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Beno Gutenberg

Beno Gutenberg (June 4, 1889 – January 25, 1960) was a German-American seismologist who made several important contributions to the science. He was a colleague and mentor of Charles Francis Richter at the California Institute of Technology and Richter's collaborator in developing the Richter magnitude scale for measuring an earthquake's magnitude.

Early life, family and education
Gutenberg was born in Darmstadt, Germany. His father owned a factory.

He obtained his doctorate in physics from the University of Göttingen in 1911. His advisor was Emil Wiechert.

Career
During World War I, Gutenberg served in the German Army as a meteorologist in support of gas warfare operations.

Gutenberg held positions at the University of Strasbourg, which he lost when Strasbourg became French in 1918. After some years during which he had to sustain himself with managing his father's soap factory, he obtained in 1926 a junior professorship at University of Frankfurt-am-Main, which was poorly paid.

Although he was already, in the 1920s, one of the leading seismologists worldwide and definitely the leading seismologist in Germany, he was still dependent on the position in his father's factory; however, he continued his research in his spare time.

In 1928, the attempt to become the successor of his academic teacher, Emil Wiechert, in Göttingen, failed. There are hints that Gutenberg's Jewish background might have played a role because, already in the 1920s, there were strong antisemitic tendencies in German universities. For similar reasons, he was also not accepted for a professorship in Potsdam to become the successor of Gustav Angenheister.

Move to the US
Since Gutenberg could not sustain a career of scientific work in Germany, he accepted a position as Professor of Geophysics at the California Institute of Technology in Pasadena in 1930, becoming founding director of the Seismological Laboratory when it was transferred to Caltech from Carnegie. Even if he had obtained a full professorship in Germany, he would have lost it in 1933 anyway like so many other scientists of Jewish ancestry, at least 30 of whom emigrated to the United States under Gutenberg's sponsorship.

Gutenberg made the California Institute of Technology Seismological Laboratory the leading seismological institute worldwide, especially in his collaboration with Charles Francis Richter. Together, they developed a relationship between seismic magnitude and energy, represented in this equation:

 * $$\!\ \log E(s) = 11.8 + 1.5 M$$

which gives the energy $$ E(s)$$ given from earthquakes from seismic waves in ergs. Another famous result, known as Gutenberg–Richter law, provides probability distribution of earthquakes for a given energy.

Gutenberg also worked on determining the depth of the core-mantle boundary as well as other properties of the interior of the earth.

In 1952, Gutenberg received the Prix Charles Lagrange from the Académie royale des Sciences, des Lettres et des Beaux-Arts de Belgique. Gutenberg remained director of the Seismological Laboratory until 1957. He was succeeded by Frank Press. He died of cancer in California at age 70

Personal Life
Beno Gutenberg's personal life was marked by the challenges of immigration amidst political turmoil in Germany during the rise of the Nazi regime. Gutenberg faced challenges obtaining visas due to growing Nazi influence in the 1930s.

After leaving Germany to the United States, Beno Gutenberg and his wife, Hertha, were instrumental in aiding individuals seeking refuge from Nazi persecution during the 1930s. Among those they sponsored were former colleagues, students, and friends, including Professor Helmut Landsberg and Professor Victor Conrad. These individuals received support for their education and basic needs, ensuring they were not reliant on welfare or student loans.

Hertha Gutenberg's involvement extended beyond financial support; she played a crucial role in facilitating connections and assistance through organizations like the Catholic group in New York, which helped Professor Victor Conrad secure his relocation to the United States.

title: Beno Gutenberg


text: File:Shadoevis.JPG

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: File:Shadoevis.JPG


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Junkers F 13

The Junkers F 13 is the world's first all-metal transport aircraft, designed and produced by the German aircraft manufacturer Junkers.

Produced shortly after the end of the First World War, it was a cantilever-wing monoplane with enclosed accommodation for four passengers and a two seat open cockpit. Like all Junkers duralumin-structured designs, from the 1918 J 7 to the 1932 Ju 46, (some 35 models), it has an aluminium alloy (duralumin) structure entirely covered with Junkers' characteristic corrugated and stressed duralumin skin. Internally, the wing was built up on nine circular cross-section duralumin spars with transverse bracing. All control surfaces were horn balanced.

A total of 322 aircraft were manufactured, a considerably large number for a commercial airliner of the era, and were operated all over the world. It accounted for over a third of air traffic in the early 1920s. It remained in production for thirteen years and in commercial service for more than thirty. There were many versions including floatplanes for water landing, skis, mailplane, and different engines. Several survive in various states of repair in museums, and a replica of the type was put back in production in the 2010s, taking flight once again nearly a century after the type first flew.

Development
What would become the F 13 originated in the work of Professor Hugo Junkers and his Research Institute in Dessau, Germany throughout the 1910s. These efforts were responsible for producing multiple new ideas pertaining not only to aerodynamics but also the employment and working of lightweight metal construction in aviation.

The F 13 was a very advanced aircraft when built, an aerodynamically clean all-metal low-wing cantilever monoplane. It was the world's first all-metal passenger aircraft and Junkers' first commercial aircraft. The designation letter F stood for Flugzeug (aircraft); it was the first Junkers aeroplane to use this system. Earlier Junkers notation labelled it J 13. Russian-built aircraft used the designation Ju 13.

The F 13 first flew on 25 June 1919, powered by a 127 kW (170 hp) Mercedes D.IIIa inline upright water-cooled engine. The first production machines had a wing of greater span and area and was furnished with the more powerful 140 kW (185 hp) BMW IIIa upright inline water-cooled motor.

Many variants were built using Mercedes, BMW, Junkers, and Armstrong Siddeley Puma liquid-cooled inline engines, and Gnome-Rhône Jupiter and Pratt & Whitney Hornet air-cooled radial engines. The variants were mostly distinguished by a two letter code, the first letter signifying the airframe and the second the engine. Junkers L5-engined variants all had the second letter -e, so type -fe was the long fuselage -f airframe with a L5 engine.

The F13 was the basis for developing the Junkers W 33 andJunkers W 34 )

Design
The Junkers F 13 was an all-metal transport aircraft; its construction and several of its design features, such as its cantilever wing, were particularly noteworthy for the era. Unlike traditional wings of the era, which had to use external struts and guywires out of necessity, the wing of the F 13 lacked any stay-wires; their elimination meant that a major source of drag was entirely avoided. Instead of exposing the supporting elements to the external air currents, all of the bracing was located within the wing itself, thus providing a neater solution from an aerodynamic perspective. As a consequence of this arrangement, the profile of the wing had to be considerable thicker to accommodate these supporting members; while orthodox attitudes of the era favoured thin profiles, the aerodynamic qualities of the F 13 was quite favourable, largely as a result of diligent experimentation. Another advantage was that, while the polar curve for thin profile wings typically had a relatively restricted range of application, such as for high-speed flight or a rapid rate of climb, of a higher climb, the polar curve of thicker profile wings could perform more adequately across both circumstances.

In terms of its material composition, the F 13 had intentionally discarded traditional materials, such as wood and fabric, in favour of an all-metal approach that had been pioneered by Junkers. This switch eliminated concerns over the variable quality of available wood, and the procurement difficulties in obtaining high quality wood that would be well-suited for aeronautical purposes. It also dispensed with various other concerns, as it was perceived as more difficult to maintain the calibrated dimensions of wood due to warping, the same factor also hindered interchangeability; metal posed less of a fire hazard as well. Unlike Junker's early metal aircraft, which was composed of steel and thus quite heavy, the F 13 was made of duralumin, a light-weight alloy that would find widespread use in aeronautical circles. This metal has greater uniform strength to the aircraft, which made it easier to design; greater ease of calculation increased the economics of this choice as well.

