PACIFIC OCEAN (Aug. 19, 2020) Landing Craft, Utility 1666, from Navy Beach Unit (NBU) 7 enters the well deck of the amphibious transport dock ship USS New Orleans (LPD 18). New Orleans, part of the America Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of operations to enhance interoperability with allies and partners, and serves as a ready response force to defend security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelby Sanders)

STABILITY , Peace & Development , with His Excellency President Mahinda Rajapakse , is what Sri Lanka needs !

PHILIPPINE SEA (Sept. 1, 2020) The forward-deployed amphibious transport dock USS New Orleans (LPD 18), front right, the amphibious assault ship USS America (LHA 6) and the amphibious dock landing ship USS Germantown (LSD 42) sail in formation. New Orleans, America and Germantown, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, are operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Walter Estrada)

Loss. A pretty big subject to cover.

 

Loss is something that we all experience at some time in our life. Be it, death, emotional loss, separation, loss of movement, of stability, of commitment, of communication, of spirituality, or even loss of dreams. Each thing is personal and is something we all handle differently.

But the one thing I think is true for everyone, is that in each loss, there is something to be thankful for.

The loss of a loved one - you can be grateful for the time you got to spend with them, for the memories you created and for the things you learnt from each other.

The loss of a dream - creates space to find a new dream. A bigger dream.

 

In each loss, there is always an opportunity to grow, and something you can grow from.

 

"Despite your sorrows, always be thankful for your blessings." ~ by Unknown

 

Psalm 34:17-20 The LORD hears his people when they call to him for help. He rescues them from all their troubles. The LORD is close to the brokenhearted; he rescues those whose spirits are crushed. The righteous person faces many troubles, but the LORD comes to the rescue each time. For the LORD protects the bones of the righteous; not one of them is broken.

 

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I just have to mention, that this photo was crazy to take! I was in the mountains "modelling" for friend's photography assignments (see one here). It was quite a lovely day. Absolutely beautiful weather - a slight cool breeze, warm sun and amazing clouds.

That was until late afternoon.

 

Everything seemed to suddenly change as we watched the clouds roll in (you can see some of the photos of the crazy clouds on my instagram). There were a few storm warnings, although I really wanted to take a photo for the week. So myself, Lesley and Adam drove back to the location I wanted to shoot at (which was actually on the footpath of someone's front yard) and started to set up.

 

By this time it was practically dark, it was getting slightly foggy and cold, and you could see the dark, looming clouds quickly get closer and closer. So I got into the dress, set up my tripod, set up my shot and put a plastic bag over my camera (y'know, just in case)... The exact moment I started taking photos, it began to pour!

It was so cold out in the rain, but nothing would stop me from getting this photo.

This is the final product.

 

I want to say a massive, massive thank you to Lesley and Adam for braving the cold and the rain, for protecting my camera with a blanket and for being so supportive in that hectic moment. It (although a bit of a struggle) was actually a lot of fun, and is something I definitely won't be forgetting any time soon!

 

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When defenses against the most immediate forms of mental disturbance have been raised, the assimilation of the principles of "right conduct" arouses in the mind an "intimate, unalloyed joy" joined with the stability and sureness of one who feels himself in a state of "justice." For which we are given the simile of a lawfully crowned king who knows that his enemies are routed and that there is no threat of any kind to his sovereignty. We have also acquired the strengthened "neutrality" or "sidereality" of the mind that, thanks to the fourfold contemplation, has further freed itself and is now at the center of all its experience, both internal and external. At this point we undertake the really cathartic action whose aim is to neutralize, by degrees, any possibility of "combustion" and of self-abandonment to the multiple variety of "contacts."

 

Contacts wound; contacts consume by exciting the fire that burns the body and the mind, which nourishes the samsaric stem and prostrates the higher principle. "The fool, struck by force, perishes; the wise man, when struck, does not tremble," he remains intact, remains unshakable, remains elusive; we must become like the wise man. It is a question, then, of dealing a blow at the transcendental "desire" that lurks in the visual and other senses, in the khandha (the groups of the personality), in the elements, and which is corruption, disease, suppuration. All this must naturally take place, not on the psychological or moral plane, but on the existential and metaphysical one. The beginning of the process of alteration lies in the senses, which are likened to so many "wounds." (…) In order to "bandage the wounds" and neutralize the infection provoked by contacts, we must ensure that "the internal sight, the internal smelling, the internal hearing, the internal tasting, the internal touching, the internal thinking are not distracted," that is to say, that we are present in the sixfold seat of the senses in such a way that we can immediately prevent any self-relaxation, self-attachment, self-intoxication, any luring of ourselves by enjoyment. There will be, then, no further building of combinations, at first in the fundamental stem of the will, and then in the five stems of the personality." This is the essence of the new work of catharsis.

 

This work is based on what is known as the "watch over the doors of the senses," for which the canonical formula is: "Upon perceiving a form with the eye, the ascetic conceives no inclination, no interest. Since craving and aversion and damaging and harmful thoughts soon overcome the man who lives with the eye unguarded, he remains vigilant, he guards the eye, he remains vigilant over the eye." Upon hearing a sound with the ear, upon smelling an odor with the nose, upon tasting a flavor with the tongue, upon touching a contact with the body, upon representing to himself a mental state with the mind, he conceives no inclination, he conceives no interest. Since craving and aversion and damaging and harmful thoughts soon overcome the man who lives with his mind unguarded, he remains vigilant, he guards the mind, he remains vigilant over the mind." To fail in this vigilance at some point is to suffer the fate of the tortoise: when the tortoise unthinkingly put out one of its limbs a jackal seized it by that limb and carried it off to its ruin.

 

In this matter then, we have to come to grips with the samsaric entity with which we are associated and that constitutes our double, composed of thirst. A continually tightening circle closes round it. It is effectively likened to an enemy who, knowing that he cannot openly defeat his adversary, gets himself employed by him as a servant and gains his confidence so that he may then defeat him by treachery: this is the part that the illusory "I," created by identification, plays in us until the time of initiation into the doctrine of the Ariya.

 

That the discipline of the watch over the senses or binding the wounds leads to a higher liberation is shown by the simile of the man who has at a crossroads a thoroughbred team and can guide them wherever he pleases. The man who does not know or who forgets this practice is dominated by forms, sounds, smells, tastes, contacts, and thoughts, instead of being their master.

 

In another way this discipline can also he summed up by the word silentium: "to gird oneself with silence," silence in the technical and initiatory sense. Impressions are arrested at the periphery, at the limit of the senses. Between them and the "I" there is now a distance, a zone of "silence." We thus become endowed with that form of silence that consists of not pronouncing either the exterior word or the interior word, and this in turn implies not hearing, not seeing, not imagining. This theme has also been expressed in a popular form. It is, in fact, the deeper, hidden significance of the well-known statuette of the three sacred monkeys, one with the ears closed, one with the mouth closed, and one with the eyes closed: speak not, hear not, see not. And we may here also recall the curious hermetical formula: "Who has ears, let him open them [in the sense of a close watch on every impression], who has a mouth, let him keep it shut [in the sense of the aforesaid silence, of calm, intangible 'neutrality']."

 

It is thus that the conditions for further liberation and then for awakening the extrasamsāric principle are consolidated.

 

As the natural counterpart of the watch on the doors of the senses, a world of disintoxication is carried out within the zone that is now isolated, in order to eliminate or reduce those internal smoldering embers of agitation and self-identification that may be made to burst into life by external contacts. This is what is known as the removal of the five nīvarana, a term that means a "dross," a "hindrance," or an "impediment." The five nīvarana are: desire (kāmacchanda); hate or anger (vyāpāda); slothful idleness (thīna-middha); pride and impatience (uddhacca- kukkucca); doubtful uncertainty (vicikicchā).

 

The action of these five hindrances is clearly indicated by the following similes: it is like trying to look at one's reflection in water wherein all kinds of colors are mixed (desire), or in boiling water (hate and anger), or in water full of mud and moss (slothful idleness), or in water agitated by the wind (pride and impatience), or finally, in dark and murky water (doubt). Removal is effected by direct action of the mind on the mind, together with accurate and calm self-examination. The discipline is described in the texts in the following manner.

 

The ascetic finds a solitary place and begins to meditate. A well-known yoga position is counseled: sit with legs crossed and body straight upright. This traditional Indo-Aryan position is, however, only suitable if one is so accustomed to it that it is quite natural and requires no special effort and does not produce fatigue. In general, the position recommended for this, as for other contemplations, must be one of equilibrium, which does not have to be changed; it must have a kind of symbolical meaning of self-awareness and it must not demand efforts that would distract the mind.

 

It is fundamentally a more advanced development of the states already induced by sīla or "right conduct." The aim here is obviously to bring us to a deeper zone by means of the strengthened power of internal vision that we have gained through the preceding disciplines. It is a matter of attacking, to some degree, the sankhara, that is to say, the innate and congenital tendencies that come, in part, from the extra-individual heredity that we have assumed.

 

Here, too, the purity achieved at certain moments comes to be developed until it has almost attained a state of permanency. This is how we must understand what is known as the "threefold watch": "by day, walking and sitting, turn the mind away from disturbing things; in the first watch of the night, walking and sitting, turn the mind away from disturbing things; in the middle watch of the night, lie down on the right side, like the lion, one foot on the other, bringing to mind the hour of waking; in the last watch of the night, after arising, walking or sitting, turn the mind away from disturbing things."

 

This is a kind of continuous examination of consciousness. The yama, the watches of the night that are recognized in this discipline consist, according to the Buddhist tradition, of four hours each; the first runs from six until ten in the evening, the second from ten until two in the morning, the third from two to six in the morning. Thus, strictly speaking, the period of true sleep or of the state that in the common man would correspond to sleep is restricted to four hours only, from ten in the evening until two in the morning. In this we must not see an "ascetic" discipline in the Western sense of mortification: on the contrary, it is natural that in advancing along the road of illumination the need for sleep is considerably reduced, and this reduction produces no ill effect. Here, too, a unilateral "authoritarian" intervention would only serve to create states of fatigue and inattention unfavorable for spiritual life by day.

 

With attentive care of the "wounds" and with action taken against the hindrances or impediments, the zone of "silence" is strengthened, and a gradual interior increase of the extrasamsāric quality takes place therein; this increase should he aided by illuminated effort and it is related to the aforesaid "seven awakenings". These "awakenings" are the positive counterpart of the cathartic or prophylactic action, that is to say, they are a "defence against intoxication produced by action." The canonical formula is: "[The ascetic] rightly causes the awakening of mindfulness derived from detachment, derived from dispassion, derived from cessation [of the flux], ending in renunciation, he causes the awakening of investigation -of inflexible energy- of enthusiasm -of calm- of concentration -of equanimity, of these awakenings derived from detachment, derived from dispassion, derived from cessation, ending in renunciation."

 

Various interpretations of the place of these awakenings in the whole development are, nevertheless, possible. Their sense as a whole, indeed, reflects that of the four jhānas, of the contemplation that is to be performed in complete detachment from external experience. Here, however, we may understand them on a more relative plane, as a kind of transfiguration and liberation of faculties that are already pervaded by the element of bodhi, whence the expression bojjhanga. It must be realized that we are not dealing with a simple schematic enu¬meration, but rather with a series in which the meditation whereby they are appre¬hended should pursue an intimate causal linking of the single terms so that we are naturally led on from one to the next, and so that in the one we see the integration and resolution of its predecessors. Thus, we must first achieve nondistracted medita¬tion: then we must awaken the state of "mindfulness," fix it in the mind, develop it, master it, and see how this state leads to the second awakening and passes into "investigation," which may find support in some element of the doctrine; this inves¬tigation, when developed, fixed, extended, and mastered must lead on to the awak¬ening of "inflexible energy," whose perfect conquest should herald a state of spe¬cial, purified "enthusiasm," of purified joy. By further developing the meditation, we should realize that this enthusiasm, this joy, awakened and perfectly developed in a body that is becoming calm, in a mind that is becoming calm, will become resolved and liberated in the next awakening, which is that of "calm." When calm has been developed, extended, fixed, and mastered, "concentration" awakens; this, in its turn, when completely developed, becomes established and shines forth in the "equanimity" that is the seventh awakening.

