002 SIL). 80,000 monolinguals (30% in towns, 60% to 70% in remote areas, especially at high altitudes). Ethnic population: 200,000. Abancay, Grau, Cotabambas, Aymaraes and Antabamba Ayamaraes, Chuquibambilla, and Anda provinces of the department of Apurímac. The province of La Unión, Arequipa. Alternate names: Quechua del Este de Apurímac, Apurímac Quechua. Dialects: Abancay, Antabamba, Cotabambas. La Unión Quechua (Arequipa) is very similar to Antabamba. Classification: Quechuan, Quechua II, C

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Quechua, Huallaga Huánuco [qub] 40,000 (1993 SIL). 66% monolingual. Northeast Huánuco Department, including the city of Huánuco. Classification: Quechuan, Quechua I

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Quechua, Huamalíes-Dos de Mayo Huánuco [qvh] 72,440 (2000 WCD). 20,000 to 30,000 monolinguals. Ethnic population: 80,000 to 110,000. Northwest Huánuco Department. Dialects: Monzón, Huamalíes, Northern Dos de Mayo. Lexical similarity 96% with Margos-Yarowilca-Lauricocha Quechua. Classification: Quechuan, Quechua I

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Quechua, Huaylas Ancash [qwh] 336,332 (2000 WCD). Less than 20,000 monolinguals. Ethnic population: 300,000. Central Ancash Department, provinces of Huaraz, Carhuaz, Caraz; in the Callejón de Huaylas. Alternate names: Huaraz Quechua. Dialects: Huaraz, Yungay, Huailas (Huaylas). Parker says it is not intelligible with Cuzco, Ayacucho, Southern Junín (Huanca), Cajamarca, Amazonas (Chachapoyas), or San Martín Quechua. Classification: Quechuan, Quechua I

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Quechua, Huaylla Wanca [qvw] 250,000 (2002 SIL). Southern Junín Department, Huancayo and Concepción provinces. Alternate names: Southern Huancayo Quechua, Huanca Huaylla Quechua. Dialects: Waycha (Huaycha, Central Huancayo), East Waylla, West Waylla. Classification: Quechuan, Quechua I

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Quechua, Jauja Wanca [qxw] 14,550 to 31,500 (1962 census). Ethnic population: 77,727 (2000 WCD). Central Junín Department, Jauja Province. Alternate names: Shausha Wanka Quechua, Huanca Jauja Quechua. Dialects: Considerable phonological differences with Tarma. Classification: Quechuan, Quechua I

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Quechua, Lambayeque [quf] 20,000 (1998 SIL). Lambayeque Region, Inkawasi, Kañaris, and Miracosta districts, and the communities of Penachí and Santa Lucía, and in adjacent areas of other departments (Cajamarca, Piura). Alternate names: Ferreñafe. Dialects: Incahuasi, Cañaris. Lexical similarity 94% with Cajamarca Quechua. Classification: Quechuan, Quechua II, A

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Quechua, Margos-Yarowilca-Lauricocha [qvm] 83,395 (1993 census). 14,000 monolinguals. Ethnic population: 114,000 (1993 census). Southwest and south central Huánuco Department, districts of Obas, Aparicio Pomares, Cahuac, Chavinillo, Chacabamba, Jacas Chico, Rondos, San Francisco de Asis, Jivia, Baños, Queropalca, Jesús, San Miguel de Cauri, Yarumayo, Margos, and Chaulán. Dialects: Literature can be adapted from Huamalíes-Dos de Mayo. Lexical similarity 90% with Panao, 85% with Corongo (Ancash), Sihuas, Monzón, Tarma, Ulcumayo Quechua. Classification: Quechuan, Quechua I

More information.

 

Quechua, Napo Lowland [qvo] 8,000 in Peru. Population total all countries: 12,000. Napo River Region. Also communities on the Putumayo. Some were moved to Madre de Dios. Also spoken in Colombia, Ecuador. Alternate names: Runa Shimi, Santa Rosa Quechua, Santarrosino, Quixo, Kicho, Quijo, Napo, Yumbo, Lowland Napo Quichua, Napo Kichua. Classification: Quechuan, Quechua II, B

More information.

 

Quechua, North Junín [qvn] 60,000 (1998). 7,000 monolinguals (1972 census). Northern Junín Department, districts of Junín, Carhuamayo, Ondores, San Pedro de Cajas, southeast of Pasco. Alternate names: Tarma-Junín Quechua, Junín Quechua. Dialects: There are two dialects in Tarma Province which differ from the town of Junín. Lexical similarity 97% with Cajatambo, 96% with La Unión Quechua. Classification: Quechuan, Quechua I

More information.

 

Quechua, Northern Conchucos Ancash [qxn] 250,000 (2002 SIL). 65,000 monolinguals (1994 census). East Ancash Department, Pomabamba to San Luis, and Huacrachuco in northwest Huánuco Department. May include a small part of the northern Marañon area. Alternate names: Conchucos Quechua, Northern Conchucos Quechua. Dialects: Related to Southern Conchucos, Huamalíes, Sihuas. Classification: Quechuan, Quechua I

More information.

 

Quechua, Pacaraos [qvp] 250 (1984 W. Adelaar). Ethnic population: 900. East central Lima Department, Pacaraos village. Dialects: Divergent lexically, morphologically, and phonologically from other Quechua. By its archaic features it occupies an important position relative to the reconstruction of Proto-Quechua. Lexical similarity 94% with Huarí, Cajatambo, Tarma, and Carás Quechua. Classification: Quechuan, Quechua II, A

More information.

 

Quechua, Panao Huánuco [qxh] 50,000 (2002 SIL). 10,000 monolinguals. East central Huánuco Department. Alternate names: Pachitea Quechua. Dialects: Lexical similarity 98% with La Unión, 96% with Cajatambo Quechua. Classification: Quechuan, Quechua I

More information.

 

Quechua, Puno [qxp] 500,000. 100,000 monolinguals (2002). Puno Department and adjacent areas: northeast Arequipa, highland area of Moquegua. Alternate names: Quechua Qollaw, Quechua Collao. Dialects: North Bolivian Quechua, Cailloma Quechua. Mutually intelligible with Cusco Quechua and North Bolivian Quechua: possibly sufficient to understand complex and abstract discourse. Classification: Quechuan, Quechua II, C

More information.

 

Quechua, San Martín [qvs] 15,000 (2000 SIL). 2,000 monolinguals. Ethnic population: 43,982 (2000 WCD). Loreto Department, San Martín Region, Sisa, Lamas, and other districts, and along parts of the Ucayali River. Lamas town is "the cradle of the culture" and 22 km from Tarapota. Alternate names: Ucayali, Lamista, Lamisto, Lama, Lamano, Motilón. Dialects: Several minor dialects. Classification: Quechuan, Quechua II, B

More information.

 

Quechua, Santa Ana de Tusi Pasco [qxt] 10,000 (1993 SIL). Pasco Department, southeastern part of District Daniel Carrion. Dialects: Probably a dialect of Chaupihuaranga Quecha. Classification: Quechuan, Quechua I

More information.

 

Quechua, Sihuas Ancash [qws] 6,500 (2002 SIL). 3,000 monolinguals. Ancash Department, Sihuas Province, districts west of Sihuas River and north of Rupac River: southern Quiches, Alfonso Ugarte, Huayllabamba, Sihuas, and western Ragash. Dialects: Most closely related to Northern Conchucos and Corongo Quechuas. Intelligibility testing has been conducted with these two language groups and initial results show intelligibility of Corongo Quechua to be on the high end of marginal. Intelligibility of Northern Conchucos appears to be lower. Classification: Quechuan, Quechua I

More information.

 

Quechua, Southern Conchucos Ancash [qxo] 250,000 (1994 census). 80,000 monolinguals. East Ancash Department, Chavín to San Luis to Llamellín in East Ancash Department, and Huacaybamba, Huacrachuco, San Buenaventura, and Pinra in northwest Huánuco Department. Includes much of southern Marañon. Alternate names: Conchucos Quechua, Southern Conchucos Quechua. Dialects: Related to Northern Conchucos, Huamalíes, Huaylas. Classification: Quechuan, Quechua I

More information.

 

Quechua, Southern Pastaza [qup] 1,553 (2000 WCD). 20% monolinguals. Northern jungle, Anatico Lake, Pastaza and Huasaga rivers, along the Ñucuray River and Manchari. Alternate names: Inga. Classification: Quechuan, Quechua II, B

More information.

 

Quechua, Yanahuanca Pasco [qur] 20,500 (1972 census). 8,200 monolinguals. Western Pasco Department, sparsely populated high country, and more densely populated valleys, districts of Yanahuanca, Villcabamba, Tapoc, Chacayan, Paucar, San Pedro de Pillao, Goyllarisquizqa, Chinche. Alternate names: Daniel Carrion. Dialects: Many related Quechua dialects intersect here: Junín, Ambo-Pasco, Santa Ana de Tusi, Cajatambo, Dos de Mayo. Further intelligibility studies may be needed. Classification: Quechuan, Quechua I

More information.

 

Quechua, Yauyos [qux] 6,500 (2003 SIL). Lima Department, Yauyos Province; Ica Department, northern section of Chincha Province; Huancavelica Department, northeastern corner of Castrovirreyna Province. Dialects: San Pedro de Huacarpana, Apurí, Madean-Viñac (Madeán), Azángaro-Huangáscar-Chocos (Huangáscar), Cacra-Hongos, Tana-Lincha (Lincha), Tomás-Alis (Alis), Huancaya-Vitis, Laraos. Not a single language, but a cover term for a highly differentiated linguistic area with many one-village varieties. Classification: Quechuan, Quechua II, A

More information.

 

Quichua, Northern Pastaza [qvz] 2,000 in Peru. Alamos, Tigre River. Alternate names: Tigre Quechua, Alama, Bobonaza. Classification: Quechuan, Quechua II, B

More information.

 

Resígaro [rgr] 14 (1976 SIL). Northeastern Peru, Loreto Department, in Bora and Ocaina villages. Alternate names: Resígero. Classification: Arawakan, Maipuran, Northern Maipuran, Inland Nearly extinct.

More information.

 

Secoya [sey] 144 in Peru. Northern Peru, Boca de Angusilla and Santa Marta, a small river off the Napo River near the Ecuador border. Alternate names: Angotero, Encabellao. Dialects: Angotero, Piojé. Classification: Tucanoan, Western Tucanoan, Northern, Siona-Secoya

More information.

