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A battle between spearmen in a dream represents a blow of fate, a mishap, or a calamity. The way to avoid such a mishap is by spending money and efforts on God’s path. Such a battle also could mean an attack against one’s religion,a calumny, or mocking another person’s faith, or speaking ill of righteous people, or being sarcastic about religion, or it could mean slander, defamation, confuting someone, defaming him, vilification, or making libelous statements against someone. If one sees himself stabbing someone with a spear, a sword, a lance, or a wooden post in a dream, it means making or publishing libelous statements about someone, and in that case, he is the assailant and he is liable for his actions, also he will be subjected to the same destiny. If one stabs, wounds, or threatens someone with any of the above weapons, or if he points them toward the other person but does not attack him in the dream, it means that he will be tempted to slander or defame him, then he will withhold himself from doing so. If one sees people fighting with spears in a dream, it means that a plague will strike that place, or it could mean rising prices. If one sees them rebelling against the government in the dream, it means that prices will fall….
In a dream, a lance represents a branch of wood, stability based on one’s strength, or stepping away from the wrong path. A lance in a dream also represents a woman, a child, testifying to the truth, or going on a journey. A lance in one’s hand in a dream represents a grand son or a blessed son who will grow to preside over people and defend them with his own life. A broken lance in a dream represents an incurable deficiency or a disease that will inflict one’s child. Carrying a lance while riding a horse in a dream means authority with honor. If someone denies his ownership of a lance in a dream, it means an accident or a betrayal. If the lance belongs to a brother, then it means a calamity. If one does repair a broken lance in a dream, it means recovering from an illness. A lance without a spearhead in a dream means the death of one’s brother or child. A lance in a dream also represents a brother or a friend who will part with his brother or friend, or it could mean loss of one’s job. Walking with a lance in one’s hand in the middle of a marketplace in a dream means walking or strolling with one’s son. As for a pregnant woman, a metal lance means that she will deliver a girl, and that she will receive a gift of money or a present after her birth from other daughters. Carrying a lance with a flag raised on top of it in a dream means attaining a position that will earn fame. If one is challenged by someone holding a lance against him in a dream, it means that someone will hurt him with his words, or slander his family. Owning an extra lance in a dream means having a brother or a friend who will stand for one’s defence when needed. A long spear means injustice, or it could mean good health. If one bleeds from a wound caused by a lance in a dream, it means that he will be compensated for pain and suffering, or that he will return home from a longjourney. Multiple wounds from a lance in a dream mean financial compensation, though the source of money is loathsome. Fighting one’s enemies with a lance means earning dirty money. A person holding a lance in a dream also represents a teacher, an educator, or someone who helps his brothers and friends. (Also see Javelin)…
dreamingthedreams.com/meanings/spear/
Evelyn Underhill - 2012 - Aperçu - Autres éditions
There is a further excuse for this apparently eccentric proceeding, however, in the fact that the language of alchemy was ... Then there is the Vessel, or Athanor, in which the transmutation of base metal to gold took place : an object whose exact nature is veiled in much mystery. ... terms, is more often than not disguised in a strange heraldic and zoological symbolism dealing with Lions, Dragons, Eagles, ...
PHILIPPINE SEA (Sept. 19, 2020) Seaman Hau Tran, from Killeen, Texas, walks the well deck of the amphibious transport dock ship USS New Orleans (LPD 18) searching for foreign object debris before the ship conducts amphibious operations. New Orleans, part of Expeditionary Strike Group Seven (ESG 7), along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelby Sanders)
A96 Moss Street Keith, en route to the Statkraft Stability project at Westerton Road Sub Station in Keith.
The Grade I Listed Llys yr Esgob Tyddewi (St Davids Bishop's Palace), a ruined medieval palace located adjacent to St Davids Cathedral. It is managed by Cadw, the historic environment service of the Welsh Government. In St David's Pembrokeshire, South Wales.
St Davids became home of the Marcher Lords, responsible for guarding the border between England and Wales, so would have been a site of great strategic importance. It was also considered a hugely important religious site, housing relics of the St David, patron saint of Wales. William the Conqueror is said to have visited as a pilgrim in 1081.
The original monastery that stood on the site was established in the 6th century and, over the succeeding four centuries, was ransacked at least 10 times by Norse raiders. The arrival of the Normans in the 11th century brought some stability. They appointed a Norman bishop and attempted to protect the site by building a motte and bailey fort and, later, a stone defensive wall.
In 1284, King Edward I visited St Davids on a pilgrimage and this visit may have inspired some earlier work because Bishop Thomas Bek, who served from 1280–93, was among his former statesmen. Bishop Bek was responsible for construction of the chapel in the south-west corner, the hall, the private apartments and the gate.
The beginning of the Reformation also heralded the decline of the Bishops Palace. In 1536 Bishop William Barlow stripped the lead from the roof. Legend has it that he used the money to pay for the dowries of his five daughters.
He made so much money from this that a sixteenth-century account said that more than twelve years revenue of the bishopric would have been needed to cover the cost of replacing it, and the building fell into disrepair. Bishops stayed less at St Davids and, by the middle of the 16th century, the chief episcopal residence had been relocated to Abergwili, Carmarthenshire. In 1616, Bishop Richard Milbourne applied for a licence to demolish some of the buildings. By 1678, when another licence for demolition was sought, the palace was considered beyond repair.
Information Source:
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In 1948, a swept wing version of the F-84 was created with the hope of bringing performance to the level of the F-86. The last production F-84E was fitted with a swept tail, a new wing with 38.5 degrees of leading-edge sweep and 3.5 degrees of anhedral, and a J35-A-25 engine producing 5,300 pound-force (23.58 kN) of thrust. The aircraft was designated XF-96A and flew on 3 June 1950. Although the airplane was capable of 602 knots (693 mph, 1,115 km/h), the performance gain over the F-84E was considered minor. Nonetheless, it was ordered into production in July 1950 as the F-84F Thunderstreak. The F-84 designation was eventually retained because the fighter was expected to be a low-cost improvement of the straight-wing Thunderjet with over 55 percent commonality in tooling.
In the meantime, the USAF, hoping for improved high-altitude performance from a more powerful engine, arranged for the British Armstrong Siddeley Sapphire turbojet engine to be built in the United States as the Wright J65. To accommodate the larger engine, YF-84Fs with a British-built Sapphire as well as production F-84Fs with the J65 had a vertically stretched fuselage, with the air intake attaining an oval cross-section. Production quickly ran into problems, though. Although tooling commonality with the Thunderjet was supposed to be 55 %, but just 15 % of the tools could actually be re-used. To make matters worse, the F-84F utilized press-forged wing spars and ribs. At the time, only three presses in the United States could manufacture these, and priority was given to the Boeing B-47 Stratojet bomber over the F-84. The YJ65-W-1 engine was considered obsolete, too, and the improved J65-W-3 did not become available until 1954. When the first production F-84F flew on 22 November 1952, it was considered not ready for operational deployment due to control and stability problems. The first 275 aircraft, equipped with conventional stabilizer-elevator tailplanes, suffered from accelerated stall pitch-up and poor turning ability at combat speeds. Beginning with Block 25, the problem was improved upon by the introduction of a hydraulically powered one-piece stabilator. A number of aircraft were also retrofitted with spoilers for improved high-speed control. As a result, the F-84F was not declared operational until 12 May 1954.
The second YF-84F prototype was completed with wing-root air intakes. These were not adopted for the fighter due to loss of thrust, but this arrangement kept the nose section free and permitted placement of cameras, and the different design was adopted for the RF-84F Thunderflash reconnaissance version. Being largely identical to the F-84F, the Thunderflash suffered from the same production delays and engine problems, though, delaying operational service until March 1954.
During the F-84F’s development the Air Defense Command was looking for a replacement for the outdated F-94 ‘Starfire’ interceptor, a hasty development from the T-33 trainer airframe with an afterburner engine and an on-board radar. However, the F-94 was only armed with machine guns in its early versions or unguided missiles in its later incarnations, which were inadequate. An aircraft with better performance, ideally with supersonic speed, a better radar, and the ability to carry guided missiles (in the form if the AIR-1 and 2 ‘Falcon’ AAMs) as well as the AIR-2 ‘Genie’ missile was now requested.
The Douglas AIR-2 Genie followed a unique but effective concept that represented the technological state-of-the-art: it was an unguided air-to-air rocket with a 1.5 kt W25 nuclear warhead. The interception of Soviet strategic bombers was a major military preoccupation of the late 1940s and 1950s. The World War II-age fighter armament of machine guns and cannon were inadequate to stop attacks by massed bomber formations, which were expected to come in at high altitude and at high subsonic speed. Firing large volleys of unguided rockets into bomber formations was not much better, and true air-to-air missiles were in their infancy. In 1954 Douglas Aircraft began a program to investigate the possibility of a nuclear-armed air-to-air weapon. To ensure simplicity and reliability, the weapon would be unguided, since the large blast radius made precise accuracy unnecessary. Full-scale development began in 1955, with test firing of inert warhead rockets commencing in early 1956. The final design carried a 1.5-kiloton W25 nuclear warhead and was powered by a Thiokol SR49-TC-1 solid-fuel rocket engine of 162 kN (36,000 lbf) thrust, sufficient to accelerate the rocket to Mach 3.3 during its two-second burn. Total flight time was about 12 seconds, during which time the rocket covered 10 km (6.2 mi). Targeting, arming, and firing of the weapon were coordinated by the launch aircraft's fire-control system. Detonation was by time-delay fuze, although the fuzing mechanism would not arm the warhead until engine burn-out, to give the launch aircraft sufficient time to turn and escape. However, there was no mechanism for disarming the warhead after launch. Lethal radius of the blast was estimated to be about 300 meters (980 ft). Once fired, the Genie's short flight-time and large blast radius made it virtually impossible for a bomber to avoid destruction. The rocket entered service with the designation MB-1 Genie in 1957.
During the development phase the first carrier aircraft earmarked to carry the AIR-2 was the Northrop F-89 Scorpion, which had already been introduced in the early Fifties. While being an all-weather interceptor with on-board radar, it was a slow and large aircraft, and outdated like the F-94. Trying to keep the F-84 production lines busy, however, Republic saw the chance to design an all-weather interceptor aircraft that would surpass the F-89’s mediocre performance and meet the AIR-2 carrier requirements on the basis of the swept-wing (R)F-84F. To emphasize its dedicated interceptor role and set it apart from its fighter-bomber ancestors, the heavily modified aircraft was designated F-96B (even though it had little to do with the XF-96A that became the F-84F) and called ‘Thunderguard’.