 

These form a series of landmarks in meditation that is concerned with realization and they are connected by an inherent continuity. Through these, one is led in another way to the confirmation of what was already becoming established in the satipatthāna, the fourfold contemplation of detachment, that is to say, one is led to that impassibility that is qualified as "pure, clear, ductile, flexible, resplendent," but which has nothing to do-it should be noted-with the indifference of a blunt mind, with the indifference "of a fool, of an ignorant man, of an inexpert common man." For our part, we think it opportune to add that the state in question must on no account be confused with apathy, and that it develops together with a feeling of purified intellectualized and heroic joy, although this may at first seem difficult to understand. The Bhagavadgītā says: "When the mind, lamed by ascesis, becomes quiet; when [the ascetic], seeing the self in the self, rejoices in himself, knows that boundless joy which, transcending the senses, can only be ap¬prehended by the intellect and, when fixed in it, does not stir from the truth ... he knows that this detachment from union with pain is called yoga." At the same time, Buddhism speaks of a pleasure that is "like dung" when compared to that based on detachment, calm, and illumination (thus two kinds of joy are considered and contrasted. the one bound to life in the world, to mania, to enjoyment, the other to ascesis or to ultramundane states of detachment and of freedom from mania; and it is said that the second is the higher joy. "Extinction is the greatest joy.")

 

Furthermore, such sequences as these are frequent: "In the ascetic joy arises; this joy makes him blissful; being blissful, his body becomes calm: with the body calmed, serenity arises; in this serenity the mind comes to rest, becomes concentrated"; this is a preparation for the four jhāna. This is another sequence that has the character of a connected series, developing in an upward sense, not unlike that which, through the twelve nidana, led us downward to samsāric existence. The point of departure of this new series is, in fact, the state of suffering, of agitation, of contingency, which corresponds to the last nidāna of the descending path. Beyond it, there is the state of confidence; this leads to purified joy; then follows serenity, which gives place to bliss, passing on to equanimity - the term used here literally means also to vanish, to cease being in a place: it is a question of detached equilibrium. In this text the supreme realization has behind it a linked series in which special states of liberated joy play a particular part: a kind of joy that Plato contrasted with all mixed and conditioned forms of joy or of pleasure.

 

Let us quote another text that represents the state at which we may reckon to have arrived at this point of our exposition: „Concentration which knows neither increase nor decrease, which is not based on wearisome subjugation, which, because of its detached nature is constant, because of its constancy is full of bliss, because of its bliss cannot be destroyed — such concentration has suprene wisdom as its result.”

 

This should destroy the idea that the path of awakening is arid and desolate, that it kills all joy, that it offers only renunciation and destruction. That everyone whose furthest horizon is still within the effective, samsarically conditioned world should have this idea is quite natural but is of very little account.

 

A text reminds us that only an Awakened One can comprehend the Awakened One. An expressive simile demonstrates this: two companions leave a city together and reach a rock that one of them climbs. He says to the other: "I see from up here a wonderful view of gardens, woods, fields, and lakes," but the other retorts: "It is impossible, it is inadmissible, friend, that from up there you can see all that." Then the companion standing on the rock comes down, takes the other by the arm, makes him climb up on the rock and. after he has recovered his breath, asks him: "What do you then see, friend, standing on the rock?" The other replies: "I see a wonderful view of gardens, woods, fields, and lakes." "And your previous opinion?" "While I was obstructed by this great rock, I could not see what is now visible." It concludes: it is impossible that what is knowable, discernible, capable of achievement, capable of realization through detachment can be known, discerned, achieved, realized by one who lives among desires and who is consumed by desires." Quite apart from the higher "sidereal" principle. the Buddhist also knows the kind of joy that is contentedness, rejoicing, jubilation, enthusiasm, exultation, transport of the spirit and that, among others, is considered as "a factor of the great awakening”.

 

[Countering those who believe that the Buddhist road is one of desolation and aridity, Louis de La Vallée-Poussin most opportunely writes: “We must, rather, recognise that India is difficult when it comes to being and bliss; that as she puts being beyond existence, so she puts bliss beyond sensation.”]

 

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Julius Evola: The Doctrine of Awakening - Part II., Chapter 4. - Sidereal Awareness: The Wounds Close (excerpt)

 

Must attribute with link to: www.ptpioneer.com

Stability ball abdominal crunch

Just to show it holds together, here's a sloppily shot video.

Tony Southgate's masterwork of downforce and stability for the 3.5 liter V10 era of Group C, doing battle against the Peugeot 905 and Jaguar XJR14. Cornering speeds were so fast and the g-forces so high that several drivers broke their ribs.

Le Mans 2008

 

With the transition from first-generation LMP spec to the new cars complete, the grid has filled with many new teams and many new cars all chasing the two big-league diesels.

 

French team Charouz bring an interesting new sound to Le Mans in their new Lola coupe, the shriek of an Aston Martin V12.

 

New Swiss team Sebah Speedy Racing runs another new Lola coupe in a sharp-looking Rebellion Timepieces livery.

 

Pescarolo's cars are run by three teams. Despite rule changes to give petrol cars a performance boost, all were quick but well off the big diesel pace.

 

Oreca bought Courage last year and have continued to develop the LC70, running a Mondrian-esque multi-color Matmut livery and a driver lineup which will become familiar names, Duval, Fassler.

 

Dome rolls out their new sleek and very fast s102 in plain white (practically begging for some sponsorship)

 

Two teams bring an Evo version of Porsche's RS Spyder from ALMS, redesigned by former Audi designer Michael Pfadenhauer and wins both LMP2 class Pole as well as the class victory.

 

Peugeot has worked through the first-year problems on the 908 and is in fierce competition with Audi, and just slightly faster. The Le Mans week got off to a rough start, though, with one of the 908's launching itself backwards through the air and destroying itself on the wall. A new car had to be built from spares and a tub rushed from Peugeot’s shop.

 

Audi stay with their still-very-competitive diesel V12-powered R10 and run just about the same pace as the Peugeots.

 

The race is run nearly flat out, Peugeot stretching away from Audi with frenetic pace. Rain in the latter half of the race was an equalizer and the differences in wet stability, fuel efficiency, and tire strategies enabled Audi to catch and eventually pass Peugeot for the win. With some help from Capello and McNish, Tom Kristensen extends his Le Mans record to 8 wins.

 

Follow along as I retrace the important and interesting prototypes of the Le Mans "LMP" era and the story of Audi's legacy. #legolemans

PHILIPPINE SEA (Sept. 1, 2020) The forward-deployed amphibious transport dock ship USS New Orleans (LPD 18) transits the Philippine Sea. New Orleans, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Walter Estrada)

+++ 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.

Straps secure the tripod and gimbal, stabilizing the Sony 600mm f/4 ("bazooka") lens in the canoe. Outriggers mounted behind the seat prevent the canoe from tipping.

Le Mans 2008

 

With the transition from first-generation LMP spec to the new cars complete, the grid has filled with many new teams and many new cars all chasing the two big-league diesels.

 

French team Charouz bring an interesting new sound to Le Mans in their new Lola coupe, the shriek of an Aston Martin V12.

 

New Swiss team Sebah Speedy Racing runs another new Lola coupe in a sharp-looking Rebellion Timepieces livery.

 

Pescarolo's cars are run by three teams. Despite rule changes to give petrol cars a performance boost, all were quick but well off the big diesel pace.

 

Oreca bought Courage last year and have continued to develop the LC70, running a Mondrian-esque multi-color Matmut livery and a driver lineup which will become familiar names, Duval, Fassler.

 

Dome rolls out their new sleek and very fast s102 in plain white (practically begging for some sponsorship)

 

Two teams bring an Evo version of Porsche's RS Spyder from ALMS, redesigned by former Audi designer Michael Pfadenhauer and wins both LMP2 class Pole as well as the class victory.

 

Peugeot has worked through the first-year problems on the 908 and is in fierce competition with Audi, and just slightly faster. The Le Mans week got off to a rough start, though, with one of the 908's launching itself backwards through the air and destroying itself on the wall. A new car had to be built from spares and a tub rushed from Peugeot’s shop.

 

Audi stay with their still-very-competitive diesel V12-powered R10 and run just about the same pace as the Peugeots.

 

The race is run nearly flat out, Peugeot stretching away from Audi with frenetic pace. Rain in the latter half of the race was an equalizer and the differences in wet stability, fuel efficiency, and tire strategies enabled Audi to catch and eventually pass Peugeot for the win. With some help from Capello and McNish, Tom Kristensen extends his Le Mans record to 8 wins.

 

Follow along as I retrace the important and interesting prototypes of the Le Mans "LMP" era and the story of Audi's legacy. #legolemans

SNMG1-Port visit in London ESPS CANTABRIA (A15) in Royal Docks London - 27 JAN 2016 - Standing NATO Maritime Group ONE (SNMG1), under the command of Spanish Rear Admiral Jose Delgado, arrived in London for a scheduled port visit, during their deployment to the North and Baltic Seas to enhance maritime security and to contribute to international stability. SNMG1’s flagship, the Spanish F100 class frigate ESPS ALVARO de BAZAN (F101), the Type 23 Frigate HMS IRON DUKE (F234) and the Spanish Fleet Replenishment Ship ESPS CANTABRIA (A15) are in port at the Royal Docks, London - Photo by WO ARTIGUES (HQ MARCOM).

PACIFIC OCEAN (Aug. 19, 2020) Seaman Yawo Afodagni, from Silver Spring, Md., directs the approach of Landing Craft, Utility 1666, from Navy Beach Unit (NBU) 7 into the well deck of the amphibious transport dock ship USS New Orleans (LPD 18). New Orleans, part of the America Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of operations to enhance interoperability with allies and partners, and serves as a ready response force to defend security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelby Sanders)

Lotte van den Boom, kracht & core-stability training

There is a sense of power and stability as the pier overshadows the safety marker buoys off shore.

Following over a decade of reasonable stability under TM Travel, service 65 between Sheffield and Buxton has been chopped and changed a lot of late. For the previous few years, TM had been operating one vehicle duty under contract to DCC, and the other on a commercial basis. The loss of an interworked Buxton College contract in October 2016 presumably threatened viability as in March 2017 the commercially-operated duty was transferred from Wellglade-owned TM to half-Wellglade-owned High Peak. High Peak then took on the funded journeys in October 2017, duly introducing a pair of former De Courcey Versas complete with 'Peaks and Dales' route branding. Fast forward nine months and the timetable is once again changing, with High Peak ditching the council-funded journeys from late July whilst bafflingly rerouting their commercial journeys via Wormhill at the expense of Litton.

 

Branded Versa YJ62FPK (780) was captured in Litton with the 10:55 Buxton-Sheffield journey. Whilst Litton continues to be served by Hulleys' two hourly 173 between Bakewell and Castleton, its links with Buxton and Sheffield/Chesterfield will be reduced from an hourly combined service across the 65/66 prior to October 2017 to the point where it will only be served by a handful of 66s and whatever the council cobble together as a replacement for the withdrawn High Peak 65s on this corridor from the end of July.

Formerly RCA Building, then GE and actually I heard it is the Comcast Building... a classic in the NY architecture.

30 Rockefeller Plaza is an American Art Deco skyscraper that forms the centerpiece of Rockefeller Center in Midtown Manhattan, New York City. Formerly called the RCA Building from 1933 to 1988, and later the GE Building from 1988 to 2015, It was renamed the, Comcast Building on July 1, 2015, following the transfer of ownership to new corporate owner Comcast. Its name is often shortened to 30 Rock. The building is most famous for housing the NBC television network headquarters. At 850 feet (260 m) high, the 70-story building is the 14th tallest in New York City and the 39th tallest in the United States. It stands 400 feet (122 m) shorter than the Empire State Building.

The building underwent a US$170 million floor-by-floor interior renovation in 2014. The renovation included new Comcast signage atop the building; new ground-level signage that reads Comcast Building; and, for the first time, the display of the iconic NBC Peacock logo on the building's exterior.

