View allAll Photos Tagged Stability
EAST CHINA SEA (Aug. 4, 2020) Boatswain’s Mate Seaman Valentina Imokhai, from New York, operates the ship’s helm during a full power engine run 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)
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Fortunately I found time today to carry on with my X-Wing, and I can happily say it's almost finished!
My major concern at the moment is the stability of the wings. Basically, there is no stability what so ever. I can't even pick it up without them dropping off. The first technique I used to open them up worked perfectly but it ruined the accuracy.
Other things I need to do are make a BL order to finish the bottom wing, add some form of landing gear, and spruce up the interior.
South Surrey, BC Canada
A catamaran is a multi-hulled watercraft featuring two parallel hulls of equal size. It is a geometry-stabilized craft, deriving its stability from its wide beam, rather than from a ballasted keel as with a monohull boat.
Catamarans typically have less hull volume, smaller displacement, and shallower draft than monohulls of comparable length.
The two hulls combined also often have a smaller hydrodynamic resistance than comparable monohulls, requiring less propulsive power from either sails or motors. The catamaran's wider stance on the water can reduce both heeling and wave-induced motion, as compared with a monohull, and can give reduced wakes.
Sailing Catamarans have evolved from the small boats that you see in races on the shoreline into large ocean-going cruisers capable of carrying dozens of people. Catamarans have become increasingly popular because they are faster, more stable and can carry more loads than their monohull counterparts.
Resources: Wikipedia; Deepsailing.com/blog/sailing-a-catamaran
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Sonja
Location: Cosy Bay, about halfway between Camps Bay and Llandudno.
Description: Most serious Cape Town photographers will already have images of Clifton, Camps Bay, Oudekraal, Llundudno, and Hout Bay in their portfolio. These are all incredibly beautiful beaches with oodles of photographic potential… especially at sunset!
But how many of us have ever visited and photographed Cosy Bay before? I’ve been living around Cape Town for most of my life and until very recently, I’d never even heard of the place!? I can’t find any references to this secluded little beach when I ask my Google Guru, and neither is it mentioned on any of my maps. But I saw the sign… so I know I wasn’t dreaming!
One of the main features of this rocky little beach is this minibus-sized rock, balancing precariously on another rock… of course I couldn’t resist finding some compositions with this balancing act as the main subject!
On a sadder note: Yesterday afternoon my prized Sigma 10-20mm ultra-wide lens decided that it wanted to be a coffee grinder instead! One minute it was zooming away happily… the next minute it was making a terrible noise… simple as that!! So now this is the THIRD lens with a broken auto-focus mechanism with ONE camera in less than THREE years… were they just all crappy lenses… or is my camera somehow breaking them? Although I was really loving the Sony/Sigma combination, I’m thinking that now is about the right time for a hardware upgrade. Nikon D300… here I come!!
Click here to view this one large.
Equipment: Sony Alpha 100 (Sigma 10-20mm)
Date: June 2008
EAST CHINA SEA (July 31, 2020) The Ticonderoga-class guided-missile cruiser USS Shiloh (CG 67) conducts a replenishment-at-sea with the dry cargo and ammunition ship USNS Alan Shepard (T-AKE-3). Shiloh is forward-deployed to the U.S. 7th Fleet area of operations in support of security and stability in the Indo-Pacific. (U.S. Navy photo by Mass Communication Specialist 3rd Class Isaac Maxwell)
200823-N-IO312-1179 PHILIPPINE SEA (Aug. 23, 2020) Marines assigned to the 31st Marine Expeditionary Unit conduct fast-rope sustainment training on the flight deck of the forward-deployed amphibious assault ship USS America (LHA 6). America, flagship of the America Expeditionary Strike Group, 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 maintain security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist Seaman Matthew Cavenaile)
Playa de Aigüesblanques utilizando un filtro degradado de densidad neutra de 3 pasos
Beach Aigues Blanques using a gradient neutral density filter 3 steps
The SAI Shahak (שחק/Sky) was a tactical bomber developed at the end of the 1940s, that entered service in 1950. After two prototypes crashed due to buffeting and stability issues, a redesigned aerofoil was used that solved the problems. Power comes from two engines in the wings, and top speed is 923 km/h /580 mph, and range is 1900 km/1180 mi. Crew consists of three, two of which are housed in a spacious bubble canopy, allowing for great all-round visibility and comfort. The bomb aimer lies in the front. The pilots like flying their Shahaks, due to their reasonable agility and comfort. However, the engines are a bit underwhelming, and top speed is only reached on the long stretch or during a steep dive.
A payload of 4,700 kg/ 10,362 lbs can be carried, but never in combat.
A typical full bomb load consists of eighteen 227 kg/500 lb GP bombs, 12 in the bomb bay, and six on wing-mounted pylons. This can be switched for three 1,050 kg/2,315 lb laser-guided bombs, a jamming pod and a targeting pod, or a rotary launcher, limiting the bombs carried internally to 8. Other combinations can also be carried. Two 231 kg/ 508 lb torpedoes can be carried by the B-model.
After nine prototypes, the A-model was accepted into service. This is the basic bomber model, virtually identical to the last prototypes. The A* is an updated model, with provisions for a jamming pod and a Gomorra missile for self-defence. The engines produce more thrust, but the added weight means the performance is identical to the previous model.
The Shahak B is the version for coastal defence, and is basically an A* with equipment that allows for navigation over the ocean and provisions for two torpedoes and specialized equipment for anti-ship and -submarine warfare.
The Shahak D is a ground-attacker/ medium- to low-altitude bomber. The bombardier was replaced with an armour plate, and the pilot was given a fancy sight to aim the four 20mm cannons in the wings, each holding 230 rounds.
Quick summary:
Tactical Bomber
5,000 kg Bomb load:+0
Mediocre agility:+1
Subsonic:+0
2000km Range:-2
Comfy:+1
Good visibility:+1
Underpowered:-1
Cost: 30₪
For D&C VI
SASEBO, Japan (Aug. 9, 2020) Landing craft, air cushion 30, assigned to Naval Beach Unit 7, prepares to enter the well deck of the amphibious dock landing ship USS Germantown (LSD 42) as the ship conducts amphibious operations. Germantown, part of the 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)
SOUTH CHINA SEA (Oct. 6, 2019) - The aircraft carrier USS Ronald Reagan (CVN 76), left, and the amphibious assault ship USS Boxer (LHD 6) and ships from the Ronald Reagan Carrier Strike Group (CSG) and the Boxer Amphibious Ready Group (ARG) are underway in formation while conducting security and stability operations in the U.S. 7th Fleet area of operations. U.S. 7th Fleet is the largest numbered fleet in the world, and the U.S. Navy has operated in the Indo-Pacific region for more than 70 years, providing credible, ready forces to help preserve peace and prevent conflict. (U.S. Navy photo by Mass Communication Specialist 2nd Class Erwin Jacob V. Miciano) 191006-N-VI515-0396
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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)
Source: en.wikipedia.org/wiki/Luxembourg
Luxembourg, officially named the Grand Duchy of Luxembourg, is a landlocked country in Western Europe. It is bordered by Belgium to the west and north, Germany to the east, and France on the south. Its capital and most populous city, Luxembourg City, is one of the four institutional seats of the European Union and hosts several EU institutions, notably the Court of Justice of the European Union, the highest judicial authority in the EU.
As part of the Low Countries, Luxembourg has close historic, political, and cultural ties to Belgium and the Netherlands. Luxembourg's culture, people, and languages are greatly influenced by France and Germany: Luxembourgish, a Germanic language, is the only recognized national language of the Luxembourgish people and of the Grand Duchy of Luxembourg; French is the sole language for legislation; and both languages along with German are used for administrative matters.
With an area of 2,586 square kilometres (998 sq mi), Luxembourg is Europe's seventh-smallest country. In 2024, it had a population of 672,050, which makes it one of the least-populated countries in Europe, albeit with the highest population growth rate; foreigners account for almost half the population. Luxembourg is a representative democracy headed by a constitutional monarch, Grand Duke Henri, making it the world's only remaining sovereign grand duchy.