The F-96B was largely based on the RF-84F’s airframe with its wing-root air intakes, what offered ample space in the aircraft’s nose for a radar system and other equipment. The radar was coupled with a state-of-the-art Hughes MC-10 fire control system. To relieve the pilot from operating the radar system one of the fuel cells behind the cockpit was deleted and a second crew member was placed behind him under an extended, strutless hood that opened to starboard. To compensate for the loss of fuel and maintain the F-84F’s range, a new tank was mounted under the cockpit floor in the aircraft’s center of gravity.
To improve performance and cope with the raised take-off weight, the F-96B was powered by an uprated Wright J65-W-18 turbojet, which generated 0.4 kN more dry thrust than the F-84F’s original J65-W-3 (7,700 lbf/34 kN). This was not too much, though, so that the J65 was additionally outfitted with an afterburner. With this upgrade the powerplant provided a maximum thrust of 10,500 lbf (47 kN), what resulted in a markedly improved rate of climb and the ability to break the sound barrier in level flight. The additional reheat section necessitated a wider and longer rear fuselage, which had to be redesigned. As an unintended side benefit, this new tail section reduced overall drag due to a slightly area-ruled coke-bottle shape behind the wings’ trailing edge, which was even emphasized through the ventral brake parachute fairing.
Armament consisted only of missiles, which were all carried externally on wing stations, all guns of the former F-84 versions were deleted to save weight. The F-96B’s weapons range included GAR-1/2/3/4 (Later re-designated as AIM-4) radar- and IR-guided Falcon air-to-air missiles and a pair of MB-1 Genie missiles. Up to four pods with nineteen unguided 2.75 in (70 mm) "Mighty Mouse" Mk 4/Mk 40 Folding-Fin Aerial Rockets each were an alternative, too, and a pair of drop tanks were typically carried under the inner wings to provide the aircraft with sufficient range, since the new afterburner significantly increased fuel consumption.
Even though it was only a derivative design, the F-96B introduced a lot of innovations. One of these was the use of a diverertless supersonic inlet (DSI), a novel type of jet engine air intake to control air flow into their engines. Initial research into the DSI was done by Antonio Ferri in the 1950s. It consisted of a "bump" and a forward-swept inlet cowl, which worked together to divert boundary layer airflow away from the aircraft's engine. In the case of the F-96B this was realized as an inward-turning inlet with a variable contraction ratio. However, even though they had not been deemed necessary to guarantee a clean airflow, the F-96B’s air intakes were further modified with splitter plates to adapt them to the expected higher flight speeds and direct the air flow. The initial flight tests had also revealed a directional instability at high speed, due to the longer nose, so that the tail surfaces (both fin and stabilizers) were enlarged for the serial aircraft to compensate.
Another novel feature was an IRST sensor in front of the windscreen which augmented the on-board radar. This sensor, developed by Hughes International and designated ‘X-1’, was still very experimental, though, highly unreliable, and difficult to handle, because it relied on pressurized coolant to keep the sensor cold enough to operate properly, and dosing it at a consistent level proved to be difficult (if not impossible). On the other side the IRST allowed to track targets even in a massively radar-jammed environment. The 7” diameter silicone sensor was, together with the on-board radar, slaved to the fire control system so that its input could be used to lock guided missiles onto targets, primarily the GAR-1 and GAR-2 AAMs. The X-1 had a field of view of 70×140°, with an angular resolution of 1°, and operated in 2.5 micron wavelength range. When it worked properly the sensor was able to detect a B-47-sized aircraft’s tails aspect from 25 nm (29 ml/46 km) and a target of similar size from directly ahead from 10 nm (12 ml/19 km). Later, better developed versions of Hughes IRST, like the X-3 that was retrofitted to the F-101B in the early Sixties, had a better range and were more reliable.
During the Thunderguard’s development another competitor entered the stage, the F-101B Voodoo. In the late 1940s, the Air Force had already started a research project into the future interceptor aircraft that eventually settled on an advanced specification known as the 1954 interceptor. Contracts for this specification eventually resulted in the selection of the F-102 Delta Dagger, but by 1952 it was becoming clear that none of the parts of the specification other than the airframe would be ready by 1954; the engines, weapons, and fire control systems were all going to take too long to get into service. An effort was then started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point. Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo fighter bomber), the USAF assigned the designation F-101B. Its development was protracted, so that the F-96B – even though it offered less performance – was ordered into production to fill the USAF’s urgent interceptor gap.
F-96B production started after a brief test phase in late 1957, and the first aircraft were delivered to the 60th Fighter-Interceptor Squadron in 1958. However, when it became clear that the F-101B would finally enter service in 1959, F-96B production was quickly cut down and the initial order of 300 aircraft reduced to only 150, which were produced until early 1960 in three batches. Only sixty were directly delivered to ADC units, because these were preferably equipped with the supersonic F-102A and the new F-101B, which could also carry the nuclear Genie missile. The rest was directly handed over to Air National Guard units – and even there they were quickly joined and replaced by the early ADC aircraft.
Operationally, almost all F-96Bs functioned under the US–Canadian North American Air Defense Command (NORAD), which protected North American airspace from Soviet intruders, particularly the threat posed by nuclear-armed bombers. In service, the F-96Bs were soon upgraded with a data link to the Semi-Automatic Ground Environment (SAGE) system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot. Furthermore, the F-96B was upgraded to allow the carrying of two GAR-11/AIM-26 Nuclear Falcon missiles instead of the Genies when they became available in 1961.
A handful F-96Bs were camouflaged during the late Sixties with the USAF’s new SEA scheme, but most aircraft retained their original bare metal finish with more or less colorful unit markings. Due to its limited capabilities and the introduction of the Mach 2 McDonnell F-4 Phantom, the last F-96B was retired from ANG service in 1971.
General characteristics:
Crew: 2
Length: 54t 11 1/2 in (16,77 m) incl. pitot
Wingspan: 33 ft 7.25 in (10,25 m)
Height: 16 ft 9 in (5,11 m)
Wing area: 350 sq ft (37,55 m²)
Empty weight: 13,810 lb (6.264 kg)
Gross weight: 21,035 lb (9.541 kg)
Max takeoff weight: 28,000 lb (12.701 kg)
Powerplant:
1× Wright J65-W-18 turbojet with 8,600 lbf (34 kN) dry thrust and 10,500 lbf (47 kN) with afterburner
Performance:
Maximum speed: 695 mph (1,119 km/h, 604 kn, Mach 1.1) at 35,000 ft (10,668 m)
Cruise speed: 577 mph (928 km/h, 501 kn)
Range: 810 mi (1,304 km, 704 nmi) combat radius with two droptanks
Service ceiling: 49,000 ft (15,000 m)
Rate of climb: 16,300 ft/min (83 m/s)
Wing loading: 86 lb/sq ft (423 kg/m²)
Armament:
No internal guns;
6× underwing hardpoints for a total ordnance load of up to 6,000lb (2,727 kg), including
a pair of 191.5 US gal (727 l) or 375 US gal (1.429 l) drop tanks on the inner stations
and a mix of AIM-4 Falcon (up to six), MB-1 Genie (up to two) and/or pods with
nineteen 2.75”/70 mm FFAR unguided missiles each (up to four) on the outer stations
The kit and its assembly:
This fictional missing link between the RF-84F and the F-105 was conceived for the Fifties Group Build at whatifmodellers.com, an era when the USAF used a wide variety of interceptor aircraft types and technical advancements were quick and significant – in just a decade the interceptor evolved from a subsonic machine gun-toting aircraft to a guided weapons carrier platform, capable of Mach 2.
The F-96B (I re-used Republic’s dropped designation for the swept-wing F-84F) was to display one of the many “in between” designs, and the (R)F-84F was just a suitable basis for a conversion similar to the T-33-derived F-94, just more capable and big enough to carry the nuclear Genie missile.
The basis became Italeri’s vintage RF-84F kit, a rather simple affair with raised panel lines and a mediocre fit, plus some sinkholes. This was, however, heavily modified!
Work started with the implantation of a new tandem cockpit, taken wholesale from a Heller T-33. Fitting the cockpit tub into the wider Thunderflash hull was a bit tricky, putty blobs held the implant in place. The canopy was taken from the T-33, too, just the RF-84F’s original rear side windows were cut away to offer sufficient length for the longer clear part and the cockpit side walls had to be raised to an even level with the smaller windscreen with the help of styrene strips. With these adapters the T-33 canopy fitted surprisingly well over the opening and blended well into the spine.
The camera nose section lost its tip, which was replaced with the tail cone from a Matchbox H.S. Buccaneer (actually its air brake), and the camera windows as well as the slant surfaces that held them were PSRed away for a conical shape that extended the new pointed radome. Lots of weight in the nose and under the cockpit floor ensured a safe stance on the OOB landing gear.
The rear section behind the air brakes became all-new; for an afterburner I extended and widened the tail section and implanted the rear part from a B-66 (Italeri kit, too) engine nacelle, which received a wider nozzle (left over from a Nakotne MiG-29, a featureless thing) and an interior.
To balance the longer nose I also decided to enlarge the tail surfaces and replaced the OOB fin and stabilizers with leftover parts from a Trumpeter Il-28 bomber – the fin was shortened and the stabilizers reduced in span to match the rest of the aircraft. Despite the exotic source the parts blend well into the F-84’s overall design!
To add supersonic credibility and to connect the design further with the later F-105 I modified the air intakes and cut them into a raked shape – quite easy to realize. Once the wings were in place, I also added small splitter plates, left over from an Airfix BAC Strikemaster.
As an interceptor the armament had to be adapted accordingly, and I procured the quartet of IR-guided Falcons as well as the Genie duo from an Academy F-89. The large drop tanks were taken OOB from the Italeri kit. The Genies were mounted onto their massive Scorpion pylons under the outer wings of the F-96B, while the Falcons, due to relatively little space left under the wings, required a scratched solution. I eventually settled for dual launchers on small pylons, mounted in front of the landing gear wells. The pylons originally belong to an ESCI Ka-34 “Hokum” helicopter kit (they were just short enough!), the launch rails are a halved pair of F-4 Sidewinder rails from a Hasegawa air-to-air weapons set. With everything on place the F-96B looks quite crowded.
Painting and markings:
The machine would represent a late Fifties USAF type, so that the paint options were rather limited if I wanted to be authentic. ADC Grey was introduced in the early Sixties, SEA camouflage even later, so that bare metal became a natural choice – but this can be quite attractive! The model received an overall coat with acrylic “White Aluminum” from the rattle can, plus some darked panels all over the hull (Humbrol 56 for good contrast) and an afterburner section in Revell 91 (Iron Metallic) and Humbrol’s Steel Metallizer. The radome became deep black, the anti-glare panel in front of the windscreen olive drab (Revell 46). Light grey (Revell 75) was used for some small di-electric fairings.
Interior surfaces (cockpit and landing gear wells) were painted with Zinc Chromate primer (I used Humbrol 80), while the landing gear struts became silver-grey (Humbrol 56) and the inside of the covers as well as the air brakes were painted in bright red (Humbrol 19).
