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*Copyright © 2012 Lélia Valduga, all rights reserved.
Who else who least know who is going to the beach charity, even if it is only for the pleasure of hanging routine that drowns us every day. This psychological factor is one of the main virtues of the sun and the beach, to which you attach to these benefits going to the beach to health.
We firstly produces the benefits of the sun and on the other benefits of seawater, which together are combined to one infuse stability in the body, so it is a source benefit to health. The sun brings us joy and promotes the synthesis of vitamin D, while the sea water, which is loaded with minerals and trace elements, is a stimulant to our muscles.
Source: www.dicasagora.com
Staying pretty much locked down with the Covid-19 restrictions, so time for some backyard photography.
Here is a beautiful American robin (Turdus migratorius). These are fairly common in the WHitehorse area during spring and summer months.
Photo taken with the Cnaon EOS R and the old Canon EF 400mm f/5.6 mounted using the EF-EOS R mount adapter. I used a monopod for extra stability and manual exposure settings.
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)
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PHILIPPINE SEA (Jan. 19, 2022) Aviation Boatswain’s Mate (Handling) 3rd Class Donald Elliot, from Kansas City, Missouri, assigned to forward-deployed amphibious assault ship USS America (LHA 6), directs an MV-22B Osprey tiltrotor aircraft, assigned to the 31st Marine Expeditionary Unit (MEU), to land on the ship’s flight deck. America, lead ship of the America Amphibious Ready Group (ARG), along with the 31st MEU, is operating in U.S. 7th Fleet 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 Theodore C. Lee)
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EAST CHINA SEA (Aug. 5, 2020) An MH-60S Seahawk helicopter assigned to Helicopter Sea Combat Squadron (HSC) 25 conducts underway replenishment training with 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)
"no to Iranian occupation in East Kurdistan"
Today, the middle east summit has begun in Warsaw. The Summit focuses on " Stability, peace, freedom and security in the middle east ". an important part of ensuring that Iran is " not a destabilizing influence ".
On the occasion of this summit, Kurds, Baloch, azéris and Arabs (minorities of Iran) have gathered together at a rally in Warsaw to protest against Iran's anti-Iranian policy and to express their demand for self-determination and freedom.
Kurds urge unity in the course against the Iranian regime
The East Kurdish parties, not invited to the middle east summit in Warsaw, say that the world must cooperate with the opposition forces in Iran if it wants to contain the destabilising activities of the Islamic Republic.
"the different international views and approaches to the Islamic Republic have helped the regime", says it in a statement by the political parties of the east kurdistan political parties on Monday.
The parties make it clear that the Iranian regime has survived years of wars, protests and sanctions, because it is 'at NATIONAL AND INTERNATIONAL LEVEL'.
The Centre was founded by five Kurdish parties in Iran to better coordinate their activities. Members include the democratic party of Kurdistan (Kdp-I), the democratic party of Kurdistan Iran (Pdki) and komala.
They condemned the fact that they were not invited to the Warsaw conference on 13. And 14. February, but said they would welcome a single international voice against Tehran.
“Greater safety and stability and steep turns at high speed, without skidding or capsizing, are hoped for in a hydroplane designed by Thomas A. Edison Lake. The boat is really three small hydroplanes, joined by a framework. There is three-point contact with the water, to help keep the craft on an even keel. Steering is done with the rear hull and, on quick turns, the two forward pontoons can be banked at an angle, in order to counteract any tendency to skidding.” [Text from the accompanying article]
OKINAWA, Japan (Aug. 27, 2020) Landing Craft, Air Cushion 30, assigned to Naval Beach Unit 7, arrives at White Beach from the amphibious dock landing ship USS Germantown (LSD 42). Germantown, part of America Expeditionary Strike Group, 31st Marine Expeditionary Unit team, 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)
I've previously documented that when Adventure Travel held the contract for TrawsCymru Service T1c between Aberystwyth and Cardiff, Aberystwyth-based Mid Wales Travel provided the drivers. Coaches from the Mid Wales fleet would also substitute for Adventure Travel vehicles in the event of failures.
Mid Wales became the replacement contractor from April 2023, and a further two year contract was awarded from September 2023.
The company owns a pair of PSVAR-compliant Plaxton Panther 3-bodied Volvo B8Rs that were new in 2022, and these would often appear as substitutes in Adventure Travel days. After a few months of operating in all-white livery, YX22 LWA has recently received the two-tone grey and red TrawsCymru livery.
This November 2023 shot was taken at the Bowen Arms stop in North East Swansea, on the border of the City & County of Swansea and Neath Port Talbot, as she was waiting time for a few minutes when Cardiff bound.
French postcard by Edycard, no. 29. Photo: Tom Cruise in Top Gun (Tony Scott, 1986).
American actor and producer Tom Cruise (1962) became with his charismatic smile the most successful member of Hollywood's Brat Pack, the golden boys and girls of the 1980s. Top Gun (1986) made him an action star, but with his roles in The Color of Money (1986), Rain Man (1988) and Born on the Fourth of July (1989) he proved himself to be an all-round star and excellent actor. During the 1990s, he continued to combine action blockbusters like Mission Impossibe (1996) with highly acclaimed dramas like A Few Good Men (1992), Eyes Wide Shut (1999) and Magnolia (1999). He received more praise for his roles in Minority Report (2000) and Collateral (2002) and was for years one of the highest paid actors in the world. Although he continued to score major box office hits with the Mission Impossible franchise, his later work was overshadwowed by his outspoken attitude about Scientology which alienated him from many of his viewers.
Tom Cruise was born Thomas Cruise Mapother IV in 1962 in Syracuse, NY. He is the only son of Mary Lee (Pfeiffer), a special education teacher, and Thomas Cruise Mapother III, an electrical engineer. He has three sisters: Marian, Lee Anne De Vette and Cass. In 1974, when Cruise was 12, his parents divorced. Young Tom spent his boyhood always on the move, and by the time he was 14 he had attended 15 different schools in the U.S. and Canada. He finally settled in Glen Ridge, New Jersey, with his mother and her new husband. Deeply religious, he enrolled in a Franciscan seminary with the ambition to join the priesthood. He dropped out after one year. At high-school, he was a wrestler until he was sidelined by a knee injury. Soon taking up acting, he found that the activity served a dual purpose: performing satiated his need for attention, while the memorisation aspect of acting helped him come to grips with his dyslexia. Moving to New York in 1980, he studied drama at the prestigious Neighborhood Playhouse, in conjunction with the Actors Studio, New School University, New York. He signed with CAA (Creative Artists Agency) and began acting in films. His film debut was a small part in Endless Love (Franco Zeffirelli, 1981), starring Brooke Shields. It was followed by a major supporting role as a crazed military academy student in Taps (Harold Becker, 1981), starring George C. Scott and Timothy Hutton. In 1983, Cruise was part of the ensemble cast of The Outsiders (Francis Ford Coppola, 1983). The Hollywood press corps began touting Cruise as one of the 'Brat Pack', a group of twenty-something actors who seemed on the verge of taking over the movie industry in the early 1980s. Cruise's first big hit was the coming-of-age comedy Risky Business (Paul Brickman, 1983), in which he entered film-trivia infamy with the scene wherein he celebrates his parents' absence by dancing around the living room in his underwear. From the outset, he exhibited an undeniable box office appeal to both male and female audiences. Cruise played the male lead in the dark fantasy Legend (Ridley Scott, 1985) and the action film Top Gun (Tony Scott, 1986) with Kelly McGillis and Val Kilmer. Top Gun (1986) established Cruise as an action star. However, he refused to be pigeonholed, and followed it up with a solid characterszation of a fledgling pool shark in The Color of Money (Martin Scorsese, 1986), for which co-star Paul Newman earned an Academy Award. In 1988, he played the brother of an autistic savant played by Dustin Hoffman in the drama Rain Man (Barry Levinson, 1988). However, Cruise had not yet totally convinced critics he was more than a pretty face while he also starred in Cocktail (Roger Donaldson, 1988), which earned him a nomination for the Razzie Award for Worst Actor. His chance came when he played paraplegic Vietnam vet Ron Kovic in Born on the Fourth of July (Oliver Stone, 1989). For his role, he won a Golden Globe Award and received a nomination for the Academy Award for Best Actor.
In 1990 Tom Cruise renounced his devout Catholic beliefs and embraced The Church Of Scientology claiming that Scientology teachings had cured him of the dyslexia that had plagued him all of his life. He was introduced to Scientology by his ex-wife Mimi Rogers. Though Cruise's bankability faltered a bit with the expensive disappointment Far and Away (Ron Howard, 1990) with his-then wife Nicole Kidman, A Few Good Men (Rob Reiner, 1992) brought him back into the game. By 1994, the star was undercutting his own leading man image with the role of the slick, dastardly vampire Lestat in the long-delayed film adaptation of the Anne Rice novel Interview with the Vampire (Neil Jordan, 1994), opposite Brad Pitt and Antonio Banderas. Although the author was vehemently opposed to Cruise's casting, Rice famously reversed her decision upon seeing the actor's performance, and publicly praised Cruise's portrayal. In 1996, Cruise scored financial success with the reboot of Mission: Impossible (Brian De Palma, 1996), but it was with his multilayered performance in Jerry Maguire (Cameron Crowe, 1996), that Cruise proved once again why he is considered a major Hollywood player. For Jerry Maguire, he won another Golden Globe and received his second Oscar nomination. According to IMDb, Cruise is the first actor in history to star in five consecutive films that grossed $100 million in the United States: A Few Good Men (1992), the thriller The Firm (Sydney Pollack, 1993), Interview with the Vampire: The Vampire Chronicles (1994), Mission: Impossible (1996) and Jerry Maguire (1996). 1999 saw Cruise reunited onscreen with Kidman in a project of a very different sort, Eyes Wide Shut (Stanley Kubrick, 1990). Hal Erickson at AllMovie: "The film, which was the director's last, had been the subject of controversy, rumour, and speculation since it began filming. It opened to curious critics and audiences alike across the nation, and was met with a violently mixed response. However, it allowed Cruise to once again take part in film history, further solidifying his position as one of Hollywood's most well-placed movers and shakers. Cruise's enviable position was again solidified later in 1999, when he earned a third Golden Globe and a nomination for the Academy Award for Best Supporting Actor for his role as a loathsome 'sexual prowess' guru in Magnolia (Paul Thomas Anderson, 1999)."
In 2000, Tom Cruise scored again when he returned as international agent Ethan Hunt in Mission: Impossible II (John Woo, 2000), which proved to be one of the summer blockbusters. Like its predecessor, it was the highest-grossing film of the year, and had a mixed critical reception. He then reteamed with Jerry Maguire director Cameron Crowe for a remake of the Spanish film Abre los Ojos/Open Your Eyes (Alejandro Amenábar, 1997) titled Vanilla Sky (Cameron Crowe, 2001) with Cameron Diaz and Penelope Cruz. Though Vanilla Sky's sometimes surreal trappings found the film receiving a mixed reception at the box office, the same could not be said for the following year's massively successful Sci-Fi chase film Minority Report (Steven Spielberg, 2001), or of the historical epic The Last Samurai (Edward Zwick, 2003). For his next film, Cruise picked a role unlike any he'd ever played; starring as a sociopathic hitman in the psychological thriller Collateral (Michael Mann, 2004). He received major praise for his departure from the good-guy characters he'd built his career on, and for doing so convincingly. He teamed up with Spielberg again for the second time in three years with an epic adaptation of the H.G. Wells alien invasion story War of the Worlds (Steven Spielberg, 2005). The summer blockbuster was in some ways overshadowed, however, by a cloud of negative publicity. It began, when Cruise became suddenly vocal about his beliefs in Scientology, the religion created by science fiction author L. Ron Hubbard. Cruise publicly denounced actress Brooke Shields for taking medication to combat her postpartum depression, going so far as to call the psychological science a "Nazi science" in an Entertainment Weekly interview. In 2005, he was interviewed by Matt Lauer for The Today Show during which time he appeared to be distractingly argumentative in his insistence that psychiatry is a "pseudoscience," and in a Der Spiegel interview, he was quoted as saying that Scientology has the only successful drug rehabilitation program in the world. This behaviour caused a stirring of public opinion about Cruise, as did his relationship with 27-year-old actress Katie Holmes. The two announced their engagement in the spring of 2005, and Cruise's enthousiasm for his new romantic interest created more curiosity about his mental stability. He appeared on The Oprah Winfrey Show, where he jumped up and down on the couch, professing his love for the newly-Scientologist Holmes. The actor's new public image alienated many of his viewers. As he geared up for the spring release of Mission: Impossible III (J.J. Abrams, 2006), his ability to sell a film based almost purely on his own likability was in question for the first time in 20 years. Despite this, the film was more positively received by critics than the previous films in the series, and grossed nearly $400 million at the box office. Cruise moved on to making headlines on the business front, when he and corporate partner Paula Wagner in 2006 officially "took over" the United Artists studio, which was all but completely defunct. One of the first films to be produced by the new United Artists was the tense political thriller Lions for Lambs (Robert Redford, 2007), with Redford, Cruise and Meryl Streep. The film took an earnest and unflinching look at the politics behind the Iraq war but was a commercial disappointment. This was followed by the World War II thriller Valkyrie (Bryan Singer, 2008) with kenneth Branagh and Carice van Houten.
Tom Cruise would find a solid footing as the 2010s progressed, with blockbusters like Mission: Impossible - Ghost Protocol (Brad Bird, 2011) and Mission: Impossible - Rogue Nation (Christopher McQuarrie, 2015). He is known for doing many of his own stunts in these films, even exceptionally dangerous ones. The Mission Impossible franchise earned a total of 3 billion dollars worldwide. Cruise reteamed with Cameron Diaz in the action-comedy Knight and Day (James Mangold, 2010). He starred as Jack Reacher in the film adaptation of British author Lee Child's 2005 novel One Shot (Christopher McQuarrie, 2012). He also starred in big budget fantasy projects like Oblivion (Joseph Kosinski, 2013) and Edge of Tomorrow (Doug Liman, 2014). Tom Cruised was married three times. His first wife was actress Mimi Rogers, with whom he was married from 1987 till their divorce in 1990. His second marriage with Nicole Kidman from 1990 till 2001. They adopted two children Isabella Jane Cruise (1992) and Connor Antony Cruise (1995). he lived together with Vanilla Sky (2001) co-star Penélope Cruz from 2001 - 2004. His 2006 marriage to Katie Holmes ended in a divorce in 2012. They have one daughter, Surie Cruise (2006). Recently, Cruise returned on the screen as Ethan Hunt in the sixth installment of the Mission Impossible series, Mission: Impossible – Fallout (Christopher McQuarrie, 2018). In 2020, he will also return as Pete "Maverick" Mitchell in Top Gun: Maverick (Joseph Kosinski, 2020), in which Val Kilmer will also reprise his role from the first film.
Sources: Hal Erickson (AllMovie), Wikipedia and IMDb.
And, please check out our blog European Film Star Postcards.
L2.05W0.82H1.14M120 • Cₓ0.2 • 0.5MW, 3,156Nm @12kHz, η>99%
EVBM18kg Li₂O₂ 40M୧ 720MJ • 679kph • 0-100kph→0.5s 5.665g₀
If you rode the rest of your life and really became the best that you could be, you would never ride like l ride.
S.S. LaBeouf in W.O. Stone 2010: WS: Money never sleeps.
Cfr. notes (1-18) over the above image.
NOTES
1. Windscreen-integrated MR-HUD + 3D holographic dashboard. 2. C-ABS, AWTVS, s-ϑ-v sensors on front & rear wheels. 3. Öhlins FGR300 Carbon ⌀60×S130 mm AS front fork. 4. 355mm T5 CCTi front brake vented discs. 5. Brembo GP5 front brake 4-piston fixed calipers. 6. 220mm T5 CCTi rear brake vented disc @ dx side. 7. Brembo GP5 rear brake 2-piston fixed caliper @ dx side. 8. BST GP Tek front + rear wheels (1.7+2.4 Kg). 9. 120/60ZR17 front tire. 10. 200/55ZR17 rear tire. 11. 525 17/46 drive chain. 12. 66.4° steering head angle. 13. 200° front/rear cameras. 14. Öhlins Carbon BDB50 S117mm AS rear shock absorber. 15. AWARHD. 16. M winglets provide 160N @300kph. 17. ϑ°ₘₐₓ 70°. 18. Lateral battery packs with the additional function of gyroscopic stabilizers.
Pₘₐₓ = Fₓ v = 2⁻¹ Cₓ A ρ vₘₐₓ³ → vₘₐₓ = ∛(2Pₘₐₓ Cₓ⁻¹ A⁻¹ ρ⁻¹) ≅ 678.6 km/h (A, frontal area ≅ 0.5 m²). Actual performance would depend on various factors, including aerodynamics, traction, and mechanical limitations. In this simplified model, v primarily depends on P and Cₓ rather than on M, and vₘₐₓ remains the same even with a slightly higher OAM.
REFERENCES
D.A. Vincenzi & al. 2024: Human factors in simulation & training.
M. Ghafarian & al. 2023: Dynamic Vehicular Motion Simulators.
B. González-Arcos & P.J. Gamez-Montero 2023: MotoGP airflow redirectors.
K. Wiński & A. Piechna 2022: Sport motorcycle CFD.
E. Frœse & al. 1985: Le parc (Street Hawk OST).
D. Byrne & al. 1983: This must be the place.
K. Gamble & al. 1973: For the love of money.
ÆM · EGP 2019 · 無限 神電八 2019 TT0 · LS218 2013 · ZM DSR-BF
BMW ÆM 2017 · DUCATI V21L · MOTOROiD 2017 · I/MI-B · TF · SA
Mugbil Al-Thukair was likely photographed in his bedchamber at his house in Manama, sitting on a prayer rug with a pious wistful countenance in a dapper embroidered silk Jubbah (open coat) and an ornate Cashmere Ghutra Shawl (headdress) fastened with the obsolete thick Najdi Agal (headband) these were some of the distinctive formal attire worn by wealthy Arab merchants and tribal chieftains in Central Arabia and the northern Arabian Gulf in the early twentieth century as Al-Thukair supposedly was facing a Victorian colonial Anglo-Indian Raj four-poster teakwood bed surrounded by all the trappings of wealth typifying the lifestyle of a Gulf-rich pearl merchant and his household at the time, such as the open Indian teakwood wardrobe cabinet with an inside mirrored door on the left where a visible Cashmere Ghutra Shawl hangs from an open wardrobe drawer, a Victorian glass-shaded gas lamp in the right corner next to a pendulum clock in the back of a reclining wooden cane chair with its vertically striped cushion and several sitting chairs stacked high with books together with a variety of Persian rugs and carpets strewn across the floor during Jacques Cartier's second extended visit to Bahrain (from the 14th to the 26th of March 1912) the focal point of his Arabian Gulf pearl purchasing trip on Thursday, the 16th of March, 1912.