The County of Luxembourg was established in the 11th century as a state within the Holy Roman Empire. Its ascension culminated in its monarch, Henry VII, becoming the Holy Roman Emperor in the 14th century. Luxembourg came under Habsburg rule in the 15th century, and was annexed by France in the 18th century. Luxembourg was partitioned three times, reducing its size. Having been restored in 1815 after the defeat of Napoleon, it regained independence in 1867 after the Luxembourg Crisis.
Luxembourg is a developed country with an advanced economy and one of the world's highest PPP-adjusted GDPs per capita, per the IMF and World Bank. It also ranks highly in terms of life expectancy, human development, and human rights. The historic city of Luxembourg was declared a UNESCO World Heritage Site in 1994 due to the exceptional preservation of its vast fortifications and historic quarters. Luxembourg is a founding member of the European Union, OECD, the United Nations, NATO, and the Benelux. It served on the United Nations Security Council for the first time in 2013 and 2014.
Source: en.wikipedia.org/wiki/Luxembourg_City
Luxembourg (Luxembourgish: Lëtzebuerg; French: Luxembourg; German: Luxemburg), also known as Luxembourg City (Luxembourgish: Stad Lëtzebuerg or d'Stad; French: Ville de Luxembourg; German: Stadt Luxemburg or Luxemburg-Stadt), is the capital city of Luxembourg and the country's most populous commune. Standing at the confluence of the Alzette and Pétrusse rivers in southern Luxembourg, the city lies at the heart of Western Europe, situated 213 km (132 mi) by road from Brussels and 209 km (130 mi) from Cologne. The city contains Luxembourg Castle, established by the Franks in the Early Middle Ages, around which a settlement developed.
As of 31 December 2024, Luxembourg City has a population of 136,208 inhabitants, which is more than three times the population of the country's second most populous commune (Esch-sur-Alzette). The population consists of 160 nationalities. Foreigners represent 70.4% of the city's population, whilst Luxembourgers represent 29.6% of the population; the number of foreign-born residents in the city rises steadily each year.
In 2024, Luxembourg was ranked by the IMF as having the highest GDP per capita in the world at $140,310 (PPP), with the city having developed into a banking and administrative centre. In the 2019 Mercer worldwide survey of 231 cities, Luxembourg was placed first for personal safety, while it was ranked 18th for quality of living.
Luxembourg is one of the de facto capitals of the European Union (alongside Brussels, Frankfurt and Strasbourg), as it is the seat of several institutions, agencies and bodies, including the Court of Justice of the European Union, the European Court of Auditors, the Secretariat of the European Parliament, the European Public Prosecutor's Office, the European Investment Bank, the European Investment Fund, the European Stability Mechanism, Eurostat, as well as other European Commission departments and services. The Council of the European Union meets in the city for three months annually.
Additional Foreign Language Tags:
(Luxembourg) "لوكسمبورج" "卢森堡" "Luxemburg" "לוקסמבורג" "लक्ज़म्बर्ग" "ルクセンブルク" "룩셈부르크" "Люксембург" "Luxemburgo"
(Luxembourg City) "مدينة لوكسمبورغ" "卢森堡市" "Luxembourg-Ville" "Luxemburg-Stadt" "לוקסמבורג סיטי" "लक्ज़मबर्ग शहर" "ルクセンブルク市" "룩셈부르크 시티" "Люксембург" "Ciudad de Luxemburgo"
PHILIPPINE SEA (Aug. 6, 2020) A CV-22 Osprey tilt-rotor aircraft attached to the Air Force 21st Special Operations Squadron lands on the flight deck of the amphibious assault ship USS America (LHA 6). America, flagship of the America Expeditionary Strike Group, 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 maintain security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Walter Estrada)
PACIFIC OCEAN (Aug. 19, 2020) Landing Craft, Utility 1666, from Navy Beach Unit (NBU) 7 enters the well deck of the amphibious transport dock ship USS New Orleans (LPD 18). 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)
They are amazingly fast. It took about a week for the boys to figure out how to catch them. Then it was a dozen in one morning once they found the plant that traps drinking water, and evasive geckos.
They can hang from perfectly smooth glass, wet or dry, and support their body weight with one toe touching. But the toes are not sticky. They can also climb those surfaces at a meter per second.
The nanostructured split-end hairs at the tip of the gecko’s toes exploit weak Van der Waals bonds at the molecular scale, conforming to any surface.
The gecko is a simply amazing animal, and it’s not just the nano-adhesive toes. High-speed video studies also shed light on the use of their tail for dynamic stability and flight, inspiring the robo-gecko experiments of Robert Full (see below).
The Liverpool-class, designed by James Barnett, was derived from the 35 ft 6 in Self-righting motor-class and had many similarities with it. Lifeboatmen at many stations preferred non-self-righting boats due to their better stability and the Liverpool-class was designed to be light enough for carriage launching at these stations.
A single-engined version entered service in 1932 and was powered by an RNLI designed, Weyburn Engineering built AE6 six-cylinder 35 hp petrol engine mounted in a watertight compartment. Like all early motor lifeboats, the Liverpool-class carried an auxiliary sailing rig and had a drop keel just forward of the engine room. 28 boats were built between 1931 and 1941.
The introduction of tractors to assist with carriage launching enabled the RNLI to consider a heavier, twin-engined version of the Liverpool-class and a prototype was ordered but it was destroyed in an air raid at the builder's yard at Cowes in May 1942. Production got underway early in 1945 and the boat was powered by two 18 hp Weyburn AE4 four-cylinder petrol engines mounted in a watertight compartment. The extra redundancy of twin engines reduced the need for auxiliary sails. 31 boats were built between 1945 and 1954, the last 21 of which were powered by 20 hp Ferry Kadenacy FKR3 diesels.
The 8-ton Liverpool-class could achieve a speed of 7.5 kt. They had a range of 220 km and carried a crew of seven.
Like all but two of the 32 later twin-screw variants, the last of the class, Grace Darling (above) was built by Groves & Guttridge at their yard at Cowes on the Isle of Wight. From completion in 1954, she initially served at North Sunderland until 1967 when she was placed in the RNLI's reserve fleet. In 1971 she became operational again at Youghal, County Cork, in the Republic of Ireland, serving there until she was retired in 1984. During her career, she was launched operationally 106 times and saved 34 lives.
Now part of the National Register of Historic Vessels, Grace Darling can be seen in the Covered Halls at Chatham Historic Dockyard in Kent.
PHILIPPINE SEA (Jan. 27, 2021) Aviation Boatswains Mate (Handling) 3rd Class Russell Edgar, from Salt Lake City, left, and Chief Warrant Officer Brad Anthony, from Anthony, Fla., perform a P-25 drive-through aboard the forward-deployed amphibious assault ship USS America (LHA 6). America, flagship of the America Expeditionary Strike Group, 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, serving as a ready response force to defend peace and stability in the Pacific region. (U.S. Navy photo by Mass Communication Specialist Seaman Kelsey Culbertson)
for extra stability when flying
An image of light travelling through glass - single exposure, no Photoshop.