 

Sharanahua [mcd] 450 in Peru (2000 SIL). 70% monolinguals. Population includes 200 to 300 Mastanahua. Population total all countries: 950. Upper Purus River area. Also spoken in Brazil. Dialects: Marinahua (Marinawa), Chandinahua, Mastanahua. Close to Yaminahua, Chitonahua, Yora. Classification: Panoan, South-Central, Yaminahua-Sharanahua

More information.

 

Shipibo-Conibo [shp] 26,000 (2003 SIL). Northeastern middle Ucayali River area, Painaco, Requena, Sur Bolognesi, Pisqui (on the other side of Contamana). Dialects: Shipibo (Alto Ucayali), Conibo (Coniba), Pisquibo, Shetebo (Setebo, Setibo, Xitibo, Manoita), Shipibo del Madre de Dios. Classification: Panoan, North-Central

More information.

 

Spanish [spa] 20,000,000 in Peru (1995). Alternate names: Español, Castellano. Classification: Indo-European, Italic, Romance, Italo-Western, Western, Gallo-Iberian, Ibero-Romance, West Iberian, Castilian

More information.

 

Spanish, Loreto-Ucayali [spq] Loreto and Ucayali river areas. Alternate names: Jungle Spanish. Dialects: Some other speakers have limited comprehension of colloquial standard Spanish. Classification: Indo-European, Italic, Romance, Italo-Western, Western, Gallo-Iberian, Ibero-Romance, West Iberian, Castilian

More information.

 

Taushiro [trr] 1 (2002 SIL). Ethnic population: 20. Off the Tigre River, Aucayacu River, tributary of the Ahuaruna River. Alternate names: Pinchi, Pinche. Dialects: Possibly Zaparoan. Ruhlen says it is related to Candoshi. Classification: Language Isolate Nearly extinct.

More information.

 

Ticuna [tca] 8,000 in Peru (2000 SIL). Northeastern Amazon River Region, from Chimbote in Peru to San Antonio do Iça in Brazil. Alternate names: Tikuna, Tukuna. Classification: Language Isolate

More information.

 

Urarina [ura] 3,000 (2002 SIL). Urarinas District, Pucayacu, Chambira, and Urituyacu rivers. Alternate names: Shimacu, Simacu, Itucali. Dialects: There are several dialects with minor differences. Ruhlen and others classify it as Andean. Classification: Language Isolate

More information.

 

Yagua [yad] 5,692 in Peru (2000 WCD). 2,000 monolinguals. Ethnic population: 6,000. Loreto, northeastern Amazon River Region, from Iquitos to the Brazil border. Some go to urban centers like Iquitos for economic reasons. Some occasionally go into Brazil. Also spoken in Colombia. Alternate names: Nijyamïï Nikyejaada, Yahua, Llagua, Yava, Yegua. Dialects: 2 dialects. Classification: Peba-Yaguan

More information.

 

Yaminahua [yaa] 750 in Peru (2003 SIL). Population includes 400 Yaminahua (1998 SIL), 200 Mastanahua (1981 SIL), 150 Chitonahua. Population total all countries: 1,244. Huacapishtea and Mapuya. Chitonahua at the headwaters of the Embira River. Also spoken in Bolivia, Brazil. Alternate names: Yaminawa, Jaminawá, Yuminahua, Yamanawa. Dialects: Yaminahua, Chitonahua (Morunahua, Moronahua, Foredafa, Horudahua, Horunahua). Closest to Sharanahua. Classification: Panoan, South-Central, Yaminahua-Sharanahua

More information.

 

Yanesha' [ame] 9,831 (2000 WCD). Ethnic population: 10,000 (2000 W. Adelaar). Central and eastern Pasco Region and Junín, western jungle, headwaters of the Pachitea and Perene rivers. Alternate names: Amuesha, Amuese, Amueixa, Amoishe, Amagues, Amage, Omage, Amajo, Lorenzo, Amuetamo, Amaje. Classification: Arawakan, Maipuran, Western Maipuran

More information.

 

Yine [pib] 4,000 (2000 SIL). Ethnic population: 4,000 to 5,000. Departments of Ucayali and Cusco, east central Urubamba River area; Department of Ucayali and Loreto, along the Ucayali River (Conatmana and Pucallpa); Department of Madre de Dios, Madre de Dios River. Alternate names: "Piro", Pirro, Pira, "Simirinche", Simiranch, Contaquiro. Dialects: Machinere in Brazil is different enough to need separate literature. Classification: Arawakan, Maipuran, Southern Maipuran, Purus

More information.

 

Yora [mts] 350 to 400 (1998 SIL). Manu Park, Panagua River. Some are outside of the Park on the Mishagua River. There may be more in Brazil. Alternate names: Yura, Yoranahua, Manu Park Panoan, Parquenahua, Nahua. Dialects: Close to Yaminahua and Sharanahua. Classification: Panoan, South-Central, Yora

More information.

  

Extinct languages

Abishira [ash] Extinct. Puerto Elvira on Lake Vacacocha on the Napo River. Alternate names: Abiquira, Auishiri, Agouisiri, Avirxiri, Abigira, Ixignor, Vacacocha, Tequraca. Classification: Unclassified

More information.

 

Aguano [aga] Extinct. Ethnic population: 40 families in Santa Cruz de Huallaga who did not use Aguano but were members of the ethnic group (1959). Lower Huallaga and upper Samiria rivers, the right bank tributary of the Marañon River. Alternate names: Uguano, Aguanu, Awano, Santa Crucino. Classification: Unclassified

More information.

 

Andoa [anb] Extinct. Pastaza River. None in Ecuador. Alternate names: Shimigae, Semigae, Gae, Gaye. Dialects: A distinct language from Záparo (Kayapwe) of Ecuador, which is now extinct in Peru. Classification: Zaparoan

More information.

 

Atsahuaca [atc] Extinct. Carama River, tributary of Tambopata, and Chaspa River, tributary of Inambari. Alternate names: Yamiaca. Classification: Panoan, North-Central

More information.

 

Aushiri [avs] Extinct. Tributaries of the right bank of the Napo River, Escuelacocha. Alternate names: Auxira. Classification: Zaparoan

More information.

 

Cholón [cht] Extinct. Valley of the Huallaga River from Tingo María to Valle. Alternate names: Tinganeses, Seeptsa. Dialects: Ruhlen says it is Andean. Adelaar says it is in the Hibito-Cholon family. Classification: Hibito-Cholon

More information.

 

Hibito [hib] Extinct. Bobonaje River, tributary of Jelache, tributary of Huayabamba, coming into Huallaga on the west side. Alternate names: Jibito, Chibito, Zibito, Ibito, Xibita. Classification: Hibito-Cholon

More information.

 

Nocamán [nom] Extinct. Headwaters of the Inuya River, Amueya River, Tamaya River. Alternate names: Nocomán. Dialects: May have been a dialect of Cashibo. Classification: Panoan, Western

More information.

 

Omurano [omu] Extinct. Alternate names: Humurana, Roamaina, Numurana, Umurano, Mayna. Classification: Zaparoan

More information.

 

Panobo [pno] Extinct. Along the Ucayali River and mixed with the Shetebo. Alternate names: Manoa, Pano, Pana, Pelado, Wariapano, Huariapano. Classification: Panoan, Unclassified

More information.

 

Puquina [puq] Extinct. South shore of Lake Titicaca, town of Puquina. Classification: Unclassified

More information.

 

Quechua, Classical [qwc] Extinct. Central Peru. Classification: Quechuan, Quechua II, C

More information.

 

Remo [rem] Extinct. Between the Tapiche and Calleria rivers. If they exist, they are in Brazil at the headwaters of the Moa River; but there is no evidence of their existence in Brazil. Alternate names: Rheno. Classification: Panoan, North-Central

More information.

 

Sensi [sni] Extinct. Right bank of the Ucayali River. Alternate names: Senti, Tenti, Mananahua. Classification: Panoan, North-Central

More information.

 

Yameo [yme] Extinct. Marañon and Amazon rivers from the mouth of the Tigre to the Nanay River. Classification: Peba-Yagu

 

Capital city:

Lima

 

Meaning country name:

The exact meaning behind the word "Peru" remains obscure: the most popular theory derives it from the native word biru meaning "river" (compare with the River Biru in modern Ecuador). Another explanation claims that it comes from the name of the Indian chieftain Beru. Spanish explorers asked him the name of the land, but not understanding their language, he assumed they wanted his own name, which he gave them. Another possibility explanation traces the name to pelu, presumptively an old native name of the region.

 

Description Flag:

The flag of Peru was created by José de San Martín and adopted by the government of Peru in 1825. It is a vertical triband with red outer bands and a single white middle band. Depending on its use, it may be defaced with different emblems, and has different names.

 

Coat of arms:

The Coat of Arms of Peru is a national symbolic emblem of Peru. Four variants are used: the Coat of Arms per se (Escudo de Armas), the National Coat of Arms or National Shield (Escudo Nacional), the Great Seal of the State (Gran Sello del Estado) and the Naval Coat of Arms (Escudo de la Marina de Guerra).

All four share the same escutcheon or shield, consisting of three elements: the top left section shows the vicuña, the national animal, on a light-blue field, representing the fauna of Peru; the tree in the top right section is the cinchona tree (the source of quinine, a powerful anti-malarial drug and the key flavorant in "tonic water," used in making gin-and-tonics), on a white background, representing the national flora; and the bottom cornucopia with coins spilling from it, on a red field, represents the mineral resources of the country.

 

Motto:

"Happy and strong for the union"

 

National Anthem: National Anthem from peru

 

Somos libres, seámoslo siempre,

y antes niegue sus luces el sol

que faltemos al voto solemne

que la patria al Eterno elevó.

I

Largo tiempo el peruano oprimido

la ominosa cadena arrastró;

condenado a cruel servidumbre

largo tiempo en silencio gimió.

Mas apenas el grito sagrado

¡Libertad! en sus costas se oyó,

la indolencia de esclavo sacude,

la humillada cerviz levantó.

II

Ya el estruendo de broncas cadenas

que escuchamos tres siglos de horror,

de los libres al grito sagrado

que oyó atónito el mundo, cesó.

Por doquier San Martín inflamado,

libertad, libertad, pronunció,

y meciendo su base los Andes

la anunciaron, también, a una voz.

III

Con su influjo los pueblos despiertan

y cual rayo corrió la opinión;

desde el istmo a las tierras del fuego,

desde el fuego a la helada región.

Todos juran romper el enlace

que Natura a ambos mundos negó,

y quebrar ese cetro que España

reclinaba orgullosa en los dos.

IV

Lima, cumple ese voto solemne,

y, severa, su enojo mostró,

al tirano impotente lanzando,

que intentaba alargar su opresión.

