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Solutions Summit in the SDG Media Zone at the United Nations, Wednesday, Sept. 20, 2017. (Photo/Stuart Ramson for the United Nations Foundation)
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Supermarine Jetfire was a stopgap solution in order to introduce a jet-powered interceptor agains German V-1 missiles that threatened the London region from June 1944 on. At that time, the only aircraft with the low-altitude speed to be effective against it was the Hawker Tempest, but fewer than 30 Tempests were available. They were assigned to No. 150 Wing RAF, and early attempts to intercept and destroy V-1s often failed.
One alternative was the jet-powered Gloster Meteor, which still was development - and in order to get the new engine into service (also as a response to Gloster's engagement for E.1/44 with the single-engine "Ace" fighter) Supermarine responded with the idea to replace the nose-mounted piston engine with a single Whittle W.2 engine: The "Jetfire" was born.
The conversion was rather simple: the Jetfire was actually a Griffon-powered Spitfire XIV with as few changes to the original airframe in order to accept the W.2. The aircraft's forward fuselage was widened to accommodate the bulbous engine with a simple nose intake. The deeper forward part of the fuselage with its round diameter gave the aircraft a pronounced "pod-and-boom" configuration.
Internally, the front wing spar had to be bent into an inverted U-shape to clear the engine and its jet pipe.
The W.2 was mounted slightly angled downwards, and the jet pipe was bifurcated so that it ran along the fuselage flanks above the wings, with an exhaust just behind the wings’ trailing edges. To protect the fuselage, steel heatshield were added to the flanks. Furthermore, the former radiator fairings for the Griffon and the respective plumbing were removed and faired over, saving weight and internal space – and weight was reduced as much as possible to achieve a decent performance with the rather experimental centrifugal jet engine. The conventional Spitfire tailsitter landing gear remained unmodified, just additional covers for the main wheels were added for improved aerodynamics at high speed.
The first prototype was already finished in October 1944, and taxiing trials started immediately. The heatshields proved to be too short and the heat from the engine exhaust melted the duralumin skin of the rear fuselage. Additionally, the tailwheel received a longer strut for a cleaner airflow under the stabilizer on the ground – the original, shorter strut created an air cushion under the stabilizer that lifted the whole tail upwards when the throttle was opened, resulting in poor handling at low taxiing speeds.
Modifications to rectify the problems took until late December, and by this time a second prototype had been completed. After a few taxiing tests, it was transferred to the Royal Aircraft Establishment (RAE) for full-scale wind tunnel testing that lasted until February 1945.
On the 26th of that month, the RAF issued requirements that the aircraft should have a maximum speed of 770 km/h (480 mph) at sea level and a speed of 850 km/h (530 mph) at an altitude of 5,000 meters (16,400 ft). It should be able to climb to that altitude in 4 1/2 minutes or less and it should have a range of 500 kilometers (310 mi) at 90% of maximum speed.
The Jetfire failed to meet these targets, but it was still fast enough to intercept the V-1 and was quickly available. The average speed of V-1s was 550 km/h (340 mph) and their average altitude was 1,000 m (3,300 ft) to 1,200 m (3,900 ft). Fighter aircraft required excellent low altitude performance to intercept them and enough firepower to ensure that they were destroyed in the air rather than crashing to earth and detonating. Most aircraft were too slow to catch a V-1 unless they had a height advantage, allowing them to gain speed by diving on their target.
Originally a total of 200 Jetfire Mk.Is were ordered, and on the drawing board an improved variant with a bubble canopy, a slightly larger tail fin, stabilizers with a 10° dihedral in order to get them better out of the jet efflux’s path and an armament of four 20 mm cannon (the Mk.II) was already taking shape. But this initial and any follow-on orders were quickly cancelled or changed to the more advanced and promising twin-engined Gloster Meteor that finally became operational.
Consequently, the total production run of the Jetfire Mk.I just reached 26 aircraft: 18 were delivered to RAF 616 Squadron, the rest were used by the Tactical Flight at Farnborough that had been established in 1944 in order to prepare active squadrons for the radically new jet fighters. In late March 1945, the Jetfires became operational, upon which both tactical applications and limitations were extensively explored.
Despite many shortcomings (sluggish acceleration, poor climb and agility except for a very good roll rate), the still rather experimental and primitive Jetfire was able to fulfill its intended V-1 interception role, and two V-1 interceptions were achieved during the following weeks. In the front line units they were quickly replaced by more effective types like the Gloster Meteor, the Hawker Tempest or the Republic P-47 Thunderbolt. Anyway, the Jetfire was still helpful to path the RAF’s way for operational jet fighters and helped discover new high speed problems, including compressibility buffeting at higher speeds, causing increased drag, and it showed clearly the limits of traditional fighter aircraft designs.
General characteristics
Crew: 1
Length: 31 ft 8 in (9.66 m)
Wingspan: 36 ft 10 in (11.23 m)
Height: 10 ft 0 in (3.05 m)
Wing area: 242.1 sq ft (22.49 m2)
Airfoil: NACA 2213 (root), NACA 2209.4 (tip)
Empty weight: 8,434 lb (3,826 kg)
Gross weight: 12,211 lb (5,539 kg)
Powerplant:
1× Rolls-Royce B.37 Derwent turbojet, 2,000 lbf (8.9 kN) static thrust
Performance:
Maximum speed: 748 km/h (468 mph)
Range: 395 km (247 miles) with internal fuel only
Service ceiling: 12,750 m (41,820 ft)
Rate of climb: 12 m/s (2362 ft/min)
Thrust/weight: 0.45
Time to altitude: 5.0 min to 30,000 ft (9,145 m)
Armament:
2× 20 mm British Hispano MkV cannons (120 RPG) and
2× 12,7 mm (0.5") machine guns (250 RPG) in the outer wings
Provision for up to six "60lb" 3" rockets under the outer wings,
or two 500 lb (227 kg) bombs, or a pair of drop tanks
The kit and its assembly:
The first entry for the "Old Kit" group build at whatifmodelers.com in late 2016 - anything goes, the kit's mould just has to date back to 1985 and further. For this one I settled on the FROG Spitfire Mk. XIV, which, AFAIK, dates back to 1969, and an engine donor from a KP Yak-23, which is supposed to have hit the markets behind the Iron Curtain in 1981.
Originally, the background story pretty much sums up the idea behind this kitbash: How could the - already fast - Spitfire be further augmented with one of the new jet engines around 1944, when V1 attacks started against the British main land and the Meteor was still in development? A simple engine swap with as much airframe of the piston-engine ancestor would be the answer. Similar ideas had been undertaken in Germany, with re-engined versions of the Bf 109 and the Fw 190, and after WWII, when German jet technology had become available to the Soviet Union, the Yak-15/17/23 family followed a similar pattern.
The Yak-23 came as a natural donation aircraft for the Derwent nose. After careful measures and strategic cuts the Spitfire lost its Griffon engine (already earmarked for another kitbash...) and the Yak-23 its nose and exhaust pipe: the original plan had been to use a central, ventral exhaust pipe under the cockpit, even though this would create issues with the tail wheel (just as on the Yak-15 - it received in service an all-metal tail wheel! Imagine the sparks on the runway...).
Anyway, while dry-fitting the parts it turned out that pretty little of the Yak-23 exhaust section could be mounted with clean lines: I'd either have had to create a semi-recessed exhaust with lots of body work (and pretty implausible), or switch to a totally different solution.
That came with a bifurcated exhaust pipe, running along the wing roots and ending at the wings' trailing edge. While this sounds weird, too, the Hawker SeaHawk actually had such an arrangement - on a service aircraft!
As a side effect, the fairings for the jet pipes now offered a good basis for the necessary intersection between the round and bulky Derwent nose fairing and the narrow, oval Spitfire fuselage.
The new jet pipes were created with styrene tubes and lots of putty, and the result does not look bad at all. Actually, with the deleted radiators and the Griffon carburetor intake gone, the aircraft has a very sleek profile, even though the top view reveals the innate "pod and boom" layout of the nose-mounted centrifugal jet engine.
The latter received a new intake interior with some fine mesh and a central bullet fairing (the Yak-23's vertical splitter would not make any sense, since there'd be no nose wheel anymore). The landing gear was taken more or less OOB, I just added some struts and extra wheel covers. The tail wheel comes from an Airfix Hawker Hurricane and changed into a fully retractable arrangement. The cockpit was taken OOB, too, just a tank dummy was added behind the pilot's seat and the canopy sliced into three pieces for an optional open display.
The "E wing" armament was taken over from the Spitfire Mk. XIV, I just added the elegant drop/slipper tanks from the Yak-23 kit. This breaks up the clean lines of the "Jetfire", but I think that the thirsty Derwent might have needed some extra fuel for a decent approach range and some loiter time while intercepting incoming V-1s?
The V-1 from the FROG kit was built for the flight scenes, too. It’s a very simple model consisting only of four parts with rather mediocre fir, esp. the pulse engine halves, but a fairly good representation. Maybe the propeller for the fuse timer is missing, but that can be scratched easily.
Only personal additions are a grate in the air intake, and a hidden adapter for a display, for the pics. Maybe this flying bomb ends up later as ordnance under a German bomber build?
Painting and markings:
Very conservative, late war RAF Dark Green/Ocean Grey/Medium Sea Grey with typical ID markings and codes. 616 Squadron was chosen because it was one of the units that introduced the Meteor for V-1 interception.
Paints are basically enamels from the ModelMaster Authentic range. The Sky fuselage band was improvised with a decal from a vintage Matchbox Brewster Buffalo (matching the the Sky code letters from Xtradecal pretty well), while the codes and serial numbers themselves were created from single letter digits (the "/G" addition to the serial number signaled that the aircraft was to be guarded at any time while on the ground).
The cockpit interior was painted in very dark grey while the landing gear became aluminum. As a highlight, the air intake edge was painted with silver, more for a dramatic effect than for realism.
The yellow wing leading edge markings were created with generic decal sheet material. The only special markings on the aircraft are the white stripes on tail and wings, which I also used to underlay the serial code.
Only little panel-shading and weathering was done, some panel lines were manually created with a fine pencil since a lot of surface details on the fuselage were lost during the extensive PSR process around the wing/jet pipes area.
Finally, the kit was sealed with matt acrylic varnish.
The V-1 has painted with no special paradigm in mind, with RLM81 upper surfaces and RLM 76 undersides, with a very wavy waterline and some grey patches on the wings. The engine was painted with aluminum first and then a thin coat of red primer added.
The resulting aircraft of this kitbash looks better than expected, even though the change of the exhaust arrangement came unexpected – even though I think the Jetfire became more appealing through the side pipes, despite the overall tadpole proportions.
As a side note, the story is not over yet, because there’s an engine-less Yak-23 left over, and I wonder what it might look like with a piston engine grafted to the empty nose?
Seasonal business spikes, new market opportunities and vehicle breakdowns can all create the need for rental trucks on a short-term basis. PacLease provides fleets flexible truck rental solutions for short-term transportation needs. Renting a truck through PacLease is a turnkey solution that features late model Kenworth and Peterbilt trucks, like the Peterbilt Model 579 and Kenworth T680 (shown here), built with the quality fleets require.