PHILIPPINE SEA (Sept. 1, 2020) The forward-deployed amphibious transport dock USS New Orleans (LPD 18), front right, the amphibious assault ship USS America (LHA 6) and the amphibious dock landing ship USS Germantown (LSD 42) sail in formation. New Orleans, America and Germantown, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, are 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 Walter Estrada)
PHILIPPINE SEA (Sept. 10, 2020) Sailors conducting a visit, board, search and seizure exercise in a rigid-hull inflatable boat from the amphibious dock landing ship USS Germantown (LSD 42), right, board Landing Craft, Utility 1666, assigned to Naval Beach Unit 7, which simulates a vessel of interest. 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)
SOUTH CHINA SEA (Sept. 6, 2020) Force Reconnaissance Marines with Command Element, 31st Marine Expeditionary Unit (MEU) board a CH-53 E Super Stallion helicopter with Marine Medium Tiltrotor Squadron (VMM) 262, for extraction during a visit, board, search and seizure exercise 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)
EAST CHINA SEA (July 31, 2020) Sailors connect fueling lines to the Ticonderoga-class guided-missile cruiser USS Shiloh (CG 67) from the dry cargo and ammunition ship USNS Alan Shepard (T-AKE-3) during a replenishment-at-sea. Shiloh is forward-deployed to the U.S. 7th Fleet area of operations in support of security and stability in the Indo-Pacific. (U.S. Navy photo by Mass Communication Specialist 3rd Class Isaac Maxwell)
Salem, located at the mouth of the Naumkeag river at the site of an ancient Native American village and trading center, was first settled by Europeans in 1626, when a company of fishermen from Cape Ann led by Roger Conant arrived.
Conant's leadership had provided the stability to survive the first two years, but he was immediately replaced by John Endecott, one of the new arrivals, by order of the Massachusetts Bay Company. Conant graciously stepped aside and was granted 200 acres (0.81 km2) of land in compensation.
These "New Planters" and the "Old Planters" agreed to cooperate, in large part due to the diplomacy of Conant and Endicott. In recognition of this peaceful transition to the new government, the name of the settlement was changed to Salem, a hellenized form of the word for "peace" in Arabic سلام (salaam) and Hebrew שלום (shalom).
In 1628, Endecott ordered that the Great ("Governor's") House be moved from Cape Ann, reassembling on what is now Washington Street north of Church Street. When Higginson arrived in Salem, he wrote that "we found a faire house newly built for the Governor" which was remarkable for being two stories high. A year later, the Massachusetts Bay Charter was issued creating the Massachusetts Bay Colony with Matthew Craddock as its governor in London and Endecott as its governor in the colony. John Winthrop was elected Governor in late 1629, and arrived with the Winthrop Fleet in 1630, beginning the Great Migration.
In 1639, Endecott's was one of the signatures on the building contract for enlarging the meeting house in Town House Square for the First Church in Salem. This document remains part of the town records at City Hall. He was active in the affairs of the town throughout his life. Samuel Skelton was the first pastor of the First Church of Salem, which is the original Puritan church in North America. Endecott already had a close relationship with Skelton, having been converted by him, and Endecott considered him as his spiritual father.
Title page of A Modest Enquiry Into the Nature of Witchcraft by John Hale (Boston, 1702)
Roger Conant died in 1679, at the age of 87; a large statue commemorating him stands overlooking Salem Common. Salem originally included much of the North Shore, including Marblehead. Most of the accused in the Salem witch trials lived in nearby "Salem Village", now known as Danvers, although a few lived on the outskirts of Salem. Salem Village also included Peabody and parts of present-day Beverly. Middleton, Topsfield, Wenham and Manchester-by-the-Sea were once parts of Salem.
William Hathorne was a prosperous businessman in early Salem and became one of its leading citizens of the early colonial period. He led troops to victory in King Philip's War, served as a magistrate on the highest court, and was chosen as the first speaker of the House of Deputies. He was a zealous advocate of the personal rights of freemen against royal emissaries and agents.
Puritans had come to Massachusetts to obtain religious freedom for themselves, but had no particular interest in establishing a haven for other faiths. The laws were harsh, with punishments that included fines, deprivation of property, banishment or imprisonment.
One of the most widely known aspects of Salem is its history of witchcraft allegations, which in many popular accounts started with Abigail Williams, Betty Parris, and their friends playing with a Venus glass and egg. Salem is also significant in legal history as the site of the Dorthy Talbye trial, where a mentally ill woman was hanged for murdering her daughter, because at the time Massachusetts made no distinction between insanity and criminal behavior. The story of the girls in Salem experimenting with fortune-telling is, however, apocryphal.
William Hathorne's son, Judge John Hathorne, came to prominence in the late 17th century. People generally believed witchcraft to be real. Nothing caused more fear in the Puritan community than people who appeared to be possessed by demons, and witchcraft was a serious felony. Judge Hathorne is the best known of the witch trial judges, and he became known as the "Hanging Judge" for sentencing witches to death.
In 17th century colonial North America, the supernatural was part of everyday life, for there was a strong belief that Satan was present and active on Earth. This concept emerged in Europe around the fifteenth century and spread to North America when it was colonized. Witchcraft was then used by peasants, who invoked particular charms for farming and agriculture. Over time, the idea of white magic transformed into dark magic and became associated with demons and evil spirits. From 1560 to 1670, witchcraft persecutions became common as superstitions became associated with the devil. In "Against Modern Sadducism" (1668), Joseph Glanvill claimed that he could prove the existence of witches and ghosts of the supernatural realm. Glanvill wrote about the "denial of the bodily resurrection, and the [supernatural] spirits".[5] In his treatise, he claimed that ingenious men should believe in witches and apparitions; if they doubted the reality of spirits, they not only denied demons, but also the almighty God. Glanvill wanted to prove that the supernatural could not be denied; those who did deny apparitions were considered heretics for it also disproved their beliefs in angels.[6] Works by men such as Glanvill and Cotton Mather tried to prove to humanity that "demons were alive",[7] which played on the fears of individuals who believed that demons were active among them on Earth.
Men and women in Salem believed that all the misfortunes were attributed to the work of the devil; when things like infant death, crop failures or friction among the congregation occurred, the supernatural was blamed. Because of the unusual size of the outbreak of witchcraft accusations, various aspects of the historical context of this episode have been considered as specific contributing factors.
A slide scan from my collection of CF-GCV. At the time of photo it was operated by Pacific Western Airlines doing fire control in the Smithers area. The Otter has an amazing and lengthy history as written by Otter historian Karl E Hayes of Ireland.
The second Otter built, CF-GCV, made its first flight from Downsview on 2nd May 1952 and joined
the prototype in the flight test programme, flying as CF-GCV-X. It was used by DHC to certify the
Otter as a float plane. Like the prototype, it had been constructed with a pointed vertical fin, which
caused stability problems and in September 1952 the fins on both these Otters were changed to
what became the standard production fin, allowing the Otter to achieve commercial certification in
November 1952.
In July 1952, GCV piloted by Russ Bannock, DHC's Sales Director, was flown to Goose Bay,
Labrador where it was demonstrated to some of the RCAF's “top brass” and was undoubtedly
instrumental in the RCAF's order for Otters. After the DHC-3 achieved commercial certification in
November '52, GCV continued in use from Downsview as a demonstrator. In August '53 Russ
Bannock flew GCV to St.John's, Newfoundland to demonstrate it to Eastern Provincial Airways (EPA)
and so impressed were they that they bought the Otter. GCV's first task with EPA was on a Canadian
Marconi contract flying out of Goose Bay until the end of October '53. On one occasion, it broke
loose in a gale, damaging the tail. Parts were ordered from DHC, but had to be made specially as
GCV was a prototype aircraft. Trans Canada Airlines had difficulty fitting the parts into one of their
North Star aircraft, but they were eventually squeezed into the aisle between the passengers and
flown to Goose Bay, where the Otter was repaired.
Even though the Otter had been delivered to EPA in August '53, its official sale date from DHC to
33
EPA was 18th December 1953 and GCV was registered to EPA on 5th January 1954, based at
Gander. EPA had a winter mail contract from the post office, and the Otter was used on this
alongside the company's Norsemen, Beavers and Cessna 180. The contract ran from January until
April/May and covered the towns and settlements around the island of Newfoundland as well as in
mainland Labrador. During the summer months, the mail was brought in by ship, but with the winter
freeze up of the coastal waters, the mail had to be flown in.