Once basic painting was done the model received a black ink washing and was rubbed with grinded graphite to emphasize the raised panel lines, and the material adds a nice dark metallic shine to the silver base coat.
Another challenge was to find suitable unit markings for the Fifties era in the decal vault, which would also fit onto the model. After a long search I eventually settled for rather simple markings from a 325th FIS F-102 from an Xtradecal sheet, which only features a rather timid fin decoration.
Finding other suitable standard markings remained demanding, though. Stars-And-Bars as well as the USAF taglines were taken from the Academy F-89 that also provided the ordnance, most stencils were taken from the OOB Italeri sheet and complemented by small markings from the scrap box. The biggest problem was the creation of a matching serial number. The “FF” code was originally used for P/F-51D Mustangs during the Korea War, but after the type had been phased out it might have been re-used? The letters as well as the serial number digits were created from various markings for USAF F-100s, also from an Xtradecal sheet.
Once the decals had been applied the model was sealed with semi-gloss acrylic varnish, except for the radome, the anti-glare panel as well as the walking areas on the wings as well as parts of the afterburner section, which were coated with matt varnish.
A rather straightforward conversion, even though finishing the project took longer than expected. But the result looks surprisingly natural and plausible. Lots of PSR was needed to modify the fuselage, though, especially the tail section was not easy to integrate into the Thunderflash’s hull. Sticking to the simple NMF livery paid IMHO out, too: the livery looks very natural and believable on the fictional aircraft, and it suits the F-84’s bulbous shape well.
The Oaken is one of the most reliable frames in the HuYin system. Equiped with very thick armor, the Oaken is not a very comfortable frame to pilot. But as the manufacturers put it, survivability first, comfort is second. However, due to design flaws, The Oaken's pelvis joints are easily damaged.
I reworked the upper legs and feet due to stability issues. Honestly the "stable" 2x3 feet were hampering the Oaken's ability to stand.
C and C very welcome.
Wat Chedi Luang (Northern Thai: ᩅᩢ᩠ᨯᩮᨧᨯᩦ᩠ᨿ᩺ᩉ᩠ᩅᩖᨩᩅᩴᩬᩁᩅᩥᩉᩣ᩠ᩁ; Thai: วัดเจดีย์หลวง, lit. 'Temple of the big stupa or temple of the royal stupa') is a Buddhist temple in the historic centre of Chiang Mai, Thailand.
The construction of the temple started in the 14th century, when Saenmueangma planned to bury the ashes of his father in the place. After 10 years of building time it was left unfinished, later to be continued after the death of the king by his widow. Probably due to stability problems it took until the mid-15th century to be finished during the reign of Tilokaraj. It was then 82 m high and had a base diameter of 54 m, at that time the largest building of all Lan Na. In 1468, the Emerald Buddha was installed in the eastern niche. In 1545, the upper 30 m of the structure collapsed after an earthquake, and shortly thereafter, in 1551, the Emerald Buddha was moved to Luang Prabang.
In the early 1990s the chedi was reconstructed, financed by UNESCO and the Japanese government. However the result is somewhat controversial, as some claim the new elements are in Central Thai style, not Lanna style. For the 600th anniversary of the chedi in 1995, a copy of the Emerald Buddha made from black jade was placed in the reconstructed eastern niche. The icon is named official Phra Phut Chaloem Sirirat, but is commonly known as Phra Yok.
PHILIPPINE SEA (June 4, 2022) Navy’s only forward-deployed aircraft carrier USS Ronald Reagan (CVN 76), along with Carrier Strike Group 5 and Republic of Korea Navy ships, steams in formation during Carrier Strike Group Exercise 2022. Carrier Strike Group Exercise is a bilateral exercise between the U.S. Navy and Republic of Korea Navy. This exercise allows our navies to refine operations and engagement to strengthen future cooperation while supporting the alliance that remains vital to the security interests of both nations and to stability in Northeast Asia. (U.S. Navy photo by Mass Communication Specialist 1st Class Ian Cotter)
OKINAWA, Japan (Aug. 27, 2020) Landing Craft, Air Cushion 10, center, 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)
EAST CHINA SEA (Aug. 5, 2020) An MH-60S Seahawk helicopter assigned to Helicopter Sea Combat Squadron (HSC) 25 conducts underway replenishment training with the forward-deployed amphibious assault ship USS America (LHA 6). America, flagship of the America Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to maintain security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist Seaman Matthew Cavenaile)
PHILIPPINE SEA (Sept. 16, 2016) The forward-deployed Arleigh Burke-class guided-missile destroyer USS Barry (DDG 52), receives fuel from the Military Sealift Command (MSC) fleet replenishment oiler Walter S. Diehl (T-AO 193) during an underway-replenishment as a part of Valiant Shield 2016. Valiant Shield is a biennial, U.S. only, field-training exercise with a focus on integration of joint training among U.S. forces. This is the sixth exercise in the Valiant Shield series that began in 2006. Barry is on patrol with Carrier Strike Group Five (CSG 5) in the Philippine Sea supporting security and stability in the Indo-Asia-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kevin V. Cunningham/Released)
I've previously documented that when Adventure Travel held the contract for TrawsCymru Service T1c between Aberystwyth and Cardiff, Aberystwyth-based Mid Wales Travel provided the drivers. Coaches from the Mid Wales fleet would also substitute for Adventure Travel vehicles in the event of failures.
Mid Wales became the replacement contractor from April 2023, and a further two year contract was awarded from September 2023.
The company owns a pair of PSVAR-compliant Plaxton Panther 3-bodied Volvo B8Rs that were new in 2022, and these would often appear as substitutes in Adventure Travel days. After a few months of operating in all-white livery, YX22 LWA has recently received the two-tone grey and red TrawsCymru livery.
This November 2023 shot was taken at the Bowen Arms stop in North East Swansea, on the border of the City & County of Swansea and Neath Port Talbot, as she was waiting time for a few minutes when Cardiff bound.
The full test train formation was - 43102 + 44090 + 42317 + 12140 + 44101 + 43159. The reason for the tests was the ride and stability trials of the prototype SIG (BT41) bogies, that would eventually be fitted to the MkIV coaches.
The picture is at Darlington 31st October 1987 when initial tests up to 125 mile/h were carried out. The following day 1st November 1987 saw test running between York and Darlington, taking speed up in 5 mile/h steps above 125 mile/h to confirm the stability up to 145 mile/h. In fact during one run the speed attained was slightly higher, and we achieved what became a diesel speed record of 148 mile/h over a measured mile on a southbound run between Darlington and York, with an absolute maximum recorded of 148.5 mile/h just south of Northallerton.
Read more in my RAIL VEHICLE TESTING book - ISBN-9781999935603, about the preparations and tests associated with the SIG BT41 (MkIV Coach) bogies during which the World Diesel Speed record was achieved. 148 mile/h over the measured mile and 148.5 mile/h maximum, on the 1st Nov 1987.
© Dave Bower - Rail Vehicle Testing
SOUTH CHINA SEA (April 10, 2020) Gunners Mate 3rd Class Malachi Hodge, from Sacramento, Calif., fires shot line aboard the Ticonderoga-class guided-missile cruiser USS Bunker Hill (CG 52) during a replenishment-at-sea with the dry cargo ammunition ship USNS Alan Shepard (T-AKE 3). Bunker Hill is deployed to the U.S. 7th Fleet area of operations in support of security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Nicholas V. Huynh)
DAVOS/SWITZERLAND, 24JAN14 - Philipp M. Hildebrand (L), Vice-Chairman, BlackRock, United Kingdom and Mario Draghi (R), President, European Central Bank, Frankfurt discuss during the session 'The Path from Crisis to Stability' at the Annual Meeting 2014 of the World Economic Forum at the congress centre in Davos, January 24, 2014.
WORLD ECONOMIC FORUM/swiss-image.ch/Photo Remy Steinegger
The Parachute Jump is a defunct amusement ride and a landmark on the Riegelmann Boardwalk on Coney Island in Brooklyn, New York. It consists of a 250-foot-tall (76 m), 170-short-ton (150 t) open-frame, steel parachute tower. It has twelve cantilever steel arms radiating from the top of the tower; when it was in operation, these each supported a parachute attached to a lift rope and a set of guide cables. Riders were belted into a two-person canvas seat, lifted to the top, and dropped; the parachute and shock absorbers at the bottom would slow their descent.
The ride was built for the 1939 New York World's Fair at Flushing Meadows–Corona Park, also in New York City. Capped by a 12-foot (3.7 m) flagpole, it was the tallest structure at the Fair. In 1941, after the World's Fair, it was moved to its current location in the Steeplechase amusement park on Coney Island. It ceased operations in the 1960s following the park's closure, and the frame fell into disrepair.
Despite proposals to either demolish or restore the ride, disputes over its use caused it to remain unused through the 1980s. Since the 1990s, it has been renovated several times, both for stability and for aesthetic reasons. In the 2000s, it was restored and fitted with a lighting system. The lights were activated in 2006 and replaced in a subsequent project in 2013. It has been lit up in commemoration of events such as the death of Kobe Bryant.
The ride, which is the only remaining portion of Steeplechase Park, is in Steeplechase Plaza near the B&B Carousell. It is protected as an official New York City designated landmark and has been listed on the National Register of Historic Places.
The most bizarre incident at the Jump occurred on August 25, 1940: the "Parachute Wedding" of Arno Rudolphi and Miss Ann Hayward. As photographers, the wedding party and band looked on from other chutes, the couple wed, kissed and went into freefall. Fair exhibitors loaded the newlyweds down with gifts and the next day, headlines proclaimed "No Man On Earth is Good Enough for Ann."
At the close of the Fair in October, 1940, the Jump was purchased by the Tilyou family of Steeplechase Park for the extraordinary price of $150,000. The family hoped to cash in on publicity from the World's Fair. In fact, the ride did very well
during the war years, when the public fascination with military gadgets ran high. But interest waned in such things after the war and the Jump was too labor intensive (it required three operators for each chute) and sensitive to wind conditions to turn a profit without steady crowds. Still the ride operated through the fifties and sixties. An attempt was made by the Tilyou's to sell it to the Japanese, but the disassembly and freight costs proved to be far greater than the selling price. Steeplechase Park itself closed after the 1964 season, bought and razed by Fred C.Trump for housing that was never built. But the Parachute Jump survived, presumably saved by the ever increasing cost of demolition that had kept it at Coney since 1941. The Jump continued to operate until 1968, part of a group of small scale rides operated on the now nearly vacant lot.