The building is one of the most famous and recognized skyscrapers in New York. The frieze located above the main entrance was produced by Lee Lawrie and depicts "Wisdom", along with a slogan that reads "Wisdom and Knowledge shall be the stability of thy times", from Isaiah 33:6 (KJV). The vertical detailing of the building's austere Art Deco facade is integrated with a slim, functionally expressive form. The present exterior is recognized for the Comcast logo with the NBC peacock at the building's top. The famous marquees above the building's 49th and 50th Street entrances have been seen on numerous television shows, such as 30 Rock and Seinfeld. Unlike most other tall Art Deco buildings constructed in the 1930s, 30 Rockefeller Plaza has no spire on its roof.

Below the building is a shopping concourse, connected to the lobby via an escalator. The open lobby's rich materials and reduced black and beige ornamental scheme is enhanced by dramatic lighting. Granite covers the building base to a height of 4 ft (1.2 m) and the shaft has a refined facade of Indiana Limestone with aluminum spandrel panels.

The 65th floor of the building is an event room and restaurant named the Rainbow Room. It was revamped and reopened to the public with new operators until it closed in 2009 due to the economic downturn. The interior of the Rainbow Room holds landmark status, awarded by the New York City Landmarks Preservation Commission in 2012. Following extensive refurbishment, the Rainbow Room reopened in fall 2014.

Rainbow Room

This restaurant, previously run by the Cipriani family, is on the 65th floor of the Comcast Building.[17] Opened in 1934, it was the first restaurant to be located in a high-rise building and remained the highest elevated restaurant in the United States for decades. Suffering from a decline in business following the financial crisis of 2007–08, the restaurant closed in 2009. In 2012, it was declared a New York City landmark by the New York Landmarks Preservation Commission. On September 17, 2013, it was announced that the Rainbow Room would reopen in fall 2014 after undergoing a full restoration along with a new executive chef and management team. After a years-long restoration process by Gabellini Sheppard Associates, it reopened to the public on October 5, 2014, with new owner-operator Tishman Speyer and chef Jonathan Wright at the helm. The renovation includes the landmarked dance floor and a new cocktail lounge called SixtyFive.

Observation deck

The observation deck atop the skyscraper, dubbed "Top of the Rock", reopened to the public on November 1, 2005, after undergoing a $75 million renovation. It had been closed since 1986 to accommodate the renovation of the Rainbow Room. The deck, which is built to resemble the deck of an ocean liner, offers sightseers a bird's eye view of the city, competing with the 86th floor observatory of the Empire State Building 200 feet (61 m) higher. It is often considered the best panoramic city view, if only because it offers a view of the aforementioned Empire State Building, which cannot be seen from its own observation deck. The timed entry system and larger observation deck also results in shorter waiting times compared to the Empire State.

The "Top of the Rock" had also been co-opted for NBC's Sunday Night Football during the 2006–07 season, with the top player/MVP in that night's game according to John Madden and Al Michaels receiving the honor of being that night's "Rock Star" in the form of a glass trophy display on the observation deck; this was a replacement for the Horse Trailer Award formerly awarded on ABC's Monday Night Football. The Horse Trailer honor was restored for the 2007–08 season. (Wikipedia)

  

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.

Shukhov Tower in Bukhara

Among the many attractions of Bukhara, in the historic center of the city, opposite the famous Ark fortress, there is a preserved water tower built in 1929 according to the system of the Soviet engineer, inventor and scientist Vladimir Shukhov. More than 200 structures were built according to his projects, including power lines, lighthouses and other similar structures. But perhaps his most famous work in Uzbekistan is this tower, which served for a long time as a water supply to Bukhara, until a fire broke out in 1975, as a result of which the wooden cladding of the tower burned down. The construction of the structure is interesting: metal strips without any support descend to the ground from the supporting ring of the base, and the tower itself resembles a network of separate blocks fastened together. The stability and lightness of the structure allow it to withstand the wind. Today, the tower has been restored and serves as a tourist attraction. On the first and second floors there are cafes and a restaurant, and from the third floor there is a stunning view of the historic city center.

La torre de Shukhov en Bujará

Entre los numerosos atractivos de Bujará, en el centro histórico de la ciudad, frente a la famosa fortaleza Ark, se encuentra una torre de agua conservada construida en 1929 según el sistema del ingeniero, inventor y científico soviético Vladimir Shukhov. Según sus proyectos se construyeron más de 200 estructuras, incluidas líneas eléctricas, faros y otras estructuras similares. Pero quizás su obra más famosa en Uzbekistán sea esta torre, que sirvió durante mucho tiempo como suministro de agua a Bujará, hasta que en 1975 se produjo un incendio, como resultado del cual se quemó el revestimiento de madera de la torre. La construcción de la estructura es interesante: tiras de metal sin ningún soporte descienden al suelo desde el anillo de soporte de la base, y la torre en sí se asemeja a una red de bloques separados unidos entre sí. La estabilidad y ligereza de la estructura le permiten soportar el viento. Hoy en día, la torre ha sido restaurada y sirve como atracción turística. En el primer y segundo piso hay cafeterías y un restaurante, y desde el tercer piso hay una vista impresionante del centro histórico de la ciudad.

PHILIPPINE SEA (March 14, 2020) Sailors load a torpedo aboard the Arleigh Burke-class guided-missile destroyer USS Mustin (DDG 89) during an anti-submarine exercise. Mustin is underway conducting operations in support of security and stability in the Indo-Pacific while assigned to Destroyer Squadron 15 the Navy’s largest forward-deployed DESRON and the U.S. 7th Fleet’s largest principal force. (U.S. Navy photo by Mass Communication Specialist Seaman Askia Collins)

EAST CHINA SEA (July 1, 2022) An MH-60S Sea Hawk, assigned to Helicopter Sea Combat Squadron (HSC) 23, 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 1st Class Peter Burghart)

PHILIPPINE SEA (Aug. 26, 2020) Sailors assigned to the amphibious transport dock ship USS New Orleans (LPD 18) participate in a visit, board, search and seizure exercise aboard the amphibious dock landing ship USS Germantown (LSD 42). Germantown, part of the America Expeditionary Strike Group, 31st MEU 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)

arcane trajectories

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)

Tomb of Nefertari, vestibule south wall

Ra-Horakhty and Hathor promise Nefertari "a place in the sacred land, a lifetime as long as that of Ra, and eternity with life, stability and dominion".

   

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)

Screen snap showing the breakup of the launch vehicle after capsule separation and the subsequent loss of stability.

Please read my profile for more information about my craft.

This 105 carat handcrafted Ammonite pendant is created swirling and shaping sterling silver filled wire by hand, adding Tiger Eye chips, jasper beads and shells to enhance the natural beauty and shape of the stone. This stone has shades of brown and gold with slight specks of green and quartz-like crystals. An incredible jewel of nature.

 

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

 

The bail is designed to be large enough to accommodate your favorite chain, choker or cord.

All purchases are nicely packaged in a gift box.

 

Ammonite's healing effects:

Aids in seeing 'the whole picture'. A protective stone used to create stability and structure in your life. Transforms the negative energies in your life into a positive flow. It promotes harmony and a sense of beauty. It releases mental obsessions and aids in relaxation especially in the birthing process. Good for treatment of lungs and limbs.

Astrological sign: Aquarius

 

Above the entrance to 30 Rockefeller Plaza

200823-N-IO312-1350 PHILIPPINE SEA (Aug. 23, 2020) A Marine assigned to the 31st Marine Expeditionary Unit conducts fast-rope sustainment training on the flight deck of the forward-deployed amphibious assault ship USS America (LHA 6). America, flagship of the America Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to maintain security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist Seaman Matthew Cavenaile)

stability

Chassis n° 2071GT

Engine n° 2071GT

 

Bonhams : the Zoute Sale

Estimated : € 1.200.000 - 1.600.000

 

Zoute Grand Prix 2019

Knokke - Zoute

België - Belgium

October 2019

 

By the early 1960s, road car production had ceased to be a sideline for Ferrari and was seen as vitally important to the company's future stability. Thus the 250, Ferrari's first volume-produced model, can be seen as critically important, though production of the first of the line - the 250 Europa, built from 1953 to '54 - amounted to fewer than 20. Before the advent of the Europa, Ferrari had built road-going coupés and convertibles in small numbers, usually to special customer order using a sports-racing chassis as the basis. Ghia and Vignale of Turin and Touring of Milan were responsible for bodying many of these but there was no attempt at standardisation for series production and no two cars were alike.

 

The introduction of the 250 Europa heralded a significant change in Ferrari's preferred coachbuilder; whereas previously Vignale had been the most popular carrozzeria among Maranello's customers, from now on Pinin Farina (later 'Pininfarina') would be Ferrari's number one choice, bodying no fewer than 48 out of the 53 Europa/Europa GTs built. Pinin Farina's experiments eventually crystallised in a new Ferrari 250 GT road car that was first displayed publicly at the Geneva Salon in March 1956. However, the Torinese Carrozzeria was not yet in a position to cope with the increased workload, resulting in production being entrusted to Carrozzeria Boano after Pinin Farina had completed a handful of prototypes.

 

The 250 GT featured the lighter and more compact Colombo-designed 3.0-litre V12 in place of its predecessor's bulkier Lampredi unit. Power output of the single-overhead-camshaft all-aluminium engine was 220bhp at 7,000rpm. Shorter in the wheelbase (by 200mm) than that of the Europa, the 250 GT chassis followed Ferrari's established practice, being a multi-tubular frame tied together by oval main tubes, though the independent front suspension now employed coil springs instead of the previous transverse leaf type. A four-speed all-synchromesh gearbox transmitted power to the live rear axle, while braking was looked after by hydraulic drums all round.

 

True series production began with the arrival of Pininfarina's 'notch back' Coupé on the 250 GT chassis, some 353 of which were built between 1958 and 1960 within the sequence '0841' to '2081'. However, the relatively small scale of production meant that cars could still be ordered with subtle variations according to customer choice, as well as enabling a handful of show cars and 'specials' to be constructed on the 250 GT chassis.

 

A number of prominent European coachbuilders offered a variety of body styles on the 250 GT chassis, with Scaglietti and Pininfarina producing elegant open-top spyder and cabriolet models. Exhibited at the 1957 Geneva Salon, the latter's first 250 GT Cabriolet, which, unusually, featured a Vintage-style cut-down driver's door, was snapped up by Ferrari works driver Peter Collins, who later had the car converted to disc brakes. After a handful of alternative versions had been built, series production began in July 1957, around 40 Series I Pininfarina Cabriolets being completed before the introduction of the Series II in 1959. Effectively an open-top version of the Pininfarina-built 250 GT Coupé, whose chassis and mechanicals it shared, the Cabriolet was built alongside its closed cousin until 1962. Overall design followed that of the Coupé, with short nose and long rear overhang, while a more-vertical windscreen provided greater headroom in the generously sized cockpit. As well as the aforementioned improvements to brakes and transmission, the Series II cars benefited from the latest, 240bhp V12 with outside sparkplugs, coil valve springs, and 12-port cylinder heads. The 250 GT was the most successful Ferrari of its time, production of all types exceeding 900 units, of which 200 were Series II Cabriolets like that offered here.

 

A number of important developments occurred during 250 GT production: the original 128C 3.0-litre engine being superseded by the twin-distributor 128D, which in turn was supplanted in 1960 by the outside-plug 128F engine which did away with its predecessor's Siamesed inlets in favour of six separate ports. On the chassis side, four-wheel disc brakes arrived late in 1959 and a four-speeds-plus-overdrive gearbox the following year, the former at last providing the 250 GT with stopping power to match its speed. More refined and practical than any previous road-going Ferrari, yet retaining the sporting heritage of its predecessors, the 250 GT is a landmark model of immense historical significance. Despite this, original survivors are relatively few, as many have been modified and converted into replicas of more exotic Ferraris such as the 250 GTO, Testarossa, etc.

 

According to the accompanying Massini Report, chassis number '2071' is the 66th of the 200 units built, and as a Series II car has the added advantage of disc brakes all round. Originally finished in the handsome combination of Grigio Argento with Nero interior, the Ferrari was sold new in 1960 via Jacques Swaters' Garage Francorchamps, the official Ferrari importer for Belgium, to its first owner, Jean Blaton. A wealthy Belgian industrialist, Ferrari aficionado and gentleman racing driver, who raced under the name 'Beurlys', Jean Blaton had an excellent taste and was a personal friend of Jacques Swaters, from whom he bought numerous Ferraris over the years.