On 20th February '54 Beaver CF-GBD crashed into the mountains on a mail delivery flight to
Parson's Pond and Port Saunders on the west coast. As Marsh Jones writes in his much
recommended book on EPA (“The Little Airline That Could”):”The following morning I departed
Gander in Otter GCV with a load of mail for Flowers Cove. Bill Easton and an aircraft engineer
George Furey came along to assist and survey the damaged Beaver. We landed our mail at Flowers
Cove then flew south to the crash site, located about 200 yards up on a snowy slope from a good
size pond which we called Benny's Pond. We landed and while George Furey was assessing the
damaged aircraft we lugged the mail down a snowy slope to the Otter. After take-off we delivered the
Beaver's mail to Parsons Pond and Port Saunders, then returned to Gander”. The Otter was then
used to fly the necessary spare parts, tools, camping gear, provisions etc into the accident site, and
to keep the camp supplied while the Beaver was being repaired, which took until 9th May '54.
In winter 1955 Otter GCV was again used on the post office mail contract, in the course of which it
encountered some difficulty. Again, to quote from Marsh Jones excellent book: “On 28th February '55
I departed Gander with Rex Clibbery (our Canso captain) and a load of mail for Charlottown and
Black Tickle in southern Labrador. A refuelling stop was made at Roddickton and the first mail stop
was made at Charlottown, at the head of St. Michaels Bay. With excellent weather we proceeded up
the coast to Black Tickle. A circuit was made for ice observation, and as everything looked normal,
we landed heading out the bay along the line of tree top markers. During the turn to taxi back to the
inner bay after landing, the skis broke through the ice and the aircraft settled on the upper struts of
the under-carriage. What a predicament!”
“Black Tickle is completely devoid of trees and my immediate thought was to build a platform over
the area where we had broken through, but what would we use for material? One of the numerous
bystanders suggested that there might be planks in Guy Earl's shed on his fishing premises. I told
the man to bring over all the long planks and poles he could find plus nails and ropes and a block
and tackle. We then unloaded the mail. We ended up with more than enough material and built a
long platform around the nose of the aircraft, on which we erected an “A” frame lean-to over the
propeller hub and a long line going out to a 'deadman' secured in the ice. On this we secured our
block and tackle and before dark we had the aircraft skis well clear of the ice, with planks laid under
them to support the aircraft until, after a night of freezing temperature, the aircraft could be lowered
back onto its undercarriage again”.
“The area where we had broken through had been a large crack in the Bay ice about ten feet
wide which had frozen over. With a light layer of snow it was impossible to see and unfortunately noone
had bothered to mark it as unsafe. The following day, March 1st, was clear and cold and there
was now at least eight inches of hard slush ice under the aircraft. We lowered the Otter onto the
platform and pulled the aircraft clear of the area. On inspecting the aircraft it was found to be free of
damage and after heating up the engine we started up with no difficulty and taxied back to the inner
bay where we secured the aircraft for the night. The weather was not suitable for flight the next
morning, however we utilized the time in returning all the material and gear to Mr.Earl's shed. We
departed Black Tickle in marginal weather on 3rd March and with another refuelling stop at
Roddickton, landed at Gander in mid afternoon”. After that excitement, the Otter continued on the
post office contract until the end of the season.
EPA had also received a government contract to support construction of the Mid Canada Line of
radar stations. It was one of several operators who benefited considerably from the construction of
the radar defences of North America. The Pine Tree Line, Mid Canada Line and DEW Line were,
particularly in eastern Canada, relatively inaccessible by land transport and so the airlines became a
necessity for their construction and re-supply. The revenue generated by these projects was of great
assistance to such young companies as EPA and allowed them to grow both in experience and
34
equipment. EPA's contract with the Department of Defence involved two Cansos CF-HFL and CFHGF
and Otter GCV, which occupied the aircraft all that summer of 1955. The Cansos were used
mainly to move petroleum products to the sites where the radar stations were being constructed. In
conjunction with this, the Otter moved general freight, provisions and personnel from the base at
Knob Lake (Schefferville), Quebec. GCV was particularly active, flying upwards of 550 hours that
summer.
1956 saw a similar pattern of operation for the Otter as in the previous year. During the winter it
was engaged on the mail contract, and in the summer based out of Knob Lake on the Mid Canada
Line contract. On 6th July '56 Canso CF-HFL ran short of fuel and force landed on a lake fifty miles
north of Knob Lake. It was located after a two hour search by Otter GCV and 20998, a USAF C-124
Globemaster. The Otter then flew in fuel for the Canso. In November '56, GCV returned to DHC at
Downsview for overhaul and repaint. It was painted 'stearman vermillion red' overall with white
cheatline and black trim.
In the early part of 1957, GCV was extremely busy with a Department of Defence contract resupplying
the Hopedale and Cartwright radar stations in Labrador. On 14th March '57 en route from
Hopedale to Site 206 (Lakehead), the tail ski broke off on landing, causing some damage to the rear
fuselage, which was repaired on site. During the summer of 1957, the Otter was again based at
Knob Lake for POL and construction support of the Mid Canada Line. By the end of the summer the
construction phase was complete and the Otter went back down to Newfoundland. On 31st October
'57 it suffered some damage at Quidi Vidi Lake, St.John's and was repaired on site.
CF-GCV's next posting in spring 1958 was to Frobisher Bay on Baffin Island in the Northwest
Territories, where EPA had received a contract to supply and service a Pinetree Line radar site on
Resolution Island which lay off the southern tip of Baffin Island at the junction of the Hudson and
Davis Straits. Resolution Island, some 180 miles from Frobisher Bay, had a 1,500 foot gravel landing
strip, which made the Otter an ideal aircraft to rotate personnel to and from the radar station and fly
in supplies. On 14th October '58 GCV flew from Frobisher that morning on a supply flight to
Resolution Island and took off in the early afternoon for the return sector, carrying the pilot and four
passengers. It was to be a day of remarkable drama.
While in the cruise, the pilot noticed the oil pressure needle fluctuating and the oil pressure
dropped sharply. He instructed the passengers to put on their life jackets. The situation deteriorated,
with white smoke coming from the engine, which was running rough, vibrating and rapidly losing
power. At this stage the Otter was over Lower Savage Island and the pilot, knowing they were going
down, put out a mayday call and sought a place to land. As the sea ice was very rough, he selected
a small lake on Lower Savage Island and decided to land on the wheels, to maintain directional
control, and to try and put the Otter after landing on the beach. The Otter touched down on the
frozen small lake and rolled for some 300 feet. Unfortunately however the aircraft then broke through
the ice, requiring a very rapid evacuation by the pilot and his four passengers, who reached the
shore with some difficulty. The cockpit was soon completely submerged and then the fuselage filled
with water and sank, leaving only the tail protruding above the ice.
As luck would have it, a USAF KC-97 Stratocruiser callsign “RONSON 29” rapidly came to the aid
of the downed Otter. As major Robert C.Schmidt of Strategic Air Command's 40th Air Refuelling
Squadron/40th Bombardment Wing later wrote of that “remarkable day”: “We had departed Goose
Air Base on the morning of the 14th headed for Thule, Greenland. We were cruising at 15,000 feet
and had just passed 90 miles east of Lower Savage Island when we heard the mayday call and
headed for the island, having received ATC clearance to conduct a search. We made several passes
over the island at two thousand feet and noticed an object sticking out of an ice-covered lake. We
spotted the red tail of the Otter and men waving their arms frantically from a rock adjacent to the
lake. We dropped survival kits and notified Frobisher Bay of the exact position.” Major Schmidt
commended the Otter pilot (“one heck of a fine fellow and an outstanding pilot”) for putting his aircraft
down on the only available landing area in the vicinity.