From 1968 on, the Jump was essentially left to rust in the salt air. In 1971, the New York City Parks Department put the Jump up for sale. No bids were received. Plans were prepared for its demolition. "Any New Yorkers who have a nostalgic feeling for the parachute jump had best take a look at it, because it will soon disappear from the horizon," said the city's Real Para01web.jpg (7020 bytes)Estate Commissioner at the time. Meanwhile, the Coney Island Chamber of Commerce filed a proposal calling for landmark status and conversion of the tower to "A Beacon of Welcome, the Steeplechase Parachute Light." It took over four years for the landmarks commission to hold a hearing. On July 12, 1977, the Jump was declared a city landmark. Unfortunately, the city Board of Estimate overturned the designation, concerned that preservation of structure was "a luxury we can not afford." Threats of demolition were once again made, but a price tag of $250,000 and public outcry scuttled the idea.
For the next five years, the Jump was ignored, again left to rust in an empty lot. In 1982, a major structural survey concluded that the Jump was fundamentally sound but suggested a half-million dollars in stabilization work to be done. No work was done. In 1988, the Parachute Jump was declared a city landmark for a second time, surely some sort of record. This time the designation stuck, but by then the structure had deteriorated even further, prompting one reporter to write "it is scarier now to stand under it than it ever was to ride it."
The nineties brought new threats of demolition. The Buildings Department found the tower structure to be unsafe. Stabilization costs were now estimated to be more than $800,000. Fred C.Trump, apparently intent on finishing the destruction he had started 25 years before, offered $400,000 if the Jump was torn down. But the city had no choice; the structure was a landmark and had to be preserved. Work began in early 1992. An unsafe concrete platform was demolished. Corroded steel members were replaced. Dangling guide cables that once swung menacingly in the wind were removed. The Jump was painted, for the first time in at least 25 years, in its original colors.
Despite its arrival at the end of Coney Island's era of greatness and its non-amusement origins, the Jump is very effective as a monument to all that
Coney once was. And with its new coat of paint, fresh steel and landmark status, the Steeplechase Parachute Jump seems ready for another 25 years.
The Pyramid/Tesla Energy Connection
Nikola Tesla regarded the Earth as one of the plates of a capacitor, the ionosphere forming the other plate. Recent measurements have shown that the voltage gradient between the two is 400,000 volts. With this principle, he said he was able, through his invention, to provide free energy to anyone, inexhaustible in quantity, anywhere on earth. That is why he had built a first prototype, the Wardenclyffe Tower, in which was to apply his famous pyramid effect. What is it exactly?
"The lines of force of the electric charge additioned to the fields from the sun act on the walls of a pyramid.The magnetic equipotentials show a high magnetic density in the summit. The voltage of the electric field increases of 100 V per meter. The terrestrial negative field reaches its maximum value at the summit of the pyramid; at the top of the pyramid of Giza, the voltage is 14,600 V. This pyramid is itself a capacitor, it accumulates an electrical charge. If an excess load is added, a discharge occurs at the top, and, as we know currently, that top was adorned with a solid gold capstone, an excellent conductor."Tesla wanted his tower to be high to increase the voltage at the top. He wanted to create an artificial lightning in the tower. In the discharge tube of a natural flash , the temperature rises to 30 000 ° C. Tesla did not want to manage such high temperatures because it is a waste of energy. Tesla's Wardenclyffe tower would have used a transformer to produce a high voltage, which would have generated, instead of a natural lightning, a "discharge of high energetic ion abundance".To accentuate the pyramid effect, he had imagined to give the tower the octagonal shape of a pyramid topped by a half sphere. Why octogonal? Tesla does not explain, but when we read his memoirs, we understand that he sensed a scientific discipline that did not yet exist, geobiology, and the theory of waves of forms. From the perspective of traditional physics, the fact that the tower is octagonal is insignificant. It could be square or have an infinite number of faces, that is conic. "In all cases the voltage would have been the same, its shape just gave it stability." This raises two objections. The octagonal shape is not a guarantee of stability comparing to the square shape. If he was really looking for stability, a hyperbolic rise, like that of the Eiffel Tower, would have been better suited. The octagonal shape has very special wave characteristics, it is possible that this pure genius sensed it without being able to theorize it.As for the square shape of the pyramids, the engineer Gustave Eiffel has chosen it for his tower, precisely because it is a guarantee of stability, as the four legs and the widening elevation. Built in 1889, our national tower was already fairly well known to be his model. As Wardenclyffe Tower, the Eiffel Tower has a pyramid effect which makes it pick at the top, even without a storm, a DC current. Its lightning rod "makes" thus some electricity that goes down in a cable to be delivered to the earth.This waste is not limited to the Eiffel Tower. All roofs and metal frames make the same production, stupidly given to the earth. The Vril energy is free, it is its biggest flaw in a world of profit. The fact that it is completely environmentally friendly and inexhaustible has no interest for the capital. The fact that it is beneficial for both the human mind and the health of people, animals and plants thanks to the virtues of water of lightning, has even much less interest for profiteers. Unfortunately, Tesla was never able to finish his tower. He did not have the opportunity to carry out the planned experiments on Long Island that sought to bring rain in the deserts. Others before him had managed that. We know that Egypt has not always been desertic. The Greek historian Herodotus wrote that "Egypt is a gift of the Nile." But it was in the 5th century BC. Since then, its climate has not changed much, and yet it has not always been so. The predynastic Egypt was rather a gift of the pyramids... "In the pre-dynastic period, the Egyptian climate is much less arid than it is nowadays. Large areas of Egypt are covered with savanna and traversed by herds of ungulates. The foliage and wildlife then are much more prolific and the Nile region is home to large populations of waterfowl. Hunting is a common activity for the Egyptians and it is also during this period that many animals are domesticated for the first time."
www.apparentlyapparel.com/news/the-pyramid-energy-tesla-c...
"....If we could produce electric effects of the required quality, this whole planet and the conditions of existence on it could be transformed. The sun raises the water of the oceans and winds drive it to distant regions where it remains in state of most delicate balance. If it were in our power to upset it when and wherever desired, this mighty life-sustaining stream could be at will controlled. We could irrigate arid deserts, create lakes and rivers and provide motive power in unlimited amount. This would be the most efficient way of harnesing the sun to the uses of man......" ( Nikola Tesla, June 1919 )
Nikola Tesla, inventor of alternating current motors, did the basic research for constructing electromagnetic field lift-and-drive aircraft/space craft. From 1891 to 1893, he gave a set of lectures and demonstrations to groups of electrical engineers. As part of each show, Tesla stood in the middle of the stage, using his 6' 6" height, with an assistant on either side, each 7 feet away. All 3 men wore thick cork or rubber shoe soles to avoid being electrically grounded. Each assistant held a wire, part of a high voltage, low current circuit. When Tesla raised his arms to each side, violet colored electricity jumped harmlessly across the gaps between the men. At high voltage and frequency in this arrangement, electricity flows over a surface, even the skin, rather than into it. This is a basic circuit which could be used by aircraft / spacecraft.
The hull is best made double, of thin, machinable, slightly flexible ceramic. This becomes a good electrical insulator, has no fire danger, resists any damaging effects of severe heat and cold, and has the hardness of armor, besides being easy for magnetic fields to pass through.
The inner hull is covered on it's outside by wedge shaped thin metal sheets of copper or aluminum, bonded to the ceramic. Each sheet is 3 to 4 feet wide at the horizontal rim of the hull and tapers to a few inches wide at the top of the hull for the top set of metal sheets, or at the bottom for the bottom set of sheets. Each sheet is separated on either side from the next sheet by 1 or 2 inches of uncovered ceramic hull. The top set of sheets and bottom set of sheets are separated by about 6 inches of uncovered ceramic hull around the horizontal rim of the hull.
The outer hull protects these sheets from being short-circuited by wind blown metal foil (Air Force radar confusing chaff), heavy rain or concentrations of gasoline or kerosene fumes. If unshielded, fuel fumes could be electrostatically attracted to the hull sheets, burn and form carbon deposits across the insulating gaps between the sheets, causing a short-circuit. The space, the outer hull with a slight negative charge, would absorb hits from micrometeorites and cosmic rays (protons moving at near the speed of light). Any danger of this type that doesn't already have a negative electric charge would get a negative charge in hitting the outer hull, and be repelled by the metal sheets before it could hit the inner hull. This wouldn't work well on a very big meteor, I might add.
The hull can be made in a variety of shapes; sphere, football, disc, or streamlined rectangle or triangle, as long as these metal sheets, "are of considerable area and arranged along ideal enveloping surfaces of very large radii of curvature," p. 85. "My Inventions", by Nikola Tesla.
The power plant for this machine can be a nuclear fission or fusion reactor for long range and long-term use to run a steam engine, which turns the generators. A short range machine can use a hydrogen oxygen fuel cell to run a low-voltage motor to turn the generators, occasionally recharging by hovering next to high voltage power lines and using antennas mounted on the outer hull to take in the electricity. The short-range machine can also have electricity beamed to it from a generating plan on a long-range aircraft / spacecraft or on the ground.
(St. Louis Post-Dispatch, Nov. 24, 1987, Vol 109, No. 328, "The Forever Plane" by Geoffrey Rowan, p. D1, D7.)
("Popular Science", Vol 232, No. 1, Jan. 1988, "Secret of Perpetual Flight? Beam Power Plane," by Arthur Fisher, p. 62-65, 106)
One standard for the generators is to have the same number of magnets as field coils. Tesla's preferred design was a thin disc holding 480 magnets with 480 field coils wired in series surrounding it in close tolerance. At 50 revolutions per minute, it produces 19,400 cycles per second.
The electricity is fed into a number of large capacitors, one for each metal sheet. An automatic switch, adjustable in timing by the pilot, closes, and as the electricity jumps across the switch, back and forth, it raises it's own frequency; a switch being used for each capacitor.
The electricity goes into a Tesla transformer; again, one transformer for each capacitor. In an oil tank to insulate the windings and for cooling, and supported internally by wood, or plastic, pipe and fittings, each Tesla transformer looks like a short wider pipe that is moved along a longer, narrower pipe by an insulated non-electric cable handle. The short pipe, the primary, is 6 to 10 windings (loops) of wire connected in series to the long pipe. The secondary is 460 to 600 windings, at the low voltage and frequency end.
The insulated non-electric cable handle is used through a set of automatic controls to move the primary coil to various places on the secondary coil. This is the frequency control. The secondary coil has a low frequency and voltage end and a maximum voltage and frequency end. The greater the frequency the electricity, the more it pushes against the earth's electrostatic and electromagnetic fields.
The electricity comes out of the transformer at the high voltage end and goes by wire through the ceramic hull to the wide end of the metal sheet. The electricity jumps out on and flows over the metal sheet, giving off a very strong electromagnetic field, controlled by the transformer. At the narrow end of the metal sheet, most of the high-voltage push having been given off; the electricity goes back by wire through the hull to a circuit breaker box (emergency shut off), then to the other side of the generators.