 

Blaton is best remembered for his daring exploits in the Le Mans 24-Hour Race in which he drove a succession of Ferraris over a 10-year period between 1958 and 1967, finishing on the podium on nearly every outing. On many occasions he drove his own Ferraris, including a 250 GT MM, 250 GT Testarossa, 250 GT LWB Tour de France, 250 GT SWB, 250 GTO, 250 LM, and 330 P3/P4. He secured his best result at Le Mans in 1963 when he finished 2nd overall with co-driver Langlois van Ophen at the wheel of a Ferrari 250 GTO, winning the GT Class for Swaters' racing team, Écurie Francorchamps.

 

Jean Blaton was also a friend of Enzo Ferrari, who was only too happy to accommodate his highly regarded customer's special requests. In the case of his 250 GT Cabriolet, Blaton specified that the car should have large side vents in the front wings, similar to those of the Series III 410 Superamerica, which were incorporated by Pinin Farina on Mr Ferrari's instruction. These vents not only make the car appear more sporting, they also serve to break up its lengthy flanks to good effect. Blaton's car, with its special features, was prominently displayed in Ferrari's 1960 yearbook.

 

In 1964, Blaton sold '2071' to Luigi Chinetti, another gentleman racing driver and sole importer of Ferraris into the USA. The car was then sold to a Mr Gilbertson from Vista, California. Following Mr Gilbertson's death, the Ferrari was acquired from his widow in 1978 by Mr Ken Gerber of San Diego, California, who kept it for the next 32 years. A member of the Ferrari Owners' Club, Mr Gerber enjoyed the car throughout the 1980s, attending various events.

 

During Mr Gerber's ownership (in 1992-1994) a fastidious restoration was carried out, the precision machining work on the engine and mechanical systems being entrusted to recognised specialist Bob Wallace of Phoenix, Arizona. Original parts were retained wherever possible and the few that were not saveable were either replaced with originals or perfect reproductions. The car was refinished in Rosso Rubino and completed in time for the 1994 International Ferrari Concours in Monterey.

 

Ken Gerber sold the Ferrari in 2010 and the following year the car moved to the UK having been bought by DK Engineering. The car was sold to Belgium in 2012, since when it has belonged to the current lady owner. Carrying the very suitable registration, '250 – GTS', the car has been enjoyed by its owner on numerous occasions and at prestigious events including the Zoute Rally. Now presented in excellent condition after recent cosmetic re-commissioning, it affords the prospect of comfortable open-top cruising in unparalleled style. Possessing links to Belgian and excellent provenance, this unique Ferrari 250 GT Cabriolet is worthy of the closest inspection.

The sculpture is called the Churning of the Milk Ocean or the Scene of the Churning of the Milk Ocean. It is believed to be the place that holds the nectar of immortality, thus it portrays immortality and stability. Likewise Suvarnabhumi Airport represents the golden land/resources/prosperity/stability and eternality.

The sculpture has the statue of four-hand Narayana (Vishnu) placed on top of the Mount Madura. 9 gods are on one side and 9 demons on the opposite are pulling the king of Nagas from both sides. The turtle (Koorm Avatar) is the tortoise-incarnation of Vishnu which is the third incarnation form out of the ten forms according to the Scene of the Churning of the Milk Ocean. Koorm Avatar uses the shell to be a pivot for the churning stick. BKK airport Bangkok Thailand

The coconut tree (Cocos nucifera) is a member of the family Arecaceae (palm family).

 

It is the only accepted species in the genus Cocos. The term coconut can refer to the entire coconut palm, the seed, or the fruit, which, botanically, is a drupe, not a nut. The spelling cocoanut is an archaic form of the word. The term is derived from the 16th-century Portuguese and Spanish word coco meaning "head" or "skull", from the three indentations on the coconut shell that resemble facial features.

 

The coconut is known for its great versatility as seen in the many uses of its different parts and found throughout the tropics and subtropics. Coconuts are part of the daily diets of many people. Coconuts are different from any other fruits because they contain a large quantity of "water" and when immature they are known as tender-nuts or jelly-nuts and may be harvested for drinking. When mature, they still contain some water and can be used as seednuts or processed to give oil from the kernel, charcoal from the hard shell and coir from the fibrous husk. The endosperm is initially in its nuclear phase suspended within the coconut water. As development continues, cellular layers of endosperm deposit along the walls of the coconut, becoming the edible coconut "flesh". When dried, the coconut flesh is called copra. The oil and milk derived from it are commonly used in cooking and frying; coconut oil is also widely used in soaps and cosmetics. The clear liquid coconut water within is potable. The husks and leaves can be used as material to make a variety of products for furnishing and decorating. The coconut also has cultural and religious significance in many societies that use it.

 

DESCRIPTION

PLANT

Cocos nucifera is a large palm, growing up to 30 m tall, with pinnate leaves 4–6 m long, and pinnae 60–90 cm long; old leaves break away cleanly, leaving the trunk smooth. Coconuts are generally classified into two general types: tall and dwarf. On fertile soil, a tall coconut palm tree can yield up to 75 fruits per year, but more often yields less than 30, mainly due to poor cultural practices. Given proper care and growing conditions, coconut palms produce their first fruit in six to ten years, taking 15 – 20 years to reach peak production.

 

FRUIT

Botanically, the coconut fruit is a drupe, not a true nut. Like other fruits, it has three layers: the exocarp, mesocarp, and endocarp. The exocarp and mesocarp make up the "husk" of the coconut. Coconuts sold in the shops of nontropical countries often have had the exocarp (outermost layer) removed. The mesocarp is composed of a fiber, called coir, which has many traditional and commercial uses. The shell has three germination pores (stoma) or "eyes" that are clearly visible on its outside surface once the husk is removed.

 

A full-sized coconut weighs about 1.44 kg. It takes around 6,000 full-grown coconuts to produce a tonne of copra.

 

ROOTS

Unlike some other plants, the palm tree has neither a tap root nor root hairs, but has a fibrous root system.

 

The coconut palm root system consists of an abundance of thin roots that grow outward from the plant near the surface. Only a few of the roots penetrate deep into the soil for stability. The type of root system is known as fibrous or adventitious, and is a characteristic of grass species. Other types of large trees produce a single downward-growing tap root with a number of feeder roots growing from it.

 

Coconut palms continue to produce roots from the base of the stem throughout its life. The number of roots produced depends on the age of the tree and the environment, with more than 3,600 roots possible on a tree that's 60 to 70 years old.

 

Roots are usually less than about 3 inches in diameter and uniformly thick from the tree trunk to the root tip.

Inflorescence

 

The palm produces both the female and male flowers on the same inflorescence; thus, the palm is monoecious. Other sources use the term polygamomonoecious. The female flower is much larger than the male flower. Flowering occurs continuously. Coconut palms are believed to be largely cross-pollinated, although some dwarf varieties are self-pollinating.

 

ETYMOLOGY

One of the earliest mentions of the coconut dates back to the One Thousand and One Nights story of Sinbad the Sailor; he is known to have bought and sold coconuts during his fifth voyage. Tenga, its Malayalam and Tamil name, was used in the detailed description of coconut found in Itinerario by Ludovico di Varthema published in 1510 and also in the later Hortus Indicus Malabaricus. Even earlier, it was called nux indica, a name used by Marco Polo in 1280 while in Sumatra, taken from the Arabs who called it جوز هندي jawz hindī. Both names translate to "Indian nut". In the earliest description of the coconut palm known, given by Cosmos of Alexandria in his Topographia Christiana written about 545 AD, there is a reference to the argell tree and its drupe.

 

Historical evidence favors the European origin of the name "coconut", for no name is similar in any of the languages of India, where the Portuguese first found the fruit; and indeed Barbosa, Barros, and Garcia, in mentioning the Tamil/Malayalam name tenga, and Canarese narle, expressly say, "we call these fruits quoquos", "our people have given it the name of coco", and "that which we call coco, and the Malabars temga".

 

The OED states: "Portuguese and Spanish authors of the 16th c. agree in identifying the word with Portuguese and Spanish coco "grinning face, grin, grimace", also "bugbear, scarecrow", cognate with cocar "to grin, make a grimace"; the name being said to refer to the face-like appearance of the base of the shell, with its three holes. According to Losada, the name came from Portuguese explorers, the sailors of Vasco da Gama in India, who first brought them to Europe. The coconut shell reminded them of a ghost or witch in Portuguese folklore called coco (also côca). The first known recorded usage of the term is 1555.

 

The specific name nucifera is Latin for "nut-bearing".

Origin, domestication, and dispersal

 

ORIGIN

The origin of the plant is the subject of debate. O.F. Cook was one of the earliest modern researchers to draw conclusions about the location of origin of Cocos nucifera based on its current-day worldwide distribution. He hypothesized that the coconut originated in the Americas, based on his belief that American coconut populations predated European contact and because he considered pan-tropical distribution by ocean currents improbable. Thor Heyerdahl later used this hypothesis of the American origin of the coconut to support his theory that the Pacific Islanders originated in South America. However, more evidence exists for an Indo-Pacific origin either around Melanesia and Malesia or the Indian Ocean. The oldest fossils known of the modern coconut dating from the Eocene period from around 37 to 55 million years ago were found in Australia and India. However, older palm fossils such as some of nipa fruit have been found in the Americas. Since 1978, the work on tracing the probable origin and dispersal of Cocos nucifera has only recently been augmented by a publication on the germination rate of the coconut seednut and another on the importance of the coral atoll ecosystem. Briefly, the coconut originated in the coral atoll ecosystem — without human intervention — and required a thick husk and slow germination to survive and disperse.

 

DOMESTICATION

Coconuts could not reach inland locations without human intervention (to carry seednuts, plant seedlings, etc.) and it was early germination on the palm (vivipary) that was important, rather than increasing the number or size of the edible parts of a fruit that was already large enough. Human cultivation of the coconut selected, not for larger size, but for thinner husks and increased volume of endosperm, the solid “meat” or liquid “water” that provides the fruit its food value. Although these modifications for domestication would reduce the fruit’s ability to float, this ability would be irrelevant to a cultivated population.

 

Among modern C. nucifera, two major types or variants: a thick-husked, angular fruit and a thin-husked, spherical fruit with a higher proportion of endosperm reflect a trend of cultivation in C. nucifera: the first coconuts were of the niu kafa type, with thick husks to protect the seed, an angular, highly ridged shape to promote buoyancy during ocean dispersal, and a pointed base that allowed fruits to dig into the sand, preventing them from being washed away during germination on a new island. As early human communities began to harvest coconuts for eating and planting, they (perhaps unintentionally) selected for a larger endosperm to husk ratio and a broader, spherical base, which rendered the fruit useful as a cup or bowl, thus creating the niu vai type. The decreased buoyancy and increased fragility of this spherical, thin-husked fruit would not matter for a species that had started to be dispersed by humans and grown in plantations. Harries’ adoption of the Polynesian terms niu kafa and niu vai has now passed into general scientific discourse, and his hypothesis is generally accepted.

 

Variants of C. nucifera are also categorized as Tall (var. typica) or Dwarf (var. nana). The two groups are genetically distinct, with the Dwarf variety showing a greater degree of artificial selection for ornamental traits and for early germination and fruiting. The Tall variety is outcrossing while Dwarf palms are incrossing, which has led to a much greater degree of genetic diversity within the Tall group. It is believed that the Dwarf subgroup mutated from the Tall group under human selection pressure.

 

DISPERSAL

It is often stated that coconuts can travel 110 days, or 4,800 km, by sea and still be able to germinate. This figure has been questioned based on the extremely small sample size that forms the basis of the paper that makes this claim. Thor Heyerdahl provides an alternative, and much shorter, estimate based on his first-hand experience crossing the Pacific Ocean on the raft Kon-Tiki: "The nuts we had in baskets on deck remained edible and capable of germinating the whole way to Polynesia. But we had laid about half among the special provisions below deck, with the waves washing around them. Every single one of these was ruined by the sea water. And no coconut can float over the sea faster than a balsa raft moves with the wind behind it." He also notes that several of the nuts began to germinate by the time they had been ten weeks at sea, precluding an unassisted journey of 100 days or more. However, it is more than likely that the coconut variety Heyerdahl chose for his long sea voyage was of the large, fleshy, spherical niu vai type, which Harries observed to have a significantly shorter germination type and worse buoyancy than the uncultivated niu kafa type. Therefore, Heyerdahl’s observations cannot be considered conclusive when it comes to determining the independent dispersal ability of the uncultivated coconut.