(Mugbil Bin Abdulrahman Al-Thukair was born in 1844 in the rural town of Unaizah in the Al-Qassim region in northern Najd, Central Arabia as Al-Qassim has always been considered the agricultural heartland of the Arabian Peninsula known since pre-Islamic times as the "Alimental Basket" or granary of Arabia for its abundant agricultural assets into a prestigious erudite family of merchants widespread across Arabia and the Fertile Crescent with a trading history that could be traced back to the early eighteenth century from a young age Al-Thukair was endowed with natural business acumen combined with deep intellectual and literary interests following in the footsteps of generations of his family's enterprising male offspring which drove him first in 1867 at the tender age of 23 to the prosperous port town of Jeddah on the Red Sea coast of Arabia with its bustling market and cosmopolitan outlook the obvious first choice for any ambitious young man from the hinterlands of Arabia mainly Najd in those days where he started to establish himself as a budding young merchant at the same time exploring any available business opportunities in the port cities and towns of the Near East (Middle East) and those in the neighbouring Indian subcontinent principally in the newly British-founded port city of Bombay (Mumbai), the quickly burgeoning commercial hub on the Arabian Sea, the main western gateway to India and the key gathering place for Arab merchants and their families from Arabia in the subcontinent forming a dynamic expatriate Arab community that would continue to exist from the mid-nineteenth century until India's independence from Britain in 1947 Bombay also provided a good head start for scores of young Arabian Peninsula merchants at the time some of whom went on to become well-known household business names across the region most notably Alireza of Jeddah, Alghanim, Al-Kharafi and Alshaya of Kuwait among others, spurring young Al-Thukair to learn Hindi, the pre-oil seafaring age's business lingua franca in the Arabian Peninsula since the majority of Arabia's trade passed through Indian entrepôts and in due course he became proficient in the essential business language, the port city of Basra in southern Iraq was yet another desirable alternative business opportunity for Al-Thukair, a familiar business destination for his family for many decades and a second adopted domicile for several family members as Iraq's gateway to the rest of the world, frequently visited by him in the early to mid-1870s while en route to Iraq's only port on the Arabian Gulf his ship would stop at Bahrain one of the three major ports of the Arabian Peninsula in the second half of the nineteenth and the first half of the twentieth centuries (the other two were Aden and Jeddah) allowing him during the few hours interval between passengers and cargo disembarkation and embarkation to wander around the town of Manama the cosmopolitan commercial hub on the main island of the Bahraini archipelago examining closely along the way Manama's ethnically diverse purveyors of bountiful goods from all over the world meanwhile assessing the business possibilities of the Bahraini market especially its booming pearl trade prompting him to dabble in the lucrative commodity with great success as part of his general trading business interests and after spending ten years in the coastal town of Jeddah now as a seasoned well-established general merchant Bahrain beckoned as the centre of the pearl trade in the Arabian Gulf and beyond a pioneering position consolidated by possessing in its northern waters the richest pearl oyster beds in the Gulf renowned worldwide for producing the finest quality pearls for their iridescent lustre, size and variety of colours making it the place of choice for anyone wishing to try his luck in the pearl business back then which was the mainstay of the Arabian Gulf economy prior to the discovery of oil similarly sundry of his Central Arabian Najdi merchant counterparts from the austere Arabian inland such as Algosaibi, Al-Ajaji, Al-Qadi and Al-Bassam were lured to Bahrain by the country's newfound political stability following the accession of the young, astute and literarily inclined Sheikh Isa Bin Ali Al Khalifa (1848-1932) to the throne in 1869 ushering in a new era of peace and prosperity after decades of turmoil and instability as reflected in the renewed confidence and heightened profitability prospects of the Bahraini pearl market driven by increasing international demand particularly in the West for high-quality natural pearls from the Arabian Gulf as rapidly soaring demand propelled pearl prices to unprecedented heights against such a heady backdrop Al-Thukair decided in 1877 at the age of 33 to relocate to Bahrain with his immediate family consisting of his wife and two young sons Abdullatif and Abdulmuhsin, a decision that would change his life forever Bahrain with its lush date palm groves and freshwater springs proved to be more suitable to his agrarian temperament than arid Jeddah though comparable to its vibrant multicultural and multi-ethnic society as it was the closest thing to a second home for the mature aspiring assiduous merchant after his beloved birthplace of Unaizah within a matter of years after arriving in the small island country he managed to become a leading pearl merchant and a highly esteemed public figure well-known for his philanthropic disposition, honest dealings, impeccable integrity and intellectual prowess so much so that he was dubbed "The Pride of Merchants" by the Bahraini business community he also took on the role of honorary chairman of the Manama business community and titular head of the Najdi diaspora community in Bahrain as a natural progression of his tremendous entrepreneurial successes and admirable character traits due to this exalted social status and the extensive network of highly influential personages he cultivated throughout the region Al-Thukair became increasingly sought-after as an arbiter of disputes including those of a political nature in Bahrain and elsewhere in the region but among the many scattered instances of his arbitration cases in the declassified annual Gulf reports from the British Archives, the following case from the latter stage of his life in Bahrain is one of the most striking examples of his high-level arbitrations where a family of illustrious clerics and judges resorted to his conscientious arbitration when asked by Ibrahim one of the two younger brothers of Bahrain's highest religious Muslim authority for nearly half a century the eminent cleric and unofficial supreme judge Sheikh Qasim Al Mehza (1847-1941) dubbed the "chief judge" unanimously by adherents of both Sunni and Shiite cross-sectarian Muslim denominations of Bahraini society for his scholarly knowledge of Islamic jurisprudence to intercede between the two younger siblings one of whom Ahmed was a highly respected cleric in his own right the first Bahraini graduate of the Al-Azhar of Cairo in 1887 and ironically their elder brother the highly learned cleric and judge Sheikh Qasim, here is the next slightly edited citation from the British Gulf residency report of 1912 concerning local Bahraini affairs from 1st to 30th September, exact date unspecified (A difference over the ownership of a plot of land and a shop recently arose between Sheikh Qasim Bin Mehza and his two brothers Ahmed and Ibrahim and the two parties were not on speaking terms. At the request of Ibrahim, Sheikh Mugbil and Yusuf Kanoo intervened and succeeded in arranging a comprise) correspondingly he was acting as an unpaid adviser, interlocutor and mediator to some of the Arabian Peninsula's rulers as attested by one of the earliest documented references to Al-Thukair in the British Archives in late 1888 and early 1889 where he was linked to a series of accounts dealing with the recurring violent hostilities between the neighbouring Sheikhdoms of Qatar and Abu Dhabi in which he acted as a go-between on behalf of Sheikh Qasim Bin Muhammad Al-Thani (r. 1868-1913) the first British-recognised Qatari ruler independent of Bahraini suzerainty and founder of the Al-Thani ruling dynasty to help broker a peaceful settlement between the two parties and other key players in the conflict including the Al Rasheed the then rulers of Arabia's northern region of Ha'il and their Ottoman backers both of whom intervened on behalf of the Qatari side, from early on as a middle-aged man Al-Thukair had established himself as an ethical impartial figure and a reliable confidant to the majority of the rulers in the Arabian Gulf as demonstrated in numerous instances in this mini-biography of the man, the following two edited extracts are part of a comprehensive report on the latter stage of the long-drawn fitful hostilities between Qatar and Abu Dhabi covering the period from March 1888 to June 1890 by the British Gulf residency in Bushehr Persia (Iran) on the bloody conflict which involved lengthy correspondence between the British political agent in Bahrain and his superior the political resident in Bushehr where Al-Thukair is frequently mentioned, a conflict that began as a random mid-sea raid by Qatari corsairs on an Abu Dhabi-owned pearl fishing vessel in Qatari waters killing all of its crew presumably around the year 1880 escalating into a prolonged fierce enmity between Sheikh Zayed Bin Khalifa Al Nahyan (r. 1855-1909) ruler of Abu Dhabi and Sheikh Qasim Bin Muhammad Al-Thani (r. 1868-1913) ruler of Qatar spiralling into uncontrollable atrocious carnage and depredation reprisals manifested in the thrice sacking of the Qatari capital Doha during the third of which Qatar ruler's son Ali was killed and the multiple sackings of the sedentary communities of Abu Dhabi's western region of Al Dhafra and other towns between 1880 and 1892 the first extract is a full-text letter while the second consists of the last two paragraphs of a longer letter the first of which is as follows (No. 10, dated the 20th January 1889. From-The Residency Agent, Bahrain. To-The Political Resident, Arabian Gulf. After compliments. I beg to send herewith a copy of a letter sent by Qasim Bin Thani (ruler of Qatar) to the Chief (ruler) of Bahrain with a special messenger who has also brought a number of other letters giving welcome tidings to Muhammad Bin Abdulwahab (Al-Faihani), Mugbil (Al-Thukair) and (Abdulrahman) Bin Aidan; and mentioning the number of people who were slain out of the inhabitants of Liwa (the Al Dhafra region is centred on the large Liwa Oasis in Abu Dhabi's westernmost domain); viz., 520 persons; and that they took from them large booty and numerous camels and that Sheikh Qasim returned safely with his army. I hear from reports that Sheikh Qasim lost 8 men killed. Others say 48, others again 110. But as yet there is no correct report as since the arrival of this messenger no one has come from Qatar owing to heavy "shemall" (northern gusty) winds. It is stated that Sheikh Qasim has not yet reached Al-Bidda (Doha). I hear that Isa Bin Ziyab a cousin of Sheikh Zayed Bin Khalifa (Al Nahyan) has arrived in Bahrain from Abu Dhabi and interviewed the Chief (ruler of Bahrain). According to what he says there are not so many people at Liwa and that Sheikh Zayed had not received any report of Sheikh Qasim's proceedings from Qatar to Liwa or any other place. I shall make further reports when I receive any fresh news) the second extract is as follows (No. 52, dated the 28th of March 1889. From-The Residency Agent, Bahrain. To-The Political Resident, Arabian Gulf. I have seen a letter from Qasim (ruler of Qatar) to Mugbil (Al-Thukair) in which the writer says that he is prepared to meet Zayed (ruler of Abu Dhabi) and that he is not afraid of his advance; on the contrary that he will himself march out to attack Zayed in case the latter should not advance against him. In that letter he also wishes Mugbil to believe that Ibn Rasheed (ruler of Ha'il in northern Arabia) will not fail to fulfil his promise. The date of this letter is 17th March. It is apparent that Qasim wrote that letter before the arrival of Nafi (Ibn Rasheed messenger) My own opinion is that if the news about Zayed's advance be true and also that if Qasim be supported by the Turkish soldiers, Zayed's forces will have hard work before them; for Qasim is regardless of expense and the Turkish soldiers are greedy as is known. Their number at Al-Bidda (Doha) is 250) the previous references were among several in this special report to Al-Thukair's top-level intermediation in this particular bloody conflict a small sample of his early political intermediation in regional affairs that would last until he unwillingly left his second adopted homeland Bahrain in mid-1917 but in connection with his frequent interactions with the rulers of the Arabian Peninsula the most significant of those were Sheikh Isa Bin Ali Al Khalifa (r. 1869-1932) of Bahrain, Sheikh Qasim Bin Muhammad Al-Thani (r. 1868-1913) of Qatar and Abdulaziz Ibn Saud (r. 1902-1953) ruler of Najd and its dependencies who was styled as such from the 13th of January 1902 onwards after the subtle young industrious scion of the House of Saud succeeded in recapturing the ancestral seat of power of his forefathers, the then small town of Riyadh from the bellicose Ottoman-backed Al Rasheed ruling clan of the northern Arabian region of Ha'il in an audacious dawn attack, the future king of what would become the sprawling Kingdom of Saudi Arabia perceptibly in the course of time Al-Thukair became such a revered sage that the ruler of Bahrain Sheikh Isa Bin Ali Al Khalifa asked him to be one of the signatories of a solemn pledge of allegiance deed to his eldest surviving son the 24-year-old newly appointed heir apparent to the throne and future ruler Sheikh Hamad (r. 1932-1942) on 8th October 1896 following the untimely death of his eldest son and heir apparent Salman near Riyadh in Najd Central Arabia three years earlier on his exhausting perilous long land journey home from the Hajj pilgrimage to the holy city of Mecca during the formal investiture ceremony for the crown prince an honour reserved for only a select few high-ranking merchants from the highest echelons of the Bahraini business community who were recognised as pillars of society outside the ranks of senior members of the ruling family, tribal chieftains and clergy leaders amongst whom were Hussain Bin Salman Matar (1817-1911) and Ahmed Bin Muhammed Kanoo (1835-1905) as for Al-Thukair's aforementioned special relationship with Ibn Saud the marriage of his niece Lulwa the daughter of his brother Yahya to Ibn Saud solidified that relationship enabling him to negotiate on behalf of Ibn Saud a favourable agreement with the Ottomans on the withdrawal of their garrison from the Al-Hasa Oasis and its environs in eastern Arabia which would become part of the future eastern province of Saudi Arabia as Ibn Saud was poised to take control of the oasis in mid-1914 soon before the outbreak of World War One by the year 1890 Al-Thukair began to pursue in earnest his profound and ardent passion for spreading knowledge and learning which would become an indelible lifelong characteristic of his initially by starting a literary salon at his house in Manama similar to that of his friend and first cousin of the ruler of Bahrain classical poet and intellectual Sheikh Ibrahim Bin Muhammad Al Khalifa's literary salon in Muharraq and those of several educated and well-travelled merchants and ruling family members in both Manama and Muharraq Bahrain's former political capital from 1810 to 1923 however the literary salon of Al-Thukair was rather different from its local counterparts in that it was more educationally oriented than the others by allocating a well-furnished spacious room in his house as a permanent location for the salon equipped with a relatively sizable varied library whose contents were kept in its wall alcoves as it was the antecedent of his most ambitious cultural and educational project ever the "Bahrain Literary Society" twenty-three years later it must be acknowledged that those literary salons (clubs) collectively played a discernible educational role as they were haunts for the knowledge-hungry local literate young men prior to the establishment of formal education following the end of the First World War furthermore Sheikh Ibrahim requested Al-Thukair to be the principal supplier of Arabic periodicals in Bahrain by making use of his network of regional business agents to acquire popular newspapers and magazines from the Levant and Egypt, therefore he took it upon himself to supply all of the needs for published materials of other literary salons as a courtesy moving in the same direction he also vigorously sponsored the publication of seminal literary and theological works from the Arab Islamic mediaeval heritage as well as non-formal charity schooling and public libraries well-stocked with a wide range of books and respected periodicals largely from the Levant and Egypt (such as Al-Muqtataf, Al-Mu'ayyad, Al-Hilal, Al-Manar and so on) in both Bahrain and his birthplace Unaizah in addition to his educational and cultural dissemination efforts he was acutely sensitive to the daily hardships of ordinary impoverished and marginalised people as evidenced by the next edited excerpt from the 1910 British Gulf residency report (Almas, Negro the Confidential Adviser of Sheikh Isa (ruler of Bahrain) died on 11th January and was replaced by Ali Bin Abdullah (Al-Obaidli) on the advice of Ali Bin Abdullah, Sheikh Isa called upon house owners to produce the sanads (Arabic singular title deed: سند, Romanised English plural: sanads) in virtue of which they held their property on their failing to do so they were evicted and no consideration was paid to the period of possession, Sheikh Mugbil Bin Abdulrahman Al-Thukair protested to Sheikh Isa against this measure as it pressed hardly on the poor the protest had the desired effect and the Sheikh (ruler) promised to refrain from such actions in the future) the rescinding of the ruler's decree in the past incident is the definitive indication of the unflinching deference accorded to Al-Thukair by everyone who came into contact with him from those in power to the ordinary man in the street he was also involved in a wide range of philanthropic activities that were not confined to the conventional charity act of almsgiving since he was a practical man who took a number of practical steps to assuage human suffering in any way he could defying common human prejudices among his various practical philanthropic contributions in Bahrain and elsewhere in the Gulf was the commissioning of a water well next to his house in Manama around the year 1900 akin to the undertakings of prominent fellow local pearl merchants Salman Bin Hussain Matar (1837-1944) and Muhammad Bin Rashid Bin Hindi (1850-1934) of Muharraq who attempted to alleviate some of the freshwater supply predicament that plagued Bahrain's urban dwellers predominantly those of Manama and Muharraq the two main densely populated towns in the small island nation at the turn of the twentieth century where the majority of the population had difficulty securing their daily domestic supply of freshwater owing to the lack of potable drinking water infrastructure in Bahrain and much of the Near East as in many other parts of the globe including some of the underdeveloped regions of the Western world in the early part of the twentieth century despite the fact that Bahrain had abundant freshwater resources unlike some of its Arab Gulf neighbours a small example of the central socioeconomic roles that rich mercantile elites played throughout Arab polities in the Arabian Gulf before the discovery of oil and the subsequent establishment of the modern welfare state Al-Thukair also tended to the spiritual needs of the inhabitants of his neighbourhood in Manama at roughly the same time he commissioned the water well he financed the renovation of an old dilapidated bijou Mosque within the vicinity of his house dating back to the late seventeen hundreds placing a nearby shop he owned as a charitable endowment for the Mosque which the locals of the area after him affectionately called Mugbil Mosque even though he was not its original builder he was also instrumental in locally funding the construction of Bahrain's second hospital after the opening of the "American Mission Hospital" in Manama on 26th January 1903 at the request of the British to fulfil their envisaged "Victoria Memorial Hospital" between 1902 and its formal opening on 9th November 1906 to commemorate the late Queen Victoria (defunct since 1948) situated in the Ras Rumman area in Manama south of the British political agency (present-day British Embassy) by rallying other leading merchants to contribute to this vital medical project as Bahrain was in desperate need of a quarantine medical facility to combat the rampant spread of recurring deadly epidemics specifically plague, cholera and typhus as reported in the British Gulf residency report of 1902 this is a slightly edited excerpt from the detailed report dated 23rd August 1902 by J. C. Gaskin, Esq, Assistant Political Agent, Bahrain where Gaskin was delegated by his superiors in the British Indian government the task of securing funds for the proposed hospital locally by taking the pulse of the local mercantile elite through cosying up to rich local merchants chief among them Al-Thukair to enlist their financial assistance in building the hospital, stated as follows (I would venture to report that since the receipt of your communication I have spoken on the subject to some of the leading native merchants and from their replies to me I got the impression that they would give liberal donations towards the hospital: and subsequently Haji Mugbil Al-Thukair the leading Bahraini merchant called on me and offered to subscribe R1,000. (One thousand rupees) Haji Mugbil's handsome offer will influence the native merchants who usually follow his lead) in recognition of his role in securing local funding for the hospital British colonial authorities invited Al-Thukair along with other donors to the hospital opening ceremony, the following edited excerpt from the British Gulf residency report for the year 1906-1907 formulated by the British political agent in Bahrain Captain F. B. Prideaux sheds light on the event (on the 9th November 1906 advantage was taken of the presence of the Political Resident (Major P. Z. Cox) in the Arabian Gulf to hold a public meeting for the opening of the Victoria Memorial Charitable Hospital nearly all the contributors to the Rs. 21,000 which the construction had cost were present on the occasion as were also the Chief (ruler) of Bahrain and his sons after the Resident had delivered a short extempore speech, the leading Arab merchant Haji Mugbil Al-Thukair read a reply