In bright sunlight, the aircraft / spacecraft may seem surrounded by hot air, a slight magnetic distortion of the light. In semi-darkness and night, the metal sheets glow, even through the thin ceramic outer hull, with different colors. The visible light is a by-product of the electricity flowing over the metal sheets, according to the frequencies used.
Descending, landing or just starting to lift from the ground, the transformer primaries are near the secondary weak ends and therefore, the bottom set of sheets glow a misty red. Red may also appear at the front of the machine when it is moving forward fast, lessening resistance up front. Orange appears for slow speed. Orange-yellow is for airplane-type speeds. Green and blue are for higher speeds. With a capacitor addition, making it oversized for the circuit, the blue becomes bright white, like a searchlight, with possible risk of damaging the metal sheets involved. The highest visible frequency is violet, like Tesla's stage demonstrations, used for the highest speed along with the bright white. The colors are nearly coherent, of a single frequency, like a laser.
A machine built with a set of super conducting magnets would simplify and reduce electricity needs from a vehicle's transformer circuits to the point of flying along efficiently and hovering with little electricity.
When Tesla was developing arc lights to run on alternating current, there was a bothersome high-pitched whine, whistle, or buzz, due to the electrodes rapidly heating and cooling. Tesla put this noise in the ultrasonic range with the special transformer already mentioned. The aircraft / spacecraft gives off such noises when working at low frequencies.
Timing is important in the operation of this machine. For every 3 metal sheets, when the middle one is briefly turned off, the sheet on either side is energized, giving off the magnetic field. The next instant, the middle sheet is energized, while the sheet on either side is briefly turned off. There is a time delay in the capacitors recharging themselves, so at any time, half of all the metal sheets are energized and the other half are recharging, alternating all around the inner hull. This balances the machine, giving it very good stability. This balance is less when fewer of the circuits are in use.
Fairly close, the aircraft / spacecraft produces heating of persons and objects on the ground; but by hovering over an area at low altitude for maybe 5 or 10 minutes, the machine also produces a column of very cold air down to the ground. As air molecules get into the strong magnetic fields that the machine is transmitting out, the air molecules become polarized and from lines, or strings, of air molecules. The normal movement of the air is stopped, and there is suddenly a lot more room for air molecules in this area, so more air pours in. This expansion and the lack of normal air motion make the area intensely cold.
This is also the reason that the aircraft / spacecraft can fly at supersonic speeds without making sonic booms. As air flows over the hull, top and bottom, the air molecules form lines as they go through the magnetic fields of the metal sheet circuits. As the air molecules are left behind, they keep their line arrangements for a short time; long enough to cancel out the sonic boom shock waves.
Outside the earth's magnetic field, another propulsion system must be used, which relies on the first. You may have read of particle accelerators, or cyclotrons, or atomsmashers. A particle accelerator is a circular loop of pipe that, in cross-section, is oval. In a physics laboratory, most of the air in it is pumped out. The pipe loop is given a static electric charge; a small amount of hydrogen or other gas is given the same electric charge so the particles won't stick to the pipe. A set of electromagnets all around the pipe loop turn on and off, one after the other, pushing with one magnetic pole and pulling with the next, until those gas particles are racing around the pipe loop at nearly the speed of light. Centrifugal force makes the particles speed closer to the outside edge of the pipe loop, still within the pipe. The particles break down into electrons, or light and other wavelengths, protons or cosmic rays, and neutrons if more than hydrogen is put in the accelerator.
At least 2 particle accelerators are used to balance each other and counter each other's tendency to make the craft spin. Otherwise, the machine would tend to want to start spinning, following the direction of the force being applied to the particles. The accelerators push in opposite directions.
As the pilot and crew travel in space, outside the magnetic field of a world, water from a tank is electrically separated into oxygen and hydrogen. Waste carbon dioxide that isn't used for the onboard garden, and hydrogen (helium if the machine is using a fusion reactor) is slowly, constantly fed into the inside curves of both accelerators.
The high-speed particles go out through straight lengths of pipe, charged like the loops and in speeding out into space, push the machine along. Doors control which pips the particles leave from. This allows very long-range acceleration and later deceleration at normal (earth) gravity. This avoids the severe problems of weightlessness, including lowered physical abilities of the crew.
It is possible to use straight-line particle accelerators, even as few as one per machine, but these don't seem as able to get the best machine speed for the least amount of particles pushed out.
Using a constant acceleration of 32.2 feet per second per second provides earth normal gravity in deep space and only 2 gravities of stress in leaving the earth's gravity field. It takes, not counting air resistance, 18 minutes, 58.9521636 seconds to reach the 25,000 miles per hour speed to leave the earth's gravity field. It takes about 354 days, 12 hours, 53 minutes and 40 seconds (about) to reach the speed of light - 672,487,072.7 miles per hour. It takes the same distance to decelerate as it does to speed up, but this cuts down the time delay that one would have in conventional chemical rocketry enormously, for a long journey.
A set of super conducting magnets can be charged by metal sheet circuits, within limits, to whatever frequency is needed and will continue to transmit that magnetic field frequency almost indefinitely.
A short-wave radio can be used to find the exact frequencies that an aircraft / spacecraft is using, for each of the colors it may show whole a color television can show the same overall color frequency that the nearby, but not extremely close, craft is using This is limited, as a machine traveling at the speed of a jet airliner may broadcast in a frequency range usually used for radar sets.
The craft circuits override lower frequency, lower voltage electric circuits within and near their electromagnetic fields. One source briefly mentioned a 1941 incident, where a short-wave radio was used to override automobile ignition systems, up to 3 miles away. When the short-wave radio was turned off, the cars could work again. How many UFO encounters have been reported in which automobile ignition systems have suddenly stopped?
I figure that things would not be at all pleasant for drivers of modern cars with computer controlled engine and ignition systems. Computer circuitry is sensitive to small changes in voltage and a temporary wrong-way voltage surge may wipe the computer memory out. It could mean that a number of drivers would suddenly be stranded with their cars not working should such a craft fly low over a busy highway. Only diesel engines, already warmed up, and Stanley Steamer type steam engine cares are able to continue working in a strong electromagnetic field. In May, 1988, it was reported that the U.S. Army had lost 5 Blackhawk helicopters and 22 crewmen in crashes caused by ordinary commercial radio broadcasting overriding the computer control circuits of those helicopters. Certainly, computer circuits for this aircraft / spacecraft can and must be designed to overcome this weakness.
One construction arrangement for this craft to avoid such interference is for the metal sheet circuits to be more sharply tuned. Quartz or other crystals can be used in capacitors; in a very large number of low-powered, single frequency circuits, or as part of a frequency control for the metal sheet circuits.
The aircraft / spacecraft easily overrides lower frequency and lower voltage electric circuits up to a 6 mile wide circle around it, but the effect is usually not tuned for such a drastic show. It can be used for fire fighting: by hovering at a medium-low height at low frequency, it forms a double negative pole magnet of itself and the ground, the sides being a rotation of positive magnetic pole.
It polarizes the column of air in this field. The air becomes icy cold. If it wouldn't put the fire out, it would slow it down.
Tesla went broke in the early 1900's building a combination radio and electric power broadcasting station. The theory and experiments were correct but the financiers didn't want peace and prosperity for all.
The Japanese physicist who developed super conducting material with strong magnetism allows for a simplified construction of the aircraft / spacecraft. Blocks of this material can be used in place of the inner hull metal sheets. By putting electricity in each block, the pilot can control the strength of the magnetic field it gives off and can reduce the field strength by draining some of the electric charge. This allows the same amount of work to be done with vastly less electricity used to do it.
It is surprising that Jonathan Swift, in his "Gulliver's Travels", 1726, third book, "A Voyage to Laputa", described an imagined magnetic flying island that comes close to being what a large super conducting aircraft / spacecraft can be build as, using little or no electric power to hover and mover around.
www.thelivingmoon.com/41pegasus/02files/Tesla_Saucer.html
Before our study group, Summerville, South Carolina #2, made a trip to A.R.E headquarters in Virginia Beach, Va., in April, 2009, Jerry Ingle, set into motion an ideal that generated a monumental synchronicity. For years, Jerry, a long-time member of our group, had been interested in Nikola Tesla. He saw many parallels between his talents and those of Edgar Cayce and hoped to somehow connect them. As a psychic, Edgar Cayce had been consulted by engineers about their inventions. Cayce was willing to help as long as it would ultimately be of service to humanity. While there are suggestions that both Thomas Edison and his former associate, Nikola Tesla, consulted Cayce separately; there is no documentation in the A.R.E. archives.
Nikola Tesla was an electrical engineer who invented the alternating current Niagara power system that made Edison's direct current obsolete. He sold Westinghouse 40 patents that broke the General Electric monopoly. In 1893 he demonstrated the use of wireless radio control with a torpedo-like boat. He invented wireless transmission of electricity, an electric car that ran by tapping into the electricity of the Earth, the microwave, and the TV remote control, just to name a few. A court recently ruled that while Marconi had been given credit for the invention of the radio and made a fortune on it, Tesla was the true inventor.
Tesla was concerned with harnessing nature to meet the needs of humankind and foresaw the end of World War I as a synthesis of history, philosophy, and science,. He had the amazing ability to construct a machine in his mind and then, by operating the device in his mind, make improvements to the design. He could develop and perfect his inventions by drawing only upon the creative forces, without actually touching anything material. Just as the Cayce readings suggest, "Mind is the builder, physical is the result."
Another inventor that Edgar Cayce met was a man named Marion L. Stansell. During World War I, while stationed in France, Stansell had a near death experience with a vision. During the experience, a "spirit guide" escorted him to another dimension where he was given a formula for a mechanical device. He was told that this device would save the planet from environmental destruction in the next millennium.
On February 1, 1928, Edgar Cayce gave a reading which confirmed that Stansell was able to see the blueprints for a revolutionary type of motor in his dreams and visions. According to the readings, the motor was designed in the spirit realm by De Witt Clinton, deceased governor of New York, who in his last incarnation was the force behind the development of the Erie Canal.
Stansell needed the assistance of Edgar Cayce to relay precise technical information from Clinton in the spirit realm to Stansell and a team of like-minded entrepreneurs in the material world. The Stansell motor readings were conducted over a two-year period. One could speculate that Mr. Cayce did the same for Nikola Tesla, and that these readings were a continuation of that work, but if so, there is no record of it.
Jerry believed that there was a deep connection between the work of Cayce and Tesla and their interest in the connection between electricity and psychic phenomena. At A.R.E., Jerry found his way to the vault, where the Cayce records are kept, hoping to discover a way to get these plans into the hands of present-day inventors.
There, he and an A.R.E. volunteer named Harry talked excitedly for some time about Tesla. Suddenly, a man came to the door of the vault. "Does anybody know if there was ever a connection between Edgar Cayce and Nikola Tesla?"