 

Drift models based on wind and ocean currents have shown that coconuts could not have drifted across the Pacific unaided. This provides some circumstantial evidence that Austronesian peoples carried coconuts across the ocean and that they could not have dispersed worldwide without human agency. More recently, genomic analysis of cultivated coconut (Cocos nucifera L.) has shed light on the movements of Austronesian peoples. By examining 10 microsatellite loci, researchers found two genetically distinct subpopulations of coconut - one originating in the Indian Ocean, the other in the Pacific Ocean. However, admixture, the transfer of genetic material, evidently occurred between the two populations. Given that coconuts are ideally suited for ocean dispersal, individuals from one population possibly could have floated to the other. However, the locations of the admixture events are limited to Madagascar and coastal east Africa, and exclude the Seychelles. This pattern coincides with the known trade routes of Austronesian sailors. Additionally, a genetically distinct subpopulation of coconut on the Pacific coast of Latin America has undergone a genetic bottleneck resulting from a founder effect; however, its ancestral population is the Pacific coconut. This, together with their use of the South American sweet potato, suggests that Austronesian peoples may have sailed as far east as the Americas.

 

DISTRIBUTION

The coconut has spread across much of the tropics, probably aided in many cases by seafaring people. Coconut fruit in the wild are light, buoyant and highly water resistant, and evolved to disperse significant distances via marine currents. Specimens have been collected from the sea as far north as Norway. In the Hawaiian Islands, the coconut is regarded as a Polynesian introduction, first brought to the islands by early Polynesian voyagers from their homelands in Oceania. They have been found in the Caribbean and the Atlantic coasts of Africa and South America for less than 500 years, but evidence of their presence on the Pacific coast of South America predates Christopher Columbus's arrival in the Americas. They are now almost ubiquitous between 26°N and 26°S except for the interiors of Africa and South America.

  

NATURAL HABITAT

The coconut palm thrives on sandy soils and is highly tolerant of salinity. It prefers areas with abundant sunlight and regular rainfall (1500 mm to 2500 mm annually), which makes colonizing shorelines of the tropics relatively straightforward. Coconuts also need high humidity (70–80%+) for optimum growth, which is why they are rarely seen in areas with low humidity. However, they can be found in humid areas with low annual precipitation such as in Karachi, Pakistan, which receives only about 250 mm of rainfall per year, but is consistently warm and humid.

 

Coconut palms require warm conditions for successful growth, and are intolerant of cold weather. Some seasonal variation is tolerated, with good growth where mean summer temperatures are between 28 and 37 °C, and survival as long as winter temperatures are above 4–12 °C; they will survive brief drops to 0 °C. Severe frost is usually fatal, although they have been known to recover from temperatures of −4 °C. They may grow but not fruit properly in areas with insufficient warmth, such as Bermuda.

 

The conditions required for coconut trees to grow without any care are:

 

- Mean daily temperature above 12–13 °C every day of the year

- Mean annual rainfall above 1000 mm

- No or very little overhead canopy, since even small trees require direct sun

 

The main limiting factor for most locations which satisfy the rainfall and temperature requirements is canopy growth, except those locations near coastlines, where the sandy soil and salt spray limit the growth of most other trees.

 

DISEASES

Coconuts are susceptible to the phytoplasma disease lethal yellowing. One recently selected cultivar, the Maypan, has been bred for resistance to this disease.

 

PESTS

The coconut palm is damaged by the larvae of many Lepidoptera (butterfly and moth) species which feed on it, including Batrachedra spp.: B. arenosella, B. atriloqua (feeds exclusively on C. nucifera), B. mathesoni (feeds exclusively on C. nucifera), and B. nuciferae.

 

Brontispa longissima (coconut leaf beetle) feeds on young leaves, and damages both seedlings and mature coconut palms. In 2007, the Philippines imposed a quarantine in Metro Manila and 26 provinces to stop the spread of the pest and protect the $800 million Philippine coconut industry.

 

The fruit may also be damaged by eriophyid coconut mites (Eriophyes guerreronis). This mite infests coconut plantations, and is devastating: it can destroy up to 90% of coconut production. The immature seeds are infested and desapped by larvae staying in the portion covered by the perianth of the immature seed; the seeds then drop off or survive deformed. Spraying with wettable sulfur 0.4% or with neem-based pesticides can give some relief, but is cumbersome and labor-intensive.

 

In Kerala (India), the main coconut pests are the coconut mite, the rhinoceros beetle, the red palm weevil and the coconut leaf caterpillar. Research into countermeasures to these pests has as of 2009 yielded no results; researchers from the Kerala Agricultural University and the Central Plantation Crop Research Institute, Kasaragode continue to work on countermeasures. The Krishi Vigyan Kendra, Kannur under Kerala Agricultural University has developed an innovative extension approach called the compact area group approach (CAGA) to combat coconut mites.

 

PRODUCTION AND CULTIVATION

Coconut palms are grown in more than 90 countries of the world, with a total production of 62 million tonnes per year (table). Most of the world production is in tropical Asia, with Indonesia, the Philippines and India accounting collectively for 73% of the world total (table).

 

CULTIVATION

Coconut trees are hard to establish in dry climates, and cannot grow there without frequent irrigation; in drought conditions, the new leaves do not open well, and older leaves may become desiccated; fruit also tends to be shed.

 

The extent of cultivation in the tropics is threatening a number of habitats, such as mangroves; an example of such damage to an ecoregion is in the Petenes mangroves of the Yucatán.

 

HARVESTING

In some parts of the world (Thailand and Malaysia), trained pig-tailed macaques are used to harvest coconuts. Training schools for pig-tailed macaques still exist both in southern Thailand and in the Malaysian state of Kelantan. Competitions are held each year to find the fastest harvester.

 

INDIA

Traditional areas of coconut cultivation in India are the states of Kerala, Tamil Nadu, Karnataka, Puducherry, Andhra Pradesh, Goa, Maharashtra, Odisha, West Bengal and the islands of Lakshadweep and Andaman and Nicobar. As per 2013-14 statistics from Coconut Development Board of Government of India, four southern states combined account for almost 92% of the total production in the country: Tamil Nadu (31.93%), Kerala (27.54%), Karnataka (23.26%), and Andhra Pradesh (8.43%). Other states, such as Goa, Maharashtra, Odisha, West Bengal, and those in the northeast (Tripura and Assam) account for the remaining productions. Though Kerala has the largest number of coconut trees, in terms of production per hectare, Tamil Nadu leads all other states. In Tamil Nadu, Coimbatore and Tirupur regions top the production list.

 

Various terms, such as copra and coir, are derived from the native Malayalam language. In Kerala, the coconut tree is called "Thengu" also termed as kalpa vriksham, which essentially means all parts of a coconut tree is useful some way or other. In Tamil Nadu, a coconut tree is called as "Thennai maram" and tender coconut is called as "Ilaneer" in the native language.

 

MALDIVES

The coconut is the national tree of the Maldives and is considered the most important plant in the country. A coconut tree is also included in the country's national emblem or coat of arms. Coconut trees are grown on all the islands. Before modern construction methods were introduced, coconut leaves were used as roofing material for many houses in the islands, while coconut timber was used to build houses and boats.

 

MIDDLE EAST

The main coconut-producing area in the Middle East is the Dhofar region of Oman, but they can be grown all along the Persian Gulf, Arabian Sea and Red Sea coasts, because these seas are tropical and provide enough humidity (through seawater evaporation) for coconut trees to grow. The young coconut plants need to be nursed and irrigated with drip pipes until they are old enough (stem bulb development) to be irrigated with brackish water or seawater alone, after which they can be replanted on the beaches. In particular, the area around Salalah maintains large coconut plantations similar to those found across the Arabian Sea in Kerala. The reasons why coconut are cultivated only in Yemen's Al Mahrah and Hadramaut governorates and in the Sultanate of Oman, but not in other suitable areas in the Arabian Peninsula, may originate from the fact that Oman and Hadramaut had long dhow trade relations with Burma, Malaysia, Indonesia, East Africa and Zanzibar, as well as southern India and China. Omani people needed the coir rope from the coconut fiber to stitch together their traditional high seas-going dhow vessels in which nails were never used. The 'know how' of coconut cultivation and necessary soil fixation and irrigation may have found its way into Omani, Hadrami and Al-Mahra culture by people who returned from those overseas areas.

 

The coconut cultivars grown in Oman are generally of the drought-resistant Indian "West Coast tall" (WC Tall) variety. Unlike the UAE, which grows mostly non-native dwarf or hybrid coconut cultivars imported from Florida for ornamental purposes, the slender, tall Omani coconut cultivars are relatively well-adapted to the Middle East's hot dry seasons, but need longer to reach maturity. The Middle East's hot, dry climate favors the development of coconut mites, which cause immature seed dropping and may cause brownish-gray discoloration on the coconut's outer green fiber.

 

The ancient coconut groves of Dhofar were mentioned by the medieval Moroccan traveller Ibn Battuta in his writings, known as Al Rihla.[52] The annual rainy season known locally as Khareef or monsoon makes coconut cultivation easy on the Arabian east coast.

 

Coconut trees also are increasingly grown for decorative purposes along the coasts of the UAE and Saudi Arabia with the help of irrigation. The UAE has, however, imposed strict laws on mature coconut tree imports from other countries to reduce the spread of pests to other native palm trees, as the mixing of date and coconut trees poses a risk of cross-species palm pests, such as rhinoceros beetles and red palm weevils. The artificial landscaping adopted in Florida may have been the cause for lethal yellowing, a viral coconut palm disease that leads to the death of the tree. It is spread by host insects, that thrive on heavy turf grasses. Therefore, heavy turf grass environments (beach resorts and golf courses) also pose a major threat to local coconut trees. Traditionally, dessert banana plants and local wild beach flora such as Scaevola taccada and Ipomoea pes-caprae were used as humidity-supplying green undergrowth for coconut trees, mixed with sea almond and sea hibiscus. Due to growing sedentary life styles and heavy-handed landscaping, there has been a decline in these traditional farming and soil-fixing techniques.

 

SRI LANKA

An early mention of the planting of coconuts is found in the Mahavamsa during the reign of Agrabodhi II around 589 AD. Coconuts are common in the Sri Lankan diet and the main source of dietary fat.

 

UNITED STATES

In the United States coconut palms can be grown and reproduced outdoors without irrigation in Hawaii, southern and central Florida, and the territories of Puerto Rico, Guam, American Samoa, the U.S. Virgin Islands, and the Commonwealth of the Northern Mariana Islands.

 

In Florida, Coconut palms will grow from coastal Pinellas County and St. Petersburg southwards on Florida's west coast, and Melbourne southwards on Florida's east coast. The occasional coconut palm is seen north of these areas in favoured microclimates in Tampa and Clearwater, as well as around Cape Canaveral and Daytona Beach on the east coast. They reach fruiting maturity, but can be damaged or killed by the occasional winter freezes in these areas. In South Texas they may also be grown in favoured microclimates around the Rio Grande Valley near Brownsville, and as far north as Corpus Christi , however more severe cold snaps keep them from producing viable fruit.

 

AUSTRALIA

Coconuts are commonly grown around the northern coast of Australia, and in some warmer parts of New South Wales.

 

BERMUDA

Most of the tall mature coconut trees found in Bermuda were shipped to the island as seedlings on the decks of ships. In more recent years, the importation of coconuts was prohibited, therefore, a large proportion of the younger trees have been propagated from locally grown coconuts.