expressing gratitude to the British Government for their interest in and protection of Bahrain and wishing long life to the Ruler Sheikh Isa Bin Ali) for some the antagonistic stance of Al-Thukair towards the British as expounded in detail further in the text seemed contradictory as he gladly collaborated with them in their efforts to secure funding for the construction of the said hospital in tandem with their other measures to improve public sanitation and hygiene to help curb the spread of virulent diseases in Bahrain's two major towns Manama and Muharraq as he saw his sporadic cooperation with the advanced British in a different light as he would endorse any attempt to better the lives of ordinary Bahrainis even if it meant occasionally cooperating with a foreign colonial power he vehemently opposed in that sense he was a modern practical man, it could not be denied that the least tangible of his philanthropic efforts but perhaps the most life-changing for those affected by it was the hidden assistance he rendered in paying off the debts of struggling insolvent merchants in Bahrain and across the Arabian Gulf with a special priority given to his own debtors who either had their debts temporarily reprieved or cancelled altogether as in this revealing slightly edited citation from the 1913 British Gulf residency report asserting the regional scope of his business interests dated 5th of May 1913 stating as follows (Sheikh Qasim Bin Thani (ruler) of Qatar has asked Yusuf Kanoo to use his influence with Sheikh Mugbil Al-Thukair in bringing about an amiable settlement between the latter and his Qatar debtors who are unable to pay their debts on account of the dullness of the pearl market) surpassed only by Bahrain's preeminent pearl merchant of all time dubbed by the Bahraini people "Father of orphans and protector of widows" for his unequalled altruism and magnanimity Salman Bin Hussain Matar, yet his most important legacy was the founding in mid-1913 of the first officially recognised Literary Society in Bahrain as touched upon earlier located in close proximity to the American Mission Bible Bookshop in Manama on what is now Sheikh Isa Al Kabeer (Isa the Great) Avenue in its own special-purpose premises inaugurated under his patronage and with the full endorsement of the ruler of Bahrain Sheikh Isa Bin Ali Al Khalifa and the moral support of a number of local literary figures and dignitaries led by Bahrain's foremost literary figure in the early twentieth century the acclaimed classical poet Sheikh Ibrahim Bin Muhammad Al Khalifa (1850-1933) in conjunction with Al-Thukair's younger and trusted energetic friend, the influential comprador merchant and shrewd entrepreneur founder and sole owner of Bahrain's first Western-style Bank in 1890 a true man of the world the maverick Yusuf Bin Ahmed Kanoo (1861-1945) this society was not merely an ordinary Literary Society but a modern educational institution in the true sense of the word a wellspring of radiance for the Bahraini people at the time comprising a comprehensive library, a school for teaching Arabic, English, mathematics and Islamic theology and a lecture hall ably managed by the gifted 33-year-old Al-Azhar graduate educator Muhammad Bin Abdulaziz Al-Mana (1882-1965) who would become the first chairman of the Directorate of Knowledge (Ministry of Education) in the newly established Kingdom of Saudi Arabia and the future judge and Grand Mufti (jurisconsult) of Qatar handpicked by Al-Thukair to undertake the onerous task of transforming this institution into a beacon of enlightenment and forward-thinking in a short period of time one of the many cultural contributions of the educated and enlightened Bahraini business elite who were at the vanguard of modernity and progress in the late nineteenth and early twentieth centuries through their previously mentioned literary salons and also through their lesser-known but no less important financing of numerous free of charge non-formal local schooling initiatives as those were among the earliest semi-modern organised educational institutions to tackle the prevalent illiteracy in Bahrain other than the existing traditional Quranic schools strikingly among the several non-formal schools of the time one stood out as the first female-founded charity school in Bahrain and most likely the entire Gulf established on the island of Muharraq the former capital of Bahrain in 1887 by the noblewoman and philanthropist heiress Sheikha Saida Bint Bishr (1834-1892) who defied all expectations of traditional domestic roles for women in the highly patriarchal society of late-nineteenth-century Bahrain by allocating the revenue of a date palm orchard she owned in Manama as an endowment for the school eponymously named after her nevertheless some of the independent charity schools date back to the early part of the nineteenth century since the earliest recorded charity school in Bahrain was that of Sheikh Isa Bin Rashid in Muharraq in 1829 an eminent cleric of the Island of Muharraq predating the reign of Sheikh Isa by forty years however this proliferation of educational initiatives noticeably in the last third of the nineteenth century was the fruit of the long-lasting stability of Sheikh Isa's reign the role of the Bahraini business elite was not limited to just paving the way for the establishment of modern education but also was directly involved in the development of Western-influenced formal education leading to the opening of the first elementary school for boys in Muharraq in 1919 followed by another for girls in 1928 also in Muharraq with a nine-year gap where some of the senior members of the said elite (such as Matar, Algosaibi, Al-Zayani and Fakhro) served on the first governmental educational regulatory body in the modern history of the country the education supervisory committee (the forerunner of the Ministry of Education) which oversaw the development of the nascent government's educational system chaired by Sheikh Abdullah (1883-1966) the youngest son of the ruler of Bahrain in the honorary position of minister of education, the first and only local state official to hold such a position under British colonial rule in Bahrain this exception was made due to the high status of its occupant considering he was the son of the ruler since the office of a minister was a symbol of sovereignty in an independent sovereign state which was not the case with Bahrain an office he would continue to occupy until his death in 1966 the education committee continued as the main financial backer of education in Bahrain by financing the construction of schools across the country since its formation in 1919 until the mid-1930s when the Bahraini government became financially self-sufficient as a result of stable oil export revenues lastly allowing the government to replenish its empty coffers permanently resolving the protracted financial problems that had beset the Bahraini government for many decades rendering it a thing of the past simultaneously with the establishment of formal education in 1919 another milestone was the creation of the first partially elected municipal councils in both Manama and Muharraq which were dominated by elected and appointed senior members of the Bahraini business elite who played a crucial role in sponsoring a number of infrastructure projects in the country including the Manama port project in 1919 as happened in the pre-oil era throughout the Gulf as the 1920s and 1930s saw the gradual emergence of the modern Bahraini bureaucratic centralised state and good governance replacing the existing centuries-old obsolete mediaeval fiefdom system an inexorable obstacle to human development in its entirety anywhere in the world of the early twentieth-century industrial age, it would be misleading not to mention the facilitating quintessential role of Britain in bringing those reforms to fruition as represented by the four most influential British colonial administrators and officers in the British colonial history of Bahrain whose contributions to the establishment of modern Bahrain could not be ignored or underestimated under any circumstances serving consecutively one after the other starting with the delicate and focal preliminary task of the wily Arabist and orientalist military commander and intelligence officer Captain N. N. E. Bray (1885-1962) as a political agent in Bahrain from November 1918 to June 1919 with clear directives to "seek the amelioration of the internal government by indirect and pacific means and by gaining the confidence and trust of the Sheikh" ruler," followed by Major H. R. P. Dickson (1881-1959) with a brief yet extremely productive tenure from 1919 to 1920 he would also serve as a political agent in Kuwait from 1929 to 1936 then his disgraced successor, demoted from Colonel to Major for his recklessly violent behaviour in post-World War One Iraq, inadvertently responsible for single-handedly igniting the first spark of what would become "The Iraqi revolt against the British" also known as the 1920 Iraqi Revolt or the Great Iraqi Revolution, the Anglo-Irish Clive Kirkpatrick Daly (1888-1966) with his divisive and controversial tenure from 1921 to 1926 and finally Charles D. Belgrave (1894-1969) who served as an administrator and financial adviser to the ruler of Bahrain in the newly created office of the "Adviser" to purposefully overshadow the increasingly unpopular post of the political agent for its association with Daly's heavy-handed colonial rule, Belgrave's long tenure from 1926 to 1957 is seen by historians as a consolidation of the modernising reforms of his predecessors particularly Daly, whom Belgrave held in high esteem where the reforms gained more momentum following the steady flow of oil revenues after the discovery of the essential commodity in 1932 as all four carefully selected highly competent Arabist hardy tricenarian officers were assigned by the British Government with specific instructions to introduce all required administrative reforms based on their own discretion in line with the broader British regional strategy of placating the growing social discontent among the disenfranchised lower classes by redressing the pressing multigenerational injustices in Bahraini society specifically in the semi-feudal systems of pearl fishing indentured workers and agricultural farmers coordinating their reforms with the financial and moral support of the cooperative Bahraini business elite under such circumstances the first batch of reforms in education, municipal and fiscal sectors was implemented almost immediately after Bray's assisting initiative by Dickson, whereas customs, judiciary, police and land reform fell to the authoritarian Daly while Belgrave is credited with creating several new government departments including the "Directorate of Religious Endowments" in 1927 his first significant reform after assuming office as a financial adviser to stem the chronic unfettered corruption of some of the local clergy whom the government entrusted to administer religious endowments (waqf) without any supervision or legal accountability followed by the slow process of his decades-long vital initiative to develop modern public utility infrastructure for electricity, water and telephone service which commenced effectively in early 1928 he was also instrumental in securing the oil concession that led to the discovery of oil in 1932 but his everlasting achievement was the founding of the "Minors Funds Directorate" in 1932 to protect the inheritance rights of orphans and widows, a life-changing cross-sectarian institution in the service of the Bahraini people operating without interruption since its inception the first governmental institution of its kind in Bahrain and Belgrave's most enduring legacy however Belgrave faced fierce and persistent opposition from deeply conservative reactionary and corrupt elements within the Sunni and Shiite cross-sectarian main religious composition of Bahrain who sought to obfuscate and obstruct the introduction of such a governmental institution as those elements had a vested interest in maintaining the status quo, deeming such a move as tantamount to heresy but Belgrave's dedication and perseverance prevailed in the end, sadly for many Bahrainis this remarkable feat of his remains a little-known historical fact the upcoming excerpt is one of numerous recurring instances in Belgrave's diary on this motion from 20th February 1931 until it was ratified on 15th January 1932 by the deputy ruler Sheikh Hamad less than a year before his accession to the throne on 9th December after being put forward for public debate by the government involving the wonted religious and mercantile elites of Bahraini society as alluded to earlier illustrating the great lengths Belgrave went to for the creation of this totally new governmental regulatory body with no precedent at least in Bahrain (Sunday 17th Jan 1932 Called on Yusuf Kanoo in the morning and discussed with him the question of the Proclamation which we are issuing ordering all wills to be registered with the Government and no persons to administer estates without getting permission from Government. It will to a certain extent safeguard the rights of widows and orphans who at present are being robbed wholesale) but the timing of the urgency in implementing the reforms cannot be overlooked as it coincided with the execution on the ground of the 1916 secret Sykes-Picot agreement on dividing the legacy of the vanquished Ottoman Empire between the two main World War One victorious powers, Britain and France giving birth to the ubiquitous British coined term "Middle East" recognising the fact that the Hejaz western region of the Arabian Peninsula where the holy cities of Mecca and Medina are located was under direct Ottoman rule and the Peninsula as a whole was and still is an extension of Iraq and the Levant in addition to achieving sustainable political stability in the Gulf as the advanced western Arabian frontier of the British Raj in the Indian subcontinent the jewel in the crown of the British Empire in the final analysis, the seemingly avowed altruistic goals of the reforms in Bahrain were part of the colonial "grafting process" reform assimilation policy of Britain through tactfully transplanting British hegemonic ideas into the newly formed Middle East as in other parts of the British Empire in contrast to its fellow draconian and pompous French to ensure the long-term strategic interests of Britain in the aftermath of World War One, thus everything the British undertook was to this end, Al-Thukair was concerned not only with the spread of modern learning and science but also with the introduction of modern technology in the region as he was either the first or second local to own a motor car in Bahrain in 1908 ten years before the supposed official arrival of the first motor vehicle in the country as depicted in the travel diary of international jeweller Jacques Cartier of the iconic Parisian Cartier jewellery house during his second visit to Bahrain in March 1912 moreover it is worth mentioning that among his numerous noble deeds was the utilisation of his high social status as a business doyen, arbiter of disputes and man of letters both locally and regionally in mustering financial and moral support for the Libyan resistance in the wake of the Italian invasion of Ottoman Libya in October of 1911 and Mussolini's subsequent genocidal fascist regime settler colonialism of this vast sparsely populated semidesert North African Arab nation where Al-Thukair successfully raised twenty thousand rupees in relief aid donations in Bahrain and elsewhere in the Gulf with the effective collaboration of the motivated cleric and merchant Sheikh Abdulwahab Bin Heji Al-Zayani (1863-1925) who travelled to Lengeh (an Arab coastal town in modern-day Iran) and Dubai as part of a Gulf-wide fundraising campaign for the embattled Libyans of Tripoli to be forwarded after the end of the subscription on the steamship SS. "Patiala" on 8th July 1912 to the Ottoman Red Crescent Society in the Iraqi city of Basra to be sent from there via Egypt to Tripoli, Libya as stated in the following are slightly edited excerpts from the 1912 British Gulf residency report concerning the Turco-Italian war and local and regional reactions to it from February and July respectively the first describes Sheikh Abdulwahab Al-Zayani's tireless zeal for collecting donations for the Libyan cause while the second describes Al-Thukair's delivery of those donations, it was clearly a collaborative effort rather than a single individual endeavour however this is not meant to diminish the efforts of Al-Thukair as he was either the driving force behind all of those initiatives or an integral member of the majority of them the first excerpt is as follows (The Arabs of Muharraq incited by an influential Mullah Sheikh Abdulwahab (Al-Zayani) have opened a subscription list for The Red Crescent Society in order to help it in bringing succour to the wounded in Tripoli. So far about Rs. 5,000 have been collected. This sum will be largely increased if the Arabs of Manama, Budaiya and Hidd join in as they have promised to do. The same Mullah is stated to have paid visits to Lengeh and Dubai about a month ago. At Lengeh he succeeded in collecting some 5,000 rupees but met with no success at Dubai where the people were sceptical as to the probability of the money ever reaching its ostensible destination) while the second as with the first shows the British meticulous documentation of the conclusion of the initiative (Sheikh Mugbil Al-Thukair forwarded on the 8th of July per SS. "Patiala" the sum of Rs. 20,000 being the total amount of subscription raised in Bahrain for the Red Crescent Society to Basra for transmission to Tripoli via Egypt) leading to the incensing of the British colonial authorities in Bahrain against him he also played a significant role in the Bahraini relief campaign to provide financial aid to the displaced Muslim refugees of the Balkan war precipitated by the raging Turco-Italian War over Ottoman Libya the "Balkan League" was formed in 1912 under the auspices of the Russians with the aim of putting an end to the Ottoman presence in the Balkans once and for all resulting in the ethnic genocide of nearly one and a half million Balkan Muslims with more than four hundred thousand refugees fleeing to Anatolia as news of the harrowing atrocities reached Bahrain cleric and pearl merchant Sheikh Abdulwahab Bin Heji Al-Zayani referred to earlier one of Bahrain's most revered national figures in the early twentieth century the leader of the first Bahraini independence movement from Britain at the turn of the twentieth century set up a fundraising refugee relief committee with the full backing of the ruler of Bahrain Sheikh Isa Bin Ali Al Khalifa who launched the donation fundraiser with the generous sum of ten thousand rupees appointing Al-Thukair as secretary-treasurer of the committee who rose to the occasion by exerting immense efforts to garner financial aid for the displaced Muslim refugees by exhorting the Bahraini populace to donate to their stranded Muslim brethren through his eloquent oratorical motivational skills, thus by the end of the fundraising the accumulated amount had risen to well over a hundred and four thousand rupees a sizable sum for a tiny country the size of Bahrain in the early twentieth century Sheikh Abdulwahab Bin Heji Al-Zayani and Yusuf Bin Ahmed Kanoo were entrusted by the committee with the task of faithfully delivering the donations to the representative of the Ottoman Governor of Iraq in the Iraqi port city of Basra on 28th December 1912 according to the 1912 report of the British political agency in Bushehr compiled by a number of political agents in the region including Captain D. L. R. Lorimer and Major A. P. Trevor both of whom served in Bahrain the following edited excerpt is part of Major Trevor's section of this thorough report who succeeded Lorimar from the 1st of November 1912 as political agent in Bahrain (The subscription raised by the Arabs of Bahrain for the Turkish Red Crescent Society having reached the handsome figure of Rs. 1,04,100 the amount was taken to Basra by SS. "Bahrain" (of the Arab Steamers, Limited) on 28th December by Sheikh Abdulwahab Al-Zayani and Yusuf Kanoo for despatch to the Sultan. Yusuf Kanoo stated that it was their intention to land at Bushehr and send a telegram to the Sultan stating the amount of the sum raised for the Red Crescent Fund and mentioning that it had been subscribed by the Sheikhs and people of Bahrain for the sick and wounded. The object of this telegram of course was to prevent hanky-panky on the part of the Wali (Ottoman Governor) of Basra) it should be pointed out that Sheikh Abdulwahab Al-Zayani was exiled to the Indian port city of Bombay by the British colonial authorities in Bahrain in 1923 along with several of his comrades in the Bahraini independence movement where he died and was buried in less than two years in 1925 on a similar note an oblique account related to a letter dated 11th April of the same year sent by an anonymous Indian Muslim leader requesting Al-Thukair to organise an unspecified cause relief aid campaign for the Muslims of an unnamed Indian province was included in the 1913 report of the British political agency in Bahrain demonstrating the widely acclaimed reputation he achieved through the efficacy of his fundraising campaigns however by the middle of the Great War Al-Thukair had suffered considerable losses in his pearl business wrought in part by the dire effects of war particularly on the luxury goods market but mainly attributed to British interventions aimed at undermining his business interests primarily in Bahrain as some Bahraini historical researchers concluded as a consequence of his active role in supporting the Libyan resistance movement against Italian colonialism as previously stated, needless to say from the British point of view the uncompromising character of Al-Thukair and his unequivocal stance against Western colonialism in all of its forms constituted a threat to British colonial economic hegemony in the region that needed to be addressed decisively by thwarting any attempt to achieve any form of economic independence no matter how insignificant or trivial it might seem as in Al-Thukair's participation as a founding major shareholder with a five percent stake with a number of other wealthy pearl merchants from Bahrain and Kuwait together with the rulers of the said countries and those of Qatar and Oman led and chaired by the regionally famous Kuwaiti pearl merchant Jassim Bin Muhammad Al-Ibrahim (1869-1956) and his fellow leading Bahraini pearl merchant Muhammad Bin Abdulwahab Al-Mishari (1864-1922) in the position of general manager in establishing the first truly regional Arab