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Juice weight-reduction plan ideas from Joe Cross t.co/6MP0xh5v1t t.co/19KbfIfNJJ (via Twitter twitter.com/adaptiveblue1/status/733132302021189632)
I took a stroll through one of the local antique stores. This is the biggest one in my area and has a ton of vintage stuff. I find shooting at a place like this gets the creative juices flowing..
I don't work for the antique store, they just gave me permission to come in and shoot. You can find out more about the store @ www.agouraantiquemart.com
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About Me - about.me/edwardconde
Marisa Tomei at the Launch Party For LATISSE on March 26, 2009 in Los Angeles, California.
Cosmopolitan Skin Care Solutions
215-925-6085
Gorgeous Tamar Leek (aka Tamar Roxx) on the System Store Solutions stand at the Autosport International show, NEC, Birmingham UK.
Nikon D-300, Nikkor 18-200mm f3.5/5.6 ED, Speedlite SB-800.
170mm, f5.6, 1/60 sec.
Please note:
These images are not public domain and are protected by copyright law.
All images © MSI (Motorsport Images Ireland) 2016. All rights reserved.
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If you are interested in the use of this digital photographic image, please contact us via e-mail at msiireland@yahoo.com or motorsportimagesireland@gmail.com
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Photography by JOB/MSI Ireland
© MSI Ireland 2016
All Rights Reserved
CeBIT Australia 2016 is one of the platform which is loved by all the tech giants. You can find all the latest and future possibilities in technology at CeBIT Australia 2016. This year the main focus of CeBITAus are in sectors like, eGovernment, eHealth, Big Data and Cloud, Internet of Things, Digital Marketing, Virtual Reality, Finance Technology (FinTech), etc. One of the innovative IT solutions and service provider company CDN Software Solutions will present the latest work of all these technologies. So what you are waiting for, avail your free pass now to attend this mega IT show: - www.cdnsol.com/events/cebit-australia-2016/
JLF Moving Solutions Take Delivery of New Scania R320
… while their first Scania hits the 1½ million kilometres landmark
Keltruck, the largest independent Scania Distributor in Europe, has supplied a new Scania R320 to JLF Moving Solutions of Burntwood, Staffordshire. The truck is the fifth Scania truck to join their fleet, while the first – bought in 2001 – is still going strong and has recently surpassed 1½ million kilometres.
JLF Moving Solutions was started by brothers, John & Steve Lomas in 2009, with 35 years’ experience. The first vehicle they owned was a Ford Transit van. They now have 31 vehicles, including five Scania trucks, to help them with removals, homepack services, office removals, European removals, containerised storage, document storage and specialist services to the fire & flood industry.
Steve and John first bought a Scania truck in 2001 as they needed larger vehicles than the 7.5 tonne HGVs they were using. That truck, a P220 day cab fitted with ARZ sleeper pod for two people, has been serviced by Keltruck Willenhall for nearly 20 years and is still going strong with more than one and half million kilometres on the clock.
John Lomas, Company Director commented, “The first Scania truck we bought has been, and continues to be, a great truck for us. All our drivers like driving the Scanias – and this one in particular. Even Steve and I drive it from time to time.”
Their new Scania R320 high roof is the company’s first new generation Scania with the newly developed interior. JLF was able to customise their truck by adding a third seat to accommodate a full team of moving staff.
Keltruck has now been working with Steve and John for 18 years and has developed a great working relationship. All of JLF Moving Solutions’ Scania vehicles are serviced on long term repair and maintenance contracts, starting at 60 months and extending beyond that.
John Lomas continued, “The Scania trucks are excellent – a great drive and very robust – while the support we get from Keltruck is outstanding, both in terms of the buying process and the aftersales services.”
Keltruck Account Manager Tony Biddlestone commented, “We have a great relationship with JLF Moving Solutions. It is a pleasure to deal with John and Steve. The new R320 vehicle they have purchased is something different to your everyday Scania, with the new interior focused on driver comfort, which is perfect for JLF as the company’s operation has more than one occupant, so we focused on cab size and driver comfort.”
keltruckscania.com/about-keltruck/news-centre/press-relea...
Solutions business, le 6 mars 2008. Charleroi - Belgique
Solutions business, le 6 mars 2008. Charleroi - Belgique
Now here is the difference using a homemade solution of 1/2 cup water, 1/4 cup liquid dish washing soap and 1/8 cup corn syrup. The difference was staggering (see earlier photo for the difference) and I was able to capture the process in 12 shots from the start of freezing to when the bubble finally broke in the wind. And remember, in order to get a soap bubble to freeze you need temps between 12°F - 7°F Once it drops lower the freezing time is too quick and they break too fast.
Even a dog can come up with a solution to kids running around and the high humidity. He is sitting on this deck that is more or less useless for humans under a tree in the breeze on the tiles that are not heated by the sun. Now that is a solution that makes those of us that work jealous.
Is this a foamy urine sample? No! It's the first bottle of homemade bubble solution for the summer.
- 3/4 cups water
- 1/4 cup dish soap
- 4 to 6 drops of gelatin
place of the inequitable solutions II
europe of the arriving
how to arrive to stay
versammlung concert performance debatte film
camp, gezi park fiction / fr 12.9 — so 14.9.
The external borders of the EU remain deadly for the thousands and thousands of migrants who want to or are forced to come to Europe. But the protests in Berlin, Vienna, Hamburg and elsewhere clearly show, that we are more and more facing the claim for a right of arrival. We are aready living in the „europe of the arriving“ (V. Tsianos). People stay here and they establish their own way of living and making business, with their own network — even though politicians and bureaucrats still rely on walling-off and try hard to ignore the reality.
After one and a half years of demonstrations, manifestations, protest actions and continious struggle, „the right to stay“ for the group „Lampedusa in Hamburg“ has still not been implemented. However, major developments have taken place in this city — this developments of solidarity, engagement and political activism can be observed also in other cities, in which Refugees have organized themselves. While the battle for a solution continues, and activists build informal structures and invent strategies to outsmart the regime of repressive residence, work permits and border politics, expertise has emerged almost everywhere but because so much needs to be the done, the time to analyse these assesments is often lacking.
The idea for the weekend camp on the 12.-14. September is to bring together various expertise on several issues, ranging from border crossing, arrival, selforganization, immigration to labour legislation — and we are going to interlace this with performances, songs, films and choreography.
You can download or view Macroscopic Solutions’ images in more detail by selecting any image and clicking the downward facing arrow in the lower-right corner of the image display screen.
Three individuals of Macroscopic Solutions, LLC captured the images in this database collaboratively.
Contact information:
Mark Smith M.S. Geoscientist
mark@macroscopicsolutions.com
Daniel Saftner B.S. Geoscientist and Returned Peace Corps Volunteer
daniel@macroscopicsolutions.com
Annette Evans Ph.D. Student at the University of Connecticut
annette@macroscopicsolutions.com