"Here is the guy who can tell you," said Harry as he pointed toward Jerry. Jerry turned to face Nikola Lonchar — the President of Nikola Tesla's Inventors Club, a man who was dedicated to locating and preserving Tesla's work. The organization was made up of scientists who wanted to be sure Tesla's work was not lost! This was the first visit to A.R.E. by anyone from the Tesla organization.
Jerry was able to supply the visitor with the information he needed. The two sat in the lobby of the A.R.E. Visitor Center, oblivious to their surroundings, talking about an interest that held them both captive. Jerry was invited to speak at the next Nikola Tesla Inventors conference.
Nikola Lonchar was at A.R.E. for only one day. During this small window of time, he and Jerry had converged at the same place, at the same time, both equipped with a desire to be of service to Cayce, to Tesla, and to humanity. That's synchronicity in motion.
www.edgarcayce.org/about-us/blog/blog-posts/synchronicity...
Formerly a British colony, Somaliland briefly reached its independence in 1960. It is one of the three Territories, with Puntland and former Italian Somalia that compose the current State of Somalia.
Somaliland proclaimed its independence in 1991, adopting its own currency, a fully independent government, working institutions and police. The authorities organized a referendum in 2001, advocating once again for full independence. However, to date, it is not internationally recognized.
Ethiopian Prime minister Meles Zenawi is the only one to speak about a Somalilander president, recognizing implicitly the existence of an independent State. Indeed the economy of neighboring Ethiopia dramatically depends on Somaliland stability, since the landlocked country’s main trade route passes through the Somalilander port of Berbera… And vice-versa, the economy of Somaliland largely depends on the taxes and duties it charges Ethiopia. Besides that, the principal economic activity of Somaliland is livestock exportation to the Arabian Peninsula. Most people are Sunni Muslims and speak Arabic, as well as some Somali dialect and many of them, English.Lastely, the East African demography being based on clan alliances, it is no surprise that the frontiers drawn by the colonists don’t match the ethnic divisions of territory, leading to open clashes. More broadly, this problem is recurrent across the African continent.
© Eric Lafforgue
SASEBO, Japan (Aug. 9, 2020) Landing craft, air cushion 30, assigned to Naval Beach Unit 7, prepares to enter the well deck of the amphibious dock landing ship USS Germantown (LSD 42) as the ship conducts amphibious operations. Germantown, part of the America Expeditionary Strike Group, is operating in the 7th Fleet area of operations to enhance interoperability with allies and partners, and serves as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Taylor DiMartino)
STABILITY , Peace & Development , with His Excellency President Mahinda Rajapakse , is what Sri Lanka needs !
South Surrey, BC Canada
A catamaran is a multi-hulled watercraft featuring two parallel hulls of equal size. It is a geometry-stabilized craft, deriving its stability from its wide beam, rather than from a ballasted keel as with a monohull boat.
Catamarans typically have less hull volume, smaller displacement, and shallower draft than monohulls of comparable length.
The two hulls combined also often have a smaller hydrodynamic resistance than comparable monohulls, requiring less propulsive power from either sails or motors. The catamaran's wider stance on the water can reduce both heeling and wave-induced motion, as compared with a monohull, and can give reduced wakes.
Sailing Catamarans have evolved from the small boats that you see in races on the shoreline into large ocean-going cruisers capable of carrying dozens of people. Catamarans have become increasingly popular because they are faster, more stable and can carry more loads than their monohull counterparts.
Resources: Wikipedia; Deepsailing.com/blog/sailing-a-catamaran
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Sonja
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Khao Hin Thoen Stone Park is located in Prachuap Khiri Khan province in the narrowest part of Thailand, which is only 15 kilometers wide, close to the border with Myanmar Burma. Khao Hin Theun Stone Park is a hilly area where many large granite stones are stacked naturally. The fact that these large rocks appear to remain balanced despite their size and weight reminds us of the delicate balance and stability in nature. It is a reminder of the forces of nature and the unique geological processes that create such formations. These formations are often the result of centuries of geological processes, including erosion, sedimentation, landslides and other forces. It's amazing how nature can create these complex structures over time. From the top of the hill you can enjoy breathtaking panoramic views of the Gulf of Thailand and the surrounding coastline. Just a few kilometers away, at the Singkhon checkpoint, is the border with Myanmar; a route with rich historical significance as it once served as a military trail during the late Ayutthaya period. At the summit there is also a secluded temple built between three large massive granite boulders. Essentially an open cave, this temple is a hidden gem maintained by a lone monk. This venerable monk, now 78 years old, has been living here in solitude for more than 40 years. The temple and living area are built into the large boulders. Surrounded by lush green forests, this open temple cave also offers an opportunity to enjoy the natural beauty and tranquility. Hiking trails are available for those who want to enjoy the natural environment. The peaceful surroundings and natural beauty make it a popular place for meditation and contemplation.
Khao Hin Thoen Stone Park, situated near Hua Hin,. The park is a remarkable natural wonder where numerous colossal boulders are ingeniously stacked, creating an extraordinary and unique attraction. As you explore, you'll discover narrow pathways that meander amidst these immense rocks and boulders. The ultimate ascent to the mountain's summit is well worth the challenging journey, as the vistas that await are genuinely awe-inspiring. From this vantage point, you can behold the Gulf of Thailand in the distance and gaze upon the picturesque landscape of the Hua Hin region below. The ascent itself is an unforgettable experience. Along the way, you'll encounter strangely shaped boulders and rocks, precariously balanced atop one another, leaving you in wonderment, as if they might teeter and tumble at any moment. Photo of Kanitha, Chada, BieJee and Chi.
Khao Hin Thoen Stone Park ligt in de provincie Prachuap Khiri Khan in in het smalste stukje van Thailand, dat slechts 15 kilometer breed is, dichtbij de grens met Myanmar (Birma). Khao Hin Theun Stone Park is een heuvelachtig gebied waar veel grote granieten stenen op natuurlijke wijze zijn gestapeld. Het feit dat deze grote rotsen in evenwicht lijken te blijven, ondanks hun omvang en gewicht, herinnert ons aan de delicate balans en stabiliteit in de natuur. Het is een herinnering aan de krachten van de natuur en de unieke geologische processen die dergelijke formaties creëren. Deze formaties zijn vaak het resultaat van eeuwenlange geologische processen, waaronder erosie, sedimentatie, aardverschuivingen en andere krachten. Het is verbazingwekkend hoe de natuur door de tijd heen deze complexe structuren kan creëren. Vanaf de top van de heuvel kunt u genieten van adembenemende panoramische uitzichten op de Golf van Thailand en de omliggende kustlijn. Slechts enkele kilometers verderop, bij het Singkhon-controlepunt, ligt de grens met Myanmar; een route met een rijke historische betekenis, omdat deze ooit dienst deed als militair pad tijdens de late Ayutthaya-periode. Op de top is ook een afgelegen tempel gebouwd tussen drie grote massieve granieten rotsblokken. Deze tempel, in wezen een open grot, is een verborgen juweeltje dat wordt onderhouden door een eenzame monnik. Deze eerbiedwaardige monnik, nu 78 jaar oud, verblijft hier al meer dan 40 jaar in eenzaamheid. De tempel en het woongedeelte zijn in de grote rotsblokken gebouwd. Deze open tempelgrot is omgeven door weelderige groene bossen en biedt ook de mogelijkheid om te genieten van de natuurlijke schoonheid en rust. Er zijn wandelpaden beschikbaar voor degenen die willen genieten van de natuurlijke omgeving. De rustige omgeving en de natuurlijke schoonheid maken het een populaire plek voor meditatie en contemplatie. Foto van Kanitha, Chada, BieJee en Chi.
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)
You saw this building in my previous post in the recent photo and the vintage photo. If you have time it has a wonderful story.
By: John Young, Waco Tribune-Herald
When Artemas Roberts founded the Amicable life Insurance Co. in 1910, he wanted a building that would stand the test of time. He got more than he bargained for.
There it stands at Fifth and Austin, the reference point for Waco, austere yet bold. It was Texas' first skyscraper and the state's tallest building for a time. It reigned over Waco's business district when the downtown was the core of civic fusion. There it stood stoically, with but a few shattered windows, after a tornado gouged out the heart of the downtown district.
When the building was completed in 1911, it was hailed as the symbol of Waco's future, just as the Suspension Bridge over the Brazos was a symbol of its past. Though in its 75th year, the ALICO building remains a symbol of the future in many ways.
Why did Waco get Texas' first skyscraper? Because Roberts projected Waco as a commercial giant. Maybe he wanted his skyscraper to be the first on the block.
"I think Roberts saw Waco was a very progressive community, successful in the cotton industry, with a lot of influential people he could attract as investors and policyholders," said Thomas Westbrook Jr., senior vice president of American-Amicable Life Insurance.
Having been chosen as the site of Texas' first skyscraper thrilled the city, as if it had been anointed with a new destiny, and the building became Waco's focal point.
At first it was to have had 20 floors, but when Roberts found out the Adolphus Hotel in Dallas also would have 20 floors, he upped it by one. The builder of the Adolphus also decided to go up to 21, and so Roberts added a 22nd floor, making the ALICO building the tallest one south of the Mason-Dixon Line for a few years.
However, the two most important stories in the building were not those on its top but those at its bottom. Contractors Sanguinet & Staats sought to construct as indestructible building, and did so by digging 40 feet into the ground, down to solid rock, to begin laying the foundation. Then with the use of massive steel H-beams the building sprang up, boldly proclaimed as sturdy enough to sustain a "hurricane load."
Then on May 11, 1953, a bully came knocking on ALICO's door.
At 4:36 p.m. a tornado made a direct hit on downtown Waco, so intense and massive no one downtown could detect its shape as it crashed into the city. Arriving from the south, it seemed to head right for the ALICO building and then veer west, as if body-checked by the tall and mighty structure.
As it struck, the building swayed and employees at the top floors were thrown against the walls. Westbrook was there. He remembers one employee had a hand braced against a wall and felt a crack open up between his fingers.
The damage to the building was largely superficial, however, whereas other buildings collapsed for almost a mile over a two-block stretch, including the five-story R. T. Dennis building across Austin Avenue from ALICO.
"It was almost like the tornado had hit our building, bounced off and went another direction," said Westbrook.
In the wake of the tornado, which claimed 114 lives while destroying 150 homes and 196 businesses, the ALICO tower became Waco's crisis center. Having been built with its own generator, it was the only structure in downtown with electricity. From the First National Bank on the ground floor, medical and military officials coordinated search parties and rescue efforts. They spent the next 48 hours there working around the clock.
Like the building itself, the 1953 tornado has become a reference point for downtown Waco, which in many ways is still shaking off the storm's lingering effects as it seeks to restore its vitality.
In 1982 the ALICO tower won its badge of honor when the Texas State Historical Commission designated it a historical landmark.