Somewhat offsetting the difficulties of developing a new arrangement to permit the installation of all supporting framework internally, the use of metal enabled a substantial number of new construction features to be adopted. Although the specific gravity of duralumin is greater than that of wood, the weight of the Junkers F 13 was beneath that of all other airplanes, wood or metal, of the same class, as a result of thorough aerodynamic studies conducted by the company. Furthermore, it was also felt that the metal approach would increase structural safety and serviceability. In comparison to its wooden contemporaries, the F 13's all-metal approach was slower to fatigue; it was also less expensive to protect against humidity and most other atmospheric conditions. Termites were unable to damage metal aircraft. It was partially for this reason that use of the F 13 in various tropical countries, particularly those in South America, quickly became commonplace. In general, the life of a metal aircraft was believed to be far greater than that of a wooden one.

The supporting surface, which was the basis of the structure, comprises three parts, in order to facilitate transportation. The outer portions of the wings were secured to the framework of the central wing section, whose spars consisted of nine duralumin tubes, in a manner that assured symmetry of the wings. These wings could be mounted and demounted by two men within a few minutes. A cantilever girder comprised the core of the wing's framework. The external metal covering, which was corrugated for increased strength, helped to withstand the stress of torsion while the overall structure was fairly resistant to dynamic overloading. In another departure from conventional practices of the time, the fuselage was placed on the wing; this permitted the framework of the wing's central section to form the base of both the fuselage and the cabin. Accordingly, the aircraft had a relatively strong superstructure while also reducing its weight. One advantage of the position of the wing was that it afforded the best possible protection to the cabin and its occupants, in the event of a rough or emergency landing.

The flight controls were fairly conventional, both the elevator and ailerons were actuated by the pilot via a column with a wheel while the rudder was operated using pedals. Various sliding doors were present for inspection and serviceability purposes for the various control cables, levers, and tubes. Provision was made for the installation of dual flight controls, a feature that was thought to be of particular importance during long-range flights. All of the tail surfaces had fairly large areas that benefitted not only the aircraft's manoeuvrability but also its steadiness in flight. Another departure from convention was the means of adjusting the stabilizer to compensate for weight variations; a trimming tank positioned near the rear of the fuselage could offset nose-heaviness or tail-heaviness by moans of a pump controlled by the pilot that would withdraw or add sufficient fuel to achieve equilibrium.

The undercarriage was largely composed of steel tubing; a total of four streamlined supports functioned as spring struts. A V-shaped strut arrangement assured sufficient rigidity while the distance between the wheels was thought to be sufficient to prevent the aircraft turning over even during an oblique landing. The tail skid was both jointed and shock-absorbing; it could be readily replaced and was sizable enough to protect the fuselage from sustaining serious damage. Furthermore, special connections were present for the installation of floats, which could be rapidly substituted for the wheels, to convert the F 13 into a floatplane. These floats, which were made of duralumin, were each internally divided into six tight compartments. The aircraft could be similarly equipped for taking off or landing upon snow or ice via the removal of the wheels and substituting them for duralumin runners while a shoe would be attached to the tail skid.

The aerodynamic efficiency of the F 13 meant that less engine power than had been anticipated could be used; various engines from a variety of suppliers could be installed. Easy access to all points of the engine was possible while various components could be exchanged within a short timeframe. The frontal radiator was specially designed by Junkers to possess a high level of efficiency as well as being relatively lightweight; the pilot was able to regulate the engine temperature via the adjustable shutters. Those aircraft intended for use in a tropical country were typically provided with an additional radiator. Considerable attention was paid to the development of propellers, which was shaped by extensive research into aspects such as the pitch, blade section and diameter. The initial propellers used were composed of laminated wood that was protected by metal along their leading edges and achieved a mechanical efficiency at least equal to that of wooden ones. Junkers also worked on metal propellers of its own make, the hollow sections of which diminishes in line with the laws of bodies of uniform resistance. Advantages presented by metal propellers include the ability to replace a single blade (instead of the whole propeller), a lack of sensitivity to climate influences, and the potential to shape the propeller hub to vary the propeller pitch for either speed or climb.

Behind the single engine was a semi-enclosed cockpit for the crew, roofed but without side glazing. There was an enclosed and heated cabin completed with both with windows and doors. Passenger seats were fitted with seat belts, unusual for the time. The F 13 has a fixed conventional split landing gear with a rear skid, though some variants were fitted with floats or on skis. The cabin was relatively sizable and elegantly furnished for the era; in addition to the four passengers it accommodated, room for another passenger or crew member was present alongside the pilot.

Operational history

Any manufacturer of civil aircraft immediately after World War I was faced with competition from the very large numbers of surplus warplanes that might be cheaply converted – for example, the DH.9C. German manufacturers had further problems with the restrictions imposed by the Inter-Allied Aeronautical Commission of Control, which banned the production of warplanes and of any aircraft in the period of 1921–2. Junkers picked up orders abroad in 1919 in Austria, Poland and the USA and, in the following years with SCADTA (Colombia) and the United States Post Office Department. John Larsen Aircraft in the USA purchased a production licence, their machines being designated JL-6. In 1922 there were sales in England, France Italy and Japan.

The F13 was a very popular civilian aircraft, carrying it is estimated 40% of the world's air traffic in the early 1920s.

In Bolivia, LAB's first airplane was a Junkers F 13; first flight took off from Cochabamba on September 23, 1925.

Junkers set up its own airline – Junkers Luftverkehr AG in 1921 to encourage the acquisition of the F 13 by German airlines and was flying 60 of them by 1923. They also established a branch of this airline in Iran. Other marketing techniques were used, providing F 13s on cheap leases and free loans, with such effect that some 16 operators across Europe were flying them. When Junkers Luftverkehr merged into Luft Hansa in 1926, 9.5 million miles had been flown by them. Luft Hansa itself bought 55 aircraft and in 1928 were using them on 43 domestic routes. Even in 1937, their F 13s were flying over 50 flights per week on four routes. They were finally withdrawn in 1938.

Most of the F 13s produced before production ended in 1932 were built at Junkers German base at Dessau. During the difficult 1921–3 period production was transferred to Junkers plants at Danzig and Reval. In 1922–3, Hugo Junkers signed a contract with the Soviet Union to produce the aircraft in a Soviet factory at Fili near Moscow, which became known as "Plant no. 22". Some of these aircraft served Soviet airlines while others were used by the Red Army.

There were some other military users. The Colombian Air Force used the F 13 (and the related W.33, W.34 and K.43) as bombers in the Colombia–Peru War in 1932–3. The Republic of China flew F 13s converted into scout bombers until the January 28 Incident in 1932, when they were destroyed by the Japanese along with the Shanghai Aircraft Factory. The Turkish Flying Forces flew a few.

A feature that made the F 13 popular internationally was the ease with which its landing gear could be converted to floats. During the formative years of commercial aviation, bodies of water such as rivers, lakes, seas and oceans were more abundant than landing strips and civil airports in many parts of the world, so seaplanes were commonplace and even, in some places, more useful than regular aircraft. Aside from the obvious addition of floats, little modification was needed for this conversion; however, the different configuration could cause issues with directional control,{fact|more likely to be directional stability than control]] and so some models had their rudder extended to compensate for this.