shareholding firm and the first fully Arab-owned ocean liner shipping company in the Arabian Gulf on 30th April 1911 "The Arab Steamers, Limited" made up for the first time in the modern history of the Gulf of a medium-sized fleet of Western-built passenger steamships the moderately edited following extract from the 1912 report of the British Gulf residency in the Persian (Iranian) coastal city of Bushehr gives an inkling of the size of the company's fleet (The Arab Steamers, Limited-This company started a service to the Arabian Gulf in July 1911 and during the past year, 18 of their steamers have called at Lengeh outwards from Bombay while 10 steamers called on the return journey from Basra) it should be noted that the fleet included the passenger and cargo ship "Tynesider" renamed "Faris" in early 1912 on which the Parisian jeweller Jacques Cartier (1884-1941) travelled to India and the Arabian Gulf the same year as the company's board named the previously mentioned respected Bahraini banker and merchant Yusuf Bin Ahmed Kanoo as its agent in Bahrain since he was friends with most of the board members incidentally it was Yusuf Kanoo's first shipping agency in 1911, thus launching his shipping agency business which would become the posthumous cornerstone of the eponymous regional multinational Y.B.A. Kanoo conglomerate in the post-World War Two Arabian Gulf oil economy, the following excerpt from the 1912 report of the British Gulf residency describes the sense of jubilation and pride of the Bahraini people at the arrival of the first passenger steamship of "The Arab Steamers, Limited" to bear the name Bahrain on its maiden voyage (SS. Bahrain a new acquisition of the Arab company, arrived at Bahrain on 1st March, fully dressed with flags. It was explained that the decoration was in honour of the first visit of the ship to its name-place. The name is a source of great delight to the local Arabs) apart from the legitimate premise of economic independence the real reason for the establishment of this firm was a response to the monopolistic exploitative practises and racially discriminatory colonial policies of the "British India Steam Navigation Company" (B.I.) against non-European passengers in general and Arabs in particular as attested by the exorbitant ticket prices of Arab travellers not to mention the additional cargo charges exacted on Arab-owned goods exacerbating the whole situation by barring affluent Arab first-class passengers from eating in the dining rooms and halls of its ships rightfully regarded as a disparaging and demeaning hierarchical colonial policy that posed an egregious affront to human dignity irrespective of race, colour, ethnicity or creed commonly practised by Western colonial powers of divesting non-white peoples of their humanity in order to legitimise their subjugation on the other hand unfortunately the fate of this pioneering highly successful company was tragically sealed unceremoniously in 1915 when it was sold to the "Bombay & Persia Steam Navigation Company" (The Mogul Line) as a direct result of insurmountable British pressure after less than five years of operation a pressure that began by dissuading Gulf Arab rulers from investing in such a venture while the company was still in formation under the usual infantilising colonial mendacious pretenses of catastrophic financial losses and no practical feasibility for themselves and their peoples whether in the near or distant future but their spurious discouraging attempts were in vain with the British-owned (B.I.) resorting to an all-out price war immediately after the start of the company's operations all these flagrantly malicious actions by the British helped stoke the flames of Arab patriotic sentiments to the fullest against them in the Gulf by causing Gulf Arabs including Iraqis to travel almost exclusively on the ships of "The Arab Steamers, Limited" still the company managed to command the substantial sum of three-quarters of a million British Indian silver rupees as a sale price exactly threefold the paid-in capital just over four years earlier given the geopolitical situation of the Great War adverse international economic conditions, sending the pearl-based mono-cultural economies of the Gulf into a tailspin along with wartime restrictions on sea travel, to compound matters further, the British Admiralty requisitioned one of the company's vessels, the passenger and cargo ship SS. "Budrie" originally named SS. "Golconda" for the war effort where it ended up being scuttled as a blockship at Scapa Flow in northern Scotland on 3rd October 1915 a clear testament to the enormous success that this ill-fated company enjoyed in its short-lived existence, the following excerpt is from a thoroughly detailed report on the trade movement of Oman by Major S. G. Knox the British consul in Muscat, Oman and its de facto ruler dated 13th April 1912 on sea trade and shipping movement in and out of the country, refers to the effect of the launching of "The Arab Steamers, Limited" on freight shipping rates (The British India Company who have got the contract for the carriage of mails from and to India provide one weekly fast mail service up and down and 1 fortnightly coasting slow mail service both ways. The vessels of the Arab Steamers, Limited have also maintained a weekly service. In consequence of the weekly service maintained by the Arab Steamers, the freights to India, etc., were greatly reduced during the year and those for United States of America enhanced) the doomed fate of this company became a cautionary tale for anyone attempting to challenge British colonial economic hegemony in the region for many decades to come until the defining watershed historical moment of Britain's future role as a global power in the outcome of the new harsh bipolar world order realities of the 1956 Suez crisis (known as the "tripartite aggression" in the Arab world) marking the beginning of the end of the British imperial presence in the Middle East incrementally superseded by American influence in all aspects nevertheless on the positive side racial discrimination, unwarranted prices and mistreatment of Arabs and non-Europeans on British passenger ships came to an end as the British realised though belatedly that such discriminatory practises could impinge on their long-term economic interests in the region epitomising British pragmatism at its finest one of the most contributing factors to the British Imperial enterprise's resounding successes over the centuries in comparison to its other European counterparts and finally culminating in the straw that broke the camel's back Al-Thukair's staunch allegiance to the sworn enemy of Great Britain in the region the Ottoman Turks on the eve of World War One demonstrably embodied itself in his spearheading of a very large Gulf-wide fundraising campaign comparable to, if not larger than his previous ones to raise financial aid for the Ottomans with a special emphasis on enlisting the financial assistance of Arabian Gulf heads of state, leading merchants and clerics where it attained a resounding success under the watchful eye of the British colonial authorities in the region confirmed by a concise reference in the British Archives to the recently deceased ruler of Qatar Sheikh Qasim Bin Muhammad Al-Thani who died on 17th July 1913 in relation to the worrying antagonistic fundraising activities of Al-Thukair the British in anticipation of the looming global conflagration of World War One (as it would be known in the West as the Great War or perhaps more idealistically as "the war to end war" the paradoxical catchphrase created by prolific English author H. G. Wells) as an inevitable conclusion in light of the fraught international situation of the escalating crisis in Europe among the newly allied powers of Britain, France and Russia since the turn of the twentieth century in the face of rising militaristic and economic power of Germany as leader of the central powers mainly the Austro-Hungarians and the beleaguered Ottomans in the same previously referred to 1913 report of the British Gulf residency stated as follows (Sheikh Qasim Bin Muhammad Al-Thani has sent 25 thousand rupees to Sheikh Mugbil and Yusuf Kanoo here with instructions to send the amount to Basra. It is the subscription of the Qatar people for the Turkish relief) a war of the kind that the ailing Ottoman Empire dubbed "The Sick Man of Europe" in the West would be playing its definitive role in deciding the future of the Middle East after four centuries of imperial dominance just as war-weary Britain would be playing itself forty years later in the face of the growing new American influence in the region in the aftermath of the Second World War though in a peaceful conciliatory mode as should be the norm between close strategic partners ultimately Al-Thukair's relentless and far-reaching fervour on all fronts caught up with him forcing the venerable septuagenarian merchant to reluctantly relinquish his most rewarding and cherished achievement the "Bahrain Literary Society" resulting in its permanent closure in 1917 due to the unfortunate fact that he was the sole benefactor of this progressive institution where he spared no expense on his beloved creation during its fruitful albeit brief existence followed soon thereafter by the selling of almost all of his assets in Bahrain starting with the sale of virtually all his Manama properties including his commercial buildings and four houses in early 1917 to his friend and equal in character and exalted social stature prominent pearl merchant Salman Bin Hussain Matar (1837-1944) and ending with his most prized possession his huge date palm orchard named "Tinar" on the outskirts of Manama near the historic Al-Khamis Mosque which he sold to his fellow countryman and successor in heading the Najdi community of Bahrain and Ibn Saud's representative notable pearl merchant Abdulaziz Bin Hassan Algosaibi (1876-1953) shortly before his final departure to his birthplace Unaizah where he would die less than six years later in 1923 at the age of 79 this is undoubtedly the clearest manifestation of his unwavering loyalty to his Central Arabian Najdi roots in spite of making Bahrain his home in every sense for forty years however some of his descendants chose to remain in Bahrain namely his Bahraini-born youngest son Abdulrahman who spent the best part of his life moving back and forth between Bahrain and the birthplace of his ancestors Unaizah and whose descendants still live in Bahrain remarkably those last few years of his life were not spent idly on the contrary notwithstanding his financial woes Al-Thukair rose above it all by erecting a charity school complex with free lodging for teachers in his beloved hometown of Unaizah he also funded the publication of two classical Islamic theological works to be distributed gratuitously among its literate residents as a last token of gratitude to the place that played a pivotal role in shaping his formative years the ultimate proof of his noble unfaltering magnanimous nature in the face of overwhelming vicissitudes of fortune in other words for Al-Thukair moral agency and altruism took precedence over expediency, personal gain and selfish interest this idealised narrative might be viewed by some with incredulity however the veracity of the preceding portrait of Al-Thukair was corroborated by an independent foreign source free of any cultural affiliation to the region represented in the travel diary of the young French jeweller Jacques Cartier who painted a more poignant portrait of him than even some of his local and regional contemporaries devoid of duplicity and guile (such values and principles as some commentators suggested were detrimental to Al-Thukair's business activities of course from a pragmatic unscrupulous perspective) as expected at the death announcement of Al-Thukair at dawn on the 13th of May 1923 in his then small sleepy rural hometown of Unaizah thousands of mourners of all genders and walks of life thronged to join the sombre funeral procession of one of Unaizah's most illustrious natives while paying their respects to the family of this noble pious benevolent man the least honour they could afford for someone who gave so much to his people as word of his passing spread beyond Unaizah, cables and letters of condolence started to pour in from regional potentates, political leaders, notables and leading merchants from around the Arabian Peninsula he was also mourned and deservedly eulogised in Iraqi, Levantine and Egyptian journals and periodicals by clerics, writers and intellectuals from the Gulf to Iraq and all the way to Egypt some of whom were personal friends such as the loyal Muhammad Bin Abdulaziz Al-Mana (1882-1965) the published author, judge and future Grand Mufti of Qatar and at one time the semi-adopted son and business assistant of Al-Thukair who wrote a heart-wrenching eloquently effusive obituary for Al-Thukair titled "The death of a great man and a famous philanthropist" in the respected Egyptian Magazine Al-Manar on 9th June 1923 less than a month after his death the unique closeness of Al-Mana to Al-Thukair in all respects including their shared birthplace allowed him to serve as a key link between Al-Thukair and all of his regional friends another personal friend was Sheikh Muhammad Saleh Khonji (1880-1967) the esteemed Bahraini multi-talented cleric, poet, writer, intellectual, historian, administrator and educator the second Bahraini to graduate from the reputable Al-Azhar Islamic University of Cairo, Egypt in 1902 a worthy member of the 1919 prestigious education supervisory committee and a regular patron of the "Bahrain Literary Society" the brainchild of Al-Thukair before and after its official inauguration in 1913 a prolific correspondent with Sheikh Muhammad Rasheed Rida the owner of Al-Manar Magazine in Cairo who also happened to be an epistolary friend of Al-Thukair as noted further down in the text curiously enough Khonji's upcoming literal translated description of Al-Thukair was the least ornate of his contemporaries written in a plain stoic unrhetorical spare style displaying the typical ascetic attributes of his writings (Mugbil was a well-educated big merchant who had correspondence through his many agents in India, East Africa, Arab countries and Europe may God Almighty rest his soul) Al-Thukair also formed abiding epistolary friendships throughout his adult life which began as a means to quench his lifelong thirst for intellectual knowledge by forming long-standing literary correspondents that evolved into genuine epistolary friendships as in the case of Mahmud Shukri Al-Alusi (1856-1924) the revered multidiscipline Iraqi Islamic thinker, linguist, historian and reformer editor-in-chief of the first Iraqi periodical the renowned weekly newspaper Al-Zawra'a and once professor and mentor to Al-Mana during his student days in Baghdad however there is strong evidence that the friendship of Al-Alusi and Al-Thukair was not solely epistolary as it was perfectly possible for both gentlemen to meet several times during Al-Thukair's numerous business trips to Iraq particularly in the 1890s there was also occasional specific correspondence between the two concerning the latter's generous and varied assistance to Al-Alusi including the forwarding of several batches of books each containing hundreds of copies of a newly printed first edition of an Islamic theological work by Al-Alusi printed and shipped to Iraq from India one batch at a time at Al-Thukair's expense in addition to financial assistance this was the main topic of a series of letters between the two parties dating back to the year 1893 but for the sake of historical accuracy some of the batches in question were consigned by the ruler of Qatar Sheikh Qasim Bin Muhammad Al-Thani to be delivered to Al-Alusi by Al-Thukair a trusted friend of the ruler as was the case with other Arabian Gulf rulers mentioned earlier the other distinguished epistolary friend of his was Sheikh Muhammad Rasheed Rida (1865-1935) the eminent Levantine-Egyptian Islamic theologian reformer, Quranic exegete, author and journalist founder and owner of Al-Manar Magazine in Cairo, Egypt to whom he regularly wrote seeking his scholarly counsel on Islamic jurisprudence issues who was alerted to the demise of Al-Thukair by their mutual friend Al-Mana, eliciting a brief yet meaningful obituary by Rida in his own Al-Manar Magazine; the following text is a literal translation of the obituary (we beseech thee Almighty God to bless the life of our mourning brother the just judge of Qatar and to bestow his mercy and blessings upon our departed brother and to unite us with him {In an Assembly of Truth, in the Presence of a Sovereign Omnipotent} (The Moon Surah (chapter) "verse 55" Quran) and to mitigate the grief of his family and offspring and to guide them in following his righteous path) the first impression of this final example of his lasting correspondence is that it was arguably the only one of his consequential epistolary friendships that remained exclusively epistolary since there is no record of any meeting between Al-Thukair and Rida that had ever occurred since their first correspondence at the end of the nineteenth century until the death of Al-Thukair a premise reinforced by an excessive degree of formality and reserved mutual respect a constant feature mirrored in their writings for each other over the years these are the most noteworthy examples to name a few of the monumental veneration that Al-Thukair received upon his death, an explicit attestation of the high standing that he enjoyed at all levels)
.
ON APRIL 10 1978, at the age of twenty-four Judy Cameron became the first female Air Canada pilot.
Gosh, it was a risky move. The only other “big player” airline to consider the similar venture of a female pilot, was American Airlines. Quietly, Air Canada had reviewed NASA’s conclusions with regard to “emotional stability” and female astronauts.
NASA had discovered and documented their results. Women were just as calm, just as logical, and just as disciplined as men at the helm. The ancient Canadian airline was sold—they would go with Judy.
But this IS the alternate universe we live in, the one, you know, where Air Canada Flight 621 crashed in Castlemore, ON on this day, July 5, 1970, killing all 109 passengers and crew.
One of those Air Canada stewardesses that perished that awful day was a Denise Goulet and had she NOT died, I believe Denise—not Judy—would have been Air Canada’s first female pilot.
Judy Cameron decidedly took to flying even after a joker-pilot took her up on her first flight, did some spins, stalled his airplane (a Cessna 150) and then pretended he had to do a forced landing…because well, the airplane was now in trouble (component failure or he faked an inability to restart his engine) and to save their lives—they must land immediately!
Judy was scared as hell during the whole flight!
However, when the traumatic flight was over and she was safely on the ground Judy immediately knew…she just had to get her pilot’s license.
Judy took five years to rack up the necessary flying hours and flight experience…on various aircraft (including multi-engine ones) to even be considered as a pilot for any airline. By 1978 she had accumulated the flying experience that Air Canada couldn’t overlook—so she was indeed hired, and history was made. Air Canada had its first female pilot.
In contrast, Air Canada stewardess, Denise Goulet, by age twenty-two already had many parachute jumps under her belt. Her first jump was at age seventeen. And while she had been a stewardess for just shy of three years, she had disclosed to family and friends that she too had committed to getting her pilot’s licence. And fam and friends knew once Denise set her sights on a goal—she would achieve it.
That said, Denise had one huge advantage over Judy.
Denise’s father, Henri-Paul Goulet, was already a commercial pilot! Qualified not just on airplanes, but helos (helicopters) as well. Not many pilots had this dual certification then, or now.
You can bet that once Denise had gotten her private pilot’s licence, her pilot dad would have pulled out all the stops. Commercial pilot's license next…then her multi-engine rating and experience on multiple aircraft. Certainly, on jets. Maybe even helicopters.
Assuming the same career timeline—Denise would have been qualified and been commercial pilot status ready—early, by 1975. Three years before Judy.
By 1978, Denice would have been twenty-nine with far greater flight experience, and the chronologically more mature pilot.
Also, again, it cannot be understated how much attention, flying experience, and extra help Denise would have received through her father. A huge advantage…over and above any advantage Judy actually got.
Think of Walter and Wayne Gretzky, and you’ll start to understand the Henri-Paul and Denise Goulet connection.
Alas, it was not to be.
On July 5th, 1970 that fateful day, a call from Air Canada came into the Goulet residence at around 10 am.
That call would be answered by Denise’s eleven-year-old sister, Louise Goulet who was there at home, alone with her mother, Pauline (nee Roux). And, moments after Louise handed the phone over to her mother…their world came crashing in.
Simultaneously, Denise’s brother Andre who had borrowed Luke Gruninger’s Mustang to pick up Denise at the Los Angeles airport (LAX) waited for her flight to arrive. The trio was going to spend time together visiting California, seeing the younger generation sites. In August, Pauline and Denise were going to tour California together.
As Andre waited at the airport, it was finally announced that Flight 621 had crashed in Canada—with no survivors.
What most folks don’t really get about Air Canada’s Flight 621 crash IS that it was the Canadian parallel or equivalent newsworthy event to the JFK assassination in America!
That’s right.
Ask anyone in the USA what they were doing when they got the news that their much-loved president, John Fitzgerald Kennedy, had been assassinated.
They’ll tell you exactly where they were and what they were doing—and then they'll recall their immediate grief from that very news!
Well, I’ve talked with many, many, folks about the Air Canada DC-8 “stretch” crash in Woodbridge then (Brampton now).
The first recollections these people comment on is usually that it was a Sunday morning. Or, that it was such a beautiful day outside. Next, they'll recall exactly what they were doing at the moment they learned the shocking news of the Toronto area air disaster.
Usually, that news came over the radio, since everyone listened to the radio back then, at least in the background. And then there was a personal sorrow and a realization of their inability to help in any way. But their hearts and prayers were with the victim's families.