Meanwhile, changes took place in the company founded long ago by Aretemas Roberts. Amicable Life merged with American Life Insurance of Dallas in 1965 and the company became known as American-Amicable. Gulf Life Holding Co. of Florida purchased American-Amicable in 1968. American General Corp bought the company in January of last year.
The American General operations are to be consolidated in Houston in the next three years. American-Amicable will retain a presence in Waco, but much of the office space now used almost completely by the insurance company, will be leased out. When that time comes, one would think American General will have little trouble finding tenants. The building remains impressive and function as ever. And -- what a view.
Westbrook, who has worked for Amicable since 1947, said its founder built the tower "as a symbol of strength and stability."
Strength? I'll say.
More facts on The Alico. www.texasescapes.com/CentralTexasTownsNorth/WacoTexas/ALI...
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)
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ON APRIL 10 1978, at the age of twenty-four Judy Cameron became the first female Air Canada pilot.
Gosh, it was a risky move. The only other “big player” airline to consider the similar venture of a female pilot, was American Airlines. Quietly, Air Canada had reviewed NASA’s conclusions with regard to “emotional stability” and female astronauts.
NASA had discovered and documented their results. Women were just as calm, just as logical, and just as disciplined as men at the helm. The ancient Canadian airline was sold—they would go with Judy.
But this IS the alternate universe we live in, the one, you know, where Air Canada Flight 621 crashed in Castlemore, ON on this day, July 5, 1970, killing all 109 passengers and crew.
One of those Air Canada stewardesses that perished that awful day was a Denise Goulet and had she NOT died, I believe Denise—not Judy—would have been Air Canada’s first female pilot.
Judy Cameron decidedly took to flying even after a joker-pilot took her up on her first flight, did some spins, stalled his airplane (a Cessna 150) and then pretended he had to do a forced landing…because well, the airplane was now in trouble (component failure or he faked an inability to restart his engine) and to save their lives—they must land immediately!
Judy was scared as hell during the whole flight!
However, when the traumatic flight was over and she was safely on the ground Judy immediately knew…she just had to get her pilot’s license.
Judy took five years to rack up the necessary flying hours and flight experience…on various aircraft (including multi-engine ones) to even be considered as a pilot for any airline. By 1978 she had accumulated the flying experience that Air Canada couldn’t overlook—so she was indeed hired, and history was made. Air Canada had its first female pilot.
In contrast, Air Canada stewardess, Denise Goulet, by age twenty-two already had many parachute jumps under her belt. Her first jump was at age seventeen. And while she had been a stewardess for just shy of three years, she had disclosed to family and friends that she too had committed to getting her pilot’s licence. And fam and friends knew once Denise set her sights on a goal—she would achieve it.
That said, Denise had one huge advantage over Judy.
Denise’s father, Henri-Paul Goulet, was already a commercial pilot! Qualified not just on airplanes, but helos (helicopters) as well. Not many pilots had this dual certification then, or now.
You can bet that once Denise had gotten her private pilot’s licence, her pilot dad would have pulled out all the stops. Commercial pilot's license next…then her multi-engine rating and experience on multiple aircraft. Certainly, on jets. Maybe even helicopters.
Assuming the same career timeline—Denise would have been qualified and been commercial pilot status ready—early, by 1975. Three years before Judy.
By 1978, Denice would have been twenty-nine with far greater flight experience, and the chronologically more mature pilot.
Also, again, it cannot be understated how much attention, flying experience, and extra help Denise would have received through her father. A huge advantage…over and above any advantage Judy actually got.
Think of Walter and Wayne Gretzky, and you’ll start to understand the Henri-Paul and Denise Goulet connection.
Alas, it was not to be.
On July 5th, 1970 that fateful day, a call from Air Canada came into the Goulet residence at around 10 am.
That call would be answered by Denise’s eleven-year-old sister, Louise Goulet who was there at home, alone with her mother, Pauline (nee Roux). And, moments after Louise handed the phone over to her mother…their world came crashing in.
Simultaneously, Denise’s brother Andre who had borrowed Luke Gruninger’s Mustang to pick up Denise at the Los Angeles airport (LAX) waited for her flight to arrive. The trio was going to spend time together visiting California, seeing the younger generation sites. In August, Pauline and Denise were going to tour California together.
As Andre waited at the airport, it was finally announced that Flight 621 had crashed in Canada—with no survivors.
What most folks don’t really get about Air Canada’s Flight 621 crash IS that it was the Canadian parallel or equivalent newsworthy event to the JFK assassination in America!
That’s right.
Ask anyone in the USA what they were doing when they got the news that their much-loved president, John Fitzgerald Kennedy, had been assassinated.
They’ll tell you exactly where they were and what they were doing—and then they'll recall their immediate grief from that very news!
Well, I’ve talked with many, many, folks about the Air Canada DC-8 “stretch” crash in Woodbridge then (Brampton now).
The first recollections these people comment on is usually that it was a Sunday morning. Or, that it was such a beautiful day outside. Next, they'll recall exactly what they were doing at the moment they learned the shocking news of the Toronto area air disaster.
Usually, that news came over the radio, since everyone listened to the radio back then, at least in the background. And then there was a personal sorrow and a realization of their inability to help in any way. But their hearts and prayers were with the victim's families.
So many lives lost and no survivors! And so close to Toronto. And then the inevitable question—how did this crash happen?
That’s what this Air Canada plane crash meant to Canadians at the time. It was a sad and riveting moment for the entire nation.
From Patricia Harding,
“Denise and I trained together as Air Canada Flight Attendants in Montreal. She was a lovely person. I was in Vancouver on a stopover when we heard the news of the crash. We were grief-stricken and so traumatized that we were unable to work our flight back home. We had to stay in Vancouver and were flown home a couple of days later. The flight crew were all known to us and were like family. We were young and had so many dreams for the future. I have never forgotten and I will carry her memory with me always.”
From Nancy Holloway Gunson,
"I was working a C. P. Air flight that fateful day from Vancouver to Montreal. Before take off, we didn't receive any newspapers to hand out to passengers (these were the days when newspapers published 3 times a day and Vancouver was also 3 hours behind Toronto's time) and I remember asking a ground crew member why, and he told that there weren't any. I thought that that was very odd. Little did I realize that the crash was front page news.
It was later in the day as we descended into Toronto, and because my 'fifth position seat' was 'sold', that I sat behind the captain for landing. As we circled, the captain pointed out the smoking rubble on the ground. It was then I found out about the crash. I could just as easily have been on that flight because I was accepted to Air Canada's F.A. training course and a day later, I found out that I was also accepted to CP Air. Because CP Air's training was in Vancouver, I decided that CP Air was for me.
My heart aches for those who perished. Denise Goulet was a beautiful young woman."
Look at the picture above of Denise Goulet.
If ever there was someone full of hope and promise it was Denise.
Her Air Canada stewardess picture is courtesy of Denise’s younger sister, Louise who answered the fateful call from Air Canada on that day.
And sadly, but truly, Denise is standing in front of an Air Canada DC-8 just like the one she perished in.
From the Walsingham poem,
“But true love is a durable fire,
In the mind ever burning.
Never sick, never old, never dead,
From itself never turning.”
Sir Walter Ralegh
Check here, on July 5, 2020, after 7 pm:
www.flickr.com/photos/78215847@N00/albums/721576246894922...
ADD A CONDOLENCE to the FLIGHT 621 FAMILIES, or a LOVED ONE from FLIGHT 621, or a MEMORY of a PERSONAL EVENT related to the crash…at the City of Brampton's permanent Flight 621 site…SEE: www.brampton.ca/EN/City-Hall/Protocol-Office/Brampton-Rem...
REST IN PEACE passengers and crew of Flight 621:
Adams, Celine Fradette
Adams, Pierre J
Beaudin, Gaetan
Belanger, Mrs.
Belanger, Jacques
Belanger, Jean
Belanger, Roland
Belanger, Rosanne
Benson, Helen
Benson, Leonard
Benson, Mary
Benson, Richard
Bertrand, Ginette
Boosamra, Lynn
Boulanger, Guy
Bradshaw, Dollie
Cedilot, Robert J
Chapdeleine, Jeannine
Chapdeleine, Joanne
Chapdeleine, Mario
Charent, Jean Maurice
Clarke, Devona Olivia
Cote, Francine
Daoust, Yolande
Desmarais, Brigitte
Desmarais, G
Dicaire, Alice (Marie)
Dicaire, Gilles
Dicaire, Linda
Dicaire, Luke
Dicaire, Mark
Dion, Suzanne
Dore, Jacqueline
Earle, Lewella
Earle, Linda
Filippone, Francesco
Filippone, Linda
Filippone, Marie
Gee, Bernard
Goulet, Denise M
Grenier, Madeleine
Growse, Diana Cicely
Growse, Jane
Growse, Roger
Hamilton, Karen E
Hamilton, Peter Cameron
Herrmann, Ronald Alvin
Hill, Harry Gordon
Holiday, Claude
Houston, Irene Margaret
Houston, Wesley
Jakobsen, Vagn Aage
Labonte, Gilles
Leclaire, Marie Rose
Leclaire, Oscar
Leduc, Henri W
Lepage, Claudette
Mailhiot, Claire Gagnon
Mailhiot, Gerald Bernard
Maitz, Gustave
Maitz, Karoline
McKettrick, Winnifred
McTague, John
Medizza, Carla
Mohammed, Dolly
Molino, Antonio
Molino, Michael (Michel)
Moore, Frederick T
Partridge, Andrea
Partridge, Carnie (Carnis) Ann
Partridge, Cyril Wayne
Phillips, Kenneth William
Poirier, Rita
Raymond, Gilles
Raymond, Martial
Robert, Aline
Robert, Georges E
Robidoux, Lionel
Rowland, Donald
Silverberg, Marci
Silverberg, Merle
Silverberg, Steven
Simon, Istvan
Simon, Mark
Smith, Dwight Lee
St. Laurent, Blanche
Stepping, Glenn Thomas
Sultan, Celia
Sultan, Jerald. M
Sultan, Robert. L
Szpakowicz, Borys
Szpakowicz, Serge
Tielens, Carmen
Tielens, Frederick
Tournovits, George
Tournovits, Soula (Athanasia)
Weinberg, Carla
Weinberg, Rita
Weinberg, Wendy
Whittingham, Jennifer
Whittingham, John
Whittingham, Reginald
Whybro, Mary Baker
Wieczorek, Hildegund
Witmer, Edgar
Wong, Ngar-Quon
Wong, Suzie
Wong, Wong (Mansing)
Woodward, Dallas J
© 2019 Paul Cardin - Friends of Flight 621
(to be refined further at a later date)
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)
PHILIPPINE SEA (Aug. 26, 2016) Marines of 31st Marine Expeditionary Unit (MEU), embarked aboard amphibious assault ship USS Bonhomme Richard (LHD 6), conduct a gun shoot to maintain weapons familiarity and proficiency while at sea. Bonhomme Richard, flagship of the Bonhomme Richard Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of operations in support of security and stability in the Indo-Asia-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Jeanette Mullinax/Released)
The purpose of this picture in regards to isolation and motivation.