From their introduction in 1919 F 13s were in service for more than thirty years; the last commercial F 13 was retired in Brazil in 1951.

Back in Production 2009-2019
A German-Swiss project to build a reconstruction of the F 13 was launched in 2009; the first flight was in September 2016. The reconstruction is equipped with radio and a transponder, and uses a 1930s Pratt & Whitney R-985 Wasp Junior engine, but is otherwise as close as possible to the original. Additional reconstructions are to be sold for $2.5 million aeach.

Junkers Flugzeugwerke (SD303) has resurrected the Junkers F 13 as an all-new airplane to honor Hugo Junkers’ achievements. The company completed the aircraft in 2016 and it is at EBACE commemorating the type's maiden flight 100 years ago. The model is available for purchase, and three others like it are currently under construction. Work was in progress on the second and third aircraft during 2019, with airframe number two's maiden flight planned for early that summer.

The replica F 13 made its maiden flight on 15 September 2016, the culmination of many of years of work on the part of supporters of the project. . The replica was created from original blueprints and also a laser scan of the type at the Museum of Air and Space at Le Bourget, Paris. The replica has 2600 parts and tens of thousands of rivets and is powered by a Wasp radial engine.

Variants

 * F 13: first prototype, smaller wings (span 14.47 m/47 ft 5.75 in, area 38.9 m2 /419 ft²) and less powerful engine 127 kW (170 hp) Mercedes D IIIa inline) than production models.
 * F 13a: first production aircraft with 140 kW (185 hp) BMW IIIa engine.
 * F 13ba, ca, da, fa: all with the 149 kW (200 hp) Junkers L2 upright inline water-cooled engine and a series of structural modifications. The fa variant was about 1 m (3 ft) longer.
 * F 13be, ce, de, fe: as the above but all with 230 kW (310 hp) Junkers L5 upright inline water-cooled engines.
 * F 13dle, fle, ge, he, ke: variants with the Junkers L5 above.
 * F 13bi, ci, di, fi,: as ca to fa but all with the 186 kW (250 hp) BMW IV engine.
 * F 13co, fo, ko: with the 230 kW (310 hp) BMW Va engine.
 * Junkers-Larsen JL-6:American version of the F 13 built by Junkers-Larsen. Eight built.
 * Junkers-Larsen JL-12:Ground-attack derivative of the Junkers-Larsen JL-6, with 300 kW (400 hp) Liberty L-12 engine, armored, and armed with a downward-pointing battery of 30 Thompson submachine guns.
 * Rimowa Junkers F 13
 * Modern replica first flown 15 September 2016. With the approval of the Junkers heirs, Rimowa Junkers was renamed Junkers Flugzeugwerke AG, and moved to Altenrhein. Their models have modern features, like more and better instruments, while the outward appearance is the one of a Junkers-Larsen JL-6.

Operators

 * Emirate of Afghanistan ( Kingdom of Afghanistan after 1926)
 * Afghan Air Force acquired four aircraft from 1924 through 1928.
 * 🇦🇷 Argentina
 * Argentine Air Force - three aircraft
 * 🇦🇹 Austria
 * Austrian Air Force (1927-1938)
 * Österreichische Luftverkehrs AG (ÖLAG) started flying with F 13 and operated 24 aircraft0
 * 🇧🇪 Belgium
 * SNETA
 * 🇧🇴 Bolivia
 * Lloyd Aéreo Boliviano received the first F 13 as a gift from the German community on the occasion of the centennial of Bolivian independence.
 * 🇧🇷 Brazil
 * Syndicato Condor - Serviços Aéreos Condor
 * Varig
 * 🇧🇬 Bulgaria
 * Bulgarian Air Force
 * Bunavad operated two aircraft between 1927 and 1928.
 * Chilean Air Force
 * Avianca as SCADTA
 * Colombian Air Force
 * Free City of Danzig
 * Danziger Luftpost
 * Lloyd Ostflug
 * Aeronaut operated F 13 between 1922 and 1927.
 * Aero Airways
 * Kauhajoki Flying Club
 * Finnish Air Force
 * Finnish Border Guard
 * 🇩🇪 Germany
 * Junkers Luftverkehr, primary user until merger with Deutscher Aero Lloyd into Deutsche Luft Hansa
 * Deutsche Luft Hansa operated about 110 aircraft, a large part taken over from Junkers Luftverkehr
 * 🇭🇺 Hungary
 * Aero R.T. operated six aircraft between 1923 and 1927.
 * Aeroexpress Rt. (1923−1930)
 * Royal Hungarian Air Force
 * 🇮🇸 Iceland
 * Air Iceland operated three aircraft between 1928 and 1931.
 * 🇮🇷 Iran
 * Imperial Iranian Air Force
 * 🇮🇹 Italy
 * 🇱🇻 Latvia
 * Latvijas Gaisa Satiksmes Akciju Sabiedriba - national airline, operated three aircraft in 1922–1925.
 * Air Iceland operated three aircraft between 1928 and 1931.
 * 🇮🇷 Iran
 * Imperial Iranian Air Force
 * 🇮🇹 Italy
 * 🇱🇻 Latvia
 * Latvijas Gaisa Satiksmes Akciju Sabiedriba - national airline, operated three aircraft in 1922–1925.
 * Latvijas Gaisa Satiksmes Akciju Sabiedriba - national airline, operated three aircraft in 1922–1925.
 * 🇱🇹 Lithuania
 * Lithuanian Air Force for a short period operated single aircraft, which crash-landed in Lithuania after illegally passing its border in 1919.

🇲🇽 Mexico

 * Mexican Air Force

 * 🇲🇳 Mongolia
 * Mongolian People's Army Air Force operated three aircraft between 1925 and 1931.
 * Aero-Targ leased six aircraft from Danziger Luftpost in 1921.
 * Aerolloyd (later renamed Aerolot) operated 16 aircraft between 1922 and 1929.
 * LOT Polish Airlines took over 15 remaining aircraft from Aerolot and operated them between 1929 and 1936.
 * Serviços Aéreos Portugueses operated one aircraft between 1929 and 1931.
 * LARES
 * Royal Romanian Air Force
 * Soviet Union
 * Deruluft
 * Aviaarktika operated several aircraft.
 * Soviet Air Force
 * 🇿🇦 South Africa
 * South African Airways operated four aircraft obtained from Union Airways.
 * South African Air Force
 * 🇪🇸 Spain
 * Union Aérea Española UAE
 * Fuerzas Aéreas
 * Cruz Roja Española
 * Swedish Air Force
 * Aktiebolaget Aerotransport
 * 🇨🇭 Switzerland
 * Ad Astra Aero operated at least four F 13s (registered CH-91/92/93/94) between 1919 and probably 1930.
 * Turkish Air Force operated three aircraft between 1925 and 1933.
 * Turkish Air Post operated two ex-military aircraft between 1933 and 1938.
 * General Command of Mapping (Turkey) operated one ex-air force aircraft (serial no: 882) equipped with aerial photo system from 1933 to 1938.
 * Civil register lists five F 13s during the 1930s
 * 🇺🇸 United States
 * United States Post Office Department
 * United States Navy
 * General Command of Mapping (Turkey) operated one ex-air force aircraft (serial no: 882) equipped with aerial photo system from 1933 to 1938.
 * Civil register lists five F 13s during the 1930s
 * 🇺🇸 United States
 * United States Post Office Department
 * United States Navy
 * United States Navy