via WordPress www.naturalayurvedaltd.com/health-dieses-solutions/%e0%a6...
ব্যাক্তিগত যৌনস্বাস্থ্যের সুরক্ষা সম্পর্কিত প্রয়োজনীয় জ্ঞানের অভাব এবং যৌবন শুরুর প্রারম্ভিক পর্যায়ে নিজ কতৃক অজ্ঞতাবশত নানবিধ ভুলত্রুটি করা সহ অনিয়মিত জীবনযাপনের ফলে আমাদের দেশের অধিকাংশ পুরুষের মাঝেই যৌনস্বাস্থ্য সংক্রান্ত নানাবিধ শারীরিক সমস্যা পরিলক্ষিত হয়ে থাকে, যা আমাদের দেশে দিন দিন খুবই প্রকট আকার ধারন করছে ।
আর তাই, যৌনস্বাস্থ্য বিষয়ক জ্ঞান অর্জনের পাশাপাশি যৌন সমস্যায় ভুক্তভোগী যুবক এবং পুরুষ ভাইদের জন্য আজ আমরা আলোচনা করছি – যৌনস্বাস্থ্য বিষয়ক শারীরিক সমস্যা সৃষ্টির কারন, প্রতিকার এবং শতভাগ কার্যকরী স্থায়ী চিকিৎসা বিষয়ক পরিপূর্ণ গাইডলাইন ।
কারনসমূহ
যৌন দুর্বলতার কারন হিসাবে আমরা প্রথমেই যৌনতা বিষয়ক প্রয়োজনীয় জ্ঞানের অভাব বিষয়টিকে উল্লেখ করতে পারি, যৌনতা সম্পর্কে বিশেষ জ্ঞান না থাকার কারণে আমাদের দেশের পুরুষরা তাদের যৌবন শুরুর পর্যায়ে অতিরিক্ত পরিমান হস্তমৈথুন/ মাস্টারবেশন করা সহ বিভিন্ন ধরনের ভুলত্রুটি করে থাকে, যা পরবর্তীতে একজন পুরুষের মাঝে ব্যাপক আকারে যৌন দুর্বলতা সৃষ্টি করে । এছাড়া অতিরিক্ত সহবাস, পর্ণ মুভি দেখা, অতিরিক্ত যৌনতা নিয়ে চিন্তা করা, ঠিক মত খাওয়া-দাওয়া না করা, পর্যাপ্ত না ঘুমানো, অতিরিক্ত মানুষিক টেনশন করা, অতিরিক্ত পরিশ্রম করা, অতিরিক্ত সৌখিনতার সহিত জীবন-যাপন পালন করার ফলেও দেখা দিতে পারে যৌন দুর্বলতা নামক সমস্যা ।মপাশাপাশি অনেকের ক্ষেত্রে বিয়ে বহির্ভূত সহবাস এর সময় অনাকাঙ্ক্ষিত পরিবেশ পরিস্থিতি অথবা ঘটনার ফলে মনে ভীত সঞ্চারের মাধ্যমে পরবর্তীতে হতে পারে যৌন দুর্বলতা । এছাড়াও ডায়বেটিক্স, অতিরিক্ত মেদ-ভুঁড়ি, শারীরিক দুর্বলতা, সঙ্গীর প্রতি ভালোবাসার অভাব আপনার জীবনে যৌন দুর্বলতার জন্য দায়ী হতে পারে । অনেক সময় সাময়িক আনন্দের জন্য ভায়াগ্রা / ওয়ান টাইম ট্যাবলেটগুলো অথবা তথাকথিত ভুয়া ডাক্তারদের দেওয়া বিভিন্ন যৌনশক্তিবর্ধক ঔষধ সেবনের ফলে সারাজীবনের জন্য যৌন দুর্বলতা সৃষ্টি হতে পারে আপনার শরীরে ।
প্রতিকার
আমাদের দেশের পুরুষদের এই যৌন দুর্বলতার নামক প্রকট সমস্যা থেকে মুক্ত করতে হলে প্রথমেই প্রয়োজন যৌনতা বিষয়ক জ্ঞান সকলের মাঝে ছড়িয়ে দেয়া, সকলকে বুঝাতে হবে যৌনতা মানেই খারাপ নয়, যৌনতা মানেই লজ্জার নয়, সুস্থ সুন্দর ভাবে বাঁচতে হলে যৌনতা বিষয়ক জ্ঞানের প্রয়োজন অপরিহার্য, এই বিশেষ জ্ঞানের মাধ্যমে যৌনতার প্রয়োজন, যৌনশক্তি ধরে রাখার উপায়, অতিরিক্ত হস্তমৈথুন / মাস্টারবেশন করার কুফল, যৌবনের সময় করনীয় এবং বর্জনীয় সহ যৌনতা সম্পর্কে শিক্ষণীয় জ্ঞানের ব্যাবস্থা করতে হবে । এছাড়া প্রতিটি পুরুষের যৌন দুর্বলতা নামক এই সমস্যা থেকে নিজেকে মুক্ত রাখতে পর্যাপ্ত খাবার-দাবার গ্রহন, পর্যাপ্ত ঘুম, ব্যায়াম, মানুষিকভাবে উৎফুল্ল থাকা তথা স্বাভাবিক নিয়মে জীবন-যাপনের অভ্যাস করতে হবে । পাশাপাশি যৌন বিষয়ক অতিরিক্ত চিন্তা, অতিরিক্ত সহবাস, বিয়ে বহির্ভূত সহবাস থেকে নিজেদের মুক্ত রাখতে হবে । এছাড়া প্রত্যেক বাবা-মার উচিত তার সন্তানের যৌবন শুরুর পর্যায়ে শরীরের প্রতি বিশেষ যত্ন নেওয়া । এছাড়া সাময়িক আনন্দের জন্য ভায়াগ্রা / ওয়ান টাইম ট্যাবলেটগুলো সেবন থেকে অবশ্যই বিরত থাকতে হবে ।
চিকিৎসা
প্রথমেই আমাদের মনে রাখতে হবে যে, অন্যান্য সকল সাধারন রোগের মতই যৌন সমস্যাও অত্যন্ত স্বাভাবিক একটি সমস্যা, যা নিয়ে নিজের মাঝে নিজে হীনমন্যতায় কিংবা বিষণ্ণতায় ভোগা অথবা অতিরিক্ত বিশেষ দুঃচিন্তা করার কোন প্রয়োজন নেই, কারন আপনার ভিতরকার এই দুর্বলতা আপনার যৌন দুর্বলতাকে আরো বেশি দুর্বল করে দিতে পারে, তাই সর্বপ্রথম নিজের মাঝে নিজে আত্মবিশ্বাস ফিরিয়ে আনুন এবং সমস্যা সমাধানে উপযুক্ত সমাধানের দ্বারস্থ হোন ।
যৌনস্বাস্থ্য সংক্রান্ত সমস্যায় ভুক্তভোগী পুরুষ ভাইদের উপযুক্ত সমাধান এবং চিকিৎসার মাধ্যমে তাদের পুর্ন যৌন শক্তি এবং সক্ষমতা ফিরিয়ে দিতে সুনামধন্য “ন্যাচারাল আয়ুর্বেদা লিঃ” ১২ বছরেরও অধিক সময়কাল যাবত আস্থা এবং সফলতার সঙ্গে নিজেদের অবদান অব্যাহত রেখে চলেছে । রোগ / ক্ষেত্র অনুযায়ী যৌন দুর্বলতার বিভিন্ন সমস্যা সমাধানে “ন্যাচারাল আয়ুর্বেদা লিঃ” এর রয়েছে সম্পূর্ণ প্রাকৃতিক এবং ভেষজ উপাদান দ্বারা আন্তর্জাতিক ভাবে স্বীকৃত আয়ুর্বেদিক ফর্মুলায় তৈরিকৃত বিশ্বমানের ২ টি প্রোডাক্ট, যা রোগ / ক্ষেত্র অনুযায়ী যৌন সমস্যার প্রয়োজনীয় সমাধান দিতে অত্যন্ত কার্যকরী ।
‘ন্যাচারাল পেনি সঞ্জীবনী ওয়েল’ – আমাদের দেশের পুরুষ সমাজে যৌন দুর্বলতার অংশ হিসাবে অনেকের মাঝেই লিঙ্গ শক্ত না হওয়া, লিঙ্গের শক্তি কমে যাওয়া, লিঙ্গ ক্রমশ ছোট / চিকন এবং দুর্বল হয়ে যাওয়া, লিঙ্গ সতেজতা কমে কালো / মাটি বর্ণের রুপ ধারন করা, লিঙ্গের অগ্রভাগ বিবর্ণতা ধারন করা সহ লিঙ্গের বহিরাগত কিছু সমস্যা পরিলক্ষিত হয় । আর উক্ত সমস্যাগুলোর সমাধান হিসাবে সুনামধন্য “ন্যাচারাল আয়ুর্বেদা লিঃ” এর রয়েছে সম্পূর্ণ প্রাকৃতিক এবং ভেষজ উপাদানের সমন্বয়ে আয়ুর্বেদিক ফর্মুলায় তৈরিকৃত “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল”, যা ব্যাবহারে ফলে আপনার লিঙ্গের স্পঞ্জ টিস্যু উৎপাদন এবং কার্যক্ষমতা বৃদ্ধি পাবে, লিঙ্গের সজীবতা বৃদ্ধি করবে, লিঙ্গের মাঝে রক্ত সঞ্চালন এবং সরবারহ বৃদ্ধি করবে, লিঙ্গের মাঝে থাকা প্রকোষ্ঠ ২টির রক্ত ধারণক্ষমতা বৃদ্ধি করবে, আর উক্ত কারনসমূহের ফলাফল হিসাবে আপনার লিঙ্গ ফিরে পাবে তার পূর্ণ শক্তি এবং সক্ষমতা, লিঙ্গের জড়তা কেটে লিঙ্গ ফিরে পাবে তার পূর্ণ রুপ, পূর্ণ শক্তি এবং পূর্ণ সতেজতা, পুরুষাঙ্গের সকল জড়তা এবং সমস্যা কাটিয়ে পুরুসাঙ্গ ফিরে পাবে তার পূর্ণ যৌবনময় চেহারা, যার ফলাফল স্বরূপ পুরুষাঙ্গ হবে বড় , মোটা, সতেজ এবং শক্তিশালি । তবে এখানে উল্লেখ করা প্রয়োজন যে, “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” কোন জাদুকরী মেডিসিন নয়, তাই তথাকথিত ভুয়া এবং অসৎ ডাক্তার-কবিরাজ এর দেয়া জাদুকরী মেডিসিনের মত “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” আপনাকে ২৪ ঘন্টায় ফলাফল ও ৭ দিনে রোগ মুক্তি দিতে পারবে না এবং ইহা ব্যাবহারে আপনার বিশেষ অঙ্গ পশ্চিমাদের মত বড় / মোটা করার মিথ্যা প্রতিশ্রুতি দেওয়াও সম্ভব নয় । “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” সম্পূর্ণ প্রাকৃতিক এবং ভেষজ উপাদানের সমন্বয়ে আন্তর্জাতিকভাবে স্বীকৃত আয়ুর্বেদিক ফর্মুলায় তৈরিকৃত, যা পুরুষের বিশেষ অঙ্গের সমস্যা সমাধানে কাজ করে থাকে সম্পূর্ণ বিজ্ঞানসম্মত উপায়ে । “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” সম্পূর্ণ প্রাকৃতিক উপাদান দ্বারা তৈরিকৃত বিধায় ইহা সমস্যার একদম গভীর থেকে সমাধান করে থাকে, যার কারনে ইহার কার্যকারিতা সম্পূর্ণ স্থায়ী হিসাবে বিবেচিত এবং ইহা ব্যাবহারে নেই বিন্দু পরিমাণ কোন পার্শ্ব – প্রতিক্রিয়া । “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” ব্যাবহারের সময়কাল ৫৫-৬০ দিন, অর্থাৎ আমাদের এক কোর্স “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” আপনি ব্যাবহার করতে পারবেন ৫৫-৬০ দিন এবং উক্ত সময়ের মধ্যেই আপনি আপনার পুরুষাঙ্গের দুর্বলতা বিষয়ক সমস্যা সমাধানে শতভাগ আশানুরুপ ফলাফল পেয়ে যাবেন ইন-শা-আল্লাহ । আমাদের এই এক কোর্স “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” এর মূল্যমান – ২৫০০ টাকা । বি.দ্র:- বাঙ্গালী জাতির প্রানের উৎসব “বাংলা নববর্ষ ১৪২৫ বঙ্গাব্দ” উপলক্ষে ন্যাচারাল আয়ুর্বেদা লিঃ এর যে কোন প্রোডাক্ট ক্রয় করলেই পাচ্ছেন নিশ্চিত ৫০০ টাকা শুভেচ্ছা ডিসকাউন্ট অফার – এই সুযোগ ১৪-৪-২০১৮ ইং তারিখ রোজ মঙ্গলবার পর্যন্ত বহাল থাকিবে ।
‘ন্যাচারাল মাজুন সঞ্জীবনী’ – সহবাসে সময় কম, বীর্য পাতলা, দ্রুত স্থলঙ্গন, প্রসাবে ক্ষয়, সেক্সুয়াল হরমোনের অভাব, শুক্রানুর সংখ্যা কমে যাওয়া অথবা দুর্বল হয়ে যাওয়া, যৌন উত্তেজনা অথবা চাহিদা ক্রমশ কমে যাওয়া সহ ভিতরগত শারীরিক কারণসমূহের জন্য যে সকল পুরুষরা যৌন দুর্বলতা সমস্যায় ভুগছেন, তাদের যৌন সক্ষমতা ফিরিয়ে আনতে “ন্যাচারাল আয়ুর্বেদা লিঃ” এর রয়েছে সম্পূর্ণ প্রাকৃতিক এবং ভেষজ উপাদানের সমন্বয়ে আয়ুর্বেদিক ফর্মুলায় তৈরিকৃত “ন্যাচারাল মাজুন সঞ্জীবনী” ঔষধটি, যা সেবনের ফলে আপনি ফিরে পাবেন ভিতর থেকে পূর্ণ যৌন সক্ষমতা । তবে সকলের অবশ্যই মনে রাখতে হবে যে , “ন্যাচারাল মাজুন সঞ্জীবনী” কোন ক্যামিকেল মিশ্রিত ওয়ান টাইম জাতীয় সেক্সুয়াল ঔষধ নয়, তাই ইহা সেবনের সঙ্গে সঙ্গে / তাৎক্ষনিক আপনি কোন রেজাল্ট অনুভব করতে পারবেন না । আমাদের এই “ন্যাচারাল মাজুন সঞ্জীবনী” তৈরি করা হয়েছে আন্তর্জাতিকভাবে স্বীকৃত আয়ুর্বেদিক ফর্মুলা অনুসারে সম্পূর্ণ বিজ্ঞানসম্মত উপায়ে শতভাগ প্রাকৃতিক এবং ভেষজ উপাদানের মিশ্রণে এবং সমন্বয়ে, যাহা সেবনের ফলে আপনার বীর্য গাঢ় হবে, বীর্যে অবস্থিত শুক্রানুর সংখ্যা এবং কার্যক্ষমতা বাড়াবে, দ্রুত স্থলঙ্গন রোধ করবে, প্রসাবে ক্ষয় বন্ধ করবে, হজমশক্তি বাড়াবে, মন প্রফুল্ল করবে, আপনার ভিতরগত সেক্সুয়াল নার্ভ এবং হরমোনের বৃদ্ধি করে আপনাকে ধিরে ধিরে উপহার দিবে পূর্ণ যৌন সক্ষমতা এবং বাড়িয়ে তুলবে শারীরিক কার্যক্ষমতা । দ্রুত স্থলঙ্গন রোধ করে সহবাসে সময় বৃদ্ধি করতে এবং নিজের মাঝে পূর্ণ যৌন সক্ষমতা ফিরে পেতে আমাদের ১ কোর্স “ন্যাচারাল মাজুন সঞ্জীবনী” সেবন ই যথেষ্ট । আমাদের এক কোর্স “ন্যাচারাল মাজুন সঞ্জীবনী ” আপনাকে সেবন করতে হবে ৫৫-৬০ দিন এবং উক্ত সময়কালের মধ্যেই আপনি ফিরে পাবেন স্থায়ীভাবে পূর্ণ যৌন সক্ষমতা । আমাদের এই এক কোর্স “ন্যাচারাল মাজুন সঞ্জীবনী ” এর মূল্যমান – ৩৫০০ টাকা । বি.দ্র:- বাঙ্গালী জাতির প্রানের উৎসব “বাংলা নববর্ষ ১৪২৫ বঙ্গাব্দ” উপলক্ষে ন্যাচারাল আয়ুর্বেদা লিঃ এর যে কোন প্রোডাক্ট ক্রয় করলেই পাচ্ছেন নিশ্চিত ৫০০ টাকা শুভেচ্ছা ডিসকাউন্ট অফার – এই সুযোগ ১৪-৪-২০১৮ ইং তারিখ রোজ মঙ্গলবার পর্যন্ত বহাল থাকিবে ।