 

In the winter months, the growth rate of coconut trees declines due to cooler temperatures and people have commonly attributed this to the reduced yield of coconuts in comparison to tropical regions. However, whilst cooler winter temperatures may be a factor in reducing fruit production, the primary reason for the reduced yield is a lack of water. Bermuda's soil is generally very shallow (1.5 to 3 feet) and much of a coconut tree's root mass is found in the porous limestone underneath the soil. Due to the porosity of the limestone, Bermuda's coconut trees do not generally have a sufficient supply of water with which they are able to support a large number of fruit as rain water quickly drains down through the limestone layer to the water table which is far too deep for a coconut's roots to reach. This typically leads to a reduction in fruit yield (sometimes as little as one or two mature fruits) as well as a reduced milk content inside the coconut that often causes the fruit to be infertile.

 

Conversely, trees growing in close proximity to the sea almost universally yield a much greater volume of fruit as they are able to tap directly into the sea water which permeates the limestone in such areas. Not only do these trees produce a significantly higher yield, but also the fruit itself tends to be far more fertile due to the higher milk content. Trees found growing in Bermuda's marshy inland areas enjoy a similar degree of success as they are also able to tap directly into a constant supply of water.

 

EUROPE

As a tropical plant, coconut is not native to Europe, but grows in tropical territories of European countries, such as Martinique and Guadeloupe (France), the Canary Islands (Spain) and Madeira (Portugal).

 

COOLER CLIMATES

In cooler climates (but not less than USDA Zone 9), a similar palm, the queen palm (Syagrus romanzoffiana), is used in landscaping. Its fruits are very similar to the coconut, but much smaller. The queen palm was originally classified in the genus Cocos along with the coconut, but was later reclassified in Syagrus. A recently discovered palm, Beccariophoenix alfredii from Madagascar, is nearly identical to the coconut, more so than the queen palm and can also be grown in slightly cooler climates than the coconut palm. Coconuts can only be grown in temperatures above 18 °C and need a daily temperature above 22 °C to produce fruit.

 

USES

The coconut palm is grown throughout the tropics for decoration, as well as for its many culinary and nonculinary uses; virtually every part of the coconut palm can be used by humans in some manner and has significant economic value. Coconuts' versatility is sometimes noted in its naming. In Sanskrit, it is kalpa vriksha ("the tree which provides all the necessities of life"). In the Malay language, it is pokok seribu guna ("the tree of a thousand uses"). In the Philippines, the coconut is commonly called the "tree of life".

 

COOKING

The various parts of the coconut have a number of culinary uses. The seed provides oil for frying, cooking, and making margarine. The white, fleshy part of the seed, the coconut meat, is used fresh or dried in cooking, especially in confections and desserts such as macaroons. Desiccated coconut or coconut milk made from it is frequently added to curries and other savory dishes. Coconut flour has also been developed for use in baking, to combat malnutrition. Coconut chips have been sold in the tourist regions of Hawaii and the Caribbean. Coconut butter is often used to describe solidified coconut oil, but has also been adopted as a name by certain specialty products made of coconut milk solids or puréed coconut meat and oil. Dried coconut is also used as the filling for many chocolate bars. Some dried coconut is purely coconut but others are manufactured with other ingredients, such as sugar, propylene glycol, salt, and sodium metabisulfite. Some countries in South East Asia use special coconut mutant called Kopyor (in Indonesian) or macapuno (in Philippines) as a dessert drinks.

 

NUTRITION

Per 100 gram serving with 354 calories, raw coconut meat supplies a high amount of total fat (33 grams), especially saturated fat (89% of total fat) and carbohydrates (24 grams) (table). Micronutrients in significant content include the dietary minerals, manganese, iron, phosphorus and zinc (table).

 

COCONUT WATER

Coconut water serves as a suspension for the endosperm of the coconut during its nuclear phase of development. Later, the endosperm matures and deposits onto the coconut rind during the cellular phase. It is consumed throughout the humid tropics, and has been introduced into the retail market as a processed sports drink. Mature fruits have significantly less liquid than young, immature coconuts, barring spoilage. Coconut water can be fermented to produce coconut vinegar.

 

Per 100 gram (100 ml) serving, coconut water contains 19 calories and no significant content of essential nutrients.

 

COCONUT MILK

Coconut milk, not to be confused with coconut water, is obtained primarily by extracting juice by pressing the grated coconut white kernel or by passing hot water or milk through grated coconut, which extracts the oil and aromatic compounds. It has a total fat content of 24%, most of which (89%) is saturated fat, with lauric acid as a major fatty acid. When refrigerated and left to set, coconut cream will rise to the top and separate from the milk. The milk can be used to produce virgin coconut oil by controlled heating and removal of the oil fraction.

 

A protein-rich powder can be processed from coconut milk following centrifugation, separation and spray drying.

 

COCONUT OIL

Another byproduct of the coconut is coconut oil. It is commonly used in cooking, especially for frying. It can be used in liquid form as would other vegetable oils, or in solid form as would butter or lard.

 

TODDY AND NECTAR

The sap derived from incising the flower clusters of the coconut is drunk as neera, also known as toddy or tuba (Philippines), tuak (Indonesia and Malaysia) or karewe (fresh and not fermented, collected twice a day, for breakfast and dinner) in Kiribati. When left to ferment on its own, it becomes palm wine. Palm wine is distilled to produce arrack. In the Philippines, this alcoholic drink is called lambanog or "coconut vodka".

 

The sap can be reduced by boiling to create a sweet syrup or candy such as te kamamai in Kiribati or dhiyaa hakuru and addu bondi in the Maldives. It can be reduced further to yield coconut sugar also referred to as palm sugar or jaggery. A young, well-maintained tree can produce around 300 liters of toddy per year, while a 40-year-old tree may yield around 400 liters.

 

HEART OF PALM AND COCONUT SPROUT

Apical buds of adult plants are edible, and are known as "palm cabbage" or heart of palm. They are considered a rare delicacy, as harvesting the buds kills the palms. Hearts of palm are eaten in salads, sometimes called "millionaire's salad". Newly germinated coconuts contain an edible fluff of marshmallow-like consistency called coconut sprout, produced as the endosperm nourishes the developing embryo.

 

INDONESIA

Coconut is an indispensable ingredient in Indonesian cooking. Coconut meat, coconut milk and coconut water are often used in main courses, desserts and soups throughout the archipelago. In the island of Sumatra, the famous Rendang, the traditional beef stew from West Sumatra, chunks of beef are cooked in coconut milk along with other spices for hours until thickened. In Jakarta, "Soto Babat" or beef tripe soup also uses coconut milk. In the island of Java, the sweet and savoury "Tempe Bacem" is made by cooking tempeh with coconut water, coconut sugar and other spices until thickened. "Klapertart" is the famous Dutch-influenced dessert from Manado, North Celebes, that uses young coconut meat and coconut milk. In 2010, Indonesia increased its coconut production. It is now the world's second largest producer of coconuts. The gross production was 15 million tonnes. A sprouting coconut seed is the logo for Gerakan Pramuka Indonesia, the Indonesian Scouting organization. It can be seen on all the scouting paraphernalia that elementary (SMA) school children wear as well as on the scouting pins and flags.

 

PHILIPPINES

The Philippines is the world's largest producer of coconuts; the production of coconuts plays an important role in the economy. Coconuts in the Philippines are usually used in making main dishes, refreshments and desserts. Coconut juice is also a popular drink in the country. In the Philippines, particularly Cebu, rice is wrapped in coconut leaves for cooking and subsequent storage; these packets are called puso. Coconut milk, known as gata, and grated coconut flakes are used in the preparation of dishes such as laing, ginataan, bibingka, ube halaya, pitsi-pitsi, palitaw, buko and coconut pie. Coconut jam is made by mixing muscovado sugar with coconut milk. Coconut sport fruits are also harvested. One such variety of coconut is known as macapuno. Its meat is sweetened, cut into strands and sold in glass jars as coconut strings, sometimes labeled as "gelatinous mutant coconut". Coconut water can be fermented to make a different product - nata de coco (coconut gel).

 

VIETNAM

In Vietnam, coconut is grown abundantly across Central and Southern Vietnam, and especially in Bến Tre Province, often called the "land of the coconut". It is used to make coconut candy, caramel, and jelly. Coconut juice and coconut milk are used, especially in Vietnam's southern style of cooking, including kho, chè and curry (cà ri).

 

INDIA

In southern India, most common way of cooking vegetables is to add grated coconut and then steam them with spices fried in oil. People from southern India also make chutney, which involves grinding the coconut with salt, chillies, and whole spices. Uruttu chammanthi (granulated chutney) is eaten with rice or kanji (rice gruel). It is also invariably the main side dish served with idli, vadai, and dosai. Coconut ground with spices is also mixed in sambar and other various lunch dishes for extra taste. Dishes garnished with grated coconut are generally referred to as poduthol in North Malabar and thoran in rest of Kerala. Puttu is a culinary delicacy of Kerala and Tamil Nadu, in which layers of coconut alternate with layers of powdered rice, all of which fit into a bamboo stalk. Recently, this has been replaced with a steel or aluminium tube, which is then steamed over a pot. Coconut (Tamil: தேங்காய்) is regularly broken in the middle-class families in Tamil Nadu for food. Coconut meat can be eaten as a snack sweetened with jaggery or molasses. In Karnataka sweets are prepared using coconut and dry coconut "copra"., Like Kaie Obattu, Kobri mitai etc.

 

WIKIPEDIA

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)

TAIWAN STRAIT (Feb. 4, 2021) - The Arleigh Burke-class guided-missile destroyer USS John S. McCain (DDG 56) is conducting routine underway operations in support of stability and security for a free and open Indo-Pacific. McCain is forward-deployed to the U.S. 7th Fleet area of operations in support of security and stability in the Indo-Pacific region. (Photo by Mass Communication Specialist 2nd Class Markus Castaneda) 210204-N-WI365-1005

 

** Interested in following U.S. Indo-Pacific Command? Engage and connect with us at www.facebook.com/indopacom | twitter.com/INDOPACOM |

www.instagram.com/indopacom | www.flickr.com/photos/us-pacific-command; | www.youtube.com/user/USPacificCommand | www.pacom.mil/ **

 

YOKOSUKA, Japan (Dec. 1, 2017) The Los Angeles-class attack submarine USS Tucson (SSN 770) arrives at Fleet Activities 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 1st Class Brian G. Reynolds/Released) (U.S. Navy photo by Mass Communication Specialist 1st Class Brian G. Reynolds/Released)

Rue Anemone (Thalictrum thalictroides; a.k.a. Anemonella thalictroides) - Ken Lockwood Gorge, South Branch of the Raritan River, Califon, New Jersey

 

I found this guy right next to the northern most parking area at the southern entrance to the gorge, and picked this particular plant because I liked the way the leaves framed the blossom. It was leaning against the leaf of a large sedge grass that gave it stability, and when I bent the grass over to make this capture the stability was sacrificed and I wound up taking a dozen or so picks before the breeze was sufficiently calm enough to make this relatively crisp capture at 1/6th second. But yet another of the sacrifices we make for isolation and composition.

PHILIPPINE SEA (Sept. 16, 2020) A visit, board, search and seizure team from the amphibious transport dock ship USS New Orleans (LPD 18) approaches a simulated suspect vessel during a training exercise. New Orleans, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelby Sanders)

Must attribute with link to: www.ptpioneer.com

Image of a girl working out Outside doing stability ball Crunches with arms crossed in a park.

Si sciolgono le nevi......l' acqua della Fiume diventa azzurra e fredda il suo impeto si scaglia sui massi che si oppongono inutilmente alla sua forza. Eppure quei vecchi plinti resistono anno dopo anno, stagione su stagione...quei poveri cristi che come soldati di un tempo glorioso a fatica ormai sorreggono il peso del mondo.

 

Chi vuole intendere intenda.....metafora dei tempi moderni.

------------------------------------------

Melt the snow......l 'water becomes blue and cold its impetus lashes on the boulders that oppose unnecessarily to its power. Yet those old plinths stand up year after year, season upon season...those poor bastards who like soldiers in a glorious time to fatigue now support the weight of the world.

 

Who wants to hear.....metaphor of modern times.