A su esfuerzo saltaron los grillos

y los surcos que en sí reparó,

le atizaron el odio y venganza

que heredara de su Inca y Señor.

V

Compatriotas, no más verla esclava

si humillada tres siglos gimió,

para siempre jurémosla libre

manteniendo su propio esplendor.

Nuestros brazos, hasta hoy desarmados

estén siempre cebando el cañón,

que algún día las playas de Iberia

sentirán de su estruendo el terror.

VI

Excitemos los celos de España

pues presiente con mengua y furor

que en concurso de grandes naciones

nuestra patria entrará en parangón.

En la lista que de éstas se forme

llenaremos primero el reglón

que el tirano ambicioso Iberino,

que la América toda asoló.

VII

En su cima los Andes sostengan

la bandera o pendón bicolor,

que a los siglos anuncie el esfuerzo

que ser libres, por siempre nos dio.

A su sombra vivamos tranquilos,

y al nacer por sus cumbres el sol,

renovemos el gran juramento

que rendimos al Dios de Jacob.

 

English

 

We are free, may we always be so,

and let the sun rather deny its light

Than that we should fail the solemn vow

that the motherland to the Eternal elevated.

I

For a long time the oppressed Peruvian

the ominous chain dragged;

sentenced to cruel servitude

for a long time in silence he moaned.

But as soon as the sacred yell

Liberty! on its coasts was heard,

the indolence of a slave he shakes off,

the humiliated neck he raised.

II

Now the roar of rough chains

that we heard for three centuries of horror,

from the freed to the sacred yell,

that astonished the world heard, stopped.

Everywhere San Martín inflamed,

liberty, liberty, pronounced,

and rocking their base the Andes

they announced it, as well, in unison.

III

With its influx the peoples wake up

and like lighting ran the opinion;

from the isthmus to the lands of fire,

from fire to the icy region.

Everyone swears to break the link

that Nature denied to both worlds,

and break that sceptre that Spain

reclined proud on both.

IV

Lima, fulfill this solemn vow,

and, severe, its anger showed,

to the impotent tyrant throwing,

who tried to extend his oppression.

At his effort the grasshoppers jumped

and the furrows that he repaired,

stirred up his hate and vengeance

inherited from his Inca and Lord.

V

Countrymen, may we no more see her a slave

if humiliated for three centuries she moaned,

forever may we swear it free

maintaining her own splendor.

Our arms, until today unarmed

be always feeding the cannon,

that some day the beaches of Iberia

will feel horror from its roar.

VI

May we excite the jealously of Spain

since it has a feeling with shortage and furor

that in contest of great nations

our country will enter in comparison.

On the list formed by these

we shall fill first the line

than the ambitious Iberian tyrant,

who all of America knocked down.

VII

On its summit may the Andes sustain

the two-color flag or banner,

may it to the centuries announce the effort

that being free, forever gave us.

Under its shadow may we live calm,

and at the sun's birth by its summits,

may we renew the great oath

we rendered to the God of Jacob.

 

Internet Page: www.peru.gob.pe

www.peru.info

www.peru.com

 

Peru in diferent languages

 

eng | afr | bam | ces | dan | dsb | eus | fin | hau | hrv | hsb | hun | ibo | jav | kin | lav | lin | lit | mlt | nld | nor | pol | por | roh | ron | run | rup | slk | slv | sme | smo | sqi | swa | swe | szl | tgl | tur | wol | zza: Peru

arg | ast | cat | fao | glg | isl | scn | spa | tet: Perú

aze | bos | crh | kaa | mol | slo | tuk | uzb: Peru / Перу

cos | fur | ita | lld | srd: Perù

bre | cor | wln: Perou

deu | ltz | nds: Peru / Peru

aym | que: Piruw

est | vor: Peruu

fra | jnf: Pérou

ind | msa: Peru / ڤيرو

cym: Periw

epo: Peruo

frp: Pèrou

fry: Perû

gla: Pearu; Peru; Perù

gle: Peiriú / Peiriú

glv: Yn Pheroo

hat: Pewou

ina: Peru; Peruvia

kmr: Pêrû / Перу / پێروو

kur: Perû / پەروو

lat: Peruvia

mlg: Peroa

nrm: Pérouo

oci: Peró

rmy: Peru / पेरु

smg: Perū

vie: Pê-ru

vol: Peruvän

abq | alt | bul | che | chm | chv | kbd | kir | kjh | kom | krc | kum | mkd | mon | oss | rus | tyv | udm | ukr: Перу (Peru)

bak | srp | tat: Перу / Peru

bel: Перу / Pieru; Пэру / Peru

kaz: Перу / Perw / پەرۋ

tgk: Перу / پرو / Peru

ara: البيرو (al-Bīrū); بيرو (Bīrū)

fas: پرو / Peru

prs: پیرو (Pērū)

pus: پېرو (Perū)

uig: پېرۇ / Péru / Перу

urd: پیرو (Perū)

div: ޕެރޫ (Perū)

heb: פרו (Perû)

lad: פירו / Peru

yid: פּערו (Peru)

amh: ፔሩ (Peru)

ell-dhi: Περού (Peroý)

ell-kat: Περοῦ (Peroỹ); Περουβία (Peroyvía)

hye: Պերու (Perou)

kat: პერუ (Peru)

hin: पेरू (Perū); पीरू (Pīrū)

ben: পেরু (Peru); পিরু (Piru)

pan: ਪੇਰੂ (Perū)

kan: ಪೆರು (Peru)

mal: പെറു (Peṟu)

tam: பெரு (Peru)

tel: పెరూ (Perū)

zho: 祕魯/秘鲁 (Bìlǔ)

yue: 祕魯/秘鲁 (Beilóuh)

jpn: ペルー (Perū); ペル (Peru)

kor: 페루 (Peru)

mya: ပီရူး (Piẏù)

tha: เปรู (Pērū)

lao: ເປຣູ (Pēlū)

khm: ប៉េរ៉ូ (Berū); ប៉េរូ (Berū)

 

PHILIPPINE SEA (Sept. 12, 2020) Operations Specialist 2nd Class Jon Saucedo, from Inglewood, Calif., a member of the ship’s response force, sets a security perimeter during an anti-terrorism training scenario aboard the amphibious dock landing ship USS Germantown (LSD 42). Germantown, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners, and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Taylor DiMartino)

PHILIPPINE SEA (Sept. 3, 2020) The amphibious dock landing ship USS Germantown (LSD 42), right, conducts a replenishment-at-sea with the dry cargo/ammunition ship USNS Charles Drew (T-AKE 10). Germantown, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, is operating in the 7th Fleet area of operations to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Taylor DiMartino)

From 1933 to 1990, Reimar Horten, assisted by his brother, Walter, designed and built a series of swept-wing aircraft without fuselages or tails and they did not use any other surfaces for control or stability that did not also contribute lift to the wing. The National Air and Space Museum owns a Horten II L, Horten III f, Horten III h, Horten VI V2, and the Horten IX V3 turbojet interceptor.

Reimar Horten continued to refine the all-wing sailplane with his third design, the Horten III. Compared to the H II, the wingspan grew about 4 m (13 ft 3 in) but the root chord decreased by .25 m (9 in). By narrowing the root chord and lengthening the wings, Horten increased aspect ratio and this trend continued with Horten's next two sailplane designs. Like the Horten II, the H III center section consisted of welded steel tubes covered with plywood and sheet metal. Horten built the wings entirely from wood. He refined the flight control system by adding a second set of elevons.

 

From July 1938 until October 1944, at least eighteen Horten III aircraft were constructed at Köln, Berlin, Fürth, Giebelstadt, Minden, Bonn, and Göttingen. This model was built in greater numbers than any other Horten design and both Horten brothers and other pilots flew Horten III gliders in the German national glider competition in 1938 and 1939. Reimar successfully motorized several Ho III sailplanes using a variety of powerplants including Walter Mikron and Volkswagen engines. Horten also modified an Ho III b to carry ammunition in support of Operation Sealion, the proposed invasion of England.

 

Horten fitted the NASM Horten III f with a flat-prone couch for the pilot. This wing, the Horten VI-V3, and the Wright brothers 1903 Flyer are the only aircraft in the NASM collection configured for prone pilotage. Other nations built aircraft to test this unique layout but these NASM artifacts are among the few examples known to exist today. Horten had experimented with seating position to reduce drag as early as 1935 when he designed the first Horten II with supine seating and flew it in May. At first the seatback in the Horten II was inclined just 18º to the horizon but a 23º position became standard. Even with the pilot's head more upright at this setting, visibility was dangerously limited particularly in the slow speed/high-angle-of-attack regime sailplane pilots often operated in. As Reimar put it, the "main drawbacks are poor forward visibility (even worse to the rear), the pilot's knees being in the field of vision, and difficulties developing proper [control] feel and coordination" (quoted in Reimar Horten, "Flying Wing Pilot Position and Design Options," "Soaring," August 1980, translated by Jan Scott, 23).

 

Supine seating proved a dead end until the postwar revival but in 1938, work at the Akademische Fliegergruppe Stuttgart led Horten in a new direction. The institute built the all-wood Fs 17 with a flat-prone cockpit to conduct aero medical research on pilots subjected to high-G maneuvers. Reimar saw in the new layout intriguing possibilities for drag reduction. In 1941 he completed the Horten IV, the first all-wing aircraft equipped for prone pilotage. Reimar and Walter Horten intended to acclimate pilots to the prone position by using gliders such as the NASM Horten III f. They hoped to smoothly transition pilots to high-performance Horten aircraft equipped with prone cockpits. These "hot rod" Hortens included the H IV and H VI sailplanes, and the jet-propelled H X.

 

In spring 1944 at Göttingen, a young mathematician named Karl Nickel sampled the prone layout when he flew a Horten III f (it is not known if this same airplane is now in the NASM collection). Nickel's skeptical friends sounded the alarm. How could a pilot maintain proper 'feel' for the aircraft, whether it was banking slightly left or right, while lying on his stomach? It would be impossible, they claimed, to fly instinctively! The controls could not be moved unless the pilot carefully considered each movement beforehand. What of the pilot's personal comfort? Cross-country glider flights often lasted for hours. Even a thick-necked flyer could not hold his head, particularly in high-G thermalling turns. Blood would pool and the limbs would fall asleep! After landing the stiff, immobile pilot would be unable to hoist himself from the prone couch!