I have a really bad case of childhood PTSD (post-traumatic stress disorder) that has left me an incredibly lonely person at times and struggling for motivation. As an artist that can pose quite the problem when wanting to create, but being held back because I have little motivation. My PTSD is most active in my dreams, but also play a big part in my interaction with people, and daily functioning. My childhood consisted of no stability, and because of that, in a way I was forced to take note of the world around me and find a way to raise myself. I was forced to grow up fast instead of being a child. Growing up fast has had its benefits but mainly its consequences. As a 10 year old kid I saw no problem with being more mature, being more “adult”. But at 17 I have realized that I have become more mature for my own good. I have spent so much time being in survival mode to “keep going” that I have skipped over being a kid that has left me trying to keep up with myself.
As a child I watched the other kids play while I sat in the windows 2 doors away and watched. Stuffed animals became my best friend, and I has to focus on entertaining myself while my mother was off in her own little world. The only thing (and probably the greatest thing) that I gained from it was art. The hours of practicing that have made me grow as an artist. My mind escaped reality into a creative world where I could be anything, I could be anywhere. I could do anything. When times were rough, I could crawl into my head and escape a world where I could be anything I wanted to be, create images in my head that I had no idea how to express them though drawing. So as a kid…..I spent a lot of time alone. It’s just become a comfort thing now. I rather be alone and avoid conflict.
In retrospect this picture means a lot of things.
It defiantly fits my mood lately with trying to create and being held back by motivation.
Juggling school, trying to make money and somehow finding the time after client work to shoot my own stuff is hard. By the end of the day I’m normally tired and just need to sleep.
PHILIPPINE SEA (March 25, 2020) F-35B Lightning II fighter aircraft assigned to the 31st Marine Expeditionary Unit (MEU), Marine Medium Tiltrotor Squadron (VMM) 265 (Reinforced) lands on the flight deck of amphibious assault ship USS America (LHA 6). America, flagship of the America Expeditionary Strike Group, 31st Marine Expeditionary Unit team, is operating in the U.S. 7th Fleet area of operations to enhance interoperability with allies and partners and 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 Vance Hand)
“Greater safety and stability and steep turns at high speed, without skidding or capsizing, are hoped for in a hydroplane designed by Thomas A. Edison Lake. The boat is really three small hydroplanes, joined by a framework. There is three-point contact with the water, to help keep the craft on an even keel. Steering is done with the rear hull and, on quick turns, the two forward pontoons can be banked at an angle, in order to counteract any tendency to skidding.” [Text from the accompanying article]
A Marine with the 31st Marine Expeditionary Unit’s (MEU) Maritime Raid Force (MRF) watches as his fellow Marines fast rope during a fast rope and deck shoot rehearsal aboard amphibious assault ship USS America (LHA 6) in the Philippine Sea, April 15, 2020. The training simulated a helicopter insert into an opposed Visit, Board, Search and Seizure, one of the main mission sets of the MRF. America, flagship of the America Expeditionary Strike Group, 31st MEU team, is operating in the U.S. 7th Fleet area of operations to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (Official U.S. Marine Corps photo by Cpl. Isaac Cantrell)
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)
Breaking the tragedy of the horizon – climate change and financial stability.
Read the speech here:
www.bankofengland.co.uk/publications/Pages/speeches/2015/...
Copyright: Johnny Millar
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.
Chassis n° ZFF76ZHB000203343
Estimated : CHF 2.600.000 - 2.800.000
Sold for CHF 2.185.000 - € 2.000.183
The Bonmont Sale
Collectors' Motor Cars - Bonhams
Golf & Country Club de Bonmont
Chéserex
Switzerland - Suisse - Schweiz
September 2019
"The LaFerrari is very possibly the world's fastest, most exciting hypercar. Which is some statement to make when there are machines such as the McLaren P1 and Porsche 918 Spyder to contend with. The bottom line, however, is that LaFerrari has more power (a whopping 950bhp) and less weight to carry around than its prestigious rivals so figuratively, if nothing else, it quite clearly has the upper hand. Either way, this is the ultimate Ferrari..." – Autocar.
In today's increasingly environmentally conscious times, even supercar manufacturers have felt the need to polish up their 'Green' credentials. Seeking better fuel economy and reduced emissions, they have brought 'hybrid' technology to this previously exclusively fossil-fuels-only sector of the market. This has resulted in a 'win win' situation: these latest hypercars being more environmentally friendly while at the same time considerably more powerful than before.
Ferrari's first offering in this expanding category was the LaFerrari, a limited-edition coupé that entered production in 2013. Ferrari's last model with a mid-mounted 12-cylinder engine, LaFerrari was the distillation of no fewer than nine design studies created during the process of its development. The car was unveiled at the 2013 Geneva Auto Show. Unusually, its styling had no input from Ferrari's long-term collaborator, Carrozzeria Pinifarina.
Clearly, a car evocatively titled 'LaFerrari' would have to have a V12 engine, a type of power unit used in the very first Ferrari of 1947 and for a glorious succession of the Italian factory's most famous models. The LaFerrari V12 displaced 6.3-litres and produced 789bhp, supplemented by an electric motor producing 161bhp for a combined output of 950 horsepower, the highest power output of any Ferrari road car. With the car is in motion, the electric motor's lithium-ion battery pack is charged by a KERS (Kinetic Energy Recovery System) as used in the current generation of Formula 1 cars. Power reaches the rear wheels (there's no four-wheel drive) via a seven-speed dual-clutch transmission. And if you didn't use those 950 horses all the time, there was also a useful decrease in fuel consumption, not that that would have interested the typical LaFerrari owner.
Designed by Ferrari's F1 technical director, Rory Byrne, the LaFerrari has a carbon fibre monocoque chassis with suspension at the front by double wishbones and at the rear by a multi-link system - pretty much the norm for the current generation of supercars. Any car with a 200mph-plus maximum needs plenty of stopping power, and the LaFerrari was equipped with Brembo's finest carbon-ceramic brakes. Ferrari claimed a top speed exceeding 349km/h (217mph), similar to the Enzo's top speed; however, the LaFerrari could accelerating from 0-100km/h (0-62mph) in under 2.4 seconds and reach 300km/h (186mph) in 15 seconds, comfortably out-performing its predecessor. The factory also claimed that LaFerrari had lapped its Fiorano test track in 1:19.7, faster than any other road-legal Ferrari.
Electronic systems abound in even the humblest of modern hatchbacks, and as one would expect, the LaFerrari boasts just about every bit of automotive electrickery imaginable: electronic stability control; high performance ABS/EBD (anti-lock braking system/electronic brake distribution), EF1-Trac F1 traction control integrated with the hybrid propulsion system; E-Diff 3 electronic differential; and magnetorheological suspension dampers - all controlled by 21 computers. There was also active aerodynamics, the front and rear wings being adjustable on the move to provide either high or low downforce while also controlling cooling of the engine, gearbox, batteries, and brakes. More electronics were deployed in the cockpit in the form of a 12.3" (310mm) TFT digital dashboard display with a choice of three optional layouts capable of relaying data from the telemetry system. The steering wheel featured integrated controls, while the gearchange paddles were fixed directly to steering column.
One of the fortunate few to have driven a LaFerrari, Autocar's Steve Sutcliffe was mightily impressed when let loose in one at Fiorano. "The ride instantly feels spookily smooth and calm, the steering surprisingly light but bursting with a delicious, old school kind of feel. The brake pedal also feels light underfoot but is again rippling with feel. And the throttle response, the first time I go anywhere near the loud pedal is just outrageous; the car explodes down the back straight even on half throttle in fourth gear.
"And that's what you get when you integrate electric power with a thumping great V12. At low revs the electricity provides the torque, and provides it instantly, and from there on up – at about 3000rpm – the V12 takes over. Yet the transformation is so smooth you are never actually aware that it takes place. Instead, it feels like the car is powered by a 10-litre V12 that somehow has massive low rev response at the same time.
"And yet, in their way, the gearchange, the brakes, the steering, the turn in, the handling balance and the ride... they are all every bit as incredible as the engine – sorry the power source – and the acceleration it can produce."
Putting a 950 horsepower car weighing only some 1,255kg dry in the hands of mere mortals, as opposed to professional racing drivers, might be considered somewhat reckless, but in designing LaFerrari, its makers ensured that whatever the car did it did predictably. "You always know where you are with this car," declared Autocar. "And considering just how insanely fast it is, that is arguably its greatest achievement; being manageable."
Despite a price of £1 million each, all 499 examples planned had sold before the first had been delivered. However, merely having pockets of limitless depth was not alone sufficient for you to acquire a LaFerrari, which was only available to loyal customers vetted by Ferrari.
Representing a possibly once-in-a-lifetime opportunity to own one of these fabulous Ferrari hypercars, the LaFerrari offered here was delivered new to Germany and is currently registered on a temporary Swiss plate. The car has covered only 894km from new and is presented in generally excellent condition, reflecting its sparing use. Finished in yellow with black interior, this spectacular LaFerrari comes complete with charger, tool kit, and Equatorial Guinea registration document and technical inspection.
Lego tracks have excellent strength when pulled. However, due to the way they're connected, they easily break apart when twisted. This happens both with 5-wide tracks, and 3-wide tracks as shown here. To limit twisting, I tend to support tracks on two sides instead of in the middle.
It's not obvious at first glance, but I do this with nearly all my tracked vehicles.
TAIWAN STRAIT (Dec. 30, 2020) Ensign Joseph Hurd, far left, from Foley, Alabama, and Lt. j.g. Daniel Feeney, from Old Greenwich, Connecticut, scan the horizon while standing watch in the pilot house as guided-missile destroyer USS John S. McCain (DDG 56) conducts routine underway operations in support of stability and security for a free and open Indo-Pacific. (Photo by Mass Communication Specialist 2nd Class Markus Castaneda)
EAST CHINA SEA (Feb. 23, 2022) Retail Specialist 3rd Class Darius Connor, from Abilene, Texas, shoots an M240 B machine gun during a crew-served weapon qualification aboard USS New Orleans (LPD 18). New Orleans, part of the America Amphibious Ready Group, along with the 31st Marine Expeditionary Unit, is operating in U.S. 7th Fleet to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 1st Class Desmond Parks)
PACIFIC OCEAN (July 17, 2022) Aviation Boatswain’s Mate (Fuels) Airman Ayria Irby, from Anderson, S.C., left, and Airman Justin Kasai, from Hilo, Hawaii, fist bump prior to a fire drill in the hangar bay aboard amphibious assault carrier USS Tripoli (LHA 7). Tripoli operates 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)
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)