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Christian Goethals

Christian Roger Xavier Marie Joseph Ghislain Goethals (4 August 1928 in Heule – 26 February 2003 in Kortrijk) was a racing driver from Belgium. Goethals competed as an amateur in sports car races, driving a Porsche Spyder during the 1950s. His best results were a second-place finish with his brother in the 1956 1500cc class event in Reims, and a win in the same class the following year at Forez. Goethals acquired a Cooper-Climax and entered it in the Formula Two class of the 1958 German Grand Prix, but retired from the race. He did not participate in another Formula One Grand Prix, and returned to sports cars, with notable finishes in 1960 of fifth in the Buenos Aires 1000 km and second in the GP de Spa. He retired from racing later in the season. He established a racing team called Écurie Éperon d'Or to participate in the 1958 German Grand Prix where he raced in a Cooper T43. Goethals was the youngest child of René Goethals (1876-1928), a nobleman and mayor of Heule near Kortrijk in Belgium and of Jeanne Mols (1884-1968). He was married to Julie Opsomer.

Biography in the Literature

 * Steve SMALL, Grand Prix Who is Who, Travel Publishing, London 1999, ISBN 1-902007-46-8.
 * Humbert DE MARNIX DE SAINTE ALDEGONDE, État présent de la noblesse belge, Annuaire 2007, Brussel, 2007 (in French)
 * Short biography in Grand Prix Insider
 * Short biography in Grand Prix Insider

Complete Formula One World Championship results
(key)

title: Christian Goethals


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Chuck Daigh

Charles George Daigh (November 29, 1923 – April 29, 2008) was an American racing car driver. He broke into Grand Prix racing through Lance Reventlow's Scarab team, through the virtue of being one of the resident engineers. Born in Long Beach, California, he participated in six World Championship Formula One races, debuting on May 29, 1960, and scoring no championship points. He also participated in one non-Championship Formula One race.

Following the 1960 season, Chuck Daigh went on to contest races in the International Formula league in Europe, driving the previous year's front-engined Scarab. He finished eighth at Goodwood contesting the Lavant Cup and finished seventh in an attempt at the International Trophy. He went on to crash out of the British Empire Trophy at Silverstone.

He was also a successful sportscar driver in America, winning the 1959 Sebring endurance classic & also tried to qualify twice for the Indianapolis 500, but without success. He also won the 1958 United States Sports Car Grand Prix at Riverside, California, driving a Scarab. This event was largely credited with launching professional sports car racing in the United States.

He died in hospital in Newport Beach, California after a brief battle with heart and respiratory problems.

Formula One World Championship results
(key)

Complete British Saloon Car Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

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

title: Chuck Daigh


text:
Clemar Bucci

Clemar Bucci (4 September 1920 – 12 January 2011) was an Argentine racing driver. He participated in five World Championship Formula One Grands Prix, debuting on 17 July 1954 and several non-Championship Formula One races. He scored no championship points. He was born in Zenón Pereyra and died in Buenos Aires.

Bucci was also a car designer; he designed a prototype of a grand tourer called Dogo SS-2000.

Complete Formula One World Championship results
(key)

 * '' * Indicates shared drive with Harry Schell and Carlos Menditeguy

title: Clemar Bucci


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BR Standard Class 4 2-6-0

The BR Standard Class 4 2-6-0 is a class of steam locomotive designed by Robert Riddles for British Railways (BR). 115 locomotives were built to this standard.

Design and construction
The class was designed at the ex-LNER works at Doncaster which was also responsible for building 70 of the 115-strong class. The remaining 45 were built at Horwich. None were built at Derby Works although it was intended that 20 would be built there, Doncaster in fact took them on.

The last in the series, No.76114, was also the final steam engine to be constructed at the 'Plant' (as Doncaster works was known). 76099 was last steam locomotive to be built at Horwich and in fact, was the last of the class to be completed, just after 76114 at Doncaster. The Standard Four Mogul was essentially a standardised version of the LMS Ivatt Class 4, and was primarily intended for freight use.

Although a BR Standard, the 4 2-6-0 class did not have the same design of wheels as the Swindon-built 82XXX and 77XXX Class 3 engines which also had 5 ft driving wheels, yet all three locomotive classes share the same cylinder casting.

The cylinder covers of engines built early in the programme of construction were fitted with "screw-in" type pressure relief valves. From September 1955 revised cylinder covers were introduced for renewals incorporating "bolt-on" type pressure relief valves. Rectangular type coupling rods rather than the original fluted type, were fitted to 76035 onwards.

Operation
With its 5 ft diameter driving wheels this sixth of the BR standard designs was clearly biased towards freight working. An axle-loading of only meant its route availability was virtually unrestricted. Batches were allocated to every BR region except the Western.

Eastern Region
The Eastern Region divided its 15 between two London depots. Five went to Stratford on the ex-Great Eastern section, and the remainder to the one-time Great Central depot at Neasden. Made redundant by dieselisation the Stratford engines were transferred to the Southern and arrived at Brighton. The Neasden engines also in due course departed the capital, in this case for Chester and ex-Cambrian Railways territory. One Eastern locomotive was 76034 which was fitted with a tablet catcher for running over the M&GN lines in East Anglia.

London Midland Region
Apart from a pair allocated to Leicester, most of the London Midland Region's batch of 15 spent their working lives in the Liverpool, Manchester and Preston areas. Some were allocated to the Nottingham area, and took over the working of the afternoon 16:45 fish train ex Grimsby from 4F 0-6-0s.