 

Dr. Nickel's fascinating report appears in Karl Nickel and Michael Wohlfart, "Tailless Aircraft in Theory and Practice (AIAA, 1994) on pages 351-355. It conveys his thoughts and feelings as he flew an all-wing Horten glider from the prone position. "I climb from behind [the aircraft] on the center-section of the flying wing to step inside and lie down in it." His parachute hung across his chest and the packed canopy pillowed his torso. The "lying-trough," he continued, "is well-upholstered with foam rubber and artificial leather. . . there is the chinrest which is easily adjustable. The designer has thought of everything and wants to accommodate the pilot in comfort." Horten had fitted seat belts but their operation was unorthodox. "They are fastened over the back and are released automatically as soon as the cockpit is opened. How Practical!"

 

The prone position demanded a novel control system. Reimar designed one and installed it in all his prone aircraft. He used a yoke-type wheel to transmit pitch and roll inputs to the elevons. Nickel continues: "For fore and aft movements [the wheel] slides back and forth on almost frictionless bearings along a horizontal tube. Will it be possible," he wondered, "to get quickly accustomed to this?" Once airborne, Dr. Nickel had the answer.

 

"All of a sudden I am completely baffled: there is nothing unusual, it's exactly as flying while sitting in a seat! I feel the stick force, the sailplane reacts to the smallest control movements. I completely forget that I am lying horizontally in space, that the control column [wheel] looks so strange, that the H III is no normal aircraft."

 

"[It is as though] I had been flying in prone position for years. . . The first gusts are felt and are counteracted automatically, without thinking. I see my hands moving to act in the correct way, but there is no conscious command from the brain. The bird feels good . . . [and this] reaction comes so strong and unexpected that I wish to sing at once. . . I am so delighted . . . there is nothing to learn about prone flying and everything is so simple. But don't start celebrating too early! We [glider and towplane] just crossed the airport boundary as some heavy gusts arrived. No problem to counteract them, but the result is astonishing: suddenly the tow-rope approaches me at full speed, collides with the canopy and disappears aft [the towpilot released his end of the tow rope]. Instinctively my arm shoots up to protect my head, even though it's unnecessary. Next reaction, release the rope too. In front of me lies an "inviting" high-tension line. Hence push [the wheel to maintain speed], [execute a] 180° turn and with the aid of a tailwind, [fly] back over the fence [airport boundary]. Is there enough altitude for a second turn into the wind [to set up for landing]? There better be; carefully "scraping" the turf a flat turn [at very low altitude] is achieved, [landing] skid lowered, no brake necessary, hold off, and here we are back at the starting point of the flight. Ugh!!!"

 

A half-hour later he was back in the air: "I am floating again in the air . . . flying over the houses and streets of Göttingen. Wonderful, this marvelous view down through the acrylic glass pane. Exactly as on a street map I can track the roads and alleys with my finger. Seemingly just in front of my face there is that hive of activity. Magnificent to soar and glide high over the rooftops, horizontal in space like a bird. This sort of flying really is the only natural way, how could anybody doubt it ever? The view is unobstructed on all sides through the large canopy, but the most astonishing aspect is the excellent view downward. Slowly we are losing altitude. It's time for a thermal to appear. Oops, here it is. Rudder and aileron, slowly pull up, it's just the same as with any other sailplane. Only the banking at first seems to be excessively large . . ."

 

Nickel initially made excessively shallow, flat turns but after two hours of practice, he adjusted. His mind began to accept and trust the new sight-picture of a standard turn presented by the Horten III f prone position. Banking turns of 60° became easy and "remained the only difficulty I encountered and it didn't occur anymore during later flights." As he built time flying prone, Nickel considered the problem of pilot comfort on long flights.

 

"Well, after two hours no bodily strain could be felt, but this could perhaps come with longer flights? . . . on the 7th of August 1943, a comparision test was made. . . Hermann Strebel made the first motorless flight of more than 10 hours in prone position with the Horten H IV over the Wasserkuppe mountain. At the same time I myself [flew] for 7 ½ hours in the [Olympia Meise glider]. [Strebel and I were] quite happy together up there, even though he could often out-fly me because of the better performance of his sailplane. After landing I went to him limping with aching backside. But he approached me laughing and completely fresh and could only shake his head to my envious questions: "No, no bruises, no limbs which went to sleep, no stiffness of the neck, nothing!"

 

Nickel found other reasons to like the prone pilot position. " . . . for tailless sailplanes the prone position is appropriate. . . The main reason for this is the better view of the outside world . . . This is important in particular during aero-tow. Especially with tailless sailplanes a good view of the towing aircraft can be decisive against flying too low and, consequently, being dragged down by the downdraft behind the tow aircraft."

 

The H III also had good handling qualities and this no doubt boosted Nickel's enthusiasm for the prone layout. He often witnessed Heinz Schiedhauer putting the Horten III d motorglider through its paces at Göttingen in 1943-44. During Schiedhauer's routine, "he did a flyby a few meters above the ground and, just in front of the onlookers, pulled back the stick abruptly. This created a 'whip stall' with a nearly vertical attitude. There was no tail-slide or roll-off, but rather the flying wing fell down into the normal flying position without loss of altitude and continued her horizontal flight."

 

Horten assigned Werk Nr. 32 to a Horten III f built in 1944 at Göttingen. The NASM III f may be the last of three 'f' subtypes built. All three aircraft featured prone cockpits for minimum drag. The pilot stretched flat on his stomach, bent slightly at the waist and knees, feet resting on rudder pedals hinged above his heels. A padded chin rest supported his head, which projected into the leading edge of the wing. Clear plastic panels formed the leading edge for several feet above, below, and to either side of the pilot. Visibility was excellent and drag greatly reduced. The wing had a maximum speed of 210 km/h (130 mph) and a best glide speed of 63 km/h (39 mph).

  

Details about the operational history of this glider remain unknown. One month after the war ended, a team of aviation experts working for the C. I. O. S. (Combined Intelligence Objectives Subcommittee) found both the NASM H III f and the H III h. The gliders were recovered "in perfect condition in trailers, with a [sic] full set of instruments" at Rottweil, Germany, on the Neckar River, approximately 60 miles (100 km) southwest of Stuttgart on June 11, 1945.

 

For a time, the United States Army Air Forces' Air Technical Intelligence (ATI) branch was interested in Horten flying wing aircraft. ATI assigned inventory control numbers to track the thousands of pieces of German military aircraft, equipment, and hardware obtained during and after the war. The following numbers identified Horten gliders now part of the NASM collection:

 

Horten II L - T2-7

Horten III f - T2-5042

Horten III h - T2-5039

Horten VI V2 - T2-5040

 

Inexplicably, ATI lost interest and declared "the Horten Tailless Gliders are of no value to us," according to the "Weekly Activity Report - Technical Intelligence - Week Ending 26 June 1945." The H III f and 'III h vanish into an historical black hole for the next two years. The story resumes on October 22, 1947, when Stanley A. Hall wrote a report called "Horten Tailless Sailplanes." Hall explained that the U. S. Air Force loaned the Horten III f, III h, and VI V2 to the Northrop Aeronautical Institute, across the road from the Northrop Aircraft Company in Hawthorne, California. This loan answered a "joint petition of Northrop Aircraft Inc., and the Southern California Soaring Association [SCSA]." The two organizations wanted the sailplanes "for purposes of inspection by West Coast engineers who, in interests of the development of all-wing aircraft, sought for evidence of similarity between the design practices of American and German engineers."

 

Northrop personnel planned to test-fly the two Horten III gliders but they arrived "damaged beyond reasonable repair [and] too badly damaged to make photography worthwhile." Despite their condition, a throng of aeronautical professionals turned out to inspect them. Among the curious crowds were Northrop engineers and students of the Northrop Aeronautical Institute, members of the Society of Automotive Engineers and the Institute of Aeronautical Sciences. Many SCSA members turned out too, including engineers from Douglas, North American, Lockheed, and Consolidated. Much attention fell on the Horten VI V2. The sailplane was intact and in fair condition and Northrop considered flying it but decided not to because of safety issues.

 

The Air Force reclaimed the gliders in 1948 and stored them at the Chrysler's World War II aircraft assembly plant at Chicago Orchard Airport, Park Ridge, Illinois. This huge building also housed more than 80 other World War II Allied and Axis airplanes.

 

In 1950 hasty preparations for war in Korea forced the eviction of more than fifty of these priceless artifacts, including the Horten gliders. Air Force personnel shipped the aircraft by rail and any too large to fit a boxcar surrendered to the cutting-torch. The collection went to an open plot of land near Silver Hill, Maryland, across the Anacostia River south of Washington. For more than 10 years, most of the collection remained outdoors. In 1962, the site started to take the form we know today as the Paul E. Garber Restoration, Preservation, and Storage facility.

 

In January 1994, NASM shipped the Horten glider collection (H II L, III f, III h, and the VI V2) to the Museum für Verkehr und Technik Berlin, later renamed the Deutsches Technikmuseum (DTM), and that museum worked to restore and preserve these artifacts until 2004.

 

Wingspan 20 m (66 ft)

Center Section Length 5 m (16.4 ft)

Height 1.6 m (5.4 ft)

Weight Empty 250 kg (550 lb)

Weight Flying 360 kg (792 lb)

 

Reference Sources and Suggested Further Reading:

Horten, Reimar. "Flying Wing Pilot Position and Design Options," "Soaring," August 1980.

Lee, Russell. "The National Air and Space Museum Horten Sailplane Collection: Horten II L, III f, III h, and VI-V2," "Bungee Cord," Vol. XXIII No. 4, Winter 1997.

Myhra, David. "The Horten Brothers and Their All-Wing Aircraft." Atglen, Penn.: Schiffer Publishing Ltd., 1998.

Nickel, Karl, and Wohlfahrt, Michael. "Tailless Aircraft in Theory and Practice." Reston, Va.: American Institute of Aeronautics and Astronautics, 1994.

Selinger, Peter F., and Horten, Reimar. "Nurflugel: Die Geschichte der Horten-Flugzeuge 1933-1960." Graz, Germany: H. Weishaupt Verlag, 1983.

Beckh, Harald J. "The Development and Airborne Testing of the PALE Seat."

Horten, Reimar. "Flying Wing Pilot Position and Design Options," "Soaring," August 1980, 23.

 

Russ Lee, 9-2-04

 

Pilates aerobics women group with stability ball in a row on mirror gym

+++ DISCLAIMER +++

Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. This led to a pair of proposals being issued by the Saab design team, led by Lars Brising. The first of these, codenamed R101, was a cigar-shaped aircraft, which bore a resemblance to the American Lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was a barrel-shaped design, codenamed R 1001, which proved to be both faster and more agile upon closer study.

 

The original R 1001 concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.