অর্ডার এবং যোগাযোগের উপায় :-
আপনি বাংলাদেশের যে কোন প্রান্ত থেকে খুব সহজেই “ন্যাচারাল আয়ুর্বেদা লিঃ” এর প্রোডাক্টগুলো সংগ্রহ করতে পারেন । প্রোডাক্টের অর্ডার নিশ্চিত করতে ( আপনার নাম + প্রোডাক্টের নাম + আপনার ঠিকানা + আপনার মোবাইল নাম্বার ) সংবলিত বার্তা পাঠিয়ে দিন আমাদের কাছে, পরবর্তীতে আমরাই আপনার অর্ডারকৃত প্রোডাক্টটি পৌঁছে দেওয়ার ব্যাবস্থা করব আপনার নিকটে । অর্ডার নিশ্চিতকরন করতে নেই কোন প্রকার অগ্রিম পেমেন্টের ঝামেলা, অর্থাৎ ”ন্যাচারাল আয়ুর্বেদা লিঃ” দিচ্ছে প্রোডাক্ট হাতে পেয়ে পূর্ণ টাকা পরিশোধ করার সু-ব্যাবস্থা ।
ফেসবুকের মাধ্যমে অর্ডার নিশ্চিতকরণ বার্তা পাঠাতে – এখানে ক্লিক করুন
“ন্যাচারাল আয়ুর্বেদা লিঃ” এর অভিজ্ঞ ( আয়ুর্বেদিক ) ডাক্তারগনের সাথে সরাসরি আলোচনা করতে ফোন করুন উক্ত নাম্বারে- ০১৮৩৭৯৯৯৯১০/01837999910 ( সকাল ১১-রাত ৯ টা )
সরাসরি সাক্ষাৎ এর প্রয়োজনে – শেখপাড়া, ভালুকা, গাজীপুর, ঢাকা ( গুগোল ম্যাপে ডায়রেকশন দেখুন )
আমাদের প্রোডাক্টগুলোর কার্যকারিতা এবং নিশ্চয়তা
আমাদের প্রোডাক্টগুলো সম্পূর্ণ প্রাকৃতিক, ভেষজ, খনিজ এবং প্রাণীজ উপাদান দ্বারা আন্তর্জাতিকভাবে স্বীকৃত আয়ুর্বেদিক ফর্মুলা অনুসারে নিজস্ব গবেষণালব্ধ উপায়ে প্রস্তুতকৃত, আর উক্ত কারনেই আমরা আমাদের প্রোডাক্টের গুনগত মান এবং কার্যকারিতা প্রদানের ব্যাপারে রাখতে পারি শতভাগ আস্থা এবং আপনাদের দিতে পারি উপযুক্ত ফলফাল প্রাপ্তির পূর্ণ নিশ্চয়তা । আমাদের প্রোডাক্টগুলোতে ব্যাবহৃত কাঁচামাল এবং উপাদানসমূহ সম্পূর্ণ আমাদের নিজস্ব মাধ্যম দ্বারাই সংগ্রহকৃত, আর পরবর্তীতে উক্ত সংগ্রহকৃত উপাদানগুলোর ক্ষেত্র অনুযায়ী উপযুক্ত ব্যাবহার এবং গুনগত মান বজায় রেখে আয়ুর্বেদিক ফর্মুলা অনুসরন করে পূর্ণ প্রস্তুতকরন প্রকিয়া সম্পন্ন করে ভোক্তা ও অধিকার আইনের ২(১৯)(খ) এর ধারা বলে ব্যাবহারকারীকে ভোগ করতে দেয়া হয় । সম্পূর্ণ প্রাকৃতিক উপাদান এর ব্যাবহার এবং উপযুক্ত নিয়ম অনুসরন দ্বারা তৈরিকৃত বিধায় আমাদের প্রোডাক্টগুলোতে কোন প্রকার পার্শ্ব-প্রতিক্রিয়া নেই বলে আমরা উল্লেখ করতে পারি ।
গোপনীয়তা এবং নীতিমালা
আমাদের নিকট আপনার প্রদেয় সকল ধরনের তথ্যই অত্যন্ত গুরুত্বপূর্ণ, যার গোপনীয়ানতা রক্ষা করা আমাদের নৈতিক দায়িত্ব, আর আমরা আমাদের দায়িত্ব পালনে সর্বদা দৃঢ় প্রতিজ্ঞ ।
আমাদের কিছু কথা :-
“ন্যাচারাল আয়ুর্বেদা লিঃ” বিগত ১২ বছরেরও অধিক সময় যাবত আস্থা এবং সফলতার সঙ্গে চিকিৎসা সেবা প্রদানের পাশাপাশি ভেষজ উপাদান নিয়ে গবেষণা কাজে নিজেদের অপরিসীম অবদান রাখছে, আর সুদীর্ঘ এই পথ চলার মাঝে আমরা অর্জন করেছি লাখো অনুরাগী এবং শুভাকাঙ্ক্ষীর অজস্র ভালোবাসা এবং বিশ্বাস, যা আমাদের উপহার দিয়েছে আয়ুর্বেদিক জগতের শীর্ষত্ব । আমরা আমাদের শীর্ষত্ব ধরে রাখতে এবং আপনাদের নিকট থেকে প্রাপ্ত ভালোবাসা এবং বন্ধনে জড়িয়ে থাকতে সর্বদা প্রতিশ্রুতিবদ্ধ ।
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The monastery of Saint Barnabas (or Ayios Barnabas) was a church on the island of Cyprus, located 2 kilometres (1.2 mi) west of Constantia. The site is today within Northern Cyprus and functions as a museum.
The original shrine church was founded in the late fifth century, perhaps in 477, when the Emperor Zeno financed the construction of a basilica near the spot where the body of Barnabas was discovered by Archbishop Anthemius. Funding was also provided by local notables. The church had a timber roof and included stoas, gardens, aqueducts, and hostels intended for receiving pilgrims. It may have been expected that pilgrims on their way to Jerusalem might stop in Constantia and visit the shrine. The sixth-century Laudatio Barnabae describes the new tomb of Barnabas as decorated with silver and marble. It also attested the existence of a monastic community living beside the shrine. The relics were eventually moved to the basilica of Saint Epiphanius in Constantia.
Two buildings were added to the complex during the reign of Justinian I (527–565) by the next archbishop, Philoxenos, who left a short inscription recording his work. In the late seventh century, the basilica was destroyed during Arab raids.
Today, what remains of the original basilica is incorporated in the east end of a newer vaulted basilica of the cross-in-square type, built around 900. The church has three aisles and two flat domes on tall drums. It may have been the residence of the archbishops for a couple centuries after the abandonment of Constantia in the late eighth century.
Although the second construction remained standing throughout the centuries and continued function as a pilgrimage church, the continuity of the monastic community, although possible, cannot be demonstrated. Wilbrand of Oldenburg visited the church in the 13th century, noting that the city around it was "destroyed". In 1735, Vasil Grigorovich-Barsky visited the site and drew a sketch of the cloisters, courtyards and outbuildings. The current form of the buildings is a result of work done in 1756 by Archbishop Philotheos. Between 1971 and 1974, the monastery had three monks who made their living by selling honey and painting icons. The monastery was abandoned following the Turkish invasion of Cyprus.
No longer hosting a monastic community, the church today function as a museum of icons. The former cloisters host an archaeological museum with artefacts going back to the neolithic.
Northern Cyprus, officially the Turkish Republic of Northern Cyprus (TRNC), is a de facto state that comprises the northeastern portion of the island of Cyprus. It is recognised only by Turkey, and its territory is considered by all other states to be part of the Republic of Cyprus.
Northern Cyprus extends from the tip of the Karpass Peninsula in the northeast to Morphou Bay, Cape Kormakitis and its westernmost point, the Kokkina exclave in the west. Its southernmost point is the village of Louroujina. A buffer zone under the control of the United Nations stretches between Northern Cyprus and the rest of the island and divides Nicosia, the island's largest city and capital of both sides.
A coup d'état in 1974, performed as part of an attempt to annex the island to Greece, prompted the Turkish invasion of Cyprus. This resulted in the eviction of much of the north's Greek Cypriot population, the flight of Turkish Cypriots from the south, and the partitioning of the island, leading to a unilateral declaration of independence by the north in 1983. Due to its lack of recognition, Northern Cyprus is heavily dependent on Turkey for economic, political and military support.
Attempts to reach a solution to the Cyprus dispute have been unsuccessful. The Turkish Army maintains a large force in Northern Cyprus with the support and approval of the TRNC government, while the Republic of Cyprus, the European Union as a whole, and the international community regard it as an occupation force. This military presence has been denounced in several United Nations Security Council resolutions.
Northern Cyprus is a semi-presidential, democratic republic with a cultural heritage incorporating various influences and an economy that is dominated by the services sector. The economy has seen growth through the 2000s and 2010s, with the GNP per capita more than tripling in the 2000s, but is held back by an international embargo due to the official closure of the ports in Northern Cyprus by the Republic of Cyprus. The official language is Turkish, with a distinct local dialect being spoken. The vast majority of the population consists of Sunni Muslims, while religious attitudes are mostly moderate and secular. Northern Cyprus is an observer state of ECO and OIC under the name "Turkish Cypriot State", PACE under the name "Turkish Cypriot Community", and Organization of Turkic States with its own name.
Several distinct periods of Cypriot intercommunal violence involving the two main ethnic communities, Greek Cypriots and Turkish Cypriots, marked mid-20th century Cyprus. These included the Cyprus Emergency of 1955–59 during British rule, the post-independence Cyprus crisis of 1963–64, and the Cyprus crisis of 1967. Hostilities culminated in the 1974 de facto division of the island along the Green Line following the Turkish invasion of Cyprus. The region has been relatively peaceful since then, but the Cyprus dispute has continued, with various attempts to solve it diplomatically having been generally unsuccessful.