So many lives lost and no survivors! And so close to Toronto. And then the inevitable question—how did this crash happen?
That’s what this Air Canada plane crash meant to Canadians at the time. It was a sad and riveting moment for the entire nation.
From Patricia Harding,
“Denise and I trained together as Air Canada Flight Attendants in Montreal. She was a lovely person. I was in Vancouver on a stopover when we heard the news of the crash. We were grief-stricken and so traumatized that we were unable to work our flight back home. We had to stay in Vancouver and were flown home a couple of days later. The flight crew were all known to us and were like family. We were young and had so many dreams for the future. I have never forgotten and I will carry her memory with me always.”
From Nancy Holloway Gunson,
"I was working a C. P. Air flight that fateful day from Vancouver to Montreal. Before take off, we didn't receive any newspapers to hand out to passengers (these were the days when newspapers published 3 times a day and Vancouver was also 3 hours behind Toronto's time) and I remember asking a ground crew member why, and he told that there weren't any. I thought that that was very odd. Little did I realize that the crash was front page news.
It was later in the day as we descended into Toronto, and because my 'fifth position seat' was 'sold', that I sat behind the captain for landing. As we circled, the captain pointed out the smoking rubble on the ground. It was then I found out about the crash. I could just as easily have been on that flight because I was accepted to Air Canada's F.A. training course and a day later, I found out that I was also accepted to CP Air. Because CP Air's training was in Vancouver, I decided that CP Air was for me.
My heart aches for those who perished. Denise Goulet was a beautiful young woman."
Look at the picture above of Denise Goulet.
If ever there was someone full of hope and promise it was Denise.
Her Air Canada stewardess picture is courtesy of Denise’s younger sister, Louise who answered the fateful call from Air Canada on that day.
And sadly, but truly, Denise is standing in front of an Air Canada DC-8 just like the one she perished in.
From the Walsingham poem,
“But true love is a durable fire,
In the mind ever burning.
Never sick, never old, never dead,
From itself never turning.”
Sir Walter Ralegh
Check here, on July 5, 2020, after 7 pm:
www.flickr.com/photos/78215847@N00/albums/721576246894922...
ADD A CONDOLENCE to the FLIGHT 621 FAMILIES, or a LOVED ONE from FLIGHT 621, or a MEMORY of a PERSONAL EVENT related to the crash…at the City of Brampton's permanent Flight 621 site…SEE: www.brampton.ca/EN/City-Hall/Protocol-Office/Brampton-Rem...
REST IN PEACE passengers and crew of Flight 621:
Adams, Celine Fradette
Adams, Pierre J
Beaudin, Gaetan
Belanger, Mrs.
Belanger, Jacques
Belanger, Jean
Belanger, Roland
Belanger, Rosanne
Benson, Helen
Benson, Leonard
Benson, Mary
Benson, Richard
Bertrand, Ginette
Boosamra, Lynn
Boulanger, Guy
Bradshaw, Dollie
Cedilot, Robert J
Chapdeleine, Jeannine
Chapdeleine, Joanne
Chapdeleine, Mario
Charent, Jean Maurice
Clarke, Devona Olivia
Cote, Francine
Daoust, Yolande
Desmarais, Brigitte
Desmarais, G
Dicaire, Alice (Marie)
Dicaire, Gilles
Dicaire, Linda
Dicaire, Luke
Dicaire, Mark
Dion, Suzanne
Dore, Jacqueline
Earle, Lewella
Earle, Linda
Filippone, Francesco
Filippone, Linda
Filippone, Marie
Gee, Bernard
Goulet, Denise M
Grenier, Madeleine
Growse, Diana Cicely
Growse, Jane
Growse, Roger
Hamilton, Karen E
Hamilton, Peter Cameron
Herrmann, Ronald Alvin
Hill, Harry Gordon
Holiday, Claude
Houston, Irene Margaret
Houston, Wesley
Jakobsen, Vagn Aage
Labonte, Gilles
Leclaire, Marie Rose
Leclaire, Oscar
Leduc, Henri W
Lepage, Claudette
Mailhiot, Claire Gagnon
Mailhiot, Gerald Bernard
Maitz, Gustave
Maitz, Karoline
McKettrick, Winnifred
McTague, John
Medizza, Carla
Mohammed, Dolly
Molino, Antonio
Molino, Michael (Michel)
Moore, Frederick T
Partridge, Andrea
Partridge, Carnie (Carnis) Ann
Partridge, Cyril Wayne
Phillips, Kenneth William
Poirier, Rita
Raymond, Gilles
Raymond, Martial
Robert, Aline
Robert, Georges E
Robidoux, Lionel
Rowland, Donald
Silverberg, Marci
Silverberg, Merle
Silverberg, Steven
Simon, Istvan
Simon, Mark
Smith, Dwight Lee
St. Laurent, Blanche
Stepping, Glenn Thomas
Sultan, Celia
Sultan, Jerald. M
Sultan, Robert. L
Szpakowicz, Borys
Szpakowicz, Serge
Tielens, Carmen
Tielens, Frederick
Tournovits, George
Tournovits, Soula (Athanasia)
Weinberg, Carla
Weinberg, Rita
Weinberg, Wendy
Whittingham, Jennifer
Whittingham, John
Whittingham, Reginald
Whybro, Mary Baker
Wieczorek, Hildegund
Witmer, Edgar
Wong, Ngar-Quon
Wong, Suzie
Wong, Wong (Mansing)
Woodward, Dallas J
© 2019 Paul Cardin - Friends of Flight 621
(to be refined further at a later date)
+++ 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:
A monitor is a class of relatively small warship that is lightly armoured, often provided with disproportionately large guns, and originally designed for coastal warfare. The term "monitor" grew to include breastwork monitors, the largest class of riverine warcraft known as river monitors and was sometimes used as a generic term for any turreted ship. In the early 20th century, the term "monitor" included shallow-draft armoured shore bombardment vessels, particularly those of the Royal Navy: the Lord Clive-class monitors carried guns that fired the heaviest shells ever used at sea and saw action against German targets during World War I.
Two small Royal Navy monitors from the First World War, Erebus and Terror survived to fight in the Second World War. When the requirement for shore support and strong shallow-water coastal defence returned, new monitors and variants such as coastal defence ships were built. Allied monitors saw service in the Mediterranean in support of the British Eighth Army's desert and Italian campaigns, and they were part of the offshore bombardment for the Invasion of Normandy in 1944.
During the First World War, the Royal Navy developed several classes of ships which were designed to give close support to troops ashore through the use of naval bombardment. The size of the various monitor classes of the Royal Navy and their armaments varied greatly. The Marshal Ney class was the United Kingdom's first attempt at a monitor carrying 15 in (381 mm) guns, two of these ships were eventually built and showed a disappointing performance. The Admiralty immediately began the design of a replacement class, which incorporated lessons learned from all of the previous monitor classes commissioned during the war. Some of the main modifications were an increase in the power supply to guarantee a speed of 12 knots (22 km/h; 14 mph) and a change to the angles and lines of the hull to improve steering. Another significant change was to raise the top of the anti-torpedo bulge above the waterline and reduce its width; both changes would improve the stability and maneuverability of the ship at sea. The new design would later be named the Erebus-class, the first ship being launched in June 1916. Two ships were built and took part in WWI, but the Admiralty was not fully convinced with these ships, which also had shown major operational flaws, and requested in early 1918 three ship from another monitor class with higher firepower and better performance at sea, which led to the Trebuchet-class – even though it came too late to take part in any hostilities.
The class’ ships were to be the name-giving HMS Trebuchet, HMS Mangonel and HMS Ludgar. The latter would be the first and eventually become the class' only ship, because Trebuchet and Mangonel were quickly cancelled. HMS Ludgar was named after the famous, probably largest trebuchet ever made, also known as “Warwolf”, which had been created in Scotland by order of King Edward I of England, during the siege of Stirling Castle, as part of the Scottish Wars of Independence. Still seeing a need for this specialized ship for local conflicts in the British Empire around the world, Ludgar was proceeded with and laid down at Harland and Wolff's shipyard in Govan on 12 October 1918.
Due to the lack of wartime pressure, though, Ludgar took three years to complete and was launched on 19 June 1920. The new design was a thorough re-modelling of the earlier Royal Navy Monitors, even though most basic features and the general layout were retained - with all its benefits and flaws. Overall the ship was slightly larger than its direct predecessors, the Erebus-class monitors. Ludgar had a crew of 224, 9,090 long tons (9,185 t) loaded displacement, was 436 ft (133.1 m) long, 97 ft (29.6 m) wide with a draught of just 11 ft 8 in (3.6 m, less than a destroyer) for operations close to the coastline. Power was provided by four Babcock & Wilcox water-tube boilers, which would generate a combined 6,000 ihp (4,500 kW) that were produced by triple-expansion steam engines with two shafts. The monitor had an operational range of 2,480 nmi (4,590 km; 2,850 mi) at a speed of 12 knots.
HMS Ludgar’s deck armor would range from 1 in (25 mm) on the forecastle, through 2 in (51 mm) on the upper deck and 4 in (102 mm) over the magazine and belt. Unlike former British monitors, the Trebuchet Class featured two main turrets, which were each armed with two 15 in guns, what considerably improved the ship’s rate of fire. With the main 15 in guns being originally intended for use on a battleship, the armor for the turrets was substantially thicker than elsewhere in the design; with 13 in (330 mm) on the front, 11 in (279 mm) on the other sides and 5 in (127 mm) on the roof. The main guns' barbettes would be protected by 8 in (203 mm) of armor. Learning from the earlier experience with Ney, the turrets were adjusted to increase elevation to 30 degrees, which would add greater firing range. The 15 in guns had a muzzle velocity of 2,450 feet per second (750 m/s) – 2,640 feet per second (800 m/s), with supercharge. Maximum firing range was 33,550 yards (30,680 m) with a Mk XVIIB or Mk XXII streamlined shell @30° – 37,870 yards (34,630 m) @ 30°, with supercharges.
Just like on former British monitor ship designs, the turrets had to be raised high above the deck to allow the small draught, what raised the ship’s center of gravity and required a relatively wide hull to ensure stability.
The tall conning tower was protected by 6 in (152 mm) of armor on the sides and 2.5 in (64 mm) on the roof. The former monitors retrofitted anti-torpedo bulges were integrated into the Trebuchet-class’ hull, extending the deck’s width and giving the ship a more efficient shape, even though the short and wide hull still did not support a good performance at sea. The outer air-filled compartments under the waterline were 13 ft (4 m) wide with a 9 ft (2.7 m) wide outer section and an inner compartment 4 ft (1.2 m) wide containing an array of protective, air-filled steel tubes which would take the blast from an eventual broadside torpedo hit.
Ludgar conducted sea trials on 1 September 1921, during which the ship was faster than her predecessors at 16.5 knots (30 km/h; 19 mph) compared to 13 knots (24.3 km/h; 15.1 mph) for the Erebus-class monitors. However, like her ancestors, the wide and shallow hull of Ludgar made the ride rather unstable, and under practical conditions the ship’s top speed rarely exceeded 14 knots, making Ludgar only marginally faster than older monitor ships. The inherent flaws of the ship class’ design could not easily be overcome. However, Ludgar was officially commissioned on 2 September.
Upon entering service Ludgar was immediately deployed to the eastern Mediterranean as part of the 1st Battle Squadron of the Atlantic Fleet to mediate conflicts between Greece and the crumbling Ottoman Empire. While in the Ottoman capital Constantinople, Ludgar and the other British warships took on White émigrés fleeing the Communist Red Army.
The 1922 Washington Naval Treaty cut the battleship strength of the Royal Navy from forty ships to fifteen. The remaining active battleships were divided between the Atlantic and Mediterranean Fleets and conducted joint operations annually. Ludgar remained with the Mediterranean through 1926. On 4 October 1927, the ship was placed in reserve to effect a major refit, in which new rangefinders and searchlights were installed and the ship's original secondary armament, eight 4 inch naval guns against enemy destroyers and torpedo boats, was replaced be anti-aircraft guns of the same caliber.
On 15 May 1929 the refit was finished, and the ship was assigned to the 1st Battle Squadron of the Mediterranean Fleet. The squadron also consisted of Royal Sovereign, her sisters Resolution and Revenge, and Queen Elizabeth, and based in Malta. The only changes made during the Thirties were augmentations to Ludgar’s anti-aircraft batteries.
Fleet exercises in 1934 were carried out in the Bay of Biscay, followed by a fleet regatta in Navarino Bay off Greece. In 1935, the ship returned to Britain for the Jubilee Fleet Review for King George V. In August 1935, Ludgar was transferred to the 2nd Battle Squadron of the Atlantic Fleet, where she served as a training vessel until 2 June 1937, when she was again placed in reserve for a major overhaul. This lasted until 18 February 1938, after which she returned to the 2nd Battle Squadron.
In early 1939, the Admiralty considered plans to send Ludgar to Asia to counter Japanese expansionism. They reasoned that the then established "Singapore strategy", which called for a fleet to be formed in Britain to be dispatched to confront a Japanese attack was inherently risky due to the long delay. They argued that a dedicated battle fleet would allow for faster reaction. The plan was abandoned, however. In the last weeks of August 1939, the Royal Navy began to concentrate in wartime bases as tensions with Germany rose.
At the outset of war in September 1939, Ludgar was assigned to the 2nd Battle Squadron of the Home Fleet but remained at Plymouth for a short refit. In May 1940, painted in an overall light grey livery, she moved to the Mediterranean Fleet. There she was based in Alexandria, together with the battleships Warspite, Malaya, and Valiant, under the command of Admiral Andrew Cunningham.
In mid-August 1940, while steaming in the Red Sea, Royal Sovereign was attacked by the Italian submarine Galileo Ferraris and lightly damaged. Later that month, she returned to Alexandria for repairs and she received false white wakes at front and stern to simulate speed and confuse enemies. At the same time the conning tower was painted in a very light grey to make it less conspicuous when the ship was lurking behind the horizon. These were combined with periodic maintenance and the stay at dock lasted until November 1940.
Ludgar then moved to North Africa where she supported Operation Compass, the British assault against the Italian Tenth Army in Libya. The monitor shelled Italian positions at Maktila in Egypt on the night of 8 December, as part of the Battle of Sidi Barrani, before coming under the command of Captain Hector Waller's Inshore Squadron off Libya on 13 December. During the successful advance by the Western Desert Force Terror bombarded Italian land forces and fortifications, amongst others the fortified port of Bardia in eastern Libya on 16 December. After the Bardia bombardment concern was raised about the condition of the 15 in gun barrels which had been fitted, having been previously used, in 1939. The barrels were inspected by Vice Admiral Sir Andrew Cunningham and the order was given for Ludgar to reduce the amount of cordite used when firing the main guns, in an attempt to extend the weapons' useful life. In a further attempt to conserve the monitor's main guns, her duties were changed to concentrate on providing anti-aircraft cover for the rest of the squadron and to ferry supplies from Alexandria. The ship also served as a water carrier for the advancing British and Commonwealth army.
Along with the flotilla leader Stuart, the gunboat Gnat and the destroyers Vampire and Voyager, Ludgar supported the assault on Tobruk on 21 January 1941 by the 6th Australian Division with the port being secured on 22nd. By this point the monitor's main gun barrels had each fired over 600 rounds of ammunition and the rifling had been worn away. While the main guns could still be fired, the shots would rarely land accurately and frequently exploded in mid-air. Ludgar was now relegated solely to the role of a mobile anti-aircraft platform and her light anti-aircraft armament was supplemented by two triple two-pounder anti-aircraft guns, mounted in armored turrets in front of the bridge and on a small platform at stern. To make room for the latter the original locations of the ship's lifeboats was moved from stern to the main deck behind the funnel, and a large crane was added there to put them afloat. The crane was also able to deploy a light reconnaissance float plane - and for a short period in early 1941 Ludgar carried a Fairey Seafox biplane, despite having neither catapult nor hangar. However, since the aircraft was exposed to the elements all the time and quite vulnerable, it soon disappeared.
At this phase the ship started sporting an unofficial additional camouflage which consisted of irregular small patches in sand, brown and khaki over her basic grey livery, apparently applied in situ with whatever suitable paint the crew could get their hands on, probably both British Army and even captured Italian paints. The objective was to better hide the ship against the African coastline when supporting land troops.
In March 1941, Ludgar was involved in Operation Lustre, the Allied reinforcement of Greece. The turn of fortune against the Allies in April required the evacuation of most of these forces, Operation Demon. On 21 April Ludgar was in Nafplio and accounted for the evacuation of 301 people, including 160 nurses. Following this, the ship became involved with the Tobruk Ferry Service, and made 11 runs to the besieged city of Tobruk before engine problems forced her withdrawal in July. Ludgar sailed again to Alexandria for repairs, which lasted from September 1941 to March 1942.
Ludgar – now re-fitted with new main gun barrels and two more Oerlikon AA machine cannon to the original complement of eight – was then assigned to Force H in the Mediterranean. Operation Torch saw British and American forces landed in Morocco and Algeria under the British First Army. Force H was reinforced to cover these landings and Ludgar provided heavy artillery support for the land-based ground troops. The end of the campaign in North Africa saw an interdiction effort on a vast scale, the aim was to cut Tunisia completely off from Axis support. It succeeded and 250,000 men surrendered to the 18th Army Group; a number equal to those who surrendered at Stalingrad. Force H again provided heavy cover for this operation.
Two further sets of landings were covered by Force H against interference from the Italian fleet. Operation Husky in July 1943 saw the invasion and conquest of Sicily, and Operation Avalanche saw an attack on the Italian mainland at Salerno. Following the Allied landings on Italy itself, the Italian government surrendered. The Italian fleet mostly escaped German capture and much of it formed the Italian Co-Belligerent Navy. With the surrender of the Italian fleet, the need for heavy units in the Mediterranean disappeared. The battleships and aircraft carriers of Force H dispersed to the Home and Eastern Fleets and the command was disbanded. Naval operations in the Mediterranean from now on would be conducted by lighter units, and Ludgar was commanded back to Great Britain, where she was put into reserve at Devonport, enhancing the station’s anti-aircraft defense.
At Devonport Ludgar was repainted in a dark grey-green Admiralty scheme and on 2 June 1944 she left Devonport again, joining Bombardment Force D of the Eastern Task Force of the Normandy invasion fleet off Plymouth two days later. At 0500 on 6 June 1944 Ludgar was the first ship to open fire, bombarding the German battery at Villerville from a position 26,000 yards offshore, to support landings by the British 3rd Division on Sword Beach. She continued bombardment duties on 7 June, but after firing over 300 shells she had to rearm and crossed the Channel to Portsmouth. She returned to Normandy on 9 June to support American forces at Utah Beach and then, on 11 June, she took up position off Gold Beach to support the British 69th Infantry Brigade near Cristot.