 

Extensive wind tunnel testing performed at the Swedish Royal University of Technology and by the National Aeronautical Research Institute had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. In order to test the design of the swept wing further and avoid any surprises, it was decided to modify a single Saab Safir. It received the designation Saab 201 and a full-scale R 1001 wing for a series of flight tests. The first 'final' sketches of the aircraft, incorporating the new information, was drawn in January 1946.

 

The originally envisioned powerplant for the new fighter type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. The new engine was deemed to be ideal for Saab's in-development aircraft, as not only did the Ghost engine had provisions for the use of a central circular air intake, the overall diameter of the engine was favorable for the planned fuselage dimensions, too. Thus, following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type instead and built in license as the RM 2.

 

By February 1946 the main outline of the proposed aircraft had been clearly defined. In Autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and that three prototype aircraft be produced, giving the proposed type the designation J 29.

On 1 September 1948, the first of the Saab 29 prototypes conducted its maiden flight, which lasted for half an hour. Because of the shape of its fuselage, the Saab J 29 quickly received the nickname "Flygande Tunnan" ("The Flying Barrel"), or "Tunnan" ("The Barrel") for short. While the demeaning nickname was not appreciated by Saab, its short form was eventually officially adopted.

 

A total of four prototypes were built for the aircraft's test program. The first two lacked armament, carrying heavy test equipment instead, while the third prototype was armed with four 20mm automatic guns. Various different aerodynamic arrangements were tested, such as air brakes being installed either upon the fuselage or on the wings aft of the rear spar, along with both combined and conventional aileron/flap arrangements.

The flight test program revealed that the J 29 prototypes were capable of reaching and exceeding the maximum permissible Mach number for which they had been designed, and the flight performance figures gathered were found to be typically in excess of the predicted values.

 

In 1948 production of the type commenced and in May 1951 the first deliveries of operational production aircraft were received by F 13 Norrköping. The J 29 proved to be very successful and several variants and updates of the Tunnan were produced, including a dedicated reconnaissance variant and a dedicated all-weather fighter with an on-board radar, the J 29D.

 

The J 29D variant originally started its career as a single prototype to test the Ghost RM 2A afterburner turbojet with 27.5 kN (2,800 kgp/6,175 lbf). The new engine dramatically improved the Tunnan’s performance, esp. concerning the start phase, acceleration and climb, and was eventually adopted for the whole J 29 fighter fleet in an update program, leading to the J 29F variant.

 

However, at the time of the RM 2A trials, Sweden was more and more in need for a suitable all-weather aerial defense for its vast, neutral airspace in the vicinity of the Soviet Union. Only a single flight of the Swedish Air Force, F1 in Hässlö, operated roundabout thirty radar-equipped fighters, and these were outdated De Havilland Mosquito night fighters (locally designated J 30).

 

The highly successful J 29 was soon considered as a potential air-intercept radar carrier, offering a much more up-tp-date performance and deterrent potential against would-be intruders. Consequently, Saab started the development of an indigenous all-weather fighter on the basis of the Tunnan (originally coded “J 29R”). The work started with aerodynamic trials of different radome designs and placements on a Tunnan’s nose, e .g. inside of the circular air intake opening or above it. No major drawbacks were identified, and in 1955 the decision was made to convert thirty J 29B daylight fighters for the all weather/night fighter role. These machines officially inherited the designation J 29D.

The J 29D’s compact radar, called the PS-43/T, was designed by CSF (Compagnie Generale de Telegrahpi Sans Fil) in France after the Swedish specification. It had a wavelength of 3 cm with an effect of 100 kW, and it was to have a spiral scan pattern. Range was 15-20 km, only a slight improved against the Mosquitos’ bulky SCR-720B radar set, which only had a range of 12-16km. But the system’s compact size and the ability to be operated by the pilot alone meant a serious step forward. 34 sets were delivered together with blueprints in 1956, and the PS-43 radar system was later modified and adapted to the Saab 32 Lansen, too.

 

The structural modifications for the radar-equipped Tunnan were carried out in the course of the ensuing J 29F update program, which had started in 1954. Beyond the afterburner engine and dogtooth wing updates for the day fighters, the J 29D also received a re-designed nose section which now featured a thimble radome for the PS-43/T, integrated into the upper air intake lip, reminiscent of the F-86D’s arrangement. The air intake itself kept the original circular diameter, but the opening was slightly wider, raked forward and featured a sharper lip, for an improved airflow under the radome. Overall performance of the J 29 did not suffer, and the conversion took place swiftly thanks to a simple replacement of the nose section in front of the windscreen and the installation of a shielded tracking monitor in the cockpit.

 

Experiments with a heavier cannon armament (consisting of four, long-barreled 30mm guns in the lower fuselage) for the J 29 in general were conducted in parallel, too. But, despite showing no negative effect on the J 29’s handling or performance, this upgrade was not introduced to any of the J 29 variants in service and so the J 29D kept its original four 20mm cannon as main armament, too. Additional ordnance consisted of optional racks with 75 mm/3 in air-to-air rockets under the inner wings against large aerial targets like bombers. A pair of drop tanks could be carried on the outer pylons, too, and they were frequently carried in order to extend range and loiter time. Other loads, including bombs or unguided air-to-ground missiles, were possible, but never carried except for in practice.

 

The last converted J 29D was delivered back to the Swedish Air Force in late 1956, just in time to replace the last active J 30 Mosquitos in service, which had been gradually phased out since 1953. In parallel, the radar-equipped J 33 Venom was introduced into service, too, since the small number of J 29Ds had in the meantime turned out to be far from sufficient to effectively cover the Swedish air space against large numbers of ever faster jet bombers and reconnaissance aircraft. The J 29D fulfilled its role and duty well, though, and was just as popular as the daylight fighter versions.

 

Initially, all J 29D were delivered in bare metal finish, but they were soon adorned with additional markings on fin and wing tips for easier recognition and formation flights. A few all-weather fighters of F1 Flygflottil experimentally received the blue/green camouflage which had been adopted for the S 29C reconnaissance aircraft, but this was found to be ineffective at the typical altitudes the interceptors would operate. As a consequence, the scheme was quickly changed into the much lighter livery of the former J 30 and J 33 fighters, although the bare metal undersides and the formation markings under the wing tips were retained – even though this practice was confined to F 1 and not consequently carried out among all of the fighter squadron's J 29Ds. Some J 29D furthermore carried various forms of black ID bands for quick identification in war games, but unlike the day fighters, these markings were limited to the undersides only.

 

From 1963 onwards all frontline J 29Fs were equipped with AIM-9 Sidewinder infrared-seeking air-to-air missiles, designated Rb 24 in Swedish service. This update was also carried out among the J 29D fleet, and the new, guided missiles considerably improved the aircraft’s capabilities.

 

Anyway, the J 29D’s small number remained a fundamental problem that prevented bigger success or even export sales, and due to the quick technical advances, the J 29D remained only a stopgap solution. The much more capable Saab 32 Lansen had been under development and its dedicated all-weather fighter variant, the J 32B, had already entered service in 1958, replacing the mixed and outdated lot of radar-equipped fighters in Swedish service.

Nevertheless, the J 29D soldiered on, together with the rest of the J 29F and S 29C fleet, until 1970, even though not in front line duties anymore.

  

General characteristics:

Crew: 1

Length: 10.80 m (35 ft 4 1/2 in)

Wingspan: 11.0 m (36 ft 1 in)

Height: 3.75 m (12 ft 4 in)

Wing area: 24.15 m² (260.0 ft²)

Empty weight: 4,845 kg (10,680 lb)

Max. takeoff weight: 8,375 kg (18,465 lb)

 

Powerplant:

1× Svenska Flygmotor RM2B afterburner turbojet, rated at 6,070 lbf (27 kN)

 

Performance:

Maximum speed: 1,060 km/h (660 mph)

Range: 1,100 km (685 mi)

Service ceiling: 15,500 m (50,850 ft)

Rate of climb: 32.1 m/s (6,320 ft/min)

 

Armament:

4x 20mm Hispano Mark V autocannon in the lower front fuselage

Typically, a pair of 400-liter (106 US gallon) or 500-liter (132 US gallon) drop tanks was carried on the outer “wet” pylons

Further air-to-air ordnance initially consisted of 75 mm (3 in) air-to-air rockets, from 1963 onwards the J 29D could also carry up to 4x Rb 24 (AIM-9B Sidewinder) IR-guided air-to-air missiles.

Optionally (but never carried in service), the J 29D could also deploy a wide range of bombs and unguided missiles, including 145 mm (5.8 in) anti-armor rockets, 150 mm (6 in) HE (high-explosive) rockets or 180 mm (7.2 in) HE anti-ship rockets

  

The kit and its assembly:

Sweden is a prolific whiffing territory, and the Saab 29 offers some interesting options. The all-weather Tunnan was a real Saab project, and things actually got as far as the aforementioned radome shape test stage. But eventually the project was fully dropped, since Saab had been busy with standard J 29 production and conversions, so that this aircraft never materialized, just as the projected side-by-side trainer Sk 29 of the same era.

 

However, I recently came across a nice Saab 29 book which also covers some projects – including drawings of the radar-equipped Tunnan that never was. My converted model with the thimble radome and the raked air intake is based on these drawings.

 

The basic kit is the Heller Saab 29, which I deem superior to the Matchbox Tunnan, with its mix of raised and engraved panel lines and overall rather soft detail (despite the surprisingly nice cockpit). Anyway,, the Heller kit has its flaws, too, e. g. a generally weak material thickness, lack of locator pins or other stabilizing aids and some sinkholes here and there.

 

The kit was built mostly OOB, with as much lead in the gun tray as possible - and it actually stands on its own three feet/wheels! The only major change is the modified nose section. It sounds simple to graft a radome onto the Tunnan's nose, but the rhinoplasty was challenging. The whole front end had to be renewed, based on the profile drawings and sketches at hand.

 

The thimble radome is actually a recycled drop tank front end from a Hasegawa F6F Hellcat. The raked, lower aitr intake lip comes from a Matchbox Mystère IVA - but it lost its splitter, was reshaped and had the OOB air intake duct glued into place from behind. Once the intake was glued into its place, a wedge opeing was cut into the area in front of the canopy and the drop tank radome adapted to the gap, a step-by-step approach, since I wanted to have the radome slightly protrude into the airtake, but also keep a staright line in front of the windscreen.

 

Additional details include new pitots on the wing tips and some additional antennae. The heat shield for the afterburner engine is OOB, as well as the streamlined drop tanks and their pylons. I just added an additional pair of pylons (from an Acedamy MiG-23) to the inner wing, holding a pair of AIM-9Bs.