The historical report of the USAF's 920th Aircraft Control and Warning Squadron, callsign
“Footloose”, based at the radar station on Resolution Island, also tells what happened, all times
35
quoted being Zulu/Greenwich time, the local time being four hours earlier: “At 1635Z Otter CF-GCV
departed Resolution Island for Frobisher Airport. At 1709Z RONSON 29 a KC-97 en route from
Goose to Thule called Footloose Control and stated that the following call had been received from
GCV at 1707Z on 121.5 “Mayday, on fire, landing at Lower Savage Island”. Efforts by Footloose to
contact GCV were unsuccessful. At 1711Z Footloose assumed control of RONSON 29 and first
vector for Savage Island was given. All agencies at Frobisher and Goose were alerted while
RONSON 29 was en route. The KC-97 arrived over Lr.Savage Island group at 1740Z and five
minutes later reported sighting GCV. At 1756Z RONSON 29 sighted five survivors and reported that
GCV was half submerged in the centre of a lake about three miles inland. Terrain was reported as
very rough and rescue by fixed wing aircraft impossible”.
“Footloose requested RONSON 29 to orbit the scene as long as possible and to drop as much
survival gear as they could. At 1800Z Frobisher notified Footloose that they were loading a C-54D
72617 of the 4087th Transport Squadron, SAC, with survival gear to drop at the scene and
estimated off in 30 minutes. At 1827Z RONSON 29 successfully dropped two E-1 kits and sighted
survivors opening them. At 1910Z RONSON 29 reported second successful drop of two E-1 kits
which included notes from Footloose advising survivors of rescue plans. At 1846Z C-54 72617 was
airborne from Frobisher and at 1927Z Footloose assumed control of Air Force 72617. At 1938Z the
C-54 had radio and visual contact with the KC-97 and had sighted survivors. By 1950Z the C-54 had
completed two successful drops. Survivors were now in possession of blankets, food gasoline,
sleeping bags, exposure suits and a radio. By 2009Z RONSON 29 and Air Force 72617 had
departed Lower Savage Island for Goose Air Base. At 2313Z Footloose requested Air Force 72488,
another C-54 of the 4087th Transport Squadron, which is based at Ernest Harmon AFB, Stephenville,
Newfoundland, to attempt to contact survivors when over Lower Savage Island. Air Force 72488
reported negative contact but sighted several flares. At
1247Z the next day (15th October '58) MATS C-118A 33242 arrived over Lower Savage Island after
being diverted from course by Footloose. The C-118 reported successful radio contact with survivors.
They reported everyone was OK but very cold and they had no way to build a fire”.
Rescue came later that day in the form of the US Navy supply ship “Greenville Victory”, a vessel
which already had quite a connection with Otter aircraft, having been part of the Naval task force
which had sailed to Antarctica in 1955 and subsequent years in support of the 'Deep Freeze'
operations. The vessel managed to come to within two miles of the island and then launched a motor
boat with a rescue party. The pilot of the Otter and one passenger were located on the beach and
brought back to the ship for hot soup and biscuits to revive them. The motor boat with the rescue
party then returned to the island, accompanied by the pilot, as they had to make their way inland to
the lake where the Otter was, and where the other three passengers had established a camp. This
was quite a difficult undertaking, as it was by then dark, freezing cold, and the terrain between the
beach and the lake was uneven and treacherous. The rescue party carried battle lanterns to light
the way and also rifles and side arms, as polar bear tracks in the snow were plentiful. On arrival at
the camp, they found the three passengers in high spirits, having made good use of the USAF
dropped survival gear. Before they set off to return to the motor boat, they shone their lanterns
across the lake, illuminating the tail of the Otter, which was all that remained of the aircraft above the
ice. It must have been an eerie scene in the stillness of this very remote spot.
Having trecked back to the motor boat, they sailed back to the “Greenville Victory”. At 0551Z on
16th October, Footloose was advised by Air Force 72674, another C-54D of the 4087th Transport
Squadron, that all survivors were aboard the ship in good condition and rescue operations were
completed. The “Greenville Victory” then resumed course for Thule, Greenland. At Thule the
survivors met up with the crew of the KC-97 which had first come to their help and could even view
movie footage of the incident taken by one of the Stratocruiser's crew. The pilot of the Otter and his
passengers were flown by the USAF from Thule to Torbay, Newfoundland, where they arrived on
22nd October, none the worse for their dramatic experience. The pilot of the Otter that day was Jim
Rowe, who would subsequently lose his life in the crash of EPA Otter CF-MEX (332) in Greenland in
August 1961.
That crash at Lower Savage Island marked the end of GCV's career with EPA, who regarded the
Otter as a total loss “due to submersion and the remote location of the accident”. EPA purchased
36
another Otter, CF-LEA (286), to replace GCV, which was delivered on 6th November 1958, and in
the meantime they used Beaver CF-GQU on the contract to re-supply the Resolution Island radar
site from Frobisher Bay. The wreckage of GCV was turned over to the insurers, who sold it to Mr
Frank Ferrer, a US citizen from Miami, Florida but then living in Montreal, who was flying as a pilot
with one of the American carriers who were servicing the DEW Line sites at the time. Mr Ferrer
managed to retrieve the Otter from Lower Savage Island and transport it by ship to Frobisher Bay,
where it was restored to flying condition. On 30th June 1959 a ferry permit was issued for a flight
from Frobisher Bay to St.Jovite, Quebec base of Wheeler Airlines Ltd, to whom Mr Ferrer had leased
the Otter. CF-GCV was registered to Wheeler Airlines Ltd and entered their service.
In July 1959, Wheeler Airlines secured the contract to re-supply the eastern sector of the DEWLine
radar sites, taking over from EPA, and already had a number of Otters working on the contract,
in conjunction with the company's larger aircraft. Its DC-4s flew regular flights from Montreal north to
Frobisher Bay, and the Otters then flew out of Frobisher to the radar station on Resolution Island and
other sites. Otter CF-GCV returned to Frobisher Bay and resumed where it had left off while with
Eastern Provincial, supplying the radar station on Resolution Island. In April 1960 Wheeler Airlines
underwent a major re-organisation. The heavy transport division of the company and all its larger
aircraft were sold to Nordair. The company was re-constituted as Wheeler Airlines (1960) Ltd and
continued with its bush operations. CF-GCV and the company's other Otters were registered to the
new operation, and GCV continued flying from Frobisher Bay.
On 29 June 1960 GCV was yet again en route from Frobisher to Resolution Island, where the
weather was clear except for a fog bank which covered part of the runway. The airstrip at Resolution
was a 1,500 foot gravel strip and was on much higher ground than the surrounding terrain. The flight
was uneventful until the Otter was on final approach from the west to the gravel strip. Severe
downdrafts were encountered at this point, which forced the aircraft below the level of the runway,
requiring the pilot to use take-off power to regain the height which had been lost. The use of this
extra power resulted in increased airspeed that was sustained after power had been reduced up to
the point of touchdown. The touchdown was within the first 200 feet of runway, and brakes were
applied before the tail made contact with the ground. The wheels sank into a soft spot on the runway
and the aircraft pitched forward, coming to a stop when the propeller blades touched the ground. At
this point the tail dropped heavily. The fuselage was broken about ten inches behind the rear door.
The prop blades were bent at the tips, the tail landing gear was torn away and the skin on both sides
of the rudder was bent and buckled. Temporary repairs were effected on site and a ferry permit
issued on 8th July 1960 for a flight from Resolution Island to Montreal, where permanent repairs
were carried out over the winter. That incident ended GCV's career with Wheeler Airlines and on 4th
April 1961 the aircraft was registered to Canavia Corporation of Montreal in connection with its sale
to Pacific Western Airlines, to whom it was registered on 1st December 1961.
Having served all its career up to this point on Canada's east coast, the Otter headed west and for
the next six years faithfully served Pacific Western Airlines, providing a full range of bush services. In
1966 it was based at Fort Nelson, BC on forest fire duties. The Otter was eventually sold by Pacific
Western to Thunderbird Airlines Ltd of Prince George, BC to whom it was registered on 29th January
1968. There was a change of name to Northern Thunderbird Air Ltd on 9th August 1974 but the Otter
continued flying out of its base at Prince George. On 15th October '74 the Otter suffered another
mishap, when it went through the ice of Ominica Bay in Williston Lake, to the north of Prince George.