Cyprus, an island lying in the eastern Mediterranean, hosted a population of Greeks and Turks (four-fifths and one-fifth, respectively), who lived under British rule in the late nineteenth-century and the first half of the twentieth-century. Christian Orthodox Church of Cyprus played a prominent political role among the Greek Cypriot community, a privilege that it acquired during the Ottoman Empire with the employment of the millet system, which gave the archbishop an unofficial ethnarch status.
The repeated rejections by the British of Greek Cypriot demands for enosis, union with Greece, led to armed resistance, organised by the National Organization of Cypriot Struggle, or EOKA. EOKA, led by the Greek-Cypriot commander George Grivas, systematically targeted British colonial authorities. One of the effects of EOKA's campaign was to alter the Turkish position from demanding full reincorporation into Turkey to a demand for taksim (partition). EOKA's mission and activities caused a "Cretan syndrome" (see Turkish Resistance Organisation) within the Turkish Cypriot community, as its members feared that they would be forced to leave the island in such a case as had been the case with Cretan Turks. As such, they preferred the continuation of British colonial rule and then taksim, the division of the island. Due to the Turkish Cypriots' support for the British, EOKA's leader, Georgios Grivas, declared them to be enemies. The fact that the Turks were a minority was, according to Nihat Erim, to be addressed by the transfer of thousands of Turks from mainland Turkey so that Greek Cypriots would cease to be the majority. When Erim visited Cyprus as the Turkish representative, he was advised by Field Marshal Sir John Harding, the then Governor of Cyprus, that Turkey should send educated Turks to settle in Cyprus.
Turkey actively promoted the idea that on the island of Cyprus two distinctive communities existed, and sidestepped its former claim that "the people of Cyprus were all Turkish subjects". In doing so, Turkey's aim to have self-determination of two to-be equal communities in effect led to de jure partition of the island.[citation needed] This could be justified to the international community against the will of the majority Greek population of the island. Dr. Fazil Küçük in 1954 had already proposed Cyprus be divided in two at the 35° parallel.
Lindley Dan, from Notre Dame University, spotted the roots of intercommunal violence to different visions among the two communities of Cyprus (enosis for Greek Cypriots, taksim for Turkish Cypriots). Also, Lindlay wrote that "the merging of church, schools/education, and politics in divisive and nationalistic ways" had played a crucial role in creation of havoc in Cyprus' history. Attalides Michael also pointed to the opposing nationalisms as the cause of the Cyprus problem.
By the mid-1950's, the "Cyprus is Turkish" party, movement, and slogan gained force in both Cyprus and Turkey. In a 1954 editorial, Turkish Cypriot leader Dr. Fazil Kuchuk expressed the sentiment that the Turkish youth had grown up with the idea that "as soon as Great Britain leaves the island, it will be taken over by the Turks", and that "Turkey cannot tolerate otherwise". This perspective contributed to the willingness of Turkish Cypriots to align themselves with the British, who started recruiting Turkish Cypriots into the police force that patrolled Cyprus to fight EOKA, a Greek Cypriot nationalist organisation that sought to rid the island of British rule.
EOKA targeted colonial authorities, including police, but Georgios Grivas, the leader of EOKA, did not initially wish to open up a new front by fighting Turkish Cypriots and reassured them that EOKA would not harm their people. In 1956, some Turkish Cypriot policemen were killed by EOKA members and this provoked some intercommunal violence in the spring and summer, but these attacks on policemen were not motivated by the fact that they were Turkish Cypriots.
However, in January 1957, Grivas changed his policy as his forces in the mountains became increasingly pressured by the British Crown forces. In order to divert the attention of the Crown forces, EOKA members started to target Turkish Cypriot policemen intentionally in the towns, so that Turkish Cypriots would riot against the Greek Cypriots and the security forces would have to be diverted to the towns to restore order. The killing of a Turkish Cypriot policeman on 19 January, when a power station was bombed, and the injury of three others, provoked three days of intercommunal violence in Nicosia. The two communities targeted each other in reprisals, at least one Greek Cypriot was killed and the British Army was deployed in the streets. Greek Cypriot stores were burned and their neighbourhoods attacked. Following the events, the Greek Cypriot leadership spread the propaganda that the riots had merely been an act of Turkish Cypriot aggression. Such events created chaos and drove the communities apart both in Cyprus and in Turkey.
On 22 October 1957 Sir Hugh Mackintosh Foot replaced Sir John Harding as the British Governor of Cyprus. Foot suggested five to seven years of self-government before any final decision. His plan rejected both enosis and taksim. The Turkish Cypriot response to this plan was a series of anti-British demonstrations in Nicosia on 27 and 28 January 1958 rejecting the proposed plan because the plan did not include partition. The British then withdrew the plan.
In 1957, Black Gang, a Turkish Cypriot pro-taksim paramilitary organisation, was formed to patrol a Turkish Cypriot enclave, the Tahtakale district of Nicosia, against activities of EOKA. The organisation later attempted to grow into a national scale, but failed to gain public support.
By 1958, signs of dissatisfaction with the British increased on both sides, with a group of Turkish Cypriots forming Volkan (later renamed to the Turkish Resistance Organisation) paramilitary group to promote partition and the annexation of Cyprus to Turkey as dictated by the Menderes plan. Volkan initially consisted of roughly 100 members, with the stated aim of raising awareness in Turkey of the Cyprus issue and courting military training and support for Turkish Cypriot fighters from the Turkish government.
In June 1958, the British Prime Minister, Harold Macmillan, was expected to propose a plan to resolve the Cyprus issue. In light of the new development, the Turks rioted in Nicosia to promote the idea that Greek and Turkish Cypriots could not live together and therefore any plan that did not include partition would not be viable. This violence was soon followed by bombing, Greek Cypriot deaths and looting of Greek Cypriot-owned shops and houses. Greek and Turkish Cypriots started to flee mixed population villages where they were a minority in search of safety. This was effectively the beginning of the segregation of the two communities. On 7 June 1958, a bomb exploded at the entrance of the Turkish Embassy in Cyprus. Following the bombing, Turkish Cypriots looted Greek Cypriot properties. On 26 June 1984, the Turkish Cypriot leader, Rauf Denktaş, admitted on British channel ITV that the bomb was placed by the Turks themselves in order to create tension. On 9 January 1995, Rauf Denktaş repeated his claim to the famous Turkish newspaper Milliyet in Turkey.
The crisis reached a climax on 12 June 1958, when eight Greeks, out of an armed group of thirty five arrested by soldiers of the Royal Horse Guards on suspicion of preparing an attack on the Turkish quarter of Skylloura, were killed in a suspected attack by Turkish Cypriot locals, near the village of Geunyeli, having been ordered to walk back to their village of Kondemenos.
After the EOKA campaign had begun, the British government successfully began to turn the Cyprus issue from a British colonial problem into a Greek-Turkish issue. British diplomacy exerted backstage influence on the Adnan Menderes government, with the aim of making Turkey active in Cyprus. For the British, the attempt had a twofold objective. The EOKA campaign would be silenced as quickly as possible, and Turkish Cypriots would not side with Greek Cypriots against the British colonial claims over the island, which would thus remain under the British. The Turkish Cypriot leadership visited Menderes to discuss the Cyprus issue. When asked how the Turkish Cypriots should respond to the Greek Cypriot claim of enosis, Menderes replied: "You should go to the British foreign minister and request the status quo be prolonged, Cyprus to remain as a British colony". When the Turkish Cypriots visited the British Foreign Secretary and requested for Cyprus to remain a colony, he replied: "You should not be asking for colonialism at this day and age, you should be asking for Cyprus be returned to Turkey, its former owner".
As Turkish Cypriots began to look to Turkey for protection, Greek Cypriots soon understood that enosis was extremely unlikely. The Greek Cypriot leader, Archbishop Makarios III, now set independence for the island as his objective.
Britain resolved to solve the dispute by creating an independent Cyprus. In 1959, all involved parties signed the Zurich Agreements: Britain, Turkey, Greece, and the Greek and Turkish Cypriot leaders, Makarios and Dr. Fazil Kucuk, respectively. The new constitution drew heavily on the ethnic composition of the island. The President would be a Greek Cypriot, and the Vice-President a Turkish Cypriot with an equal veto. The contribution to the public service would be set at a ratio of 70:30, and the Supreme Court would consist of an equal number of judges from both communities as well as an independent judge who was not Greek, Turkish or British. The Zurich Agreements were supplemented by a number of treaties. The Treaty of Guarantee stated that secession or union with any state was forbidden, and that Greece, Turkey and Britain would be given guarantor status to intervene if that was violated. The Treaty of Alliance allowed for two small Greek and Turkish military contingents to be stationed on the island, and the Treaty of Establishment gave Britain sovereignty over two bases in Akrotiri and Dhekelia.
On 15 August 1960, the Colony of Cyprus became fully independent as the Republic of Cyprus. The new republic remained within the Commonwealth of Nations.
The new constitution brought dissatisfaction to Greek Cypriots, who felt it to be highly unjust for them for historical, demographic and contributional reasons. Although 80% of the island's population were Greek Cypriots and these indigenous people had lived on the island for thousands of years and paid 94% of taxes, the new constitution was giving the 17% of the population that was Turkish Cypriots, who paid 6% of taxes, around 30% of government jobs and 40% of national security jobs.
Within three years tensions between the two communities in administrative affairs began to show. In particular disputes over separate municipalities and taxation created a deadlock in government. A constitutional court ruled in 1963 Makarios had failed to uphold article 173 of the constitution which called for the establishment of separate municipalities for Turkish Cypriots. Makarios subsequently declared his intention to ignore the judgement, resulting in the West German judge resigning from his position. Makarios proposed thirteen amendments to the constitution, which would have had the effect of resolving most of the issues in the Greek Cypriot favour. Under the proposals, the President and Vice-President would lose their veto, the separate municipalities as sought after by the Turkish Cypriots would be abandoned, the need for separate majorities by both communities in passing legislation would be discarded and the civil service contribution would be set at actual population ratios (82:18) instead of the slightly higher figure for Turkish Cypriots.
The intention behind the amendments has long been called into question. The Akritas plan, written in the height of the constitutional dispute by the Greek Cypriot interior minister Polycarpos Georkadjis, called for the removal of undesirable elements of the constitution so as to allow power-sharing to work. The plan envisaged a swift retaliatory attack on Turkish Cypriot strongholds should Turkish Cypriots resort to violence to resist the measures, stating "In the event of a planned or staged Turkish attack, it is imperative to overcome it by force in the shortest possible time, because if we succeed in gaining command of the situation (in one or two days), no outside, intervention would be either justified or possible." Whether Makarios's proposals were part of the Akritas plan is unclear, however it remains that sentiment towards enosis had not completely disappeared with independence. Makarios described independence as "a step on the road to enosis".[31] Preparations for conflict were not entirely absent from Turkish Cypriots either, with right wing elements still believing taksim (partition) the best safeguard against enosis.
Greek Cypriots however believe the amendments were a necessity stemming from a perceived attempt by Turkish Cypriots to frustrate the working of government. Turkish Cypriots saw it as a means to reduce their status within the state from one of co-founder to that of minority, seeing it as a first step towards enosis. The security situation deteriorated rapidly.