  

Painting and markings:

Finding a suitable, yet “different” scheme for the J 29 night fighter was not easy; most J 29 were left in bare metal, some carried dark green upper surfaces and some S 29C wore a paint scheme in olive green and dark blue. I eventually settled for the RAF style paint scheme that had been adopted with the J 30 Mosquito and J 33 Venom night fighters – not spectacular, but different from the Swedish early Sixties norm, and it subtly underlines the J 29D’s role.

 

The scheme was lent from RAF Venom night fighters (which was used on the Swedish J 33, too), and of the upper surfaces I used RAF tones, too: Humbrol 163 (Dark Green) and 165 (Medium Sea Grey). However, I did not want to use the grey on the lower surfaces, since I found that scheme a bit too uniform and British, so I painted the lower surfaces in NMF, with a waterline at medium height - higher than the camouflaged S 29C’s and lower than the early, camouflaged J 29A fighters (with an experimental all-green upper surface).

 

The bare metal finish was created with acrylic Aluminum (Revell 99) and Polished and Matt Aluminum Metallizer (Humbrol) added on top, highlighting single panels. Around the engine bay and the exhaust, a base with Iron (Revell 91) was laid down, with Steel Metallizer (Modelmaster) on top.

Under the wing tips, green formation markings (again Humbrol 163) were added, as well as black ID stripes (cut from generic decal sheet material). Other, Swedish adornment, like the roundels, codes or squadron markings, was taken from the OOB sheet, a PrintScale sheet for the J 29 and leftover decals from a Heller J 21.

 

Interior details were painted according to Swedish standard, thankfully there are many good pictures available. The cockpit interior became grey-green (Revell 67 comes very close to the real thing) with light grey dashboard and side consoles. The landing gear wells medium (Revell 57) grey with some dry-brushed Aluminum, while the wheel discs became grey-green, too.

  

An interesting result, through relatively little effort: the dog nose changes the look of the tubby J 29 a lot, it looks much sleeker and somewhat German now – but somehow also more retro than the original aircraft? The different paint scheme looks unusual, too, despite being relatively down-to-earth. This will certainly not be my last modified J 29, a two-seat trainer would certainly be another cool and reality based Tunnan whif?

PHILIPPINE SEA (Sept. 14, 2020) Sailors securely connect a fuel line before receiving fuel from the dry cargo/ammunition ship USNS Washington Chambers (T-AKE 11) during an underway replenishment aboard the amphibious transport dock ship USS New Orleans (LPD 18). New Orleans, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Yeoman 2nd Class Mike Canales)

DJM01-00003135

Scottish National Gallery redevelopment underway. Shows partial access at the beginning of August (the start of the summer festivals season), but much of this part of the gardens is still closed and tree planting yet to take place. The fences are to allow vegetation establish - essential for slope stability.

 

The new gallery spaces are to open in 2021. The Garden entrance, accessibility improvements and landscaping have hit a number of delays and are continuing to be developed during summer 2019. Projected to cost £22m.

www.nationalgalleries.org/art-and-artists/features/scotti...

 

Many mature trees were removed as part of the redevelopment. This would have affected the stability of the existing slopes because the tree roots were part of the structure of the slope. Establishing a vegetation root matrix on the surface helps to prevent erosion by heavy rainfall.

greenbeltconsulting.com/articles/vegetationerosion.html

 

Princes Street Gardens closed to Festival crowds as National Gallery revamp drags on [3 Aug 2019] www.edinburghnews.scotsman.com/retro/princes-street-garde...

 

PHILIPPINE SEA (Sept. 14, 2020) Sailors work with Marines from the 31st Marine Expeditionary Unit to move pallets of dry goods during an underway replenishment aboard the amphibious transport dock ship USS New Orleans (LPD 18). New Orleans, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelby Sanders)

Stability of this bod is impressive!

Sigmar Gabriel, Vice-Chancellor and Federal Minister of Economic Affairs and Energy of Germany reflects during the session 'Europe's Twin Challenges: Growth and Stability' in the congress centre at the Annual Meeting 2015 of the World Economic Forum in Davos, January 22, 2015.

 

WORLD ECONOMIC FORUM/swiss-image.ch/Photo Remy Steinegger

OKINAWA, Japan (Sept. 19, 2020) Landing Craft, Air Cushion 9, assigned to Naval Beach Unit 7, currently attached to the amphibious dock landing ship USS Germantown (LSD 42), departs Blue Beach during amphibious operations. Germantown, part of Expeditionary Strike Group Seven (ESG 7), along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Taylor DiMartino)

nikon f4

 

Lithuania’s President Gitanas Nausėda urged the EU to continue supporting Ukraine in its fight for freedom and to keep its doors open to Moldova, Georgia and Ukraine.

Addressing MEPs in Strasbourg as part of the “This is Europe” debate series, Mr Nausėda shared his country’s experience towards independence and the long path to Europe, which in a way resembles Ukraine’s current fight for freedom. He highlighted Lithuania’s massive public support for Ukraine and that his country donates almost 1.5% of its GDP to Ukraine.

 

President Nausėda also thanked the European Parliament for its continued stand against Soviet occupation and its current active leadership in helping Ukraine. “I believe that today many European citizens understand that Ukraine's fight is also their fight”, he said. Russia’s crimes must be met with an appropriate response by setting up an international tribunal and frozen Russian assets must be used to rebuild Ukraine, he added.

 

“History shows that the most effective way to expand the area of peace, stability and prosperity in Europe has been and will be the enlargement of the EU”, said President Nausėda. He called on the EU to keep its doors open to Moldova, Georgia and Ukraine, and supported Parliament’s wish to start Ukraine’s accession negotiations already this year.

 

President Nausėda also commended the EU on managing to overcome Russia’s energy blackmail. “The winter came and finished without anyone freezing in Europe”, he said, stressing that there are still some lessons to be learned from high energy prices. He advocated for more investment in green energy and alternative sources and presented Lithuania as an example, which managed to gain independent from Russia’s gas, oil and electricity.

 

Reactions from MEPs

 

MEPs praised Lithuania for its leadership and exemplary support to Ukraine. For far too long politicians ignored alerts from their Baltic colleagues about Russia’s aggressive policy and now we have to pay the price, some MEPs said. They called for a strategy of sustainable peace that would see Putin’s Russia being defeated, European values expanded further east and Ukraine, Moldova and Georgia becoming part of EU by the end of this decade.

 

Some MEPs stressed the need to fight attacks on the rule of law and media freedom not only outside the EU, but also inside it. Commenting on EU energy independence, some MEPs asked for more use of renewable resources and to avoid jumping from one energy supply dictatorship to another one.

 

____

 

This photo is free to use under Creative Commons license CC-BY-4.0 and must be credited: "CC-BY-4.0: © European Union 2023– Source: EP". (creativecommons.org/licenses/by/4.0/) No model release form if applicable. For bigger HR files please contact: webcom-flickr(AT)europarl.europa.eu

SOUTH CHINA SEA (June 18, 2019) Gas Turbine Systems Technician 1st Class Eric Escobar, from Los Angeles, writes down a report from Gas Turbine Systems Technician 2nd Class Dong Lee, from Houston, during an engineering training drill aboard the Arleigh Burke-class guided-missile destroyer USS McCampbell (DDG 85). McCampbell is forward-deployed to the U.S. 7th Fleet area of operations in support of security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Isaac Maxwell/Released)

Food for stability

Mawater 7, receives food aid in Kola Refugee Camp, Guinea after

escaping the civil war in Liberia

SASEBO, Japan (Aug. 8, 2020) Boatswain’s Mate 1st Class Demour Christian, left from St. Croix, Virgin Islands, supervises while Boatswain's Mate 2nd Class Isaiah Valle, middle, from San Antonio, signals orders to the handbrake operators as the amphibious transport dock ship USS New Orleans (LPD 18) drops anchor. New Orleans, part of the America Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of operations to enhance interoperability with allies and partners, and serves as a ready response force to defend security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelby Sanders)

LUZON STRAIT (Sept. 5, 2020) The amphibious transport dock ship USS New Orleans (LPD 18) transits the Luzon Strait with the amphibious assault ship USS America (LHA 6) on the horizon. New Orleans, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelby Sanders)

Special "High Stability" resistors with an extra pink band (sometimes called "salmon") to indicate their superior quality. From left to right, a modern 4.7kΩ for comparison, a 68kΩ, a 3.3kΩ, two 56kΩ, a 220kΩ and a 2.7kΩ. All are 5% tolerance (gold band) apart from the 56kΩ, which are 2% tolerance (red band). The modern resistor is a metal film type, but the older ones are carbon composition. They were wax coated for moisture-proofing.

EAST CHINA SEA (Aug. 3, 2020) Boatswain’s Mate 2nd Class Antoiwauna Southern, from Canton, Miss., right, adjusts her cranial in preparation for an aircraft crash and salvage drill on the flight deck of the amphibious dock landing ship USS Germantown (LSD 42). Germantown, part of America Expeditionary Strike Group, is operating in the 7th Fleet area of operations to enhance interoperability with allies and partners, and serves as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Taylor DiMartino)

International Monetary Fund Financial Economic Counsellor and Director of the Monetary and Capital Markets Department Tobias Adrian speaks at a press conference on the Global Financial Stability Report at the IMF Headquarters during the 2019 IMF/World Bank Annual Meetings, October 16, 2019 in Washington, DC. IMF Staff Photograph/Stephen Jaffe

Secretary General, Financial Stability Board, Dietrich Domanski, Head, Bank for International Settlements Innovation Hub Cecilia Skingsley, Deputy Director, Monetary and Capital Markets Department Dong He, Director General, Financial Stability and Operations, Banque de France Nathalie Aufaauvre participate in the Toronto Centre Executive Panel during the 2022 Annual Meetings at the International Monetary Fund.

 

IMF Photo/Stephen Voss

14 October 2022

Washington, DC, United States

Photo ref: SV221014005.JPG

The church of San Giorgio is the parish church of the municipality of Dumenza , in the province of Varese and is located in the Runo area .

 

The church has medieval origins and dates back to approximately the 12th century . Today only two corbels sculpted with human faces remain of the ancient religious building which support a plaque placed at the base of the bell tower and the bell tower itself. The bell tower appears misaligned and separated from the body of the church: this suggests that originally the bell tower, placed on a rocky relief, was a watchtower. Over time the tower has undergone numerous modifications, the last of which, consisting of the addition of the belfry , dates back to 1884.