 

Ponte della Priula - Treviso - Veneto - ITALY

Name:Isla-B

MMSI:232007860 [UK]

Callsign:MNVM2

Type:Fishing (30)

Details:General Cargo

Size:20m x 6m x 3.4m

Built:2007

 

CALLSIGN: M.N.V.M.2

MMSI: 232007860

L.O.A: 26.6 M

BEAM: 6 M

DRAFT: 3.5 M (max)

 

MAIN ENGINE: Cummins KT19M3

GENERATOR: Lister Petter 240v

WINCH: 20 ton trawl winch (4 drums) 2 x 5 ton tugger winches

  

ELECTRONIC EQUIPMENT

Olex 3d seabed mapping chart plotter with AIS overlay (ecdis compliant)

JRC 96nm ARPA radar-chart overlay-ais overlay

Furuno 48nm ARPA radar

Simrad AP70 autopilot

Furuno echo sounder

Furuno GPS compass

Sailor DSC VHF

Icom DSC VHF-

Email + internet

  

INFORMATION

Vessel workboat coded category 2. (60 mile)

2/3 or 4 man crew depending on requirements also MCA compliant.

1 x 1 berth cabin-1 x 2 cabin - skippers cabin

Shower & toilet.

Fresh water 3000 Litres

Chilled fish hold (minus 10)

Total endurance at sea is 28 days.

Full stability book.

 

AVAILABLE FOR

Guard Vessel Duties

Trawl Surveys

Grab Sampling

Traffic Surveys

MMO Surveys

Ornithological & Marine Mammal surveys

Benthic surveys Grab and Beam trawl.

Fish/Shellfish surveys.

SOUTH CHINA SEA (Sept. 6, 2020) A Force Reconnaissance Marine with Command Element, 31st Marine Expeditionary Unit (MEU) performs a simulated breach utilizing a welding torch during a visit, board, search and seizure exercise aboard the amphibious dock landing ship USS Germantown (LSD 42). Germantown, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners, and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Taylor DiMartino)

+++ 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:

The English Electric Skyspark was a British fighter aircraft that served as an interceptor during the 1960s, the 1970s and into the late 1980s. It remains the only UK-designed-and-built fighter capable of Mach 2. The Skyspark was designed, developed, and manufactured by English Electric, which was later merged into the newly-formed British Aircraft Corporation. Later the type was marketed as the BAC Skyspark.

 

The specification for the aircraft followed the cancellation of the Air Ministry's 1942 E.24/43 supersonic research aircraft specification which had resulted in the Miles M.52 program. W.E.W. "Teddy" Petter, formerly chief designer at Westland Aircraft, was a keen early proponent of Britain's need to develop a supersonic fighter aircraft. In 1947, Petter approached the Ministry of Supply (MoS) with his proposal, and in response Specification ER.103 was issued for a single research aircraft, which was to be capable of flight at Mach 1.5 (1,593 km/h) and 50,000 ft (15,000 m).

 

Petter initiated a design proposal with F W "Freddie" Page leading the design and Ray Creasey responsible for the aerodynamics. As it was designed for Mach 1.5, it had a 40° swept wing to keep the leading edge clear of the Mach cone. To mount enough power into the airframe, two engines were installed, in an unusual, stacked layout and with a high tailplane This proposal was submitted in November 1948, and in January 1949 the project was designated P.1 by English Electric. On 29 March 1949 MoS granted approval to start the detailed design, develop wind tunnel models and build a full-size mock-up.

 

The design that had developed during 1948 evolved further during 1949 to further improve performance. To achieve Mach 2 the wing sweep was increased to 60° with the ailerons moved to the wingtips. In late 1949, low-speed wind tunnel tests showed that a vortex was generated by the wing which caused a large downwash on the initial high tailplane; this issue was solved by lowering the tail below the wing. Following the resignation of Petter, Page took over as design team leader for the P.1. In 1949, the Ministry of Supply had issued Specification F23/49, which expanded upon the scope of ER103 to include fighter-level manoeuvring. On 1 April 1950, English Electric received a contract for two flying airframes, as well as one static airframe, designated P.1.

 

The Royal Aircraft Establishment disagreed with Petter's choice of sweep angle (60 degrees) and the stacked engine layout, as well as the low tailplane position, was considered to be dangerous, too. To assess the effects of wing sweep and tailplane position on the stability and control of Petter's design Short Brothers were issued a contract, by the Ministry of Supply, to produce the Short SB.5 in mid-1950. This was a low-speed research aircraft that could test sweep angles from 50 to 69 degrees and tailplane positions high or low. Testing with the wings and tail set to the P.1 configuration started in January 1954 and confirmed this combination as the correct one. The proposed 60-degree wing sweep was retained, but the stacked engines had to give way to a more conventional configuration with two engines placed side-by-side in the tail, but still breathing through a mutual nose air intake.

 

From 1953 onward, the first three prototype aircraft were hand-built at Samlesbury. These aircraft had been assigned the aircraft serials WG760, WG763, and WG765 (the structural test airframe). The prototypes were powered by un-reheated Armstrong Siddeley Sapphire turbojets, as the selected Rolls-Royce Avon engines had fallen behind schedule due to their own development problems. Since there was not much space in the fuselage for fuel, the thin wings became the primary fuel tanks and since they also provided space for the stowed main undercarriage the fuel capacity was relatively small, giving the prototypes an extremely limited endurance. The narrow tires housed in the thin wings rapidly wore out if there was any crosswind component during take-off or landing. Outwardly, the prototypes looked very much like the production series, but they were distinguished by the rounded-triangular air intake with no center-body at the nose, short fin, and lack of operational equipment.

 

On 9 June 1952, it was decided that there would be a second phase of prototypes built to develop the aircraft toward achieving Mach 2.0 (2,450 km/h); these were designated P.1B while the initial three prototypes were retroactively reclassified as P.1A. P.1B was a significant improvement on P.1A. While it was similar in aerodynamics, structure and control systems, it incorporated extensive alterations to the forward fuselage, reheated Rolls Royce Avon R24R engines, a conical center body inlet cone, variable nozzle reheat and provision for weapons systems integrated with the ADC and AI.23 radar. Three P.1B prototypes were built, assigned serials XA847, XA853 and XA856.

 

In May 1954, WG760 and its support equipment were moved to RAF Boscombe Down for pre-flight ground taxi trials; on the morning of 4 August 1954, WG760 flew for the first time from Boscombe Down. One week later, WG760 officially achieved supersonic flight for the first time, having exceeded the speed of sound during its third flight. While WG760 had proven the P.1 design to be viable, it was plagued by directional stability problems and a dismal performance: Transonic drag was much higher than expected, and the aircraft was limited to Mach 0.98 (i.e. subsonic), with a ceiling of just 48,000 ft (14,630 m), far below the requirements.

 

To solve the problem and save the P.1, Petter embarked on a major redesign, incorporating the recently discovered area rule, while at the same time simplifying production and maintenance. The redesign entailed a new, narrower canopy, a revised air intake, a pair of stabilizing fins under the rear fuselage, and a shallow ventral fairing at the wings’ trailing edge that not only reduced the drag coefficient along the wing/fuselage intersection, it also provided space for additional fuel.

On 4 April 1957 the modified P.1B (XA847) made the first flight, immediately exceeding Mach 1. During the early flight trials of the P.1B, speeds in excess of 1,000 mph were achieved daily.

In late October 1958, the plane was officially presented. The event was celebrated in traditional style in a hangar at Royal Aircraft Establishment (RAE) Farnborough, with the prototype XA847 having the name ‘Skyspark’ freshly painted on the nose in front of the RAF Roundel, which almost covered it. A bottle of champagne was put beside the nose on a special rig which allowed the bottle to safely be smashed against the side of the aircraft.

On 25 November 1958 the P.1B XA847 reached Mach 2 for the first time. This made it the second Western European aircraft to reach Mach 2, the first one being the French Dassault Mirage III just over a month earlier on 24 October 1958

 

The first operational Skyspark, designated Skyspark F.1, was designed as a pure interceptor to defend the V Force airfields in conjunction with the "last ditch" Bristol Bloodhound missiles located either at the bomber airfield, e.g. at RAF Marham, or at dedicated missile sites near to the airfield, e.g. at RAF Woodhall Spa near the Vulcan station RAF Coningsby. The bomber airfields, along with the dispersal airfields, would be the highest priority targets in the UK for enemy nuclear weapons. To best perform this intercept mission, emphasis was placed on rate-of-climb, acceleration, and speed, rather than range – originally a radius of operation of only 150 miles (240 km) from the V bomber airfields was specified – and endurance. Armament consisted of a pair of 30 mm ADEN cannon in front of the cockpit, and two pylons for IR-guided de Havilland Firestreak air-to-air missiles were added to the lower fuselage flanks. These hardpoints could, alternatively, carry pods with unguided 55 mm air-to-air rockets. The Ferranti AI.23 onboard radar provided missile guidance and ranging, as well as search and track functions.

 

The next two Skyspark variants, the Skyspark F.1A and F.2, incorporated relatively minor design changes, but for the next variant, the Skyspark F.3, they were more extensive: The F.3 had higher thrust Rolls-Royce Avon 301R engines, a larger squared-off fin that improved directional stability at high speed further and a strengthened inlet cone allowing a service clearance to Mach 2.0 (2,450 km/h; the F.1, F.1A and F.2 were all limited to Mach 1.7 (2,083 km/h). An upgraded A.I.23B radar and new, radar-guided Red Top missiles offered a forward hemisphere attack capability, even though additional electronics meant that the ADEN guns had to be deleted – but they were not popular in their position in front of the windscreen, because the muzzle flash blinded the pilot upon firing. The new engines and fin made the F.3 the highest performance Skyspark yet, but this came at a steep price: higher fuel consumption, resulting in even shorter range. From this basis, a conversion trainer with a side-by-side cockpit, the T.4, was created.

 

The next interceptor variant was already in development, but there was a need for an interim solution to partially address the F.3's shortcomings, the F.3A. The F.3A introduced two major improvements: a larger, non-jettisonable, 610-imperial-gallon (2,800 L) ventral fuel tank, resulting in a much deeper and longer belly fairing, and a new, kinked, conically cambered wing leading edge. The conically cambered wing improved manoeuvrability, especially at higher altitudes, and it offered space for a slightly larger leading edge fuel tank, raising the total usable internal fuel by 716 imperial gallons (3,260 L). The enlarged ventral tank not only nearly doubled available fuel, it also provided space at its front end for a re-instated pair of 30 mm ADEN cannon with 120 RPG. Alternatively, a retractable pack with unguided 55 mm air-to-air rockets could be installed, or a set of cameras for reconnaissance missions. The F.3A also introduced an improved A.I.23B radar and the new IR-guided Red Top missile, which was much faster and had greater range and manoeuvrability than the Firestreak. Its improved infrared seeker enabled a wider range of engagement angles and offered a forward hemisphere attack capability that would allow the Skyspark to attack even faster bombers (like the new, supersonic Tupolev T-22 Blinder) through a collision-course approach.

Wings and the new belly tank were also immediately incorporated in a second trainer variant, the T.5.

 

The ultimate variant, the Skyspark F.6, was nearly identical to the F.3A, with the exception that it could carry two additional 260-imperial-gallon (1,200 L) ferry tanks on pylons over the wings. These tanks were jettisonable in an emergency and gave the F.6 a substantially improved deployment capability, even though their supersonic drag was so high that the extra fuel would only marginally raise the aircraft’s range when flying beyond the sound barrier for extended periods.

 

Finally, there was the Skyspark F.2A; it was an early production F.2 upgraded with the new cambered wing, the squared fin, and the 610 imperial gallons (2,800 L) ventral tank. However, the F.2A retained the old AI.23 radar, the IR-guided Firestreak missile and the earlier Avon 211R engines. Although the F.2A lacked the thrust of the later Skysparks, it had the longest tactical range of all variants, and was used for low-altitude interception over West Germany.

 

The first Skysparks to enter service with the RAF, three pre-production P.1Bs, arrived at RAF Coltishall in Norfolk on 23 December 1959, joining the Air Fighting Development Squadron (AFDS) of the Central Fighter Establishment, where they were used to clear the Skyspark for entry into service. The production Skyspark F.1 entered service with the AFDS in May 1960, allowing the unit to take part in the air defence exercise "Yeoman" later that month. The Skyspark F.1 entered frontline squadron service with 74 Squadron at Coltishall from 11 July 1960. This made the Skyspark the second Western European-built combat aircraft with true supersonic capability to enter service and the second fully supersonic aircraft to be deployed in Western Europe (the first one in both categories being the Swedish Saab 35 Draken on 8 March 1960 four months earlier).