On 12 June she returned to Portsmouth to rearm, but her guns were worn out again, so she was ordered to sail to Rosyth via the Straits of Dover. She evaded German coastal batteries, partly due to effective radar jamming, but hit a mine 28 miles off Harwich early on 13 June. The explosion ripped her bow apart, leaving a gaping leak, and she sank within just a couple of minutes. Only 57 men of Ludgar’s crew survived.
General characteristics:
Displacement: 9,090 long tons (9,185 t)
Length: 436 ft (133.1 m) overall
Beam: 97 ft (29.6 m)
Draught: 11 ft 8 in (3.6 m)
Complement: 224
Propulsion:
4× Babcock & Wilcox water-tube boilers, generating a combined 6,000 ihp (4,500 kW) via
triple-expansion steam engines with two shafts
Performance:
Top speed: 16.5 knots (30 km/h; 19 mph)
Range: 2,480 nmi (4,590 km; 2,850 mi)
Armament:
2× twin BL 15-inch L42 Mk I naval guns
8 × single QF 4-inch Mk V naval guns
2 × triple two-pounder (40 mm) anti-aircraft guns
10x single Oerlikon 20mm (0.787 in) anti-aircraft machine cannon
The kit and its assembly:
This was another submission for the "Gunships" group build at whatifmodellers.com in late 2021 - and what would such a competition be without a literal "gunship" in the form of a monitor ship? I had wanted to scratch such a vehicle for a while, and the GB was a good motivation to tackle this messy project.
The idea was to build a post-WWI monitor for the Royal Navy. From WWI, several such ships had survived and they were kept in reserve and service into WWII, some even survived this war after extensive use. However, the layout of a typical monitor ship, with low draft, a relatively wide hull and heavy armament for land bombardments, is rather special and finding a suitable basis for this project was not easy - and I also did not want to spend a fortune just in donor parts.
Then I recently came across Hobby Boss 1:700 kit of the USS Arizona (in its 1941 guise, w/o the hull barbettes), and after some comparison with real British monitors I found my starting point - and it was dirty cheap. Righteously, though, because the model is rather primitive, comparable with the simple Matchbox 1:700 waterline ships. There are also some dubious if not cringeworthy solutions. For instance, in order to provide the superstructures with open windows, the seams between the single levels run right through the windows! WTF? These seams can hardly be hidden, it's really an awkward solution. Another freak detail: the portholes on the lower hull protrude like pockmarks, in real life they'd the 1 1/2 ft (50 cm) deep?! Some details like the cranes on the upper deck are also very "robust", it is, in the end, IMHO not a good model. But it was just the starting for me for "something else"...
Modifications started with shortening the hull. Effectively, I cut out more then 3 1/2 in from the body, which is an integral part with side walls and main deck, basically any straight hull section disappeared, leaving only the bow and stern section. My hope was that these could be simple glued together for a new, wide hull - but this did not work without problems, because the rear section turned out to be a bit wider than the front. What to do...? I eventually solved this problem through wedge-shaped cuts inside of the integral railings. With some force, lots of glue and a stiffening structure inside the new hull could be completed.
Next the original turret bases had to disappear. as well as two of the four anchors and their respective chains on the foredeck. I retained as much of the original superstructure as possible, as it looked quite plausible even for a shorter ship, but since the complete hull basis for it had been gone, some adaptations had to be made. The main level was shortened a little and I had to scratch the substruction from styrene sheet, so that it would match with the stepped new hull.
At the same time I had to defined where the main turret(s) would be placed - and I settled for two, because the deck space was sufficient and the ship's size would make them appear plausible. A huge problem were the turret mounts, though - since a monitor has only little draught, the hull is not very deep. Major gun turrets are quite tall things, on battleships only the turret itself with the guns can be normally seen. But on a monitor they stand really tall above the waterline, and their foundation needs a cover. I eventually found a very nice solution in the form of 1:72 jet engine exhausts from Intech F-16s - I has a pair of these featureless parts in the spares box, and with some trimming and the transplantation of the original turtret mounts the result looks really good.
In the meantime the hull-mounted gun barbettes of USS Arizona had to disappear, together with the pockmarks on the hull. A messy affair with several PSR rounds. Furthermore, I added a bottom to the waterline hull, cut from 0.5 mm styrene sheet, and added plaster and lead beads as ballast.
Most of the superstructure, up to the conning tower, were mostly taken OOB. I just gave the ship a more delicate crane and re-arranged the lifeboats, and added two small superstructures to the rear deck as AA-stations, behind the rear tower - the space had been empty, because USS Arizona carried aircraft catapults there.
For the armament I used the OOB main turrets, but only used two of the three barrels (blanking of the opening in the middle). The 4 in guns were taken OOB to their original positions, the lighter 20 mm AA guns were partly placed in the original positions, too, and four of them went to a small platform at stern. For even more firepower I added two small turrets with three two-pounder AA guns, one on the rear deck and another right in front of the bridge.
Painting and markings:
The ship might look odd in its fragmented multi-colored camouflage - but this scheme was inspired by the real HMS Terror, an monitor that operated in early 1941 on the coast of North Africa and carried a similar makeshift camouflage. This consisted of a multitude of sand and brown tones, applied over an overall light grey base. I mimicked this design, initially giving the ship at first a uniform livery in 507b (Humbrol 64), together with an unpainted but weathered wooden deck (Humbrol 187 plus a washing with sepia ink) and horizontal metal surfaces either in a dark grey (507a, Humbrol 106) or covered with a red-brown coat of Corticene (Humbrol 62). As a personal detail I gave the ship false bow and stern waves on the hull in white. Another personal mod is the light grey (507c, Humbrol 147) conning tower - as mentioned in the background, I found that this light grey would be most useful when the ship itself was hidden behind the horizon from view, and only the conning tower would be directly visible in front of a hazy naval background.
On top of the grey hull I added several other paints, including khaki drab (FS 34087 from Modelmaster), red brown (FS 30118, Humbrol 118), khaki drill (Humbrol 72), mid stone (Humbrol 225) and light stone (Humbrol 121).
The model received an overall washing with dark grey and some rust stains with various brown and red shades of simple watercolors. The waterline was created with long and thin black 1.5 mm decal stripes, a very convenient and tidy solution. Finally, all parts were sealed with matt acrylic varnish, and after the final assembly I also added some rigging to the main mast with heated black sprue material.
Phew, this was quite a challenge, the result looks good overall, but I am not happy with the finish. Ships are not my strength and you see the Hobby Boss kit's flaws and weaknesses everywhere. Then add massive bodywork, and thing look even more shaggy (*sigh*). Nevertheless, the model looks like a typical monitor ship, and when I take the rather crappy USS Arizona kit as basis/benchmark, the "new" HMS Ludgar is not a bad achievement. It's surely not a crisp model, but the impression is good and this is what counts most to me.
Canada Air And Space Museum on 25th September 2015.
Bellanca CH-300 Pacemaker.
Bellanca Pacemakers were renowned for their reliability and weight-lifting attributes, which contributed to their successful operation in the Canadian bush. Canadian-operated Bellancas were initially imported from the United States, but later six were built by Canadian Vickers in Montreal and delivered to the RCAF, which used them mainly for aerial photography.
Many long-distance records were set by Bellanca monoplanes. Charles Lindbergh commissioned the Spirit of St. Louis only when he failed to acquire the second prototype Bellanca WB-2. This Bellanca, named Columbia, flew from New York to Germany only two weeks after Lindbergh’s famous flight. In 1931, a diesel-powered Bellanca set an unrefuelled endurance record of 84 hours and 33 minutes. A distinguishing feature of all Bellancas was the airfoil shape of the wing struts , which contributed additional lift and stability.
The Museum's aircraft is one of only two surviving Bellanca CH-300/CH-300 Pacemakers in the world. Built in 1929 by Bellanca Aircraft Corporation, it was sold to El Paso Air Service in Texas. Its Wright engine was replaced with a more powerful Pratt & Whitney Wasp Jr. engine in 1945. This CH-300 operated commercially in Texas, Mexico and Alaska almost without interruption between 1929 and 1964. It was still airworthy when the Museum purchased it in 1964, after twenty-eight years of bush flying in Alaska.
Puck's Glen is a river-formed ravine on the Cowal peninsula in Argyll and Bute, Scotland, with a popular scenic walking trail beside the Eas Mòr stream (Gaelic for "big waterfall"). In 2020 the glen and adjoining trails were closed temporarily due to issues of stability of the gorge, and felling of trees infected by larch disease.
It comes under Forestry and Land Scotland which has highlighted it as a feature of the Argyll Forest Park (itself within the Loch Lomond and The Trossachs National Park), and described it as "One of the most magical forests in Scotland, with a delightful trail along a rocky gorge."
The stream tumbles down a series of waterfalls and rapids, joining the River Eachaig about 1.2 kilometres (0.75 mi) south of the entrance to the Benmore Botanic Garden. A car park off the A815 road (about 10 kilometres (6.2 mi) from Dunoon on the road to Loch Eck) gives access by a track to the foot of the glen path, as well as forest paths giving an alternative route to the top of the glen.
The Benmore Estate, previously hunting grounds of the Campbells of Ballochyle, was improved by a succession of owners in the 19th century. Forestry plantation began in the 1820s, and extensive garden improvements were made from 1862 by James Piers Patrick. The Ordnance Survey from 1865 shows the Eas Mòr gorge extending uphill through a small area of woodland into open moorland with some trees in the ravine.
In 1870 the Greenock sugar refiner and philanthropist James Duncan bought the estate, and added the adjacent Kilmun and Bernice Estates. He arranged extensive plantings, including more than six million trees around the estate, and added paths leading up the Eas Mòr gorge for his visitors to enjoy the magical atmosphere of the glen, reminiscent of the mythological Puck, the character Puck in William Shakespeare's play A Midsummer Night's Dream.
Henry Younger of the Edinburgh brewer Younger's bought the estate in 1889, and with his son Harry George Younger made many improvements to the woods and gardens.
Two strips of Japanese larch planted at Puck's Glen around 1903 were successfully established by 1912, though European larch had failed in the locality. In 1918, the Anchor Line Staff Magazine noted that Benmore House was celebrated for "Puck's Glen with its amber stream cutting a channel through moss-draped schistose rock, and tumbling from one silver rock-chalice to another."
In 1924, Harry George Younger presented the estates to the Forestry Commissioners. The Royal Scottish Arboricultural Society made a visit in July 1925, and described Puck's Glen as "a striking example of how man, working hand in hand with nature, has made what was once a bare hillside ravine into one of the most lovely walks imaginable." Starting near the sixth milestone from Dunoon on the old main road to Arrochar, the bridle-path "by the stream which the Ordnance Survey map calls the Eas Mor, but which is better known as Puck's Burn" was soon hemmed in by steep banks, "while growing on their slopes are conifers of a dozen or more varieties, rhododendrons, and many of the rarer species of ferns. The path follows the stream through the whole course of the ravine".
In commemoration of the improvements James Duncan had made to the estate, Younger provided the Bayley Balfour Memorial Hut above the glen, dedicated to the memory of the botanist Sir Isaac Bayley Balfour. The hut was designed by Sir Robert Lorimer with wood panelling featuring all the varieties of timber grown at Benmore, and positioned above the tree-tops. The dedication ceremony in September 1928 enjoyed fine weather; The Gardeners' Chronicle described its site as commanding "beautiful views above a gorge where 'the singing waters fall to the Eachaig River from lofty heights' " amidst towering woods, with Beinn Mhòr visible through a faint blue haze.
In 1929 the Royal Botanic Garden Edinburgh opened the Younger Botanic Garden in the Benmore estate as its first outstation, and in the 1930s the Forestry Commission established Kilmun Arboretum to the south of Puck's Glen, planting large groups of tree species rather than individual specimens
The Forestry Commission's Scottish National Forest Park Guide, issued in 1947, calls Puck's Glen "a rocky cleft beside a rushing stream, leading up to a fine viewpoint, which may be visited without charge or formality", and describes access by Clyde steamer and bus services.
In 1948, the Scottish Mountaineering Club Journal noted regular visits to Puck's Glen, "attractive at all seasons but at its best in the Rhododendron month of June", and praised the view "from the Rest Hut, exquisitely designed by Robert Lorimer".
The Bayley Balfour Memorial Hut, Puck's Hut, was moved in 1968 to the walled garden in the Botanic Garden. It originally had a fireplace and chimney, but these were not reconstructed, and were replaced by an additional window. In 1992 the hut was listed as a Grade C listed building.[15] The Puck's Glen path needed repair, and was restored in May 1986, with renewed bridges.
The high rainfall, with an average annual precipitation of around 200 to 230 cm (79 to 91 in), is suited to temperate rainforest and associated undergrowth. The acid soil makes the area particularly suitable for conifers. The Forestry Commission has planted coniferous trees at the sides of Puck's Glen, which runs through Uig Wood. The lower slopes of this woodland feature some of the earliest tree plantations on the estate.
The wood forms part of Benmore forest, which features waymarked trails leading visitors among trees including giant Californian redwoods, Douglas fir and Western hemlock. Puck's Glen itself is part of the Puck's Glen Gorge Trail, leading from the car park, and the Black Gates Trail which starts at the entrance to Benmore Botanic Garden, and goes past extensive mature conifers on the hillside of Benmore forest before connecting to the top of the Upper Puck's Glen loop.
A signpost at the forestry track crossing Puck's Glen points south along the track to Kilmun Arboretum and north along the track to Benmore Botanic Garden. It also points to the Upper Puck's Glen Loop path which continues further uphill beside the stream before connecting to the top of the Black Gates Trail. Some detailed routes are available online at Walkhighlands.
Argyll Forest Park is a forest park located on the Cowal peninsula in Argyll and Bute, Scottish Highlands. Established in 1935, it was the first forest park to be created in the United Kingdom.[2] The park is managed by Forestry and Land Scotland, and covers 211 km2 in total.
From the Holy Loch in the south to the Arrochar Alps in the north, the park includes a variety of landscapes, from high peaks to freshwater and seawater lochs.
Much of the forest park lies within the Loch Lomond and The Trossachs National Park, which was established in 2002, however the forests at Corlarach and Ardyne in Cowal are outwith the national park boundary but within the forest park.
Forestry and Land Scotland highlight trails at the following places:
Glenbranter, bike trails and walks, featuring ancient oaks
Puck's Glen, trail up rocky gorge among woodlands
Benmore, forest around Benmore Botanic Garden, with giant trees
Kilmun Arboretum, collection of tree species in woodland groves
Ardentinny, easy trails and beach walk
Loch Lomond and The Trossachs National Park (Scottish Gaelic: Pàirc Nàiseanta Loch Laomainn is nan Tròisichean) is a national park in Scotland centred on Loch Lomond and the hills and glens of the Trossachs, along with several other ranges of hills. It was the first of the two national parks established by the Scottish Parliament in 2002, the second being the Cairngorms National Park. The park extends to cover much of the western part of the southern highlands, lying to the north of the Glasgow conurbation, and contains many mountains and lochs. It is the fourth-largest national park in the British Isles, with a total area of 1,865 km2 (720 sq mi) and a boundary of some 350 km (220 mi) in length. It features 21 Munros (including Ben Lomond, Ben Lui, Beinn Challuim, Ben More and two peaks called Ben Vorlich) and 20 Corbetts.
The park straddles the Highland Boundary Fault, which divides it into two distinct regions - lowland and highland - that differ in underlying geology, soil types and topography. The change in rock type can most clearly be seen at Loch Lomond itself, as the fault runs across the islands of Inchmurrin, Creinch, Torrinch and Inchcailloch and over the ridge of Conic Hill. To the south lie green fields and cultivated land; to the north, mountains.
The Loch Lomond and The Trossachs National Park lies close to Scotland's heavily populated Central Belt, and the area has long been popular with visitors. Principal attractions are viewing scenery and wildlife, walking, climbing, water sports, and other outdoor activities. In 2017, there were 2.9 million visits to the park, of which 2.1 million were day visits and 783,000 were made by visitors staying overnight within the park.
Argyll and Bute is one of 32 unitary council areas in Scotland and a lieutenancy area. The current lord-lieutenant for Argyll and Bute is Jane Margaret MacLeod (14 July 2020). The administrative centre for the council area is in Lochgilphead at Kilmory Castle, a 19th-century Gothic Revival building and estate. The current council leader is Robin Currie, a councillor for Kintyre and the Islands.
Argyll and Bute covers the second-largest administrative area of any Scottish council. The council area adjoins those of Highland, Perth and Kinross, Stirling and West Dunbartonshire.
History
Buteshire and Argyll were two of the historic counties of Scotland, having originated as shires (the area controlled by a sheriff) in the Middle Ages. From 1890 until 1975 both counties had an elected county council.
In 1975, under the Local Government (Scotland) Act 1973, Scotland's counties, burghs and landward districts were abolished and replaced with upper-tier regions and lower-tier districts. The Strathclyde region was created covering a large part of western Scotland. Strathclyde was divided into nineteen districts, one of which the 1973 Act called "Argyll", covering most of the former county of Argyll, but also including the Isle of Bute from Buteshire. The shadow authority elected in 1974 requested a change of name to "Argyll and Bute", which was agreed by the government before the new district came into being on 16 May 1975.
As created in 1975 the Argyll and Bute district covered the whole area of fourteen of Argyll's sixteen districts and part of a fifteenth, plus two of Buteshire's five districts, which were all abolished at the same time:
From Argyll:
Campbeltown Burgh
Cowal District
Dunoon Burgh
Inveraray Burgh
Islay District
Jura and Colonsay District
Kintyre District
Lochgilphead Burgh
Mid Argyll District
Mull District
North Lorn District: the Lismore and Appin, and Ardchattan electoral divisions only, rest (Ballachulish and Kinlochleven electoral divisions) went to Lochaber district of Highland
Oban Burgh
South Lorn District
Tiree and Coll District
Tobermory Burgh
From Buteshire:
Bute District
Rothesay Burgh
The two Buteshire districts together corresponded to the whole Isle of Bute. The rest of Buteshire, being the Isle of Arran and The Cumbraes went to Cunninghame district. The Ardnamurchan district from Argyll went to the Lochaber district of Highland. The new district was made a single Argyll and Bute lieutenancy area.
Local government was reformed again in 1996 under the Local Government etc. (Scotland) Act 1994, which abolished the regions and districts which had been created in 1975, replacing them with unitary council areas. Argyll and Bute became one of the new council areas, but had its territory enlarged to include the town of Helensburgh and surrounding rural areas which had been in the Dumbarton district prior to 1996, and had formed part of the county of Dunbartonshire prior to 1975. The Helensburgh area had voted in a referendum in 1994 to join Argyll and Bute rather than stay with Dumbarton.