GCV had taken off from McKenzie with twelve Native Indian school children on board, who were
going to Ingenika. In the area of Ominica Bay, visibility was about four miles, but suddenly light snow
conditions turned into a very heavy snow fall, with visibility reduced to one quarter mile. Rather than
taking a risk with his precious load, the pilot decided to set the Otter down on the ice covered lake
and wait for an improvement in the weather. All was well until near the end of the landing roll when
the ice gave way and the aircraft began to sink in the water, not for the first time in its career!
The pilot quickly removed the wet children from the machine as it sank, and took them to the
shore where a fire was started to warm and dry them. Then he guided them on a two mile hike
through the woods to a logging camp where the children were given a good meal and put to bed.
Thankfully a happy ending for the children, but the unfortunate GCV had almost completely sunk into
the lake and was locked into the ice, with only its tail visible, an eerie repeat of its earlier submersion
37
on Lower Savage Island.
The recovery of the Otter was undertaken by Denny McCartney and is fully described in his most
excellent book “Picking up the Pieces”. He describes how, the following January he proceeded to the
lake and with his helpers erected an “A” frame from sturdy logs, which was used with a pulley to
raise the sunken Otter, having first cut the ice from around it. Then the ice had to be cleared out from
inside the aircraft, and the whole aircraft and engine thoroughly checked and made airworthy. Then a
section of ice was carefully checked for security and an airstrip was marked out with small
evergreens as a guide for the pilot in his take off run to fly back to base at Prince George, a flight
made without incident. At the time of this incident, this hard-working Otter had accumulated 12,140
hours total airframe time.
That incident marked the end of its career with Northern Thunderbird Air. GCV was sold to Silver
Pine Air Services of Pine Falls, Manitoba, who sold it on to Walsten Air Services of Kenora, Ontario
in 1976. After six years on the ground and a lengthy rebuild by Northern Servicentre at Reddit,
Ontario C-FGCV flew again on 11th June 1980 and joined the fleet of Walsten Air Services, flying
from Kenora on charter work. It was normally active during the summer months only, flying tourists,
hunters, fishermen to remote parts of the province. During the winter months, it was stored at Reddit,
Ontario. GCV was equipped with Bristol 7850 floats, a type normally used on Beech 18s, one of
which was also in the Walsten fleet. On the Otter, the ventral fin was replaced with two vertical fins
on the horizontal stabilizer, to provide increased stability with the larger floats.
GCV continued to serve Walsten Air Services for many years, and on 19th June 1994 was
involved in a minor incident. The Otter was landing at a lodge at Forest Lake, north of Vermillion Bay,
Ontario when during the approach it struck and severed an un-marked low-level power line which
served the fishing lodge. It landed without further incident. GCV's fifteen years of yeoman service for
Walsten Air Services came to a tragic end on 20th September 1995. That morning the pilot took off
from Kenora and flew to Stewart Lake, some sixty miles west of Dryden, to pick up five passengers
and their equipment. The passengers were all anglers on a fishing trip, all being close personal
friends coming from Cross Plains, Wisconsin. The Otter flew the party to an outpost camp at
Salvesen Lake, Ontario about fifty miles north-west of Kenora. Tragically the Otter crashed during the
landing when it flipped over and became submerged, killing all six on board. The remains of the Otter
were taken to Walsten Air's facility in Kenora.
River Dart Dittisham South Hams Devon.
Up there as one of the my most memorable mornings besides the River Dart.
Feeling quite blessed and privileged witnessing such a beautiful spring morning unfold.
Machine and objective: Canon EOS 450D, Sigma 18-200mm DC OS, Canon Speedlite 430EX II
Locale: España, Sevilla, (en mi terraza).
Photographer: todoUNtipo
Velocidad: 1/200s
ISO: 400
Apertura: f8,0
Focal: 96mm
Please View On Black Por favor
Cuando la vida te presente razones para llorar, demuéstrale que tienes mil y una razones para reír.
When life hands you this reason to mourn, show him you have a thousand and one reasons to laugh.
…Cuando en la vida nos sale algo doblado, torcido o simplemente no nos sale, tenemos que serenarnos, calmarnos y ver las posibles soluciones, si no está en nuestras manos solo tenemos que tener paciencia y ver las soluciones desde otro ángulo, si lo está, solo tenemos que saber como y cuando lo podemos solucionar, es cuestión de paciencia y calma.
(F. Martínez Ledesma).
Como lo único que veo últimamente por todos los lados son gotas, pues apunto otra en la lista, y espero el buen tiempo ansioso.
Dedicada a todos vosotros por seguir ahí, hoy me sumo a la dedicatoria ya que estoy “mu” feliz porque mis pruebas médicas han salido de arte ;)
…Nunca me han interesado ni el poder ni la fortuna lo que admiro son las flores que crecen en la basura…
Please don't use this image on websites, blogs or other media without my explicit permission. © All rights reserved.
With looming threats quelled and strong economic and defence stability being solidified, The Federation enters the next age.
desert; stone; nature; relax; background; zen; sky; balance; way; tranquil; group; rock; pebble; concept; sun; stability; focus; color; selective; hot; rough; infinity; perspective; objects; natural; meditative; travel; weather; relaxation; peaceful; peace; symbol; sunny; spirituality; tradition; beautiful; mountains; canary; islans; surface; blocks; texture; backgrounds; park; landscape; adventure; high; terrain; outdoors; granite; geology; trail; silent; route;
Stability while riding is fair, but event weight distribution is key between the bike and panniers, particularly as all the weight is behind the rear axle.. If one side is heavier than the other, it can induce some wobble in the bars when hitting bumps. When it's dead even, there is little affect on handling
A battle between spearmen in a dream represents a blow of fate, a mishap, or a calamity. The way to avoid such a mishap is by spending money and efforts on God’s path. Such a battle also could mean an attack against one’s religion,a calumny, or mocking another person’s faith, or speaking ill of righteous people, or being sarcastic about religion, or it could mean slander, defamation, confuting someone, defaming him, vilification, or making libelous statements against someone. If one sees himself stabbing someone with a spear, a sword, a lance, or a wooden post in a dream, it means making or publishing libelous statements about someone, and in that case, he is the assailant and he is liable for his actions, also he will be subjected to the same destiny. If one stabs, wounds, or threatens someone with any of the above weapons, or if he points them toward the other person but does not attack him in the dream, it means that he will be tempted to slander or defame him, then he will withhold himself from doing so. If one sees people fighting with spears in a dream, it means that a plague will strike that place, or it could mean rising prices. If one sees them rebelling against the government in the dream, it means that prices will fall….
In a dream, a lance represents a branch of wood, stability based on one’s strength, or stepping away from the wrong path. A lance in a dream also represents a woman, a child, testifying to the truth, or going on a journey. A lance in one’s hand in a dream represents a grand son or a blessed son who will grow to preside over people and defend them with his own life. A broken lance in a dream represents an incurable deficiency or a disease that will inflict one’s child. Carrying a lance while riding a horse in a dream means authority with honor. If someone denies his ownership of a lance in a dream, it means an accident or a betrayal. If the lance belongs to a brother, then it means a calamity. If one does repair a broken lance in a dream, it means recovering from an illness. A lance without a spearhead in a dream means the death of one’s brother or child. A lance in a dream also represents a brother or a friend who will part with his brother or friend, or it could mean loss of one’s job. Walking with a lance in one’s hand in the middle of a marketplace in a dream means walking or strolling with one’s son. As for a pregnant woman, a metal lance means that she will deliver a girl, and that she will receive a gift of money or a present after her birth from other daughters. Carrying a lance with a flag raised on top of it in a dream means attaining a position that will earn fame. If one is challenged by someone holding a lance against him in a dream, it means that someone will hurt him with his words, or slander his family. Owning an extra lance in a dream means having a brother or a friend who will stand for one’s defence when needed. A long spear means injustice, or it could mean good health. If one bleeds from a wound caused by a lance in a dream, it means that he will be compensated for pain and suffering, or that he will return home from a longjourney. Multiple wounds from a lance in a dream mean financial compensation, though the source of money is loathsome. Fighting one’s enemies with a lance means earning dirty money. A person holding a lance in a dream also represents a teacher, an educator, or someone who helps his brothers and friends. (Also see Javelin)…
dreamingthedreams.com/meanings/spear/
Evelyn Underhill - 2012 - Aperçu - Autres éditions
There is a further excuse for this apparently eccentric proceeding, however, in the fact that the language of alchemy was ... Then there is the Vessel, or Athanor, in which the transmutation of base metal to gold took place : an object whose exact nature is veiled in much mystery. ... terms, is more often than not disguised in a strange heraldic and zoological symbolism dealing with Lions, Dragons, Eagles, ...