 

The aircraft's radar and missiles proved to be effective, and pilots reported that the Skyspark was easy to fly. However, in the first few months of operation the aircraft's serviceability was extremely poor. This was due to the complexity of the aircraft systems and shortages of spares and ground support equipment. Even when the Skyspark was not grounded by technical faults, the RAF initially struggled to get more than 20 flying hours per aircraft per month compared with the 40 flying hours that English Electric believed could be achieved with proper support. In spite of these concerns, within six months of the Skyspark entering service, 74 Squadron was able to achieve 100 flying hours per aircraft.

 

Deliveries of the slightly improved Skyspark F.1A, with revised avionics and provision for an air-to-air refueling probe, allowed two more squadrons, 56 and 111 Squadron, both based at RAF Wattisham, to convert to the Skyspark in 1960–1961. The Skyspark F.1 was only ordered in limited numbers and served only for a short time; nonetheless, it was viewed as a significant step forward in Britain's air defence capabilities. Following their replacement from frontline duties by the introduction of successively improved Skyspark variants, the remaining F.1 aircraft were employed by the Skyspark Conversion Squadron.

The improved F.2 entered service with 19 Squadron at the end of 1962 and 92 Squadron in early 1963. Conversion of these two squadrons was aided by the of the two-seat T.4 and T.5 trainers (based on the F.3 and F.3A/F.6 fighters), which entered service with the Skyspark Conversion Squadron (later renamed 226 Operational Conversion Unit) in June 1962. While the OCU was the major user of the two-seater, small numbers were also allocated to the front-line fighter squadrons. More F.2s were produced than there were available squadron slots, so later production aircraft were stored for years before being used operationally; some of these Skyspark F.2s were converted to F.2As.

 

The F.3, with more powerful engines and the new Red Top missile was expected to be the definitive Skyspark, and at one time it was planned to equip ten squadrons, with the remaining two squadrons retaining the F.2. However, the F.3 also had only a short operational life and was withdrawn from service early due to defence cutbacks and the introduction of the even more capable and longer-range F.6, some of which were converted F.3s.

 

The introduction of the F.3 and F.6 allowed the RAF to progressively reequip squadrons operating aircraft such as the subsonic Gloster Javelin and retire these types during the mid-1960s. During the 1960s, as strategic awareness increased and a multitude of alternative fighter designs were developed by Warsaw Pact and NATO members, the Skyspark's range and firepower shortcomings became increasingly apparent. The transfer of McDonnell Douglas F-4 Phantom IIs from Royal Navy service enabled these much longer-ranged aircraft to be added to the RAF's interceptor force, alongside those withdrawn from Germany as they were replaced by SEPECAT Jaguars in the ground attack role.

The Skyspark's direct replacement was the Tornado F.3, an interceptor variant of the Panavia Tornado. The Tornado featured several advantages over the Skyspark, including far larger weapons load and considerably more advanced avionics. Skysparks were slowly phased out of service between 1974 and 1988, even though they lasted longer than expected because the definitive Tornado F.3 went through serious teething troubles and its service introduction was delayed several times. In their final years, the Skysparks’ airframes required considerable maintenance to keep them airworthy due to the sheer number of accumulated flight hours.

  

General characteristics:

Crew: 1

Length: 51 ft 2 in (15,62 m) fuselage only

57 ft 3½ in (17,50 m) including pitot

Wingspan: 34 ft 10 in (10.62 m)

Height: 17 ft 6¾ in (5.36 m)

Wing area: 474.5 sq ft (44.08 m²)

Empty weight: 31,068 lb (14,092 kg) with armament and no fuel

Gross weight: 41,076 lb (18,632 kg) with two Red Tops, ammunition, and internal fuel

Max. takeoff weight: 45,750 lb (20,752 kg)

 

Powerplant:

2× Rolls-Royce Avon 301R afterburning turbojet engines,

12,690 lbf (56.4 kN) thrust each dry, 16,360 lbf (72.8 kN) with afterburner

 

Performance:

Maximum speed: Mach 2.27 (1,500 mph+ at 40,000 ft)

Range: 738 nmi (849 mi, 1,367 km)

Combat range: 135 nmi (155 mi, 250 km) supersonic intercept radius

Range: 800 nmi (920 mi, 1,500 km) with internal fuel

1,100 nmi (1,300 mi; 2,000 km) with external overwing tanks

Service ceiling: 60,000 ft (18,000 m)

Zoom ceiling: 70,000 ft (21,000 m)

Rate of climb: 20,000 ft/min (100 m/s) sustained to 30,000 ft (9,100 m)

Zoom climb: 50,000 ft/min

Time to altitude: 2.8 min to 36,000 ft (11,000 m)

Wing loading: 76 lb/sq ft (370 kg/m²) with two AIM-9 and 1/2 fuel

Thrust/weight: 0.78 (1.03 empty)

 

Armament:

2× 30 mm (1.181 in) ADEN cannon with 120 RPG in the lower fuselage

2× forward fuselage hardpoints for a single Firestreak or Red Top AAM each

2× overwing pylon stations for 2.000 lb (907 kg each)

for 260 imp gal (310 US gal; 1,200 l) ferry tanks

  

The kit and its assembly:

This build was a submission to the “Hunter, Lightning, Canberra” group build at whatifmodellers.com, and one of my personal ultimate challenges – a project that you think about very often, but the you put the thought back into its box when you realize that turning this idea into hardware will be a VERY tedious, complex and work-intensive task. But the thematic group build was the perfect occasion to eventually tackle the idea of a model of a “side-by-side engine BAC Lightning”, a.k.a. “Flatning”, as a rather conservative alternative to the real aircraft’s unique and unusual design with stacked engines in the fuselage, which brought a multitude of other design consequences that led to a really unique aircraft.

 

And it sound so simple: take a Lightning, just change the tail section. But it’s not that simple, because the whole fuselage shape would be different, resulting in less depth, the wings have to be attached somewhere and somehow, the landing gear might have to be adjusted/shortened, and how the fuselage diameter shape changes along the hull, so that you get a more or less smooth shape, was also totally uncertain!

 

Initially I considered a MiG Ye-152 as a body donor, but that was rejected due to the sheer price of the only available kit (ModelSvit). A Chinese Shenyang J-8I would also have been ideal – but there’s not 1:72 kit of this aircraft around, just of its successor with side intakes, a 1:72 J-8II from trumpeter.

I eventually decided to keep costs low, and I settled for the shaggy PM Model Su-15 (marketed as Su-21) “Flagon” as main body donor: it’s cheap, the engines have a good size for Avons and the pen nib fairing has a certain retro touch that goes well with the Lightning’s Fifties design.

The rest of this "Flatning" came from a Hasegawa 1:72 BAC Lightning F.6 (Revell re-boxing).

 

Massive modifications were necessary and lots of PSR. In an initial step the Flagon lost its lower wing halves, which are an integral part of the lower fuselage half. The cockpit section was cut away where the intake ducts begin. The Lightning had its belly tank removed (set aside for a potential later re-installation), and dry-fitting and crude measures suggested that only the cockpit section from the Lightning, its spine and the separate fin would make it onto the new fuselage.

 

Integrating the parts was tough, though! The problem that caused the biggest headaches: how to create a "smooth" fuselage from the Lightning's rounded front end with a single nose intake that originally develops into a narrow, vertical hull, combined with the boxy and rather wide Flagon fuselage with large Phantom-esque intakes? My solution: taking out deep wedges from all (rather massive) hull parts along the intake ducts, bend the leftover side walls inwards and glue them into place, so that the width becomes equal with the Lightning's cockpit section. VERY crude and massive body work!

 

However, the Lightning's cockpit section for the following hull with stacked engines is much deeper than the Flagon's side-by-side layout. My initial idea was to place the cockpit section higher, but I would have had to transplant a part of the Lightning's upper fuselage (with the spine on top, too!) onto the "flat" Flagon’s back. But this would have looked VERY weird, and I'd have had to bridge the round ventral shape of the Lightning into the boxy Flagon underside, too. This was no viable option, so that the cockpit section had to be further modified; I cut away the whole ventral cockpit section, at the height of the lower intake lip. Similar to my former Austrian Hasegawa Lightning, I also cut away the vertical bulkhead directly behind the intake opening - even though I did not improve the cockpit with a better tub with side consoles. At the back end, the Flagon's jet exhausts were opened and received afterburner dummies inside as a cosmetic upgrade.

 

Massive PSR work followed all around the hull. The now-open area under the cockpit was filled with lead beads to keep the front wheel down, and I implanted a landing gear well (IIRC, it's from an Xtrakit Swift). With the fuselage literally taking shape, the wings were glued together and the locator holes for the overwing tanks filled, because they would not be mounted.

 

To mount the wings to the new hull, crude measurements suggested that wedges had to be cut away from the Lightning's wing roots to match the weird fuselage shape. They were then glued to the shoulders, right behind the cockpit due to the reduced fuselage depth. At this stage, the Lightning’s stabilizer attachment points were transplanted, so that they end up in a similar low position on the rounded Su-15 tail. Again, lots of PSR…

 

At this stage I contemplated the next essential step: belly tank or not? The “Flatning” would have worked without it, but its profile would look rather un-Lightning-ish and rather “flat”. On the other side, a conformal tank would probably look quite strange on the new wide and flat ventral fuselage...? Only experiments could yield an answer, so I glued together the leftover belly bulge parts from the Hasegawa kit and played around with it. I considered a new, wider belly tank, but I guess that this would have looked too ugly. I eventually settled upon the narrow F.6 tank and also used the section behind it with the arrestor hook. I just reduced its depth by ~2 mm, with a slight slope towards the rear because I felt (righteously) that the higher wing position would lower the model’s stance. More massive PSR followed….

 

Due to the expected poor ground clearance, the Lightning’s stabilizing ventral fins were mounted directly under the fuselage edges rather than on the belly tank. Missile pylons for Red Tops were mounted to the lower front fuselage, similar to the real arrangement, and cable fairings, scratched from styrene profiles, were added to the lower flanks, stretching the hull optically and giving more structure to the hull.

 

To my surprise, I did not have to shorten the landing gear’s main legs! The wings ended up a little higher on the fuselage than on the original Lightning, and the front wheel sits a bit further back and deeper inside of its donor well, too, so that the fuselage comes probably 2 mm closer to the ground than an OOB Lightning model. Just like on the real aircraft, ground clearance is marginal, but when the main wheels were finally in place, the model turned out to have a low but proper stance, a little F8U-ish.

  

Painting and markings:

I was uncertain about the livery for a long time – I just had already settled upon an RAF aircraft. But the model would not receive a late low-viz scheme (the Levin, my mono-engine Lightning build already had one), and no NMF, either. I was torn between an RAF Germany all-green over NMF undersides livery, but eventually went for a pretty standard RAF livery in Dark Sea Grey/Dark Green over NMF undersides, with toned-down post-war roundels.

A factor that spoke in favor of this route was a complete set of markings for an RAF 11 Squadron Lightning F.6 in such a guise on an Xtradecal set, which also featured dayglo orange makings on fin, wings and stabilizers – quite unusual, and a nice contrast detail on the otherwise very conservative livery. All stencils were taken from the OOB Revell sheet for the Lightning. Just the tactical code “F” on the tail was procured elsewhere, it comes from a Matchbox BAC Lightning’s sheet.

 

After basic painting the model received the usual black ink washing, some post-panel-shading and also a light treatment with graphite to create soot strains around the jet exhausts and the gun ports, and to emphasize the raised panel lines on the Hasegawa parts.

 

Finally, the model was sealed with matt acrylic varnish and final bits and pieces like the landing gear and the Red Tops (taken OOB) were mounted.

  

A major effort, and I have seriously depleted my putty stocks for this build! However, the result looks less spectacular than it actually is: changing a Lightning from its literally original stacked engine layout into a more conservative side-by-side arrangement turned out to be possible, even though the outcome is not really pretty. But it works and is feasible!