Main articles: Bloody Christmas (1963) and Battle of Tillyria
An armed conflict was triggered after December 21, 1963, a period remembered by Turkish Cypriots as Bloody Christmas, when a Greek Cypriot policemen that had been called to help deal with a taxi driver refusing officers already on the scene access to check the identification documents of his customers, took out his gun upon arrival and shot and killed the taxi driver and his partner. Eric Solsten summarised the events as follows: "a Greek Cypriot police patrol, ostensibly checking identification documents, stopped a Turkish Cypriot couple on the edge of the Turkish quarter. A hostile crowd gathered, shots were fired, and two Turkish Cypriots were killed."
In the morning after the shooting, crowds gathered in protest in Northern Nicosia, likely encouraged by the TMT, without incident. On the evening of the 22nd, gunfire broke out, communication lines to the Turkish neighbourhoods were cut, and the Greek Cypriot police occupied the nearby airport. On the 23rd, a ceasefire was negotiated, but did not hold. Fighting, including automatic weapons fire, between Greek and Turkish Cypriots and militias increased in Nicosia and Larnaca. A force of Greek Cypriot irregulars led by Nikos Sampson entered the Nicosia suburb of Omorphita and engaged in heavy firing on armed, as well as by some accounts unarmed, Turkish Cypriots. The Omorphita clash has been described by Turkish Cypriots as a massacre, while this view has generally not been acknowledged by Greek Cypriots.
Further ceasefires were arranged between the two sides, but also failed. By Christmas Eve, the 24th, Britain, Greece, and Turkey had joined talks, with all sides calling for a truce. On Christmas day, Turkish fighter jets overflew Nicosia in a show of support. Finally it was agreed to allow a force of 2,700 British soldiers to help enforce a ceasefire. In the next days, a "buffer zone" was created in Nicosia, and a British officer marked a line on a map with green ink, separating the two sides of the city, which was the beginning of the "Green Line". Fighting continued across the island for the next several weeks.
In total 364 Turkish Cypriots and 174 Greek Cypriots were killed during the violence. 25,000 Turkish Cypriots from 103-109 villages fled and were displaced into enclaves and thousands of Turkish Cypriot houses were ransacked or completely destroyed.
Contemporary newspapers also reported on the forceful exodus of the Turkish Cypriots from their homes. According to The Times in 1964, threats, shootings and attempts of arson were committed against the Turkish Cypriots to force them out of their homes. The Daily Express wrote that "25,000 Turks have already been forced to leave their homes". The Guardian reported a massacre of Turks at Limassol on 16 February 1964.
Turkey had by now readied its fleet and its fighter jets appeared over Nicosia. Turkey was dissuaded from direct involvement by the creation of a United Nations Peacekeeping Force in Cyprus (UNFICYP) in 1964. Despite the negotiated ceasefire in Nicosia, attacks on the Turkish Cypriot persisted, particularly in Limassol. Concerned about the possibility of a Turkish invasion, Makarios undertook the creation of a Greek Cypriot conscript-based army called the "National Guard". A general from Greece took charge of the army, whilst a further 20,000 well-equipped officers and men were smuggled from Greece into Cyprus. Turkey threatened to intervene once more, but was prevented by a strongly worded letter from the American President Lyndon B. Johnson, anxious to avoid a conflict between NATO allies Greece and Turkey at the height of the Cold War.
Turkish Cypriots had by now established an important bridgehead at Kokkina, provided with arms, volunteers and materials from Turkey and abroad. Seeing this incursion of foreign weapons and troops as a major threat, the Cypriot government invited George Grivas to return from Greece as commander of the Greek troops on the island and launch a major attack on the bridgehead. Turkey retaliated by dispatching its fighter jets to bomb Greek positions, causing Makarios to threaten an attack on every Turkish Cypriot village on the island if the bombings did not cease. The conflict had now drawn in Greece and Turkey, with both countries amassing troops on their Thracian borders. Efforts at mediation by Dean Acheson, a former U.S. Secretary of State, and UN-appointed mediator Galo Plaza had failed, all the while the division of the two communities becoming more apparent. Greek Cypriot forces were estimated at some 30,000, including the National Guard and the large contingent from Greece. Defending the Turkish Cypriot enclaves was a force of approximately 5,000 irregulars, led by a Turkish colonel, but lacking the equipment and organisation of the Greek forces.
The Secretary-General of the United Nations in 1964, U Thant, reported the damage during the conflicts:
UNFICYP carried out a detailed survey of all damage to properties throughout the island during the disturbances; it shows that in 109 villages, most of them Turkish-Cypriot or mixed villages, 527 houses have been destroyed while 2,000 others have suffered damage from looting.
The situation worsened in 1967, when a military junta overthrew the democratically elected government of Greece, and began applying pressure on Makarios to achieve enosis. Makarios, not wishing to become part of a military dictatorship or trigger a Turkish invasion, began to distance himself from the goal of enosis. This caused tensions with the junta in Greece as well as George Grivas in Cyprus. Grivas's control over the National Guard and Greek contingent was seen as a threat to Makarios's position, who now feared a possible coup.[citation needed] The National Guard and Cyprus Police began patrolling the Turkish Cypriot enclaves of Ayios Theodoros and Kophinou, and on November 15 engaged in heavy fighting with the Turkish Cypriots.
By the time of his withdrawal 26 Turkish Cypriots had been killed. Turkey replied with an ultimatum demanding that Grivas be removed from the island, that the troops smuggled from Greece in excess of the limits of the Treaty of Alliance be removed, and that the economic blockades on the Turkish Cypriot enclaves be lifted. Grivas was recalled by the Athens Junta and the 12,000 Greek troops were withdrawn. Makarios now attempted to consolidate his position by reducing the number of National Guard troops, and by creating a paramilitary force loyal to Cypriot independence. In 1968, acknowledging that enosis was now all but impossible, Makarios stated, "A solution by necessity must be sought within the limits of what is feasible which does not always coincide with the limits of what is desirable."
After 1967 tensions between the Greek and Turkish Cypriots subsided. Instead, the main source of tension on the island came from factions within the Greek Cypriot community. Although Makarios had effectively abandoned enosis in favour of an 'attainable solution', many others continued to believe that the only legitimate political aspiration for Greek Cypriots was union with Greece.
On his arrival, Grivas began by establishing a nationalist paramilitary group known as the National Organization of Cypriot Fighters (Ethniki Organosis Kyprion Agoniston B or EOKA-B), drawing comparisons with the EOKA struggle for enosis under the British colonial administration of the 1950s.
The military junta in Athens saw Makarios as an obstacle. Makarios's failure to disband the National Guard, whose officer class was dominated by mainland Greeks, had meant the junta had practical control over the Cypriot military establishment, leaving Makarios isolated and a vulnerable target.
During the first Turkish invasion, Turkish troops invaded Cyprus territory on 20 July 1974, invoking its rights under the Treaty of Guarantee. This expansion of Turkish-occupied zone violated International Law as well as the Charter of the United Nations. Turkish troops managed to capture 3% of the island which was accompanied by the burning of the Turkish Cypriot quarter, as well as the raping and killing of women and children. A temporary cease-fire followed which was mitigated by the UN Security Council. Subsequently, the Greek military Junta collapsed on July 23, 1974, and peace talks commenced in which a democratic government was installed. The Resolution 353 was broken after Turkey attacked a second time and managed to get a hold of 37% of Cyprus territory. The Island of Cyprus was appointed a Buffer Zone by the United Nations, which divided the island into two zones through the 'Green Line' and put an end to the Turkish invasion. Although Turkey announced that the occupied areas of Cyprus to be called the Federated Turkish State in 1975, it is not legitimised on a worldwide political scale. The United Nations called for the international recognition of independence for the Republic of Cyprus in the Security Council Resolution 367.
In the years after the Turkish invasion of northern Cyprus one can observe a history of failed talks between the two parties. The 1983 declaration of the independent Turkish Republic of Cyprus resulted in a rise of inter-communal tensions and made it increasingly hard to find mutual understanding. With Cyprus' interest of a possible EU membership and a new UN Secretary-General Kofi Annan in 1997 new hopes arose for a fresh start. International involvement from sides of the US and UK, wanting a solution to the Cyprus dispute prior to the EU accession led to political pressures for new talks. The believe that an accession without a solution would threaten Greek-Turkish relations and acknowledge the partition of the island would direct the coming negotiations.
Over the course of two years a concrete plan, the Annan plan was formulated. In 2004 the fifth version agreed upon from both sides and with the endorsement of Turkey, US, UK and EU then was presented to the public and was given a referendum in both Cypriot communities to assure the legitimisation of the resolution. The Turkish Cypriots voted with 65% for the plan, however the Greek Cypriots voted with a 76% majority against. The Annan plan contained multiple important topics. Firstly it established a confederation of two separate states called the United Cyprus Republic. Both communities would have autonomous states combined under one unified government. The members of parliament would be chosen according to the percentage in population numbers to ensure a just involvement from both communities. The paper proposed a demilitarisation of the island over the next years. Furthermore it agreed upon a number of 45000 Turkish settlers that could remain on the island. These settlers became a very important issue concerning peace talks. Originally the Turkish government encouraged Turks to settle in Cyprus providing transfer and property, to establish a counterpart to the Greek Cypriot population due to their 1 to 5 minority. With the economic situation many Turkish-Cypriot decided to leave the island, however their departure is made up by incoming Turkish settlers leaving the population ratio between Turkish Cypriots and Greek Cypriots stable. However all these points where criticised and as seen in the vote rejected mainly by the Greek Cypriots. These name the dissolution of the „Republic of Cyprus", economic consequences of a reunion and the remaining Turkish settlers as reason. Many claim that the plan was indeed drawing more from Turkish-Cypriot demands then Greek-Cypriot interests. Taking in consideration that the US wanted to keep Turkey as a strategic partner in future Middle Eastern conflicts.
A week after the failed referendum the Republic of Cyprus joined the EU. In multiple instances the EU tried to promote trade with Northern Cyprus but without internationally recognised ports this spiked a grand debate. Both side endure their intention of negotiations, however without the prospect of any new compromises or agreements the UN is unwilling to start the process again. Since 2004 negotiations took place in numbers but without any results, both sides are strongly holding on to their position without an agreeable solution in sight that would suit both parties.
WHY USE BOTANICAL ELEMENTS: ENERGY BLEND?
Do you need a pick-me-up or a jolt of energy? Find relief with this botanical, aromatherapy treatment that is natural and safe to use. Open the jar and unleash the energizing power that these select Essential Oils provide for your air passages.
Fill the provided tea ball with Botanical Elements: Energy Blend in warm bath water-to help energize your mind, body & soul. This Essential Oil blend was made for anyone who is tired or dragging through the day. Put some spring back into your step-boost your energy, naturally!
WHAT ARE THE BENEFITS?
Energy blend is just the solution for what your mind & body needs. Energy Essential Oil blend is a combination of Sweet Orange, Ginger & Zest. You can use this system with the provided tea ball in the bath tub. You can take the lid off and keep the jar by your bed, at work or in the car.
Arrives in a beautiful 12 ounce glass jar with chrome lid and silver bow front. Comes with a silver tea ball. Tea ball holds approx 2 tbs of tea blend. 12 ounce jar makes 10-12 baths.