 

The bell tower has a square base and is built with squared stones and a gneiss pyramid roof . The larger and more regular stones are placed at the corners, to give greater stability to the structure. The entrance to the tower is located at the base of the eastern side and is surmounted by a lunette which is superimposed, continuing vertically, by a slit, a partially walled -up single-lancet window , a double-lancet window and another single-lancet window with a segmental arch . In the upper part of the bell tower there is the clock, above which stands the belfry , both added at the end of the 19th century .

 

Runo is a geographical fraction of the municipality of Dumenza , in the Province of Varese , located north-west of the town centre, along the road to Due Cossani.

 

Runo was an ancient municipality in the Milanese area .

 

Registered in the documents of 1751 as a village of 230 inhabitants, following the reforms of Empress Maria Teresa it incorporated the hamlet of Stivigliano . In 1786 Runo with Stivigliano became part of the ephemeral Province of Varese for a five-year period , and then continuously changed the administrative references in 1791 , 1798 and 1799 .

 

At the proclamation of the Kingdom of Italy in 1805 it had 285 inhabitants. In 1809 the municipality was suppressed following a royal decree by Napoleon who annexed it to Dumenza for the first time , but the municipality of Runo was however restored with the return of the Austrians . In 1853 it was populated by 302 souls, rising to 315 in 1871 , while in 1921 384 residents were registered. It was the fascist regime that decided in 1928 to suppress the municipality, uniting it with Dumenza , taking up the ancient Napoleonic model.

 

The church of San Giorgio

The bell tower of the church of San Giorgio seems to have had a military role in the period preceding the year one thousand , during the various barbarian invasions : in fact, the road that led from Varese to Luino and then to Dumenza was the only one that accessed Bellinzona , as the long lake does not exist. It was probably part of a system of towers along these valleys, of which Runo's is the only one surviving.

 

Culture

The famous painter Bernardino Luini , a pupil of Leonardo da Vinci , was born in Runo : the authentic surname "degli Scappi" was supplanted. Born a few years later, a relative of his, Bartolomeo Scappi in Rome in the first half of the sixteenth century became a distinguished chef in the service of three popes.

 

Runo is the place of origin of the various branches of the Trezzini family who swarmed towards the final Swiss towns of Sessa , Lanera, and Astano where the famous architect and urban planner Domenico Trezzini was born , commissioned by Tsar Peter the Great in 1703 to build his new capital Russian on the banks of the Neva , St. Petersburg .

Jeong Joon Yu (SK Group), Olga Algayerova (UNECE), Mark Harper (Secretary of State for Transport, UK), Volker Wissing (Federal Minister for Digital and Transport, Germany), Hee-ryong Won (Minster of Land, Infrastructure and Transport, Korea), Kris Peeters (European Investment Bank, EIB) and Carlos Monje (Under Secretary for Transportation Policy, US explore the role of transport in promoting economic co-operation, peace and stability in the Open Plenary "Transport as an enabler of sustainable economies, peace and stability in time of crisis". The event takes place during the International Transport Forum's 2023 Summit on "Transport Enabling Sustainable Economies" in Leipzig, Germany on 24 May 2023.

PHILIPPINE SEA (Aug. 12, 2020) Seaman Chantia Burrell, from Fort Lauderdale, Fla., right, practices applying a tourniquet on Construction Mechanic 3rd Class Brandin Robinson, from Indiana, Pa., assigned to Naval Beach Unit 7, during stretcher-bearer training in the medical ward aboard the amphibious dock landing ship USS Germantown (LSD 42). Germantown, part of America Expeditionary Strike Group, is operating in the 7th Fleet area of operations to enhance interoperability with allies and partners, and serves as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Taylor DiMartino)

Stone; Zen-like; Balance; Rock; Beach; Pebble; Water; Tranquil Scene; Nature; Sea; Stack; Spa Treatment; Stability; Simplicity; Built Structure; Wave; Sparse; Group of Objects; Smooth; Close-up; Sunlight; Pyramid; Coastline; Beauty In Nature; Small; On Top Of; Collection; Bizarre; Outdoors; Stack Rock; Nobody; Lastone Therapy; Dusk; Arrangement; Pyramid Shape; In A Row; Selective Focus; Horizontal; Photography; Copy Space; Spirituality; Color Image; Healthy Lifestyle; Massaging; Alternative Therapy; Generic Location; Surface Level; Uncertainty; Contemplation; Vacations; Focus On Foreground; Day; Non-Urban Scene; Silence;

Please read my profile for more information about my craft.

 

This 75 carat handcrafted black stripes agate pendant is created swirling and shaping 10kt gold filled wire by hand, adding shells, Swarovski crystals and vintage black coral bead to enhance the natural beauty and shape of the stone. This unusual agate stone has shades of black, white and brown with a glass-like finish.

 

It measures 1 1/2" across and 2 1/2" top to tip including the bail.

 

The bail is designed to be large enough to accommodate your favorite chain, choker or cord, not included.

All purchases are nicely packaged in a gift box.

 

Agate's healing effects:

Spiritually- Inner stability and composure

Subconsciously- Protection, warmth, security

Mentally- Sense of reality

Physically- For the eyes and hollow organs. Protective stone during pregnancy.

Agate provides for balancing of Yin/Yang energy and for balancing of the physical, emotional and intellectual bodies with the Etheric energies. It stabilises the aura, providing for a cleansing effect that acts to smooth dysfunctional energies and to both transform and eliminate negativity. It further assists one in the development of precision in examination of oneself and of circumstances relevant to ones well being. Agate can be used to stimulate analytical capabilities and precision. It provides for perceptiveness to situations and awakens ones inherent talents and adroitness. It is also used to produce inspiration from and connectedness with the entities residing in the spiritual worlds. It has been reported to strengthen the sight, to diminish thirst and to promote marital fidelity.

 

Chakras: Base, Earth Star, Heart, Link, Navel, Sacral, Solar Plexus, Throat, Thymus

Astrological sign: Gemini

 

As stability advances, the population in the AAA are rebuilding their homes but do not necessarily have livelihood opportunities to get back to. To support agriculture, FAO delivered seeds and tools to farmers in order to support self-sufficiency and reinforce their food security status.

 

Read more about FAO and the crisis in South Sudan.

 

Photo credit must be given: ©FAO/Lieke Visser. Editorial use only. Copyright FAO

Public Meeting on the EU Stablity Treaty in Scoil Áine Naofe, Lucan, Co. Dublin - © David Novak Photography

International Monetary Fund Financial Economic Counsellor and Director of the Monetary and Capital Markets Department Tobias Adrian speaks at a press conference on the Global Financial Stability Report at the IMF Headquarters during the 2019 IMF/World Bank Annual Meetings, October 16, 2019 in Washington, DC. IMF Staff Photograph/Stephen Jaffe

 

Almost two years after the presentation of the EU Global Strategy and more than a year after Jean Claude Juncker’s white book on the future of Europe, the European Union still struggles with major challenges and threats that seem to undermine the stability of the security environment within its borders and in its neighbourhood. In the aftermath of Brexit and with the proximity of to the European Parliament elections in 2019, the third International Conference Europe as a Global Actor (Lisbon, May 24 & 25, 2018) will discuss the role the EU can play in the current global transformations, as well as the domestic and external obstacles it faces as a global actor.

The Center for International Studies of ISCTE-IUL organized the third edition of the International Conference “Europe as a global actor”, on 24 and 25 May.

The opening lecture was given by the Portuguese Minister of Foreign Affairs, Augusto Santos Silva, on May 24, at 09:30 am.

The Conference Program also included a debate on the state of the Union with the presence of Portuguese MEPs, panels and round-tables on the challenges of the Common Security and Defense Policy, the future of European security and defense, the EU’s relationship with other global players and the future of the European Union as a global player. In addition to the presence of several invited scholars, in plenary sessions moderated by Portuguese journalists, the program also included the presentation of communications by around 40 international researchers in this area of knowledge.

 

May 24th

 

9h00 | Registration – Floor 2, Building II

 

09h30 | Opening Remarks (Aud. B203) – session in Portuguese

 

Keynote Speaker: Augusto Santos Silva, Portuguese Minister for Foreign Affairs

Helena Carreiras (Director, School of Sociology and Public Policies, ISCTE-IUL)

Luís Nuno Rodrigues (Director, Center for International Studies, CEI-IUL)

 

10h45 – 11h00 – Coffee Break

 

11h00 | Round Table I: CSDP: challenges and opportunities (Aud. B203)

 

Moderator: António Mateus (RTP)

 

Laura Ferreira-Pereira (Universidade do Minho)

Jochen Rehrl (EEAS – ESDC)

Ana Isabel Xavier (CEI-IUL)

  

12h30 – 14h00 – Lunch

  

14h00 – 15h45 | Parallel Sessions I

 

Panel 1 –The future of European Security and Defence (Room C201)

 

Moderator: Ana Isabel Xavier (CEI-IUL)

 

Stefano Loi (CEI-IUL): “The PESCO agreement and the future of the European common defence”

Lorinc Redei & Michael Mosser (University of Texas at Austin): “The European Union as a Catalyst in European Security”

Patricia Daehnhardt (IPRI-NOVA): “The EU and transatlantic relations: the end of the Euro-Atlantic security community?”

   

Panel 2 – The European policy on migration and asylum (Room C301)

 

Moderator: Giulia Daniele (CEI-IUL)

 

João Barroso (CEI-IUL): “The EU and the refugee crisis: a literature review”

Tommaso Emiliani (College of Europe): “EU Migration Agencies: More “Guarding”, Less “Support for Asylum”? An Assessment of How the European Board and Coast Guard and the European Asylum Support Office Pursue Their Relations with Third Countries in Light of the So-Called ‘Refugee Crisis’.”