When defenses against the most immediate forms of mental disturbance have been raised, the assimilation of the principles of "right conduct" arouses in the mind an "intimate, unalloyed joy" joined with the stability and sureness of one who feels himself in a state of "justice." For which we are given the simile of a lawfully crowned king who knows that his enemies are routed and that there is no threat of any kind to his sovereignty. We have also acquired the strengthened "neutrality" or "sidereality" of the mind that, thanks to the fourfold contemplation, has further freed itself and is now at the center of all its experience, both internal and external. At this point we undertake the really cathartic action whose aim is to neutralize, by degrees, any possibility of "combustion" and of self-abandonment to the multiple variety of "contacts."
Contacts wound; contacts consume by exciting the fire that burns the body and the mind, which nourishes the samsaric stem and prostrates the higher principle. "The fool, struck by force, perishes; the wise man, when struck, does not tremble," he remains intact, remains unshakable, remains elusive; we must become like the wise man. It is a question, then, of dealing a blow at the transcendental "desire" that lurks in the visual and other senses, in the khandha (the groups of the personality), in the elements, and which is corruption, disease, suppuration. All this must naturally take place, not on the psychological or moral plane, but on the existential and metaphysical one. The beginning of the process of alteration lies in the senses, which are likened to so many "wounds." (…) In order to "bandage the wounds" and neutralize the infection provoked by contacts, we must ensure that "the internal sight, the internal smelling, the internal hearing, the internal tasting, the internal touching, the internal thinking are not distracted," that is to say, that we are present in the sixfold seat of the senses in such a way that we can immediately prevent any self-relaxation, self-attachment, self-intoxication, any luring of ourselves by enjoyment. There will be, then, no further building of combinations, at first in the fundamental stem of the will, and then in the five stems of the personality." This is the essence of the new work of catharsis.
This work is based on what is known as the "watch over the doors of the senses," for which the canonical formula is: "Upon perceiving a form with the eye, the ascetic conceives no inclination, no interest. Since craving and aversion and damaging and harmful thoughts soon overcome the man who lives with the eye unguarded, he remains vigilant, he guards the eye, he remains vigilant over the eye." Upon hearing a sound with the ear, upon smelling an odor with the nose, upon tasting a flavor with the tongue, upon touching a contact with the body, upon representing to himself a mental state with the mind, he conceives no inclination, he conceives no interest. Since craving and aversion and damaging and harmful thoughts soon overcome the man who lives with his mind unguarded, he remains vigilant, he guards the mind, he remains vigilant over the mind." To fail in this vigilance at some point is to suffer the fate of the tortoise: when the tortoise unthinkingly put out one of its limbs a jackal seized it by that limb and carried it off to its ruin.
In this matter then, we have to come to grips with the samsaric entity with which we are associated and that constitutes our double, composed of thirst. A continually tightening circle closes round it. It is effectively likened to an enemy who, knowing that he cannot openly defeat his adversary, gets himself employed by him as a servant and gains his confidence so that he may then defeat him by treachery: this is the part that the illusory "I," created by identification, plays in us until the time of initiation into the doctrine of the Ariya.
That the discipline of the watch over the senses or binding the wounds leads to a higher liberation is shown by the simile of the man who has at a crossroads a thoroughbred team and can guide them wherever he pleases. The man who does not know or who forgets this practice is dominated by forms, sounds, smells, tastes, contacts, and thoughts, instead of being their master.
In another way this discipline can also he summed up by the word silentium: "to gird oneself with silence," silence in the technical and initiatory sense. Impressions are arrested at the periphery, at the limit of the senses. Between them and the "I" there is now a distance, a zone of "silence." We thus become endowed with that form of silence that consists of not pronouncing either the exterior word or the interior word, and this in turn implies not hearing, not seeing, not imagining. This theme has also been expressed in a popular form. It is, in fact, the deeper, hidden significance of the well-known statuette of the three sacred monkeys, one with the ears closed, one with the mouth closed, and one with the eyes closed: speak not, hear not, see not. And we may here also recall the curious hermetical formula: "Who has ears, let him open them [in the sense of a close watch on every impression], who has a mouth, let him keep it shut [in the sense of the aforesaid silence, of calm, intangible 'neutrality']."
It is thus that the conditions for further liberation and then for awakening the extrasamsāric principle are consolidated.
As the natural counterpart of the watch on the doors of the senses, a world of disintoxication is carried out within the zone that is now isolated, in order to eliminate or reduce those internal smoldering embers of agitation and self-identification that may be made to burst into life by external contacts. This is what is known as the removal of the five nīvarana, a term that means a "dross," a "hindrance," or an "impediment." The five nīvarana are: desire (kāmacchanda); hate or anger (vyāpāda); slothful idleness (thīna-middha); pride and impatience (uddhacca- kukkucca); doubtful uncertainty (vicikicchā).
The action of these five hindrances is clearly indicated by the following similes: it is like trying to look at one's reflection in water wherein all kinds of colors are mixed (desire), or in boiling water (hate and anger), or in water full of mud and moss (slothful idleness), or in water agitated by the wind (pride and impatience), or finally, in dark and murky water (doubt). Removal is effected by direct action of the mind on the mind, together with accurate and calm self-examination. The discipline is described in the texts in the following manner.
The ascetic finds a solitary place and begins to meditate. A well-known yoga position is counseled: sit with legs crossed and body straight upright. This traditional Indo-Aryan position is, however, only suitable if one is so accustomed to it that it is quite natural and requires no special effort and does not produce fatigue. In general, the position recommended for this, as for other contemplations, must be one of equilibrium, which does not have to be changed; it must have a kind of symbolical meaning of self-awareness and it must not demand efforts that would distract the mind.
It is fundamentally a more advanced development of the states already induced by sīla or "right conduct." The aim here is obviously to bring us to a deeper zone by means of the strengthened power of internal vision that we have gained through the preceding disciplines. It is a matter of attacking, to some degree, the sankhara, that is to say, the innate and congenital tendencies that come, in part, from the extra-individual heredity that we have assumed.
Here, too, the purity achieved at certain moments comes to be developed until it has almost attained a state of permanency. This is how we must understand what is known as the "threefold watch": "by day, walking and sitting, turn the mind away from disturbing things; in the first watch of the night, walking and sitting, turn the mind away from disturbing things; in the middle watch of the night, lie down on the right side, like the lion, one foot on the other, bringing to mind the hour of waking; in the last watch of the night, after arising, walking or sitting, turn the mind away from disturbing things."
This is a kind of continuous examination of consciousness. The yama, the watches of the night that are recognized in this discipline consist, according to the Buddhist tradition, of four hours each; the first runs from six until ten in the evening, the second from ten until two in the morning, the third from two to six in the morning. Thus, strictly speaking, the period of true sleep or of the state that in the common man would correspond to sleep is restricted to four hours only, from ten in the evening until two in the morning. In this we must not see an "ascetic" discipline in the Western sense of mortification: on the contrary, it is natural that in advancing along the road of illumination the need for sleep is considerably reduced, and this reduction produces no ill effect. Here, too, a unilateral "authoritarian" intervention would only serve to create states of fatigue and inattention unfavorable for spiritual life by day.