Transport
Railways
The main railway line in Argyll and Bute is the West Highland Line, which links Oban to Glasgow, passing through much of the eastern and northern parts of the area. From the south the line enters Argyll and Bute just to the west of Dumbarton, continuing north via Helensburgh Upper to the eastern shores of the Gare Loch and Loch Long. The line comes inland at Arrochar and Tarbet to meet the western shore of Loch Lomond. At the northern end of the loch the lines leaves Argyll and Bute to enter Stirling council area. The Oban branch of the West Highland Line re-enters the area just west of Tyndrum, and heads west to Oban: stations on this section of the line include Dalmally and Taynuilt railway station. The majority of services on the line are operated by ScotRail: as of 2019 the summer service has six trains a day to Oban, with four on Sundays. In addition to the ScotRail service is the nightly Caledonian Sleeper, although this does not run on the Oban branch.
Helensburgh also has a much more frequent service into Glasgow and beyond via the North Clyde Line, which has its western terminus at the town's central railway station.
Roads
The main trunk roads in Argyll and Bute are:
The A82, which runs along the western shore of Loch Lomond, providing the main route between Glasgow and Fort William.
The A83, which leaves the A82 at Tarbet, heading west and then south to eventually reach Campbeltown by way of Inveraray and Lochgilphead.
The A85, which leaves the A82 at Tyndrum (just outside Argyll and Bute) and heads west to Oban via Dalmally.
The A828, which leaves the A85 at Connel and north through Appin to join the A82 at Ballachulish.
The A815, which leaves the A83 in Glen Kinglas near Cairndow, heading south through Strachur and Dunoon and ends at Toward 40 miles later, on the southern tip of the Cowal peninsula. The A815 is the main road through Cowal.
The A886, which leaves the A815 at Strachur, passing through Glendaruel, the route includes a ferry link to the Isle of Bute, Colintraive - Rhubodach terminating at Port Bannatyne to the north of Rothesay.
Ferry services
Due to its heavily indented coastline and many islands, ferries form an important part of the council area's transport system. The main ferry operator in Argyll and Bute is Caledonian MacBrayne (CalMac), which operates services from the mainland to most of the inhabited islands. Several other routes are operated by commercial operators, usually on contract to the council, although the Western Ferries service across the Firth of Clyde is run on a commercial basis.
Bute is served by a route across the Kyles of Bute between Rhubodach and Colintraive in Cowal, as well as a route between Rothesay to Wemyss Bay in Inverclyde. Both routes are operated by CalMac.
Coll and Tiree are each served from Oban, via a CalMac service that also provides links between the two islands, and a once-weekly link to Barra.
Gigha is served by a CalMac route from Tayinloan in Kintyre.
Islay is served by a CalMac route from Kennacraig in Kintyre. The service is timetabled to utilise either one of two ports on the island, with both Port Askaig and Port Ellen having a service to the mainland.
Feolin on Jura is linked to Port Askaig on Islay via a vehicle ferry run by ASP Ship Management on behalf of Argyll and Bute Council. There is also a passenger-only service between the island's main centre, Craighouse, and Tayvallich on the mainland that is operated by Islay Sea Safaris.
Kerrera is linked to Gallanach (about 3 km (1.9 mi) southwest of Oban) by a passenger-only service operated by CalMac.
Lismore is served by two ferries, a vehicle and passenger service operated by CalMac that runs from Oban, and a passenger-only service from Port Appin that is operated by ASP Ship Management on behalf of Argyll and Bute Council.
Mull is served by a route between Oban and Craignure on the island's east coast, as well as routes across the Sound of Mull (between Lochaline and Fishnish, and Tobermory and Kilchoan). All three routes are operated by CalMac.
Iona is linked to Mull via a CalMac service from Fionnphort at Mull's southwest tip.
The island of Seil, which itself is linked to the mainland via the Clachan Bridge, has links to two further islands: Easdale and Luing. Both services are operated by ASP Ship Management on behalf of Argyll and Bute Council.
There are also routes connecting some mainland locations in Argyll and Bute to other parts of the mainland:
There is a CalMac service across Loch Fyne which provides a link between Portavadie in Cowal and Tarbert in Kintyre.
The Cowal peninsula route is a passenger-only service from the Dunoon Breakwater to Gourock pier, giving easy access to ScotRail services at Gourock railway station with onward transport to Glasgow Central station. This route was for a period run by a CalMac subsidiary company, Argyll Ferries, but has since January 2019 been operated directly by CalMac.
CalMac provide a limited (3 ferry each way per week) service between Cambeltown in Kintyre and Ardrosssan in North Aryshire during the summer months.
Western Ferries, a commercial operator, runs a vehicle and passenger service between Hunters Quay to McInroy's Point that also provides a link between Cowal and Inverclyde in (partial) competition with the subsidised CalMac service.
A service operated by Clyde Marine Services on behalf of Strathclyde Partnership for Transport runs between Kilcreggan and Gourock pier, providing a link from the Rosneath peninsula to the rail network at Gourock.
Argyll and Bute also has ferry services linking it to islands in neighbouring council areas:
Oban is the mainland terminal for services to Barra in Na h-Eileanan Siar (the Outer Hebrides).
Lochranza on Arran, in North Ayrshire, has a year-round service to Kintyre: during the summer the mainland port used is Claonaig, however in winter the service is reduced to a single daily return crossing from Tarbert.
There is also a passenger-only ferry service linking Campbeltown and Port Ellen on Islay with Ballycastle in County Antrim, Northern Ireland, running seasonally from April to September, operated by West Coast Tours as the Kintyre Express.
Cultural references
The later scenes of the 1963 James Bond film From Russia with Love were filmed around the lochs and hills of Argyll and Bute.
The area has also been indirectly immortalised in popular culture by the 1977 hit song "Mull of Kintyre" by Kintyre resident Paul McCartney's band of the time, Wings.
DAVOS/SWITZERLAND, 24JAN14 - Philipp M. Hildebrand (L), Vice-Chairman, BlackRock, United Kingdom and Mario Draghi (R), President, European Central Bank, Frankfurt discuss during the session 'The Path from Crisis to Stability' at the Annual Meeting 2014 of the World Economic Forum at the congress centre in Davos, January 24, 2014.
WORLD ECONOMIC FORUM/swiss-image.ch/Photo Remy Steinegger
PHILIPPINE SEA (Sept. 19, 2020) Seaman Hau Tran, from Killeen, Texas, walks the well deck of the amphibious transport dock ship USS New Orleans (LPD 18) searching for foreign object debris before the ship conducts amphibious operations. New Orleans, 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 Kelby Sanders)
INDIAN OCEAN (Dec. 21, 2019) The Ticonderoga-class guided-missile cruiser USS Chancellorsville (CG 62) maneuvers alongside the Nimitz-class aircraft carrier USS Abraham Lincoln (CVN 72) prior to a replenishment-at-sea. Chancellorsville 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 1st Class Jeremy Graham)
Chassis n° DB6/2753/LN
Zoute Sale - Bonhams
Estimated : 150.000 - 200.000
Sold for € 241.500
Zoute Grand Prix 2021
Knokke - Zoute
België - Belgium
October 2021
The culmination of Aston Martin's long-running line of 'DB' six-cylinder sports saloons and thus considered by many to be the last 'real' Aston, the DB6 had been introduced in 1965, updating the DB5. Although recognisably related to the elegant, Touring-styled DB4 of 1958, the DB6 abandoned the Carrozzeria Touring-developed Superleggera body structure of its predecessors in favour of a conventional steel fabrication while retaining the aluminium outer panels.
Increased rear-seat space was the prime DB6 objective, so the wheelbase was now 4" (101.6mm) longer than before, resulting in an extensive re-style with more-raked windscreen, raised roofline, and reshaped rear quarter windows. Opening front quarter lights made a reappearance but the major change was at the rear where a Kamm-style tail with spoiler improved the aerodynamics, greatly enhancing stability at high speeds. These many dimensional changes were integrated most successfully, the DB6's overall length increasing by only 2" (50.8mm). Indeed, but for the distinctive Kamm tail one might easily mistake it for a DB5.
The Tadek Marek-designed six-cylinder engine had been enlarged to 3,995cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was 282bhp, rising to 325bhp in Vantage specification, complete with triple Webers. Borg-Warner automatic transmission was offered alongside the standard ZF five-speed gearbox, and for the first time there was optional power-assisted steering.
It is an irony that, having brought the original DB4 concept to perfection in the form of the DB6, Aston Martin chose to change direction with the larger DBS and successor V8-engined models. Today the accomplished DB6, despite being the most evolved and practical of the original DB family is also, somewhat paradoxically, the most affordable.
A left-hand drive example with the desirable five-sped manual gearbox, chassis number '2753/L', was despatched new to the importer J S Inskip in New York, USA and sold to a Mr Bernard Chaus of New Jersey. The accompanying guarantee form copy shows that the Aston was originally finished in Autumn Gold with natural Connolly leather trim. The following items of non-standard equipment are listed: engine breather system; 3.73:1 limited-slip differential; Normalaire air conditioning; chrome wheels; heated rear screen; Fiamm horns; Britax safety belts; 3-ear hubcaps; Bosch Köln radio; and two Marchal fog lamps
YOKOSUKA, Japan (Jan. 17, 2016) The Los Angeles-class attack submarine USS Topeka (SSN 754) prepares to moor at Fleet Activities Yokosuka. Topeka is visiting Yokosuka for a port visit. U.S. Navy port visits represent an important opportunity to promote stability and security in the Indo-Asia-Pacific region, demonstrate commitment to regional partners and foster relationships. (U.S. Navy photo by Mass Communication Specialist 2nd Class Brian G. Reynolds/Released)
The Pyramid/Tesla Energy Connection
Nikola Tesla regarded the Earth as one of the plates of a capacitor, the ionosphere forming the other plate. Recent measurements have shown that the voltage gradient between the two is 400,000 volts. With this principle, he said he was able, through his invention, to provide free energy to anyone, inexhaustible in quantity, anywhere on earth. That is why he had built a first prototype, the Wardenclyffe Tower, in which was to apply his famous pyramid effect. What is it exactly?
"The lines of force of the electric charge additioned to the fields from the sun act on the walls of a pyramid.The magnetic equipotentials show a high magnetic density in the summit. The voltage of the electric field increases of 100 V per meter. The terrestrial negative field reaches its maximum value at the summit of the pyramid; at the top of the pyramid of Giza, the voltage is 14,600 V. This pyramid is itself a capacitor, it accumulates an electrical charge. If an excess load is added, a discharge occurs at the top, and, as we know currently, that top was adorned with a solid gold capstone, an excellent conductor."Tesla wanted his tower to be high to increase the voltage at the top. He wanted to create an artificial lightning in the tower. In the discharge tube of a natural flash , the temperature rises to 30 000 ° C. Tesla did not want to manage such high temperatures because it is a waste of energy. Tesla's Wardenclyffe tower would have used a transformer to produce a high voltage, which would have generated, instead of a natural lightning, a "discharge of high energetic ion abundance".To accentuate the pyramid effect, he had imagined to give the tower the octagonal shape of a pyramid topped by a half sphere. Why octogonal? Tesla does not explain, but when we read his memoirs, we understand that he sensed a scientific discipline that did not yet exist, geobiology, and the theory of waves of forms. From the perspective of traditional physics, the fact that the tower is octagonal is insignificant. It could be square or have an infinite number of faces, that is conic. "In all cases the voltage would have been the same, its shape just gave it stability." This raises two objections. The octagonal shape is not a guarantee of stability comparing to the square shape. If he was really looking for stability, a hyperbolic rise, like that of the Eiffel Tower, would have been better suited. The octagonal shape has very special wave characteristics, it is possible that this pure genius sensed it without being able to theorize it.As for the square shape of the pyramids, the engineer Gustave Eiffel has chosen it for his tower, precisely because it is a guarantee of stability, as the four legs and the widening elevation. Built in 1889, our national tower was already fairly well known to be his model. As Wardenclyffe Tower, the Eiffel Tower has a pyramid effect which makes it pick at the top, even without a storm, a DC current. Its lightning rod "makes" thus some electricity that goes down in a cable to be delivered to the earth.This waste is not limited to the Eiffel Tower. All roofs and metal frames make the same production, stupidly given to the earth. The Vril energy is free, it is its biggest flaw in a world of profit. The fact that it is completely environmentally friendly and inexhaustible has no interest for the capital. The fact that it is beneficial for both the human mind and the health of people, animals and plants thanks to the virtues of water of lightning, has even much less interest for profiteers. Unfortunately, Tesla was never able to finish his tower. He did not have the opportunity to carry out the planned experiments on Long Island that sought to bring rain in the deserts. Others before him had managed that. We know that Egypt has not always been desertic. The Greek historian Herodotus wrote that "Egypt is a gift of the Nile." But it was in the 5th century BC. Since then, its climate has not changed much, and yet it has not always been so. The predynastic Egypt was rather a gift of the pyramids... "In the pre-dynastic period, the Egyptian climate is much less arid than it is nowadays. Large areas of Egypt are covered with savanna and traversed by herds of ungulates. The foliage and wildlife then are much more prolific and the Nile region is home to large populations of waterfowl. Hunting is a common activity for the Egyptians and it is also during this period that many animals are domesticated for the first time."
www.apparentlyapparel.com/news/the-pyramid-energy-tesla-c...
"....If we could produce electric effects of the required quality, this whole planet and the conditions of existence on it could be transformed. The sun raises the water of the oceans and winds drive it to distant regions where it remains in state of most delicate balance. If it were in our power to upset it when and wherever desired, this mighty life-sustaining stream could be at will controlled. We could irrigate arid deserts, create lakes and rivers and provide motive power in unlimited amount. This would be the most efficient way of harnesing the sun to the uses of man......" ( Nikola Tesla, June 1919 )
Nikola Tesla, inventor of alternating current motors, did the basic research for constructing electromagnetic field lift-and-drive aircraft/space craft. From 1891 to 1893, he gave a set of lectures and demonstrations to groups of electrical engineers. As part of each show, Tesla stood in the middle of the stage, using his 6' 6" height, with an assistant on either side, each 7 feet away. All 3 men wore thick cork or rubber shoe soles to avoid being electrically grounded. Each assistant held a wire, part of a high voltage, low current circuit. When Tesla raised his arms to each side, violet colored electricity jumped harmlessly across the gaps between the men. At high voltage and frequency in this arrangement, electricity flows over a surface, even the skin, rather than into it. This is a basic circuit which could be used by aircraft / spacecraft.
The hull is best made double, of thin, machinable, slightly flexible ceramic. This becomes a good electrical insulator, has no fire danger, resists any damaging effects of severe heat and cold, and has the hardness of armor, besides being easy for magnetic fields to pass through.
The inner hull is covered on it's outside by wedge shaped thin metal sheets of copper or aluminum, bonded to the ceramic. Each sheet is 3 to 4 feet wide at the horizontal rim of the hull and tapers to a few inches wide at the top of the hull for the top set of metal sheets, or at the bottom for the bottom set of sheets. Each sheet is separated on either side from the next sheet by 1 or 2 inches of uncovered ceramic hull. The top set of sheets and bottom set of sheets are separated by about 6 inches of uncovered ceramic hull around the horizontal rim of the hull.
The outer hull protects these sheets from being short-circuited by wind blown metal foil (Air Force radar confusing chaff), heavy rain or concentrations of gasoline or kerosene fumes. If unshielded, fuel fumes could be electrostatically attracted to the hull sheets, burn and form carbon deposits across the insulating gaps between the sheets, causing a short-circuit. The space, the outer hull with a slight negative charge, would absorb hits from micrometeorites and cosmic rays (protons moving at near the speed of light). Any danger of this type that doesn't already have a negative electric charge would get a negative charge in hitting the outer hull, and be repelled by the metal sheets before it could hit the inner hull. This wouldn't work well on a very big meteor, I might add.
The hull can be made in a variety of shapes; sphere, football, disc, or streamlined rectangle or triangle, as long as these metal sheets, "are of considerable area and arranged along ideal enveloping surfaces of very large radii of curvature," p. 85. "My Inventions", by Nikola Tesla.
The power plant for this machine can be a nuclear fission or fusion reactor for long range and long-term use to run a steam engine, which turns the generators. A short range machine can use a hydrogen oxygen fuel cell to run a low-voltage motor to turn the generators, occasionally recharging by hovering next to high voltage power lines and using antennas mounted on the outer hull to take in the electricity. The short-range machine can also have electricity beamed to it from a generating plan on a long-range aircraft / spacecraft or on the ground.
(St. Louis Post-Dispatch, Nov. 24, 1987, Vol 109, No. 328, "The Forever Plane" by Geoffrey Rowan, p. D1, D7.)
("Popular Science", Vol 232, No. 1, Jan. 1988, "Secret of Perpetual Flight? Beam Power Plane," by Arthur Fisher, p. 62-65, 106)
One standard for the generators is to have the same number of magnets as field coils. Tesla's preferred design was a thin disc holding 480 magnets with 480 field coils wired in series surrounding it in close tolerance. At 50 revolutions per minute, it produces 19,400 cycles per second.
The electricity is fed into a number of large capacitors, one for each metal sheet. An automatic switch, adjustable in timing by the pilot, closes, and as the electricity jumps across the switch, back and forth, it raises it's own frequency; a switch being used for each capacitor.
The electricity goes into a Tesla transformer; again, one transformer for each capacitor. In an oil tank to insulate the windings and for cooling, and supported internally by wood, or plastic, pipe and fittings, each Tesla transformer looks like a short wider pipe that is moved along a longer, narrower pipe by an insulated non-electric cable handle. The short pipe, the primary, is 6 to 10 windings (loops) of wire connected in series to the long pipe. The secondary is 460 to 600 windings, at the low voltage and frequency end.
The insulated non-electric cable handle is used through a set of automatic controls to move the primary coil to various places on the secondary coil. This is the frequency control. The secondary coil has a low frequency and voltage end and a maximum voltage and frequency end. The greater the frequency the electricity, the more it pushes against the earth's electrostatic and electromagnetic fields.
The electricity comes out of the transformer at the high voltage end and goes by wire through the ceramic hull to the wide end of the metal sheet. The electricity jumps out on and flows over the metal sheet, giving off a very strong electromagnetic field, controlled by the transformer. At the narrow end of the metal sheet, most of the high-voltage push having been given off; the electricity goes back by wire through the hull to a circuit breaker box (emergency shut off), then to the other side of the generators.
In bright sunlight, the aircraft / spacecraft may seem surrounded by hot air, a slight magnetic distortion of the light. In semi-darkness and night, the metal sheets glow, even through the thin ceramic outer hull, with different colors. The visible light is a by-product of the electricity flowing over the metal sheets, according to the frequencies used.