Emellin de Oliveira (NOVA): “The Securitization of Migration through Technology: an analysis of the PNR Directive”

   

Panel 3 – The state of the Union and the future of Europe: reflections and scenarios (Room C302)

 

Moderator: Ana Lúcia Sá (CEI-IUL)

 

Luís Machado Barroso (CEI-IUL; IUM) & Marco António Ferreira da Cruz (IUM): “It is not enough to be… It needs to be seen”: the analysis of EUGS implementation 1st Year report”

Ricardo Alexandre (CEI-IUL): “The Western Balkans Euro-fatigue and the impact on EU of potential alternatives to integration”

Dina Sebastião (University of Coimbra): “The persistence of Portuguese Atlanticism as a block for a supranationalization of European defence policy”

   

15h45 – 16h00 – Coffee Break

   

16h00-18h00 | Round Table II – The EU & other global players (Aud. B204)

 

Moderator: Helena Tecedeiro (Diário de Notícias)

 

Thomas Diez (University of Tübingen)

Maria Raquel Freire (CES-UC, Coimbra)

Luís Tomé (Universidade Autónoma de Lisboa)

Bruno Cardoso Reis (CEI-IUL, Lisbon)

  

18h00 – 20h00 | Parallel Sessions II

 

Panel 4 – Brexit (Room C401)

 

Moderator: Bruno Cardoso Reis (CEI-IUL)

 

Sanja Ivic (Institute for European Studies, Serbia): “The Question of European Identity in Light of Brexit”

Allan F. Tatham (Universidad San Pablo-CEU): “‘Breaking up is Hard to Do’: The evolution of the EU’s withdrawal criteria”

Christopher Pitcher (ISCTE-IUL): “‘I voted remain’ a look at the social and political divides within Brexit Britain through qualitative analysis of the narratives and attitudes of British citizens who voted remain”

Luana Lo Piccolo (ISPI – Milan): “Brexit: an increasing fragmentation of the international architecture”

   

Panel 5 – The EU and its Neighbourhood (Room C402)

 

Moderator: Cátia Miriam Costa (CEI-IUL)

 

Petar Georgiev (Council of the EU): “Pursuit of greener pastures in the Eastern neighbourhood: reconciliation of EU’s security interests and normative ambitions”

César García Andrés (Universidad de Valladolid): “The role of Ukraine within the European neighborhood policy and its effects on relations with Russia”

Mónica Canário (CEI-IUL): “Why do we need a real gender policy in the EU?”

Filipe Lima (CEI-IUL): “The EU and Israel and Palestinian Conflict”

   

Panel 6 – Transnational threats (Room C502)

 

Moderator: Ana Margarida Esteves (CEI-IUL)

 

Sofia Geraldes (ISCTE-IUL): “Digital Battlefields: Assessing the EU soft security actorness countering social media information warfare activities”

Marc de Carrière (Amarante International): “Going beyond NATO’s Article 5: A EU-NATO Blockchain to deter cyber warfare”

Davoud Gharayagh-Zandi (IRS; Shahid Beheshti University) & João Almeida Silveira (FCSH-NOVA): “The European Union security actorness within EU-Iran relations in the Post JCPOA Era”

Henrique Miguel Alves Garcia: “Radicalization in Belgium and EU security environment”

 

Susana Pedro

PHILIPPINE SEA (Aug. 12, 2020) The forward-deployed amphibious assault ship USS America (LHA 6) conducts a replenishment at sea with the dry cargo and ammunition ship USNS Cesar Chavez (T-AKE 14). America, flagship of the America Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of operations to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist Seaman Matthew Cavenaile)

The 2014 Global Security Forum will be held on Wednesday, November 12th from 8:00 a.m.-3:30 p.m. at CSIS headquarters located at 1616 Rhode Island Avenue, NW, Washington, DC 20036.

2014 AGENDA

OPENING SESSION: 8:00 A.M. TO 9:00 A.M.

Keynote Address: "Strategic and Budgetary Dynamics Facing the U.S. Military"

The Honorable Robert O. Work

U.S. Deputy Secretary of Defense

 

MORNING BREAKOUT SESSIONS I: 9:30-10:45 A.M.

I. Sequestration and the Politics of Defense Affordability

Jim Dyer

Principal, Podesta Group,

and former Staff Director, House Committee on Appropriations

Charles J. Houy

Former Staff Director, Senate Committee on Appropriations

Robert F. Hale

Former Under Secretary of Defense (Comptroller) and Chief Financial Officer

Sid Ashworth

Corporate Vice President, Government Relations, Northrop Grumman Corporation, and former Staff Director, Defense Subcommittee, Senate Committee on Appropriations

Moderator:

Clark A. Murdock

Senior Adviser and Director, Defense and National Security Group and Project on Nuclear Issues, CSIS

II. Troubled Seas: Maritime Tension in Asia

Richard L. Armitage

President, Armitage International,

and former Deputy Secretary of State

Kurt Campbell

Founding Partner, Chairman, and CEO, The Asia Group,

and former Assistant Secretary of State for East Asian and Pacific Affairs

Bonnie S. Glaser

Senior Adviser for Asia, Freeman Chair in China Studies, CSIS

Website Presentation:

Mira Rapp Hooper

Fellow, Asia Program, and Director, Asia Maritime Transparency Initiative, CSIS

Moderator:

Michael J. Green

Senior Vice President for Asia and Japan Chair, CSIS,

and Associate Professor, Georgetown University

III. Civil-Military Relations: The Legacy of Iraq and Afghanistan

Mark Perry

Author, The Most Dangerous Man in America and Partners in Command

COL Richard Lacquement (ret.)

Dean, School of Strategic Landpower, Army War College

 

Eliot A. Cohen

Robert E. Osgood Professor of Strategic Studies, Johns Hopkins School of Advanced International Studies, and former Counselor, Department of State

Moderator:

Kathleen H. Hicks

Senior Vice President, Henry A. Kissinger Chair, and Director, International Security Program, CSIS

 

IV. Health and Security in Fragile States

Gayle Smith

Special Assistant to the President and Senior Director for Global Development, Democracy, and Humanitarian Assistance Issues, National Security Council

Bruce Eshaya-Chauvin

Medical Adviser, Health Care in Danger, International Committee of the Red Cross

Jason Cone

Director of Communications, Doctors Without Borders/Médecins Sans Frontières

Nancy E. Lindborg

Assistant Administrator, Bureau for Democracy, Conflict, and Humanitarian Assistance, USAID

Moderator:

Talia Dubovi

Associate Director and Senior Fellow, Global Health Policy Center, CSIS

 

MORNING BREAKOUT SESSIONS II: 11:00 A.M.-12:15 P.M.

I. The Defense Industrial Base and Federated Defense

William J. Lynn III

CEO, Finmeccanica North America and DRS Technologies,

and former Deputy Secretary of Defense

Robert J. Stevens

Former Chairman and CEO, Lockheed Martin Corporation

Clayton M. Jones

Former Chairman and CEO, Rockwell Collins

Pierre Chao

Managing Partner and Cofounder, Renaissance Strategic Advisors, and Senior Associate, Defense-Industrial Initiatives Group, CSIS

Moderator:

Andrew P. Hunter

Director, Defense-Industrial Initatives Group, and Senior Fellow, International Security Program, CSIS

II. Iraq in the Balance

VADM Robert S. Harward (ret.)

Chief Executive, Lockheed Martin UAE, and former Deputy Commander, U.S. Central Command

General James E. Cartwright (ret.)

Harold Brown Chair in Defense Policy Studies, CSIS, and former Vice Chairman, Joint Chiefs of Staff

Moderator:

Jon B. Alterman

Senior Vice President, Zbigniew Brzezinski Chair in Global Security and Geostrategy, and Director, Middle East Program, CSIS

 

III. Military Innovation and Changing Ways of War

Arati Prabhakar

Director, Defense Advanced Research Projects Agency

Lt. Gen Robert E. Schmidle Jr.

Principal Deputy Director, Cost Assessment and Program Evaluation, Office of the Secretary of Defense

Moderator:

Maren Leed

Senior Adviser, Harold Brown Chair in Defense Policy Studies, CSIS

IV. Expanded U.S. Engagement to Combat Ebola in West Africa

Tom Frieden

Director, Centers for Disease Control and Prevention

Anne A. Witkowsky

Deputy Assistant Secretary of Defense, Stability and Humanitarian Affairs

Ambassador Donald Lu

Deputy Coordinator for Ebola Response, U.S. Department of State

Jeremy Konyndyk

Director, Office of U.S. Foreign Disaster Assistance, USAID

Moderator:

J. Stephen Morrison

Senior Vice President and Director, Global Health Policy Center, CSIS

 

LUNCH: 12:15-12:45 P.M.

 

MID-DAY PLENARY SESSION: 12:45-1:45 P.M.

I. Looking Ahead to 2017: Creating a Renewed Vision for U.S. Leadership in the World

Jeremy Bash

Founder and Managing Director, Beacon Global Strategies, Senior Adviser, International Security Program, CSIS, and former Chief of Staff to Secretary of Defense Leon Panetta

Kori Schake

Research Fellow, Hoover Institution, and former Senior Policy Adviser to the McCain-Palin Campaign

Moderator:

David E. Sanger

National Security Correspondent, New York Times

CLOSING PLENARY SESSION: 2:00-3:30 P.M

 

I. A Simulated Crisis with Russia: European Energy and Other Unconventional Challenges

Richard L. Armitage

President, Armitage International, and former Deputy Secretary of State

Michèle Flournoy

Cofounder and CEO, Center for a New American Security, and former Under Secretary of Defense for Policy

General James E. Cartwright (ret.)

Harold Brown Chair in Defense Policy Studies, CSIS, and former Vice Chairman, Joint Chiefs of Staff

John E. McLaughlin

Distinguished Practitioner-in-Residence, Johns Hopkins School of Advanced International Studies, and former Deputy Director of Central Intelligence

James B. Steinberg

Dean, Maxwell School, Syracuse University, and former Deputy Secretary of State

Charles B. Curtis

Senior Adviser, Energy and National Security Program, CSIS, and former Deputy Secretary of Energy

Joshua B. Bolten

Managing Director, Rock Creek Global Advisors, and former White House Chief of Staff

Moderators:

Kathleen H. Hicks

Senior Vice President, Henry A. Kissinger Chair, and Director, International Security Program, CSIS

Heather A. Conley

Senior Vice Presdient for Europe, Eurasia, adn the Arctic, and Director, Europe Program, CSIS

*Please note that this session is off-the-record

Contributing CSIS Experts:

Frank A. Verrastro

Senior Vice President and James R. Schlesinger Chair for Energy and Geopolitics, CSIS

Sarah O. Ladislaw

Director and Senior Fellow, Energy and National Security Program, CSIS

Edward C. Chow

Senior Fellow, Energy and National Security Program, CSIS

James A. Lewis

Director and Senior Fellow, Strategic Technologies Program, CSIS

Andrew C. Kuchins

Director and Senior Fellow, Russia and Eurasia Program, CSIS

Jeffrey Mankoff

Deputy Director and Fellow, Russia and Eurasia Program, CSIS

Juan Zarate

Senior Advsier, Transnational Threats Project and Homeland Security and Counterterrorism Program, CSIS

 

Programs

GLOBAL SECURITY FORUM

Topics

DEFENSE AND SECURITY, INTERNATIONAL SECURITY

Regions

AFGHANISTAN, ASIA, IRAQ, MIDDLE EAST, RUSSIA

Breaking the tragedy of the horizon – climate change and financial stability.

 

Read the speech here:

www.bankofengland.co.uk/publications/Pages/speeches/2015/...

 

Copyright: Johnny Millar