INGREDIENTS:ROSE FLOWER, CHAMOMILE FLOWER (ANTHEMIS NOBILIS), LAVENDER FLOWER (LAVANDULA ANGUSTIFOLIA), SPEARMINT LEAF (MENTHA VIRDIS), ROSEMARY LEAF (ROSMARINUS OFFICINALIS), JUNIPER (JUNIPERUS COMMUNIS), ESSENTIAL OILS OF: SWEET ORANGE (CITRUS SINENSIS), GINGER (ZINGIBER OFFICINATE).
NO COLORS OR FRAGRANCES ADDED
VEGAN
PHTHALATE FREE
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on authentic facts. BEWARE!
Some background:
In Autumn 1946, the Saab company began internal studies aimed at developing a replacement aircraft for the Saab B 18/S 18 as Sweden's standard attack aircraft. In 1948, Saab was formally approached by the Swedish Government with a request to investigate the development of a turbojet-powered strike aircraft to replace a series of 1940s vintage attack, reconnaissance, and night-fighter aircraft then in the Flygvapnet’s inventory. On 20 December 1948, a phase one contract for the design and mock-up of the proposed aircraft was issued. The requirements laid out by the Swedish Air Force were demanding: the aircraft had to be able to attack anywhere along Sweden's 2,000 km (1,245 miles) of coastline within one hour of launch from a central location, and it had to be capable of being launched in any weather conditions, at day or night.
In response, Saab elected to develop a twin-seat aircraft with a low-mounted swept wing and equipped with advanced electronics. On 3 November 1952, the first prototype, under the handle “Fpl 32” (flygplan = aircraft) conducted its first flight. A small batch of prototypes completed design and evaluation trials with series production of the newly designated Saab 32 Lansen beginning in 1953. The first production A 32A Lansen attack aircraft were delivered to the Swedish Air Force and proceeded through to mid-1958, at which point manufacturing activity switched to the Lansen’s other two major scheduled variants, the J 32B all-weather fighter and the photo reconnaissance S 32C, optimized for maritime operations.
The idea behind the J 32 originated from the late 1940s: Even before the SAAB 29 Tunnan had taken to the air, discussions began between SAAB and the Swedish Aviation Administration regarding a future night fighter aircraft with a jet engine. Since the end of the war, the Swedish Air Force had wanted a night fighter aircraft but was forced to put these on the shelf due to cost reasons. In the end, they managed to obtain sixty de Haviland Mosquito night fighter aircraft (then designated J 30) from Great Britain as a low-budget solution, but the J 30 was far from modern at the end of the 1940s and talks with SAAB regarding a domestic alternative continued.
At the beginning of the 1950s, the Fpl 32 project was in full swing and the aircraft was selected as the basis for an indigenous all-weather jet night fighter with a sighting radar and various heavier weapons to be able to shoot down bombers – at the time of the J 32B’s design, the main bomber threat was expected to enter Swedish airspace at subsonic speed and at high altitude. The original idea was that this aircraft would replace the J 30 Mosquito from 1955 onwards, but this proved to be impossible as the J 30 fleet needed to be replaced long before this and the A 32A as initial/main varia of the Fpl 32 had priority. Because of this operational gap, in January 1951 the Swedish Air Force ordered the British de Haviland Venom (then designated J 33) as an interim all-weather fighter and plans for the J 32B were postponed until later with the idea that the Lansen’s fighter variant would replace the J 33 at the end of the 1950s and benefit from technological progress until then.
On 7 January 1957, the first J 32B conducted its maiden flight, and it was a considerable step forward from the A 32A attack aircraft – in fact, excepts for the hull, it had only little in common with the attack variant! The new fighter version was powered by a Rolls-Royce Avon Mk 47A (locally designated RM6A) which gave as much thrust without an afterburner as the SAAB A 32A's original RM5A2 did with an afterburner, greatly improving the aircraft’s rate of climb and acceleration, even though the J 32B remained only transonic.
The armament consisted of four heavier fixed 30 mm ADEN m/55 automatic cannon in a slightly re-contoured nose, plus Rb 24/AIM-9B Sidewinder IR-guided AAMs and various unguided rockets against air and ground targets. Instead of the A 32A’s Ericsson mapping and navigation radar, which was compatible with the indigenous Rb 04C anti-ship missile, one of the earliest cruise missiles in western service, the J 32B carried a PS-42/A. This was a search/tracking X-band radar with a gyro-stabilized antenna with a swivel range of 60° to each side and +60°/−30° up/down. The radar featured the option of a 3D display for both WSO and pilot and its data could be directly displayed in the pilot’s Sikte 6A HUD, a very modern solution at the time.
A total of 118 aircraft (S/N 32501-32620) were produced between 1958 and 1960, serving in four fighter units. However, the J 32B only served for just under 12 years as a fighter aircraft in the Swedish Air Force: aviation technology progressed very quickly during the 1960s and already in 1966, the J 32B began to be replaced by the J 35F, which itself was already an advanced all-weather interceptor version of the supersonic Draken. In 1969 only the Jämtland's Air Flotilla (F4) still had the J 32B left in service and the type began to be completely retired from frontline service. In 1970 the plane flew in service for the last time and in 1973 the J 32B was officially phased out of the air force, and scrapping began in 1974.
However, the J 32Bs’ career was not over yet: At the beginning of the 1970s, Målflygdivisionen (MFD for short, the “Target Air Division”) was still using old J 29Fs as target tugs and for other training purposes, and they needed to be replaced. The choice fell on the much more capable, robust and readily available J 32B. Twenty-four machines were transferred to the MFD in 1971 to be used for training purposes, losing their radar and cannon armament. Six of these six J 32Bs were in 1972 modified into dedicated target tugs under the designation J 32D, six more J 32Bs were left unmodified and allocated to various second-line tasks such as radio testing and ground training.
The other twelve J 32Bs (s/n 32507, -510, -512, -515, -529, -541, -543, -569, -571, -592, -607 and -612) became jamming aircraft through the implementation of ECR equipment under the designation J 32E. This electronics package included internally:
- An INGEBORG signal reconnaissance receiver with antennae in the radome,
covering S, C and L radar frequency bands
- A G24 jamming transmitter, also with its antenna in the radome, covering alternatively
S, C and L frequency bands. This device co-operated with the external ADRIAN jamming pod
- Apparatus 91B; a broadband jammer, later integrated with INGEBORG
- MORE, a jammer and search station for the VHF and UHF bands
- FB-6 tape player/recorder; used, among other things, to send false messages/interference
Additional, external equipment included:
- PETRUS: jamming pod, X-band, also radar warning, intended for jamming aircraft
and active missile radars
- ADRIAN: jamming pod, active on S- and C-band, intended for jamming land-based and
shipboard radars
- BOZ-1, -3, -9 and -100 chaff dispenser pods
Outwardly, the J 32E differed from its brethren only through some blade antennae around the hull, and they initially retained the fighters’ blue-green paint scheme and their tactical markings so that they were hard to distinguish from the original fighters. Over time, orange day-glow markings were added to improve visibility during training sessions. However, during the mid-Nineties, three machines received during scheduled overhauls a new all-grey low-visibility camouflage with toned-down markings, and they received the “16M” unit identifier – the only MFD aircraft to carry these openly.
When a J 32E crashed in 1975, three of the remaining six training J 32Bs were modified into J 32Es in 1979 to fill the ranks. The MFD kept operating the small J 32Ds and Es fleet well into the Nineties and the special unit survived two flotilla and four defense engagements. At that time, the Målflygdivisionen was part of the Swedish Air Force’s Upplands Flygflottilj (F16), but it was based at Malmen air base near Linköpping (where the Swedish Air Force’s Försökscentralen was located, too) as a detachment unit and therefore the machines received the unit identifier “F16M”, even though the “M” suffix did normally not appear on the aircraft. However, through a defense ministry decision in 1996 the Target Air Division and its associated companies as well as the aircraft workshop at Malmen were to be decommissioned, what meant the end of the whole unit. On June 26, 1997, a ceremony was held over the disbandment of the division, where, among other things, twelve J 32Es made a formation flight over Östergötland.
After the decommissioning of the division, however, the Lansens were still not ‘dead’ yet: the J 32D target tugs were kept operational by a private operator and received civil registrations, and eight flightworthy J 32Es were passed over to FMV:Prov (Provningsavdelningen vid Försvarets materielverk, the material testing department of the Swedish Air Force’s Försökscentralen) to serve on, while other airframes without any more future potential were handed over to museums as exhibition pieces, or eventually scrapped. The surviving J 32Es served on in the electronic aggressor/trainer role until 1999 when they were finally replaced by ten modified Sk 37E Viggen two-seaters, after their development and conversion had taken longer than expected.
However, this was still not the end of the Saab 32, which turned out to be even more long-lived: By 2010, at least two Lansens were still operational, having the sole task of taking high altitude air samples for research purposes in collaboration with the Swedish Radiation Safety Authority, and by 2012 a total of three Lansens reportedly remained in active service in Sweden.
General characteristics:
Crew: 2
Length: 14.94 m (49 ft 0 in)
Wingspan: 13 m (42 ft 8 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 37.4 m² (403 sq ft)
Airfoil: NACA 64A010
Empty weight: 7,500 kg (16,535 lb)
Max takeoff weight: 13,500 kg (29,762 lb)
Powerplant:
1× Svenska Flygmotor RM6A afterburning turbojet
(a Rolls Royce Avon Mk.47A outfitted with an indigenous afterburner),
delivering 4,88 kp dry and 6,500 kp with reheat
Performance:
Maximum speed: 1,200 km/h (750 mph, 650 kn)
Range: 2,000 km (1,200 mi, 1,100 nmi) with internal fuel only
Service ceiling: 15,000 m (49,000 ft)
Rate of climb: 100 m/s (20,000 ft/min)
Armament:
No internal weapons.
13× external hardpoints (five major pylons and eight more for light weapons)
for a wide variety of up to 3.000 kg of ordnance, typically only used
for ECM and chaff/flare dispenser pods and/or a conformal ventral auxiliary tank
The kit and its assembly:
This is a what-if project that I had on my idea list for a long time, but never got the nerve to do it because it is just a mild modification – the model depicts a real aircraft type, just with a fictional livery for it (see below).
The plan to create a J 32E from Heller’s A 32 kit from 1982 predated any OOB option, though. Tarangus has been offering a dedicated J 32B/E kit since 2016, but I stuck to my original plan to convert a Heller fighter bomber which I had in The Stash™, anyway)- also because I find the Tarangus kit prohibitively expensive (for what you get), even though it might have saved some work.
The Heller A 32A kit was basically built OOB, even though changing it into a J 32B (and even further into an “E”) called for some major modifications. These could have been scratched, but out of convenience I invested into a dedicated Maestro Models conversion set that offers resin replacements for a modified gun bay (which has more pronounced “cheek fairings” than the attack aircraft, the lower section is similar to the S 32C camera nose), a new jet exhaust and also the Lansen’s unique conformal belly tank – for the cost of a NIB Heller Saab 32 kit alone, though… :-/
Implanting the Maestro Models parts was straightforward and relatively easy. The J 32B gun bay replaces the OOB parts from the Heller kit, fits well and does not require more PSR than the original part. Since the model depicts a gun-less J 32E, I faired the gun ports over.