Accidents and incidents

 * On 1 September 1920, a Junkers-Larsen JL-6 caught fire and crashed in Morristown, NJ. Max Miller, the United States Air Mail Service's first pilot was at the controls and, along with his mechanic/crewman, Gustav Reierson, perished. They managed to eject all nine mail bags before the plane hit the ground.
 * On 8 June 1924, a SCADTA F 13, registration A13, stalled and crashed into a tree on takeoff from Barranquilla, Colombia, killing all five on board.
 * On 10 March 1926, a Latvijas Gaisa Satiksmes F 13, c/n 579, registration No. B-LATA, operating for Aero O/Y, crashed on approach to Helsinki. No fatalities were registered.
 * On 22 March 1925, a Zakavia F 13, registration R-RECA, crashed on takeoff from Tiflis, Georgia, killing all five on board. This crash is particularly famous because three high ranking Soviet officials died in the crash. Solomon Mogilevsky, Alexander Myasnikov, and Georgi Aterbekov who were flying to meet Trotsky who was in convalescence in Sukhum.
 * On 24 July 1926, a Deutsche Luft Hansa F 13, registration D-272, crashed at Juist, Germany due to weather, killing all four on board.
 * On 3 September 1926, a SCADTA F 13, registration A-10, collided with cloud-obscured terrain between Honda and La Victoria, Colombia. The two crew and two passengers were injured, and the aircraft was a total loss.
 * On 27 July 1927, a Deutsche Luft Hansa F 13, registration D-206, crashed at Amöneburg, Germany after attempting an emergency landing due to engine failure, killing all five on board.
 * On 26 May 1928 at 08:15, a Deutsche Lufthansa Junkers F 13, registration D-583, crashed at Hahnenberg, Radevormwald, Germany due to pilot error, killing three of five on board.
 * On 21 July 1930, a Croydon-based Walcot Air Line F 13, registration G-AAZK, crashed at Meopham, near Gravesend, Kent, due to structural failure, killing all six on board including its second pilot, Lt Col George L P Henderson, a pilot with considerable skill and war-time experience.
 * On 12 July 1932, Czech industrialist Tomáš Baťa died, together with pilot Jindrich Broucek, when his Junkers J13, registration D-1608 crashed after taking off in heavy fog.
 * On 2 November 1932 a Deutsche Luft Hansa F 13, registration D-724, crashed at Echterpfuhl, Germany due to wing separation, killing all five on board.
 * 23 July 1933, registration CF-ALX named "City of Prince George" crashed into a tree on takeoff in the Canadian wilderness. The wreck was later recovered in 1981 and used as the basis for restoration for museum piece. The aircraft was originally named the Königsgeier (King Vulture).
 * On 9 October 1935, an Aero O/Y F 13, registration OH-ALI, crashed into the Gulf of Finland in fog, killing all six on board.

Survivors
There are five surviving F 13 airframes, all in museums.
 * Aircraft on display
 * Reserve collection Musée de l'Air et de l'Espace, Le Bourget, Paris, France
 * Deutsches Museum Munich, Germany
 * Transport Museum of Budapest, Hungary
 * SE-AAC, ex-D-343, Tekniska museet, Stockholm, Sweden
 * Tomas Bata Memorial, Zlín, Czech Republic

 * In storage or under restoration
 * Deutsches Technikmuseum Berlin, Germany (this is an wrecked aircraft example)

Related developments

 * Junkers W 33
 * Junkers W 34
 * Junkers K 43
 * Junkers Ju 46

title: Junkers F 13


text:
Syndaesia

Syndaesia mastix is a species of arachnids in the order Solifugae, and the only member of the genus Syndaesia. It lives in western Argentina, and is one of only two daesiids in South America, the other being Ammotrechelis goetschi from the Atacama Desert; all other South American solifugids are in the families Eremobatidae and Ammotrechidae.

title: Syndaesia


text:
ISO 9

ISO 9 is an international standard establishing a system for the transliteration into Latin characters of Cyrillic characters constituting the alphabets of many Slavic and non-Slavic languages.

Published on February 23, 1995 by the International Organization for Standardization, the major advantage ISO 9 has over other competing systems is its univocal system of one character for one character equivalents (by the use of diacritics), which faithfully represents the original spelling and allows for reverse transliteration, even if the language is unknown.

Earlier versions of the standard, ISO/R 9:1954, ISO/R 9:1968 and ISO 9:1986, were more closely based on the international scholarly system for linguistics (scientific transliteration), but have diverged in favour of unambiguous transliteration over phonemic representation. The edition of 1995 supersedes the edition of 1986.

ISO 9:1995
The standard features three mapping tables: the first covers contemporary Slavic languages, the second older Slavic orthographies (excluding letters from the first), and the third non-Slavic languages (including most letters from the first). Several Cyrillic characters included in ISO 9 are not available as pre-composed characters in Unicode, nor are some of the transliterations; combining diacritical marks have to be used in these cases. Unicode, on the other hand, includes some historic characters that are not dealt with in ISO 9.

Transliteration table
The following combined table shows characters for various Slavic, Iranian, Romance, Turkic, Uralic, Mongolic, Caucasian, Tungusic, Paleosiberian and other languages of the former USSR which are written in Cyrillic.

Sample text
The following text is a fragment of the Preamble of the Universal Declaration of Human Rights in Bulgarian:

ISO/R 9
ISO Recommendation No. 9, published 1954 and revised 1968, is an older version of the standard, with different transliteration for different Slavic languages, reflecting their phonemic differences. It is closer to the original international system of Slavist scientific transliteration.

A German adaptation of this standard was published by the Deutsches Institut für Normung as DIN 1460 (1982) for Slavic languages and supplemented by DIN 1460-2 (2010) for non-Slavic languages.

The languages covered are Russian (RU), Belarusian (BE), Ukrainian (UK), Bulgarian (BG), Serbo-Croatian (SH) and Macedonian (MK). For comparison, ISO 9:1995 is shown in the table below.

Alternative schemes: ISO/R 9:1968 permits some deviations from the main standard. In the table below, they are listed in the columns alternative 1 and alternative 2.
 * 1) The first sub-standard defines some language-dependent transliterations for Russian (RU), Ukrainian (UK), Belarusian (BE) and Bulgarian (BG).
 * 2) The second sub-standard permits, in countries where tradition favours it, a set of alternative transliterations, but only as a group. It is identical to the British Standard 2979:1958 for Cyrillic romanization.

title: ISO 9


text:
Bounds checking

In computer programming, bounds checking is any method of detecting whether a variable is within some bounds before it is used. It is usually used to ensure that a number fits into a given type (range checking), or that a variable being used as an array index is within the bounds of the array (index checking). A failed bounds check usually results in the generation of some sort of exception signal.

As performing bounds checking during each use can be time-consuming, it is not always done. Bounds-checking elimination is a compiler optimization technique that eliminates unneeded bounds checking.

Range checking
A range check is a check to make sure a number is within a certain range; for example, to ensure that a value about to be assigned to a 16-bit integer is within the capacity of a 16-bit integer (i.e. checking against wrap-around). This is not quite the same as type checking. Other range checks may be more restrictive; for example, a variable to hold the number of a calendar month may be declared to accept only the range 1 to 12.

Index checking
Index checking means that, in all expressions indexing an array, the index value is checked against the bounds of the array (which were established when the array was defined), and if the index is out-of-bounds, further execution is suspended via some sort of error. Because reading or especially writing a value outside the bounds of an array may cause the program to malfunction or crash or enable security vulnerabilities (see buffer overflow), index checking is a part of many high-level languages.