Descending, landing or just starting to lift from the ground, the transformer primaries are near the secondary weak ends and therefore, the bottom set of sheets glow a misty red. Red may also appear at the front of the machine when it is moving forward fast, lessening resistance up front. Orange appears for slow speed. Orange-yellow is for airplane-type speeds. Green and blue are for higher speeds. With a capacitor addition, making it oversized for the circuit, the blue becomes bright white, like a searchlight, with possible risk of damaging the metal sheets involved. The highest visible frequency is violet, like Tesla's stage demonstrations, used for the highest speed along with the bright white. The colors are nearly coherent, of a single frequency, like a laser.
A machine built with a set of super conducting magnets would simplify and reduce electricity needs from a vehicle's transformer circuits to the point of flying along efficiently and hovering with little electricity.
When Tesla was developing arc lights to run on alternating current, there was a bothersome high-pitched whine, whistle, or buzz, due to the electrodes rapidly heating and cooling. Tesla put this noise in the ultrasonic range with the special transformer already mentioned. The aircraft / spacecraft gives off such noises when working at low frequencies.
Timing is important in the operation of this machine. For every 3 metal sheets, when the middle one is briefly turned off, the sheet on either side is energized, giving off the magnetic field. The next instant, the middle sheet is energized, while the sheet on either side is briefly turned off. There is a time delay in the capacitors recharging themselves, so at any time, half of all the metal sheets are energized and the other half are recharging, alternating all around the inner hull. This balances the machine, giving it very good stability. This balance is less when fewer of the circuits are in use.
Fairly close, the aircraft / spacecraft produces heating of persons and objects on the ground; but by hovering over an area at low altitude for maybe 5 or 10 minutes, the machine also produces a column of very cold air down to the ground. As air molecules get into the strong magnetic fields that the machine is transmitting out, the air molecules become polarized and from lines, or strings, of air molecules. The normal movement of the air is stopped, and there is suddenly a lot more room for air molecules in this area, so more air pours in. This expansion and the lack of normal air motion make the area intensely cold.
This is also the reason that the aircraft / spacecraft can fly at supersonic speeds without making sonic booms. As air flows over the hull, top and bottom, the air molecules form lines as they go through the magnetic fields of the metal sheet circuits. As the air molecules are left behind, they keep their line arrangements for a short time; long enough to cancel out the sonic boom shock waves.
Outside the earth's magnetic field, another propulsion system must be used, which relies on the first. You may have read of particle accelerators, or cyclotrons, or atomsmashers. A particle accelerator is a circular loop of pipe that, in cross-section, is oval. In a physics laboratory, most of the air in it is pumped out. The pipe loop is given a static electric charge; a small amount of hydrogen or other gas is given the same electric charge so the particles won't stick to the pipe. A set of electromagnets all around the pipe loop turn on and off, one after the other, pushing with one magnetic pole and pulling with the next, until those gas particles are racing around the pipe loop at nearly the speed of light. Centrifugal force makes the particles speed closer to the outside edge of the pipe loop, still within the pipe. The particles break down into electrons, or light and other wavelengths, protons or cosmic rays, and neutrons if more than hydrogen is put in the accelerator.
At least 2 particle accelerators are used to balance each other and counter each other's tendency to make the craft spin. Otherwise, the machine would tend to want to start spinning, following the direction of the force being applied to the particles. The accelerators push in opposite directions.
As the pilot and crew travel in space, outside the magnetic field of a world, water from a tank is electrically separated into oxygen and hydrogen. Waste carbon dioxide that isn't used for the onboard garden, and hydrogen (helium if the machine is using a fusion reactor) is slowly, constantly fed into the inside curves of both accelerators.
The high-speed particles go out through straight lengths of pipe, charged like the loops and in speeding out into space, push the machine along. Doors control which pips the particles leave from. This allows very long-range acceleration and later deceleration at normal (earth) gravity. This avoids the severe problems of weightlessness, including lowered physical abilities of the crew.
It is possible to use straight-line particle accelerators, even as few as one per machine, but these don't seem as able to get the best machine speed for the least amount of particles pushed out.
Using a constant acceleration of 32.2 feet per second per second provides earth normal gravity in deep space and only 2 gravities of stress in leaving the earth's gravity field. It takes, not counting air resistance, 18 minutes, 58.9521636 seconds to reach the 25,000 miles per hour speed to leave the earth's gravity field. It takes about 354 days, 12 hours, 53 minutes and 40 seconds (about) to reach the speed of light - 672,487,072.7 miles per hour. It takes the same distance to decelerate as it does to speed up, but this cuts down the time delay that one would have in conventional chemical rocketry enormously, for a long journey.
A set of super conducting magnets can be charged by metal sheet circuits, within limits, to whatever frequency is needed and will continue to transmit that magnetic field frequency almost indefinitely.
A short-wave radio can be used to find the exact frequencies that an aircraft / spacecraft is using, for each of the colors it may show whole a color television can show the same overall color frequency that the nearby, but not extremely close, craft is using This is limited, as a machine traveling at the speed of a jet airliner may broadcast in a frequency range usually used for radar sets.
The craft circuits override lower frequency, lower voltage electric circuits within and near their electromagnetic fields. One source briefly mentioned a 1941 incident, where a short-wave radio was used to override automobile ignition systems, up to 3 miles away. When the short-wave radio was turned off, the cars could work again. How many UFO encounters have been reported in which automobile ignition systems have suddenly stopped?
I figure that things would not be at all pleasant for drivers of modern cars with computer controlled engine and ignition systems. Computer circuitry is sensitive to small changes in voltage and a temporary wrong-way voltage surge may wipe the computer memory out. It could mean that a number of drivers would suddenly be stranded with their cars not working should such a craft fly low over a busy highway. Only diesel engines, already warmed up, and Stanley Steamer type steam engine cares are able to continue working in a strong electromagnetic field. In May, 1988, it was reported that the U.S. Army had lost 5 Blackhawk helicopters and 22 crewmen in crashes caused by ordinary commercial radio broadcasting overriding the computer control circuits of those helicopters. Certainly, computer circuits for this aircraft / spacecraft can and must be designed to overcome this weakness.
One construction arrangement for this craft to avoid such interference is for the metal sheet circuits to be more sharply tuned. Quartz or other crystals can be used in capacitors; in a very large number of low-powered, single frequency circuits, or as part of a frequency control for the metal sheet circuits.
The aircraft / spacecraft easily overrides lower frequency and lower voltage electric circuits up to a 6 mile wide circle around it, but the effect is usually not tuned for such a drastic show. It can be used for fire fighting: by hovering at a medium-low height at low frequency, it forms a double negative pole magnet of itself and the ground, the sides being a rotation of positive magnetic pole.
It polarizes the column of air in this field. The air becomes icy cold. If it wouldn't put the fire out, it would slow it down.
Tesla went broke in the early 1900's building a combination radio and electric power broadcasting station. The theory and experiments were correct but the financiers didn't want peace and prosperity for all.
The Japanese physicist who developed super conducting material with strong magnetism allows for a simplified construction of the aircraft / spacecraft. Blocks of this material can be used in place of the inner hull metal sheets. By putting electricity in each block, the pilot can control the strength of the magnetic field it gives off and can reduce the field strength by draining some of the electric charge. This allows the same amount of work to be done with vastly less electricity used to do it.
It is surprising that Jonathan Swift, in his "Gulliver's Travels", 1726, third book, "A Voyage to Laputa", described an imagined magnetic flying island that comes close to being what a large super conducting aircraft / spacecraft can be build as, using little or no electric power to hover and mover around.
www.thelivingmoon.com/41pegasus/02files/Tesla_Saucer.html
Before our study group, Summerville, South Carolina #2, made a trip to A.R.E headquarters in Virginia Beach, Va., in April, 2009, Jerry Ingle, set into motion an ideal that generated a monumental synchronicity. For years, Jerry, a long-time member of our group, had been interested in Nikola Tesla. He saw many parallels between his talents and those of Edgar Cayce and hoped to somehow connect them. As a psychic, Edgar Cayce had been consulted by engineers about their inventions. Cayce was willing to help as long as it would ultimately be of service to humanity. While there are suggestions that both Thomas Edison and his former associate, Nikola Tesla, consulted Cayce separately; there is no documentation in the A.R.E. archives.
Nikola Tesla was an electrical engineer who invented the alternating current Niagara power system that made Edison's direct current obsolete. He sold Westinghouse 40 patents that broke the General Electric monopoly. In 1893 he demonstrated the use of wireless radio control with a torpedo-like boat. He invented wireless transmission of electricity, an electric car that ran by tapping into the electricity of the Earth, the microwave, and the TV remote control, just to name a few. A court recently ruled that while Marconi had been given credit for the invention of the radio and made a fortune on it, Tesla was the true inventor.
Tesla was concerned with harnessing nature to meet the needs of humankind and foresaw the end of World War I as a synthesis of history, philosophy, and science,. He had the amazing ability to construct a machine in his mind and then, by operating the device in his mind, make improvements to the design. He could develop and perfect his inventions by drawing only upon the creative forces, without actually touching anything material. Just as the Cayce readings suggest, "Mind is the builder, physical is the result."
Another inventor that Edgar Cayce met was a man named Marion L. Stansell. During World War I, while stationed in France, Stansell had a near death experience with a vision. During the experience, a "spirit guide" escorted him to another dimension where he was given a formula for a mechanical device. He was told that this device would save the planet from environmental destruction in the next millennium.
On February 1, 1928, Edgar Cayce gave a reading which confirmed that Stansell was able to see the blueprints for a revolutionary type of motor in his dreams and visions. According to the readings, the motor was designed in the spirit realm by De Witt Clinton, deceased governor of New York, who in his last incarnation was the force behind the development of the Erie Canal.
Stansell needed the assistance of Edgar Cayce to relay precise technical information from Clinton in the spirit realm to Stansell and a team of like-minded entrepreneurs in the material world. The Stansell motor readings were conducted over a two-year period. One could speculate that Mr. Cayce did the same for Nikola Tesla, and that these readings were a continuation of that work, but if so, there is no record of it.
Jerry believed that there was a deep connection between the work of Cayce and Tesla and their interest in the connection between electricity and psychic phenomena. At A.R.E., Jerry found his way to the vault, where the Cayce records are kept, hoping to discover a way to get these plans into the hands of present-day inventors.
There, he and an A.R.E. volunteer named Harry talked excitedly for some time about Tesla. Suddenly, a man came to the door of the vault. "Does anybody know if there was ever a connection between Edgar Cayce and Nikola Tesla?"
"Here is the guy who can tell you," said Harry as he pointed toward Jerry. Jerry turned to face Nikola Lonchar — the President of Nikola Tesla's Inventors Club, a man who was dedicated to locating and preserving Tesla's work. The organization was made up of scientists who wanted to be sure Tesla's work was not lost! This was the first visit to A.R.E. by anyone from the Tesla organization.
Jerry was able to supply the visitor with the information he needed. The two sat in the lobby of the A.R.E. Visitor Center, oblivious to their surroundings, talking about an interest that held them both captive. Jerry was invited to speak at the next Nikola Tesla Inventors conference.
Nikola Lonchar was at A.R.E. for only one day. During this small window of time, he and Jerry had converged at the same place, at the same time, both equipped with a desire to be of service to Cayce, to Tesla, and to humanity. That's synchronicity in motion.
www.edgarcayce.org/about-us/blog/blog-posts/synchronicity...
It's the first shot I post here from my vacation with my darling in Karlovy Vary [Carlsbad] , it's a spa city situated in western Bohemia, Czech Republic, on the confluence of the rivers Ohře and Teplá, approximately 130 km (80.78 miles) west of Prague. It is named after King of Bohemia and Holy Roman Emperor Charles IV, who founded the city in 1370. It is historically famous for its hot springs (13 main springs, about 300 smaller springs, and the warm-water Teplá River).
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Canon 50D
Canon 50mm f1.8II
Me on Facebook
PHILIPPINE SEA (Nov. 20, 2022) Mass Communication Specialist 2nd Class Justin Stack, from Grand Rapids, Mich., takes a photograph aboard the Ticonderoga-class guided-missile cruiser USS Chancellorsville (CG 62) as Carrier Strike Group (CSG) 5 units conduct tri-lateral operations with JS Setogiri (DD 156) of the Japan Maritime Self-Defense Force (JMSDF) and HMAS Stalwart (A304) of the Royal Australian Navy, to focus on allied interoperability training in the areas of sustainment capability and high end warfighting in the Philippine Sea. Chancellorsville is forward-deployed to U.S. 7th Fleet in support of security and stability in the Indo-Pacific and is assigned to Commander, Task Force (CTF) 70, a combat-ready force that protects and defends the collective maritime interest of its allies and partners in the region. (U.S. Navy photo by Fire Controlman 1st Class Jeremy Scott)
EAST CHINA SEA (Aug. 4, 2020) Lt. j. g. Andrew Barrie, from Yokosuka, Japan, stands watch on the bridge as the officer of the deck 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)
Must attribute with link to: www.ptpioneer.com
Image of a girl working out Outside doing stability ball dumbbell chest press In a sunny park.
PHILIPPINE SEA (Sept. 3, 2020) The amphibious assault ship USS America (LHA 6) conducts a replenishment-at-sea with the dry cargo/ammunition ship USNS Charles Drew (T-AKE 10) with MH-60S Sea Hawk helicopters from the “Archangels” of Helicopter Sea Combat Squadron (HSC) 25, Detachment 6. America, flagship 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)
PHILIPPINE SEA (Sept. 3, 2020) The amphibious transport dock ship USS New Orleans (LPD 18), left, and the amphibious assault ship USS America (LHA 6), right, conduct a replenishment-at-sea with the dry cargo/ammunition ship USNS Charles Drew (T-AKE 10) with MH-60S Sea Hawk helicopters from the “Archangels” of Helicopter Sea Combat Squadron (HSC) 25, Detachment 6. New Orleans and America, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, are 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)
PHILIPPINE SEA (Aug. 6, 2020) A CV-22 Osprey tilt-rotor aircraft attached to the Air Force 21st Special Operations Squadron launches from 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)
INDIAN OCEAN (Sept. 10, 2021) An MV-22B Osprey, attached to Marine Medium Tilt-rotor Squadron (VMM) 165 (Reinforced), 11th Marine Expeditionary Unit (MEU), conducts flight operations with amphibious assault ship USS Essex (LHD 2). Essex, flagship of the Essex Amphibious Ready Group (ARG), along with the 11th MEU, is operating in the U.S. 7th Fleet 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 Isaak Martinez)
PHILIPPINE SEA (Oct. 19, 2020) - A U.S. Air Force CV-22 Osprey tilt-rotor aircraft assigned to the Air Force 21st Special Operations Squadron stands by on the flight deck of the forward-deployed amphibious assault ship USS America (LHA 6). America, lead ship of the America Amphibious Ready Group and assigned to Amphibious Squadron 11, 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 Walter Estrada) 201019-N-NJ919-1018
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There was no ABS, no traction control, no electro-hydraulic paddle shifting, and no stability control. With a 201 mph top speed and 0 to 60 mph in less than four seconds, no one was disappointed with the F40. Ferrari proposed only a limited run of 400 or so F40s, but the model's reception was overwhelming and the run kept growing until 1,315 were built by the time production ended in 1991.
The F40 was a simple machine that, like the greatest Ferraris of the past, relied upon its engine for its performance. Suspension and layout were conventional, and there were no serious attempts to employ cutting-edge technology. The F40 was good, sound, basic design, with a superb twin-turbocharged engine, aerodynamics heavily weighted toward downforce and stability, and generous use of lightweight composite materials. The chassis was - like the 125 built 40 years before - based on two large-diameter steel tubes. They were joined and stiffened by light, compound structures, to be sure, but the basic form was as rudimentary as the ones welded together in the Gilberto shops a generation before.
Competition was not in Ferrari's original plan for the F40, but Daniel Marin, managing director of French Ferrari importer Charles Pozzi SA, took the initiative and authorized Michelotto, the famed Padova Ferrari service centre, to construct a series of F40 LMs for racing under IMSA rules in the U.S. Just 19 were built.
These were followed by five official F40 GT's, also built by Michelotto to regulations for the Italian Supercar Championship and, as F50 GTE's, in the mid-'90s BPR GT series. The BPR Organization adopted air-restrictor regulations to handicap engine output and overall performance, but the lessons learned in the earlier competition F40s were applied to the limits of the rules in building the F40 GT's for these series. These few F40 GT's were much more highly developed race cars that were lighter, had better aerodynamics and sophisticated flat-floor ground effects, full ball-jointed suspensions, quick-fill fuel systems, wider wheels and tires, lower ride heights and other improvements that made them the most sophisticated of all the F40-based race cars, and potentially the fastest when relieved of their air-restrictor trumpets.
The GT programme was adopted by many owners independently and as a result a number of cars were privately converted (from a standard road car) over the years and successfully raced in various championships throughout the world. Such was the effectiveness of the basic design of the F40 that cars were seen out racing at a competitive level right through until the late 90's, when the cars were by then some ten years old! A remarkable feat.
This F40 was supplied new to Italy, being manufactured in 1989 and delivered in 1990 as a standard Non Cat & Non Adjust example. Some years later the car found its way to Japan where it was uprated and it is believed it raced in the Japanese GT series. More recently the car found its way back to Europe and has been subjected to a beautiful restoration at which time the car was repainted, had all four corners stripped and rebuilt, a full engine inspection and service, and an interior retrim.
As such, today the car is UK road registered and presented in superb concours condition throughout but importantly in its "GT" specification. This includes, lightweight clam shells front & rear, lightweight lower rear valence, "LM" style headlights & front clam shell with added radiator extraction ducts, "LM style sill Nasa duct, fully adjustable waste gate, revised engine management, big brakes & wheels, digital race dash, electric passenger window, fully adjustable suspension and "LM" venturi ducts & rear wing.
The car represents a fabulous potential track day assault weapon or even an F40 for the road with a bit more flare! For Enzo Ferrari's 40th anniversary as a constructor under his own name, he gave his design team a very simple instruction: 'Build a car to be the best in the world.' Time has shown that they complied. [DK Engineering web site]
DK Engineering Showcase Day 2015
SEA OF JAPAN (Aug. 3, 2020) An MH-53 Sea Dragon helicopter from Helicopter Mine Countermeasures Squadron 14 (HM-14) takes off from the flight 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)
PACIFIC OCEAN (Aug. 1, 2022) An MV-22 Osprey tiltrotor, assigned to Marine Medium Tiltrotor Squadron (VMM) 262 (Reinforced), takes off from the flight deck aboard amphibious assault carrier USS Tripoli (LHA 7). Tripoli is operating in U.S. 7th Fleet to enhance interoperability with allies and partners and serve as a ready response force to defend peace and maintain stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Malcolm Kelley)
PHILIPPINE SEA (Sept. 9, 2020) A Marine assigned to the 31st Marine Expeditionary Unit (MEU) aboard the forward-deployed amphibious assault ship USS America (LHA 6) provides security during a Beach Reconnaissance exercise. America, flagship of Expeditionary Strike Group Seven and 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 Jomark A. Almazan)