The RM6A exhaust was a bit more challenging – it is a bit longer and wider than the A 32A’s RM5. It’s not much, maybe 1mm in each dimension, so that the tail opening had to be widened and slightly re-contoured to accept the new one-piece resin pipe. The belly tank matched the kit’s ventral contours well. As an extra, the Maestro Models set also offers the J 32B’s different tail skid, which is placed further back on the fighter than on the attack and recce aircraft.
The J 32E’s characteristic collection of sizable blade antennae all around the hull was scratched from 0.5 mm styrene sheet. Furthermore, the flaps were lowered, an emergency fuel outlet was added under the tail, the canopy (very clear, but quite thick!) cut into two parts for optional open display, and the air intake walls were extended inside of the fuselage with styrene sheet.
Under the wings, four pylons (the Heller kit unfortunately comes totally devoid of any ordnance or even hardpoints!) from the spares box were added that carry scratched BOZ-1 chaff dispensers and a pair of ADRIAN/PETRUS ECM pod dummies – all made from drop tanks, incidentally from Swedish aircraft (Mistercraft Saab 35 and Matchbox Saab 29). Sure, there are short-run aftermarket sets for this special equipment that might come closer to the real thing(s), but I do not think that the (quite considerable) investments in all these exotic aftermarket items are worthwhile when most of them are pretty easy to scratch.
Painting and markings:
The paint scheme was the actual reason to build a J 32E: the fundamental plan was to build a Lansen in the Swedish air superiority low-viz two-tone paint scheme from the Nineties, and the IMHO only sensible option beyond pure fantasy was the real J 32E as “canvas”. I used JAS 39 Gripens as reference: their upper tone is called Pansargrå 5431-17M (“Tank Grey”, which is, according to trustworthy sources, very close to FS 36173, U.S. Neutral Grey), while the undersides are painted in Duvagrå 5431-14M (“Dove Grey”; approximately FS 36373, a tone called “High Low Visibility Light Grey”). Surprisingly, other Swedish types in low-viz livery used different shades; the JA 37s and late J 35Js were painted in tones called mörkgrå 033M and grå 032M, even though AJSF 37s and AFAIK a single SK 37 were painted with the Gripen colors, too.
After checking a lot of Gripen pictures I selected different tones, though, because the greys appear much lighter in real life, esp. on the lower surfaces. I ended up with FS 36231 (Dark Gull Grey, Humbrol 140, a bit lighter than the Neutral Grey) and RLM 63 (Lichtgrau, Testors 2077, a very pale and cold tone). The aircraft received a low waterline with a blurry edge, and the light grey was raised at the nose up to the radome, as seen on JA 37s and JAS 39s. To make the low-viz Lansen look a little less uniform I painted the lower rear section of the fuselage in Revell 91 and 99, simulating bare metal – a measure that had been done with many Lansens because leaking fuel and oil from the engine bay would wash off any paint in this area, leaving a rather tatty look. Di-electric fairings like the nose radome and the fin tip were painted with a brownish light grey (Revell 75) instead of black, reducing contrast and simulating bare and worn fiber glass. Small details like the white tips of the small wing fences and the underwing pylons were adapted from real-world Lansens.
After a light black ink wash, I emphasized single panels with Humbrol 125 and 165 on the upper surfaces and 147 and 196 underneath. Additionally, grinded graphite was used for weathering and a grimy look – an effective method, thanks to the kit’s fine raised panel lines. The silver wing leading edges were created with decal sheet material and not painted, a clean and convenient solution that avoids masking mess.
The ECM and chaff dispenser pods were painted in a slightly different shade of grey (FS 36440, Humbrol 40). As a subtle contrast the conformal belly tank was painted with Humbrol 247 (RLM 76), a tone that comes close to the Lansens’ standard camouflage from the Sixties’ green/blue livery, with a darker front end (Humbrol 145) and a bare metal tail section.
The cockpit interior was, according to pictures of real aircraft, painted in a greenish grey; I used Revell 67 (RAL 7009, Grüngrau) for most surfaces and slightly darker Humbrol 163 for dashboards and instrument panels. The landing gear wells as well as the flaps’ interior became Aluminum Bronze (Humbrol 56), while the landing gear struts were painted in a bluish dark green (Humbrol 195) with olive drab (Revell 46) wheel hubs - a detail seen on some real-life Saab 32s and a nice contrast to the light grey all around.
All markings/decals came from RBD Studio/Moose Republic aftermarket sheets for Saab 32 and 37. From the latter the low-viz national markings and the day-glo orange tactical codes were taken, while most stencils came from the Lansen sheet. Unfortunately, the Heller kit’s OOB sheet is pretty minimalistic – but the real A/S 32s did not carry many markings, anyway. Finally, the kit was sealed with matt acrylic varnish. As a confusing detail I gave the aircraft an explicit “16M” unit identifier, created with single black 4 mm letters/numbers. As a stark contrast and a modern peace-time element I also gave the Lansen the typical huge day-glo orange tactical codes on the upper wings that were carried by the Swedish interceptors of the time.
A relatively simple build, thanks to the resin conversion set – otherwise, creating a more or less believable J 32E from Heller’s A 32 kit is a tough challenge. Though expensive, the parts fit and work well, and I’d recommend the set, because the shape of the J 32B’s lower nose is quite complex and scratching the bigger jet pipe needs a proper basis. The modern low-viz livery suits the vintage yet elegant Lansen well, even though it reveals the aircraft’s bulk and size; in all-grey, the Lansen has something shark- or even whale-ish to it? The aircraft/livery combo looks pretty exotic, but not uncredible - like a proven war horse.
Bulk Independence Supramax bulk carrier loading scrap in Canada Dock branch 2 south east berth, Liverpool
x5 Holds - x5 Hatches
Deck Cranes: x4 @ 35t each
Design: Future 56
Name: Bulk Independence
Flag: Panama
IMO: 9374002
MMSI: 373904000
Call sign: 3EMY5
Detailed vessel type: Supramax Bulk Carrier
Gross Tonnage: 31532t
Deadweight: 56548t
Design Draught: 12.7m
Length Overall x Breadth Extreme: 190m x 32.26m
Year Built: 2008
Registered owner: NMB COBRA LTD
Ship manager/Commercial manager: PHOENIX BULK CARRIERS US LLC
ISM: SEAMAR MANAGEMENT SA
Operator: Pangaea Logistics Solutions Ltd.
Shipyard: IHI MARINE UNITED INC., YOKOHAMA SHIPYARD , Japan
Hull number: 3238
Keel laid: 21st Jun 2006
Launch: 16th Nov 2007
Date of build: 08th Feb 2008
Engine: x1 Diesel United Aioi Wärtsilä 6RT-flex50 2 stroke 6 cyls @ 116rpm
Engine Power kW: 8890kW
x1 Fixed Pitch Propeller @ 116rpm
Speed: 16knots
Norah's new sleeping bag opens up a world of opportunity. Before now, there's no way she could sleep on the floor under the kitchen table.
The five former Oxford Alexander Dennis Enviro400-bodied Scania N230UBs in the Stagecoach in South Wales fleet (15613, 15754, 15838, 15964 & 15965) were all initially allocated to Cwmbran depot. However, four of the batch subsequently transferred to Porth - 15964 being the exception - for Service 132 (and T4 for a period). That split has recently swung the other way, with 15838 and 15965 returning to Cwmbran.
School and college contracts are their usual allocation, though on Saturdays when off-peak passenger numbers are higher they put in appearances on truncated Service X3 (Pontypool-Cwmbran-Cardiff) alongside the depot's Scania K230UBs.
15965 was fulfilling this role in this shot from January 2025 taken on Glyndwr Road in Cwmbran when heading for Cardiff.
Still from CCS: a 2 degree solution, a film by Carbon Visuals for WBCSD available here: www.youtube.com/watch?v=RejAjfRkVuc
In this scene we see the quantity of carbon dioxide human activity added to the atmosphere in 2012 in real-time. 1,237 metric tons a second.
The film reveals how significant fossil fuel use is today, and will continue to be for decades to come and so makes a case for carbon capture and storage. All the quantities represented in the film are 'real'; the film shows the actual volume and rate of emissions, it is not merely indicative.
The world gets through a lot of fossil fuels:
• 7,896.4 million metric tons of coal in 2013 (21.6 million metric tons per day, 250 metric tons per second)
• 91,330,895 barrels of oil per day in 2013 (168 m3 per second)
• 3,347.63 billion m3 of natural gas in 2013 (9.2 km3 per day, 106,082 m3 per second)
This film tries to make those numbers physically meaningful – to make the quantities ‘real’; more than ‘just numbers’. All the graphics in the film are based on real quantities.
• The coal we use each day would form a pile 236 metres high and 673 metres across. We could fill a volume the size of the UN Secretariat Building with coal every 17 minutes.
• At the rate we use oil, we could fill an Olympic swimming pool every 15 seconds. We could fill a volume the size of the UN Secretariat Building with oil every 30 minutes.
• The rate at which we use natural gas is equivalent to gas travelling along a pipe with an internal diameter of 60 metres at hurricane speeds (135 km/h / 84 mph). We could fill a volume the size of the UN Secretariat Building with natural gas in under 3 seconds. We use a cubic kilometre of gas every 2 hours 37 minutes and a cubic mile of the stuff every 10 hours 54 minutes.
The world’s use of fossil fuels is increasing, not decreasing. Renewable energy will help, but it cannot keep up with the demand for energy. The International Renewable Energy Agency’s most optimistic road-map suggests that renewables will not displace fossil fuels for decades, which is a problem because we are adding carbon dioxide to the atmosphere at an increasing rate.
• In 2012 we added over 39 billion metric tons of carbon dioxide to the atmosphere. That’s 1,237 metric tons a second. It is like a ‘bubble’ of carbon dioxide gas 108 metres across entering the atmosphere every second of every day. We could fill a volume the size of the UN Secretariat Building with our carbon dioxide emissions in less than half a second. We could fill it 133 times a minute. The pile of one metric ton spheres in the film, which represents one day’s emissions, is 3.7 km high (2.3 miles) and 7.4 km across (4.6 miles).
To keep global warming below 2 °C we can afford to emit no more than 1 trillion metric tons of carbon into the atmosphere (3.66 trillion metric tons of carbon dioxide).
2 °C is a significant figure because if warming is more than this ‘positive feedback’ effects will make it increasingly hard to control the temperature. For instance, beyond 2 °C, there will be considerably less ice on Earth. Because it is white, ice reflects energy from the sun back out to space. If the ice goes, more energy from the sun will be absorbed by the Earth.
We have already added more than half the threshold quantity of 1 trillion metric tons of carbon (up to mid-2014, we have emitted about 582 billion metric tons). If carbon dioxide from fossil fuels continues to enter the atmosphere we will reach 2 °C threshold in a few years. The projected emissions illustrated in the film are based on RCP 4.5, which is one of the four ‘Representative Concentration Pathways’ used in the Intergovernmental Panel on Climate Change’s Fifth Assessment Report.
Carbon capture and storage means we can use the energy of fossil fuels without adding carbon to the atmosphere. Because fossil fuels will remain a significant part of the world’s energy economy for decades to come, carbon capture and storage is an essential part of any plan to keep global warming below 2 °C.
Details, calculations and sources for all the numbers in the film are available in a methodology document: www.carbonvisuals.com/media/item/735/559/Methodology-CCS_...
Animation by A-Productions