Early compiled programming languages with index checking ability included ALGOL 60, ALGOL 68 and Pascal, as well as interpreted programming languages such as BASIC.

Many programming languages, such as C, never perform automatic bounds checking to raise speed. However, this leaves many off-by-one errors and buffer overflows uncaught. Many programmers believe these languages sacrifice too much for rapid execution. In his 1980 Turing Award lecture, C. A. R. Hoare described his experience in the design of ALGOL 60, a language that included bounds checking, saying:

"A consequence of this principle is that every occurrence of every subscript of every subscripted variable was on every occasion checked at run time against both the upper and the lower declared bounds of the array. Many years later we asked our customers whether they wished us to provide an option to switch off these checks in the interest of efficiency on production runs. Unanimously, they urged us not to—they already knew how frequently subscript errors occur on production runs where failure to detect them could be disastrous. I note with fear and horror that even in 1980, language designers and users have not learned this lesson. In any respectable branch of engineering, failure to observe such elementary precautions would have long been against the law."

Mainstream languages that enforce run time checking include Ada, C#, Haskell, Java, JavaScript, Lisp, PHP, Python, Ruby, Rust, and Visual Basic. The D and OCaml languages have run time bounds checking that is enabled or disabled with a compiler switch. In C++ run time checking is not part of the language, but part of the STL and is enabled with a compiler switch (_GLIBCXX_DEBUG=1 or _LIBCPP_DEBUG=1). C# also supports unsafe regions: sections of code that (among other things) temporarily suspend bounds checking to raise efficiency. These are useful for speeding up small time-critical bottlenecks without sacrificing the safety of a whole program.

The JS++ programming language is able to analyze if an array index or map key is out-of-bounds at compile time using existent types, which is a nominal type describing whether the index or key is within-bounds or out-of-bounds and guides code generation. Existent types have been shown to add only 1ms overhead to compile times.

Hardware bounds checking
The safety added by bounds checking necessarily costs CPU time if the checking is performed in software; however, if the checks could be performed by hardware, then the safety can be provided "for free" with no runtime cost. An early system with hardware bounds checking was the ICL 2900 Series mainframe announced in 1974. The VAX computer has an INDEX assembly instruction for array index checking which takes six operands, all of which can use any VAX addressing mode. The B6500 and similar Burroughs computers performed bound checking via hardware, irrespective of which computer language had been compiled to produce the machine code. A limited number of later CPUs have specialised instructions for checking bounds, e.g., the CHK2 instruction on the Motorola 68000 series.

Research has been underway since at least 2005 regarding methods to use x86's built-in virtual memory management unit to ensure safety of array and buffer accesses. In 2015 Intel provided their Intel MPX extensions in their Skylake processor architecture which stores bounds in a CPU register and table in memory. As of early 2017 at least GCC supports MPX extensions.

title: Bounds checking


text:
Dornier Do X

The Dornier Do X was the largest, heaviest, and most powerful flying boat in the world when it was produced by the Dornier company of Germany in 1929. First conceived by Claude Dornier in 1924, planning started in late 1925 and after over 240,000 work-hours it was completed in June 1929.

During the years between the two World Wars, only the Soviet Tupolev ANT-20 Maksim Gorki landplane of a few years later was physically larger, but at 53 tonnes maximum takeoff weight it was not as heavy as the Do X's 56 tonnes.

The Do X was financed by the German Transport Ministry and in order to circumvent conditions of the Treaty of Versailles, which forbade any aircraft exceeding set speed and range limits to be built by Germany after World War I, a specially designed plant was built at Altenrhein, on the Swiss side of Lake Constance.

The type was popular with the public, but a lack of commercial interest and a number of non-fatal accidents prevented more than three examples from being built.

Design
The Do X was a semi-cantilever monoplane. The Do X had an all-duralumin hull, with wings composed of a steel-reinforced duralumin framework covered in heavy linen fabric, covered with aluminium paint.

It was initially powered by twelve 391 kW Siemens-built Bristol Jupiter radial engines in tandem push-pull configuration mountings, with six tractor propellers and six pushers mounted on six strut-mounted nacelles above the wing. The nacelles were joined by an auxiliary wing to stabilise the mountings. The air-cooled Jupiter engines were prone to overheating and could barely lift the Do X to an altitude of 425 m. The engines were managed by a flight engineer, who controlled the 12 throttles and monitored the 12 sets of gauges. The pilot would relay a request to the engineer to adjust the power setting, in a manner similar to the system used on maritime vessels, using an engine order telegraph. Many aspects of the aircraft echoed nautical arrangements of the time, including the flight deck, which bore a strong resemblance to the bridge of a vessel. After completing 103 flights in 1930, the Do X was refitted with 455 kW Curtiss V-1570 "Conqueror" water-cooled V-12 engines. Only then was it able to reach the altitude of 500 m necessary to cross the Atlantic. Dornier designed the flying boat to carry 66 passengers on long-distance flights or 100 passengers on short flights.

The luxurious passenger accommodation approached the standards of transatlantic liners. There were three decks. On the main deck was a smoking room with its own wet bar, a dining salon, and seating for the 66 passengers which could also be converted to sleeping berths for night flights. Aft of the passenger spaces was an all-electric galley, lavatories, and cargo hold. The cockpit, navigational office, engine control and radio rooms were on the upper deck. The lower deck held fuel tanks and nine watertight compartments, only seven of which were needed to provide full flotation. Similar to the later Boeing 314, the Do X lacked conventional wing floats, instead using fuselage mounted "stub wings" to stabilise the craft in the water, which also doubled as embarkation platforms for passengers.

Three Do Xs were constructed in total. The original operated by Dornier, and two other machines based on orders from Italy. The X2, named Umberto Maddalena (registered I-REDI), and X3, named Alessandro Guidoni (registered I-ABBN). The Italian variants were slightly larger and used a different powerplant and engine mounts. Dornier claimed the X2 was the largest aircraft in the world at that time. Each was powered by Fiat A-22R V12 water-cooled engines, with the six engine mounts being covered by a streamlined fairing.

A proposed improved version of the Do X designated the Dornier Do 20, in which the pylon-mounted engines were to be replaced by four pairs of 1000 hp diesel engines in nacelles fared into the wing's leading edge and driving four propellers, was promoted in 1936, but never advanced beyond a design study.

Operation
The Flugschiff ("flying ship"), as it was called, was launched for its first test flight on 12 July 1929, with a crew of 14. To satisfy skeptics, on its 70th test flight on 21 October there were 169 on board of which 150 were passengers (mostly production workers and their families, and a few journalists), ten were aircrew and nine were stowaways. The flight set a new world record for the number of people carried on a single flight, a record that would stand for 20 years. After a takeoff run of 50 seconds the Do X slowly climbed to an altitude of 200 m. Passengers were asked to crowd together on one side or the other to help make turns. It flew for 40 minutes Flug Revue claims it was the 42nd flight and lasted 53 minutes, and a historical film shows "fliegt mit 170 personen" ) at a maximum speed of 170 km/h before landing on Lake Constance.

To introduce the airliner to the potential United States market the Do X took off from Friedrichshafen, Germany, on 3 November 1930, under the command of Friedrich Christiansen for a transatlantic test flight to New York. The route took the Do X to the Netherlands, the United Kingdom, France, Spain, and Portugal. The journey was interrupted at Lisbon on 29 November, when a tarpaulin made contact with a hot exhaust pipe and started a fire that consumed most of the left wing. After sitting in Lisbon harbour for six weeks while new parts were fabricated and the damage repaired, the flying boat continued with several further mishaps and delays along the Western coast of Africa and by 5 June 1931 had reached the islands of Cape Verde, from which it crossed the ocean to Natal in Brazil.