With attentive care of the "wounds" and with action taken against the hindrances or impediments, the zone of "silence" is strengthened, and a gradual interior increase of the extrasamsāric quality takes place therein; this increase should he aided by illuminated effort and it is related to the aforesaid "seven awakenings". These "awakenings" are the positive counterpart of the cathartic or prophylactic action, that is to say, they are a "defence against intoxication produced by action." The canonical formula is: "[The ascetic] rightly causes the awakening of mindfulness derived from detachment, derived from dispassion, derived from cessation [of the flux], ending in renunciation, he causes the awakening of investigation -of inflexible energy- of enthusiasm -of calm- of concentration -of equanimity, of these awakenings derived from detachment, derived from dispassion, derived from cessation, ending in renunciation."
Various interpretations of the place of these awakenings in the whole development are, nevertheless, possible. Their sense as a whole, indeed, reflects that of the four jhānas, of the contemplation that is to be performed in complete detachment from external experience. Here, however, we may understand them on a more relative plane, as a kind of transfiguration and liberation of faculties that are already pervaded by the element of bodhi, whence the expression bojjhanga. It must be realized that we are not dealing with a simple schematic enu¬meration, but rather with a series in which the meditation whereby they are appre¬hended should pursue an intimate causal linking of the single terms so that we are naturally led on from one to the next, and so that in the one we see the integration and resolution of its predecessors. Thus, we must first achieve nondistracted medita¬tion: then we must awaken the state of "mindfulness," fix it in the mind, develop it, master it, and see how this state leads to the second awakening and passes into "investigation," which may find support in some element of the doctrine; this inves¬tigation, when developed, fixed, extended, and mastered must lead on to the awak¬ening of "inflexible energy," whose perfect conquest should herald a state of spe¬cial, purified "enthusiasm," of purified joy. By further developing the meditation, we should realize that this enthusiasm, this joy, awakened and perfectly developed in a body that is becoming calm, in a mind that is becoming calm, will become resolved and liberated in the next awakening, which is that of "calm." When calm has been developed, extended, fixed, and mastered, "concentration" awakens; this, in its turn, when completely developed, becomes established and shines forth in the "equanimity" that is the seventh awakening.
These form a series of landmarks in meditation that is concerned with realization and they are connected by an inherent continuity. Through these, one is led in another way to the confirmation of what was already becoming established in the satipatthāna, the fourfold contemplation of detachment, that is to say, one is led to that impassibility that is qualified as "pure, clear, ductile, flexible, resplendent," but which has nothing to do-it should be noted-with the indifference of a blunt mind, with the indifference "of a fool, of an ignorant man, of an inexpert common man." For our part, we think it opportune to add that the state in question must on no account be confused with apathy, and that it develops together with a feeling of purified intellectualized and heroic joy, although this may at first seem difficult to understand. The Bhagavadgītā says: "When the mind, lamed by ascesis, becomes quiet; when [the ascetic], seeing the self in the self, rejoices in himself, knows that boundless joy which, transcending the senses, can only be ap¬prehended by the intellect and, when fixed in it, does not stir from the truth ... he knows that this detachment from union with pain is called yoga." At the same time, Buddhism speaks of a pleasure that is "like dung" when compared to that based on detachment, calm, and illumination (thus two kinds of joy are considered and contrasted. the one bound to life in the world, to mania, to enjoyment, the other to ascesis or to ultramundane states of detachment and of freedom from mania; and it is said that the second is the higher joy. "Extinction is the greatest joy.")
Furthermore, such sequences as these are frequent: "In the ascetic joy arises; this joy makes him blissful; being blissful, his body becomes calm: with the body calmed, serenity arises; in this serenity the mind comes to rest, becomes concentrated"; this is a preparation for the four jhāna. This is another sequence that has the character of a connected series, developing in an upward sense, not unlike that which, through the twelve nidana, led us downward to samsāric existence. The point of departure of this new series is, in fact, the state of suffering, of agitation, of contingency, which corresponds to the last nidāna of the descending path. Beyond it, there is the state of confidence; this leads to purified joy; then follows serenity, which gives place to bliss, passing on to equanimity - the term used here literally means also to vanish, to cease being in a place: it is a question of detached equilibrium. In this text the supreme realization has behind it a linked series in which special states of liberated joy play a particular part: a kind of joy that Plato contrasted with all mixed and conditioned forms of joy or of pleasure.
Let us quote another text that represents the state at which we may reckon to have arrived at this point of our exposition: „Concentration which knows neither increase nor decrease, which is not based on wearisome subjugation, which, because of its detached nature is constant, because of its constancy is full of bliss, because of its bliss cannot be destroyed — such concentration has suprene wisdom as its result.”
This should destroy the idea that the path of awakening is arid and desolate, that it kills all joy, that it offers only renunciation and destruction. That everyone whose furthest horizon is still within the effective, samsarically conditioned world should have this idea is quite natural but is of very little account.
A text reminds us that only an Awakened One can comprehend the Awakened One. An expressive simile demonstrates this: two companions leave a city together and reach a rock that one of them climbs. He says to the other: "I see from up here a wonderful view of gardens, woods, fields, and lakes," but the other retorts: "It is impossible, it is inadmissible, friend, that from up there you can see all that." Then the companion standing on the rock comes down, takes the other by the arm, makes him climb up on the rock and. after he has recovered his breath, asks him: "What do you then see, friend, standing on the rock?" The other replies: "I see a wonderful view of gardens, woods, fields, and lakes." "And your previous opinion?" "While I was obstructed by this great rock, I could not see what is now visible." It concludes: it is impossible that what is knowable, discernible, capable of achievement, capable of realization through detachment can be known, discerned, achieved, realized by one who lives among desires and who is consumed by desires." Quite apart from the higher "sidereal" principle. the Buddhist also knows the kind of joy that is contentedness, rejoicing, jubilation, enthusiasm, exultation, transport of the spirit and that, among others, is considered as "a factor of the great awakening”.
[Countering those who believe that the Buddhist road is one of desolation and aridity, Louis de La Vallée-Poussin most opportunely writes: “We must, rather, recognise that India is difficult when it comes to being and bliss; that as she puts being beyond existence, so she puts bliss beyond sensation.”]
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Julius Evola: The Doctrine of Awakening - Part II., Chapter 4. - Sidereal Awareness: The Wounds Close (excerpt)
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Image of a girl working out Outside doing stability ball dumbbell chest press In a sunny park.
Late Season Shoreline. Yosemite National Park, California. September 5, 2014. © Copyright 2014 G Dan Mitchell - all rights reserved.
Brilliant late-season red bilberry carpets shoreline meadows around a Sierra Nevada lake, Yosemite National Park
As I have written elsewhere on more than one occasion, every August I begin to pay attention to hints that summer will end and that autumn is on its way. Early in the high country summer everything is in a state of rapid change — plants are in a hurry to take advantage of a short growing season and the availability of runoff water, and that water itself flows everywhere. After the explosion of early season growth and the production of flowers and cones things slow down, and at some point in August a feeling of quiet and stability begins to take hold.
The hints of change that I look for range from almost immaterial — a feeling about the sound of wind or the angle of light — to quite objective. In the latter category are changes that occur in the cycles of plant life. Corn lily plants change from green to yellow and gold and then to brown, and topple over. A few yellow leaves begin to appear on willows and even the aspens. But one of the strongest signs for me is the appearance of the red bilberry leaves in clear areas in the forest and near the edges of lakes. While the autumn bilberry leaves do not appear to be all that colorful in regular light, when backlit they turn the ground a gaudy range of colors from yellow and gold to bright red.
G Dan Mitchell is a California photographer and visual opportunist whose subjects include the Pacific coast, redwood forests, central California oak/grasslands, the Sierra Nevada, California deserts, urban landscapes, night photography, and more.
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