The flight continued north via San Juan to the United States, reaching New York on 27 August 1931, almost ten months after departing Friedrichshafen. The Do X and crew spent the next nine months there as its engines were overhauled, and thousands of sightseers made the trip to Glenn Curtiss Airport (now LaGuardia) for sightseeing tours. The Great Depression dashed Dornier's marketing plans for the Do X, and it departed from New York on 21 May 1932 via Newfoundland and the Azores to Müggelsee, Berlin, where it arrived on 24 May and was met by a cheering crowd of 200,000.

The Do X2 entered service in August 1931, and the X3 followed in May 1932. Both were initially based at the seaplane station at La Spezia, on the Ligurian Sea, and reassigned to various other bases during their service. Both orders originated with SANA, then the Italian state airline, but were requisitioned and used by the Italian Air Force primarily for prestige flights and public spectacles. After plans for a first-class passenger service (Genoa–Gibraltar) were deemed unfeasible, the X2 and X3 were used for officer training cruises, aeronaval manoeuvres, and publicity flights.

In April 1936, a plan was floated for a trans-Atlantic service between Berlin and New York via Lisbon and Charleston, South Carolina, with intermediate stops in the Azores and Bermuda, but it never came to pass.

Final fates
Germany's original Do X was turned over to Deutsche Luft Hansa, the German national airline, after the financially strapped Dornier company could no longer operate it. After a successful 1932 tour of German coastal cities, Luft Hansa planned a Do X flight to Vienna, Budapest, and Istanbul for 1933. The voyage ended after nine days when the flying boat's tail section tore off during a botched, overly-steep landing on a reservoir lake near Passau. While the accident was successfully covered up, the Do X was out of service for three years, during which time it changed hands several times before reappearing in 1936 in Berlin, Hormann writes ''"Am 5.September 1933 flog Chefeinflieger Wagner die DO-X zum Bodensee zurück. Mit dem Fiasko von Passau begann für DO-X der Weg ins Museum." ("On 5 September 1933 chief test pilot Wagner flew the DO X back to the Bodensee (Lake Constance). The Passau fiasco started the DO X's trip to the museum.") The Do X then became the centerpiece of Germany's new aviation museum Deutsche Luftfahrt-Sammlung'' at Lehrter Bahnhof.

The Do X remained an exhibit until being destroyed during World War II in a Royal Air Force air raid on the night of 23–24 November 1943. Fragments of the torn-off tail section are displayed at the Dornier Museum in Friedrichshafen. While never a commercial success, the Dornier Do X was the largest heavier-than-air aircraft of its time, and demonstrated the potential for an international passenger air service.

In an accident identical to that of Lufthansa's Do X1a, the Italian Do X2 lost its tail section in a botched landing only one month later. After scaling back flights and crew complements during 1934, they were mothballed at Marina di Pisa in 1935, and broken up for scrap in 1937.

Operators

 * Dornier Flugzeugwerke
 * Deutsche Luft Hansa
 * Regia Aeronautica
 * SANA (state airline)
 * Regia Aeronautica
 * SANA (state airline)

title: Dornier Do X


text:
Talk:Ides of March

Meaning
Yes, but what does the word ides mean? (look that up!)
 * The Ides of March is just one of a dozen Ides that occur every month of the year. See http://www.infoplease.com/spot/ides1.html

 * Actually, the Russian Wikipedia site has much clearer and apparently more correct explanation of the meaning - see http://ru.wikipedia.org/wiki/%D0%98%D0%B4%D1%8B. It says, ides was the middle of the month in old calendar, which was 15th for 5 months and 13th for other 8 months. And the origin of the word is somewhat different. And apparently it has nothing to do with full moon.

 * Can somebody look into this and correct? Thanks!
 * Alex -- talk 20:15, 16 March 2011 (UTC)

AND ANNIE? "Caesar was assassinated on the annie after declaring himself..." Wouldn't anniversary or 1st anniversary be less obsequious? —Preceding unsigned comment added by 24.23.212.37 (talk) 12:21, 1 June 2008 (UTC)

Trivia
changed to Iron Maiden, a NWOBHM band, have an instrumental piece named The Ides of March on their second album, Killers. instead of Iron Maiden, a British NWOBHM band, have an instrumental piece named The Ides of March on their second album, Killers. (British new wave of British heavy metal band doesn't make sense).

Singular or Plural
The article uses language that assumes the word "ides"--even when referring to a single day--is plural, but the etymology of the word certainly suggests that it is singular. So I'd think that "The ides were simply the middle of the month." should be "The ides was simply the middle of the month." or possibly "The ides were simply the midpoints each month."
 * "Ides" should be treated as the singular (I checked my dicitonary); the plural, though, is also "ides" (it doesn't change, just like "deer").Squad51 17:54, 15 March 2007 (UTC)
 * the Latin "idus" is plural, so perhaps this accounts for the confusion. Incidentally, this means that the Latin should be "idus martias" not "idus martiae", and I have corrected that.  —Preceding unsigned comment added by 86.156.166.46 (talk) 21:45, 15 February 2009 (UTC)

the band
Does this really need to be in here? A one hit wonder from 30 years ago doesn't seem to be deserving a an encyplopedic entry that would necessitate a disambig page, and I sincerely doubt even a small fraction of people looking at this entry are looking for the band. Charles 17:14, 15 Mar 2005 (UTC)

someone has been tampering with this article...."raped again, forced to soliciate oral sex to the decendants of Bill Gates"

Xena
are you joking me? what nerd put that trivia in there? I think it should be removed. Or, at the very least, shortened so that a summary description is not present. It's totally out of place.

But Xena is uber-hot! —Preceding unsigned comment added by 67.174.241.230 (talk) 05:43, 15 March 2011 (UTC)

"Revival" on Ides of March, 2006
Removed from article:
 * It was prophesied that revival will break out on college campuses throught the US on the Ides of March, 2006.

Revival of what? A source would be helpful here. • WarpFlyght (talk) 05:20, 15 March 2006 (UTC)
 * I asked the person who posted that for sources on their talk page. we'll see what happens.--B.U. Football For Life|Talk 05:29, 15 March 2006 (UTC)

Page has been defaced
I believe this page has been defaced.
 * Yes, I just noticed it and reverted the vandalism. --Canley 11:34, 15 March 2006 (UTC)

Vandalism
I believe there's still some stuff left from the vandalism. Such as the amount of stabs. Man, that would be a badass death. >9000 stabs. —Preceding unsigned comment added by 65.92.70.85 (talk) 20:18, 13 March 2011 (UTC)

More Vandalism
I don't think ARNOLD and pushups are relevant.
 * Of all the articles on Wikipedia to vandalize, why are people bothering to screw around with this one?

Another vandalism reverted.

Date Inconsistency?
In the Assassination section, we first learn that "On February 15, 41 BC, Caesar sat upon his gilded chair..." Yet later in the section we learn he was assassinated on the Ides of March (March 15th), in 44 BC. Wouldn't 44 BC have come before 41 BC? Should 41 BC really say 44 BC?

It's 44 BC according to this website: http://www.unrv.com/fall-republic/caesar-the-king.php Though someone already made the change.

44 BC should be 710 AUC (not 709) according to this: http://en.wikipedia.org/wiki/Ab_urbe_condita  —Preceding unsigned comment added by 123.143.36.158 (talk) 03:51, 15 March 2010 (UTC)

Which stab killed Caesar?
I heard somewhere that of the 23 stab wounds that Caesar had, only one was fatal and that was Brutus'. Can anyone confirm this? It was the second one, in his chest. --Must WIN 01:13, 15 March 2007 (UTC)
 * I very, very much doubt this.22:59, 16 March 2008 (UTC)~ —Preceding unsigned comment added by 24.188.131.228 (talk)
 * According to Mr Shakespeare, "They stab Caesar, Casca first, Brutus last". Which is odd, coz I thought Cassius did the first blow.  And Brutus being last doesn't necessarily imply last out of two.--TimothyJacobson (talk) 11:58, 18 January 2009 (UTC)

 * Hygiene being what it was in the day, any stab wound would have been ultimately fatal. On the other hand, not every stab would is immediately fatal; a stab in the heart or one that severs the aorta would cause the victim to collapse immediately and lose consciousness soon thereafter. 2A01:CB0C:CD:D800:928:3CD0:C613:C860 (talk) 15:34, 16 October 2019 (UTC)
 * Absolute rubbish. Many wounded ancients recovered and lived to ripe old ages. HammerFilmFan (talk) 06:54, 7 April 2023 (UTC)

Project Chanology
The next protest is on this date. Explains the vandalism.--Oreichalcos (talk) 14:27, 4 March 2008 (UTC)

Stripping off topic content
It is the Ides of March, people, and I came to this article expecting an article about the Ides of March. Somehow, it has turned into a second Assassination of Julius Caesar article. I have removed most of the assassination content except that which relates to the Ides of March, and also removed the Merge template which has been sitting on this article since last May.... LAST MAY! Ach! GreyWyvern 14:24, 15 March 2007 (UTC)

Cleopatra?
In the motion picture Cleopatra starring Elizabeth Taylor and Rex Harrison as Ceaser, she was visiting at the time of the assasination. Is there any truth that Cleopatra was indeed in Rome when this event occurred? Also her sooth-sayer/oracle warned her of this, after a night of storms.

China
Did China also have "ides" or what it has to do with roman ides of March? Looks like out of context. --78.61.94.98 01:47, 3 July 2007 (UTC)

"Displaced"?
The term had real meaning only in the traditional Roman calendar, which was displaced by the Julian calendar in 46 BC; however, it was still used in a colloquial sense for centuries afterwards to denote the middle of the month. Is this correct? I was under the impression that the Romans continued to count dates from the Nones, Ides, and Kalends after the Julian reform. Indeed, the leap day was defined as simply doubling the sixth day before the Kalends of March. I have therefore removed that line Nik42 18:46, 4 November 2007 (UTC)

"Appearances"?
Why in the world is this section called "Appearances"? That makes no sense. Something like "Significant Historical Events" would be closer to the mark. Is "Appearances" frequently used for articles on dates? It seems most if not all (including March 15) have this breakdown:

-   * 1 Events -   * 2 Births -   * 3 Deaths -   * 4 Holidays and observances -   * 5 External links

Seems to me the Ides of March should match that. My personal preference would just be the simple "Events", although I admit there is room for discussion. But "Appearances" has to go. Thmazing (talk) 02:45, 15 March 2008 (UTC)Thmazing

Romeo and Juliet
Under appearance, you have stated that Romeo and Juliet were married on the Ides of March. However, according to Shakespeare's play, it is August. In Act One, when the nurse and Lady Capulet discuss how old Juliet is the nurse states, "She's not fourteen. How long is it now to Lammastide?" Lady Capulet replies, "A fortnight and odd days." (Fortnight is two weeks) The side notes explain that "Lammastide is a relious feast day on August 1 and the day after Juliet's briday.  The feast day is now a little more than two weeks. (a fortnight)" (McDougal Littel Language and Literature 1994 Teacher's Edition).

In addition, in Act Three, Benvolio tries to urge Mercutio to leave the town square since "The day is hot, the Capulets abroad, and if we meet, we shall not scape a brawl" Again McDougal Littel sidenotes explain that the words can be explained that "It is hot summer day in August".

I have not found a reference that it is a full moon anywhere; however, if it is July 15 that would make more sense that it is the ides of July if August 1 is in two weeks. However, it is NOT the ides of March. —Preceding unsigned comment added by 206.176.95.9 (talk) 16:48, 5 November 2008 (UTC)

Parker Posey
In the main article, there is a line which says:
 * In the film The House of Yes, Parker Posey's character goes by the name Jackie-O ever since she attended an Ides of March party dressed as the former first lady

Although this is unsourced and I have never seen (or heard of the film), I shall change this line to remove the Jackie-O bit, which currently seems to be the point of the line, even though nothing today with the Ides of March--TimothyJacobson (talk) 11:58, 18 January 2009 (UTC)

Done --TimothyJacobson (talk) 12:01, 18 January 2009 (UTC)

Cleaned up a lot of the lists
Too much stuff was being added to this article which only passively referenced the Ides of March. Bands mentioning it in their lyrics? People in film happening to die on March 15th? Used as a couple lines of dialogue in a tv show? These uses aren't notable. Unless the phrase IoM is integral to the work being referenced, it really should not be included in any lists here; doing otherwise would make all of the lists impossible to complete, as well as making the article unnecessarily lengthy. GreyWyvern (talk) 17:26, 19 January 2009 (UTC)

Please redirect the Ares Mythology (no page yet) to the existing page on Ares: http://en.wikipedia.org/wiki/Ares

Thanks, sorry if this is in the wrong place. —Preceding unsigned comment added by 65.66.159.70 (talk) 05:19, 29 May 2009 (UTC)

Redirected to Roman Mars (as before) Dedekmraz (talk) 19:55, 31 May 2009 (UTC)

Usage in modern popular culture
Please don't add references here unless the phrase "Ides of March" is integral to the work in question; like if it's the title, or the main theme of the work. If it was just mentioned in the dialogue, or lyrics, or visible in a scene or two, then it is likely not notable enough for inclusion. I'm just remarking on this because if we include every reference to the Ides of March, this list is going to fill up with stuff that adds very little to the article itself. GreyWyvern (talk) 15:54, 26 February 2009 (UTC)

Marked for Copyediting
This article is a mess, grammatically and in Wiki structure. Marked for a copyeditor's attention. Parasane (talk) 16:38, 1 March 2009 (UTC)
 * Not to mention the false information about Caesar being murerd in the forum. (Note the pic: It's Caesar being murdered in the Curia of the Theatre of Pompey.--Amadscientist (talk) 23:45, 3 August 2009 (UTC)

March 13?
The anonymous IP 65.190.132.195 on 03:41, 3 March 2010 added that "Ides of March" originally referred to March 13. A quick Googling turned up nothing to support that. Is there any evidence for that claim? --Mr. Billion (talk) 06:08, 3 March 2010 (UTC)

March 15 1993
Okay so i did some research on the full moon subject, and on March 15, 1993 there was no full more, nor was it on the fourteenth. Actually it was on the sixth. So the question here is, how many more "ides" have not had a full moon, and if this happens then shouldn't the fact about the full moon be removed from the article? —Preceding unsigned comment added by Death-n-l (talk • contribs) 23:02, 14 June 2010 (UTC)

Czar Nicholas II
The Czar of Russia abdicated on the ides of march and he alos abdicated for his son the same day. —Preceding unsigned comment added by 99.252.52.23 (talk) 03:30, 6 November 2010 (UTC)

 * True enough! This is listed on the Wikipedia page March 15, which is where these things would ordinarily go (each date page lists important births, deaths, and other events that happen on that day). Narsil (talk) 23:17, 16 March 2011 (UTC)

Literal Meaning - Common Farming Phrase
I believe the phrase "beware the Ides of March" was already in common use in the farming community way before Shakespeare or even Julius Ceasar. The translation I learned was that "Ides" is the last part or tail end of something.

A rule of Farming is to plant as soon as there is no threat of frost...in most Northern Hemisphere areas such as Rome was located that means after February. But, there is a risk that a storm will arrive at the end of March; hench, the phrase used by farmers. In fact, March storms can be the worst of the season but it rarely includes sub-zero weather so most farmers will go ahead and plant at the beginning of March and keep watch until after the end of March when they can finally relax when the Ides of March have passed.

So, when Shakespeare used it in his play he meant that danger still lurks even when you think things are safe. I think this is a case where the use of a common phrase for a single event has caused the loss of the original meaning. However, I cannot locate a reference source for the farming usage which is why I'm posting it in the discussion instead of the article. Hopefully someone in the farming community can elaborate. It may even be possible that no written source is available seeing as how most ancient farming knowledge was passed down verbally. If there is no objection after given time for others to read this...I will include a section in the article for the original usage of conveying the planting knowledge concerning the threat of storms in March. Rockn-Roll (talk) 15:01, 15 March 2011 (UTC)

 * The English phrase "beware the Ides of March" would not predate Julius Caesar. However, it is true that halfway into March it is tempting that the worst of the spring storms are over when in fact the worst is still to come ("Maart roert z'n staart" is what the Dutch farmers say). It is possible that the allusion was gang-pressed into this meaning, first in jest and later as a standing expression. 2A01:CB0C:CD:D800:928:3CD0:C613:C860 (talk) 15:38, 16 October 2019 (UTC)

Full Moon?
What evidence is there that the Ides refers to the full moon? Is there a reliable source for this? As far as I know the word is of obscure origin. It's probably Etruscan, and that language is pretty mysterious. Metrodorus (talk) 16:57, 15 March 2011 (UTC)
 * Further thoughts. The word Ides itself is of obscure origin: Here's what the Oxford English Dictionary says about the English word:

 * Etymology: < classical Latin Īdūs, feminine plural noun ( < the same Italic base as Oscan eiduis (dative/ablative plural), further etymology unknown (perhaps an Etruscan loanword)); subsequently reinforced by its reflex Anglo-Norman and Middle French ides, Middle French ydes (French ides) (c1119 in Anglo-Norman; in Anglo-Norman and Old French also in singular ide). Compare Italian idi, plural noun (14th cent.).

 * However, I think there may be an argument for the Ides being the day of the full moon generally. If the month begins with a new moon and ends with a new moon (the time when the moon is not illuminated by the Sun at all, the opposite of the full moon), logically, the Ides will occur at the time of the full moon. I have books on the Roman Calendar. I'll look this up. — Preceding unsigned comment added by Jrundin (talk • contribs) 15:08, 16 March 2011 (UTC)

Metrodorus (talk) 15:08, 16 March 2011 (UTC)

Removing "Popular Culture" section
I'm removing the "In Popular Culture" section; in my opinion, it counts as a trivia section per WP:TRIV. The noteworthy items in the list are already linked from Ides of March (disambiguation), which is linked at the top of the article; they don't need to be linked again here. Narsil (talk) 13:33, 16 March 2011 (UTC)

 * I also replaced the "Modern Observances" section with a toplink to the March 15 section, which seems more appropriate. Many of the modern observances are barely if at all connected with the Roman calendar and/or assassination of Caesar; the appropriate place for them to be listed would be on the March 15 page. Narsil (talk) 18:51, 16 March 2011 (UTC)

Death of Julius Caesar
The Ides of March was the 15th day of the Roman month Martius, and while Julius Caesar did die on the 15th of that month, the date does not correspond exactly to modern dating. Wikipedia used to mark the anniversary of his death as being the 14th of March, but no longer does. It's a minor quibble, but I thought it should be pointed out. I actually don't know whether Wikipedia policy dictates using the modern calendar or the contemporary calendar for dating historical events before Gregorian reform, etc. I wanted to point out the issue on Julius Caesar's page also, but the discussion page is blocked. If it's worth correcting on the Ides of March page, I reckon it also ought to be changed on Julius Caesar's page. — Preceding unsigned comment added by 99.73.88.102 (talk) 21:26, 13 October 2011 (UTC)

Every year on the ides of march people are bringing flowers to the grave of Caesar en there are (little) celebrations and speeches. Should it be an improvement to incorperate some sentences about this in the article? See for instance: http://www.youtube.com/watch?v=__uvRj_0r8k&feature=related — Preceding unsigned comment added by 46.129.19.16 (talk) 12:34, 17 March 2012 (UTC)

How exactly did the Romans understand their calendar?
The section "ides" reads: "The Romans did not number days of a month sequentially from the first through the last day. Instead, they counted back from three fixed points of the month: the Nones (5th or 7th, depending on the length of the month), the Ides (13th or 15th), and the Kalends (1st) of the following month. The Ides occurred near the midpoint, on the 13th for most months, but on the 15th for March, May, July, and October. The Ides were supposed to be determined by the full moon, reflecting the lunar origin of the Roman calendar. On the earliest calendar, the Ides of March would have been the first full moon of the new year."

I do not understand this. What exactly does "counting back" mean? Does it mean that you identify today's date by describing it in terms of its distance from the Nones, the Ides, or the Kalends? Since today is March 11th, they would NOT say, "today is the 11th" but instead, "It is four days before the ides of March"? But even if that is the case, clearly they could not say, "today is the nones of March" by counting backwards from the Ides or the Kalends—they can only have identified the 5th day of the month by counting forward from the first. It would be helpful to know if, on March 11th, the Romans said things like, "I'll see you two days from now" or if they said "I'll see you two days before the ides." But what about references to the past? Do they refer to March the 3rd as "eight days ago" or "two days before the nones of March"?

˜˜˜˜Wordwright — Preceding unsigned comment added by Wordwright (talk • contribs) 17:04, 11 March 2015 (UTC)

Agreed, this section is very unclear Alistoriv (talk) 15:31, 18 April 2017 (UTC)

Repayment of Debts
The Ides of March were also a traditional date for the repayment of debts in the Roman Calendar, but I can only find one source for this. ″In Roman times the Ides of March was mostly notable as a deadline for settling debts.″ Metabraz (talk) 09:26, 22 February 2017 (UTC)

The 74th day of the year
If the Ides of March is the 74th day of the year, then shouldn't the Ides of March be March 14 in leap years? BlaiseEmby (talk) 15:37, 14 March 2024 (UTC)

 * Actually, it makes no sense to designate the Ides of March by counting that way. That isn't how the Ides of a month was determined. It also assumes that there was a single Roman calendar, and that the new year was invariably on January 1, just like ours, in all periods. But see Martius (month) and September (Roman month) for some reasons not to impose concepts from the Gregorian calendar. The Julian calendar itself was a newfangled thing introduced to Rome after several centuries of Roman timekeeping. Cynwolfe (talk) 04:54, 15 March 2024 (UTC)

title: Talk:Ides of March