North Eastern Region
At first the North Eastern Region scattered its 13-strong allocation far and wide: Darlington, Gateshead, Hull, Sunderland and York. Later all were concentrated at either Kirkby Stephen or West Auckland to work over the Stainmore route whose viaducts had severe weight restrictions. Like their small cousins the 2MT 2-6-0 class the Moguls were ideal for working the line. They worked coal trains as well as passenger services and were a regular choice for excursions from Tyneside to the Lancashire coast resorts.

Scottish Region
Thirty-five units were allocated to the Scottish Region, used on the Waverley Line between Carlisle and Hawick. Others appeared on the 'Port Road' from Dumfries to Stranraer. The Scottish examples were mainly concentrated in Ayrshire and around Glasgow, and at one time Corkerhill depot was home to ten of the class. Five units were based in Aberdeen and three went to Thornton in Fife.

Southern Region
The Southern moguls (originally 37) were also concentrated in one area around Eastleigh, Southampton and Bournemouth. They were used between Portsmouth, Salisbury and Cardiff, Reading to Redhill, Brighton to Bournemouth and over the Swanage branch. Their most celebrated duty was the London Waterloo to Lymington boat train. However this had nothing to do with the engines' capabilities; it was simply that among tender engines only a or  could fit on the turntable at Brockenhurst. In the last few years of steam operation on the 'Southern' a few examples were allocated to Guildford shed before moving on to Feltham shed in south-west London.

All 17 locomotives equipped with the BR1B high-sided tender were allocated to the Southern Region. The BR1B tender had a higher axle load than the locomotives.

Accidents and incidents

 * On 23 September 1954, locomotive No. 76017 was hauling a freight train that overran signals and was derailed by trap points at Whitchurch Town station, Hampshire.
 * In December 1957, locomotive No. 76016 was hauling a freight train that overran signals and was derailed by trap points at Woodhay station, Hampshire.
 * On 12 February 1960, locomotive No. 76026 was hauling a freight train that overran signals and was derailed by trap points at Whitchurch Town station.

Preservation
Four engines have survived into preservation, all four built at Horwich Works and rescued from Woodham Brothers scrapyard at Barry Island. Three members of the class have steamed so far in preservation but 76077 has yet to do so and is at present undergoing restoration from scrapyard condition. As of September 2023, no members of the class are mainline certified. All three engines that have run in preservation have been on the main line, but only two have hauled railtours, 76079 and 76084. On 13 October 2022, 76017 was moved by rail from its home at the Watercress Line to the Bluebell Railway.

76079's main career on the main line was when it was owned by Ian Riley in Bury, Lancashire, but it was eventually sold to the NYMR. After completion of its most recent overhaul in 2014 it once again had a mainline certificate but was restricted between Battersby and Whitby on the Esk Valley Line. 76084 meanwhile, was certified to operate over the national network hauling railtours alongside passenger runs along the Bittern Line and the Esk Valley Line.

Models
The erstwhile Kitmaster company produced an unpowered polystyrene injection moulded model kit for 00 gauge. In late 1962, the Kitmaster brand was sold by its parent company (Rosebud Dolls) to Airfix, who transferred the moulding tools to their own factory; they re-introduced some of the former Kitmaster range, including this locomotive. In time, the moulding tools passed on to Dapol who have also produced the model kit.

Bachmann produces a ready-to-run model in both 00 and N gauge.

Sound

 * 76079 Between Egton and Grosmont
 * 76079 departing from Grosmont

title: BR Standard Class 4 2-6-0


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Clemente Biondetti

Clemente Biondetti (18 October 1898 – 24 February 1955) was an Italian auto racing driver. Born into a working-class family, Biondetti raced motorcycles before turning to automobiles where he had greater success.

Biography
Born in Buddusò, Sardinia, into a working-class family, Biondetti began his racing career in motorcycles in 1923 but in 1927 turned to automobiles. He was nicknamed "The Wolf of Tuscany". By 1931 his performance earned him a spot in Grand Prix motor racing with the Maserati factory team.

His success racing on circuits was minimal, but he was one of the best in tough endurance events. Driving an Alfa Romeo 8C 2900b, Clemente Biondetti won the 1938 Mille Miglia for sports cars and at the Coppa Ciano finished second in the voiturette class then third in the main event. In 1939, he won the Coppa Acerbo voiturette class and took second place at the Swiss Grand Prix. His racing career came to a halt following the outbreak of World War II in 1940. By the time he was able to resume racing after the war, he was already 49 years old. Nevertheless, he dominated Italian endurance racing, driving to victory in the Mille Miglia for three straight years from 1947 through 1949 and the Targa Florio in 1948 and 1949. He won more Mille Miglias than any other driver in history.

Clemente Biondetti participated in one Formula One World Championship event, the 1950 Italian Grand Prix. Driving a self-built Ferrari-Jaguar hybrid car, engine problems forced him out of the race thus he failed to score any championship points. Biondetti loved racing cars and continued to compete in sports car and endurance events, earning a second-place finish in a Ferrari at the 12 Hours of Pescara in 1952 against much younger drivers. After suffering from cancer for a number of years, he was forced to retire in 1954. He succumbed to cancer on 24 February 1955 in Florence. As a result, he became the first Formula One World Championship driver to die of natural causes.

Major victories

 * Coppa Acerbo 1939
 * Mille Miglia 1938, 1947, 1948, 1949
 * Targa Florio 1948, 1949

Complete European Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Post WWII Grandes Épreuves results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Complete Formula One World Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

title: Clemente Biondetti


text:
Consalvo Sanesi

Consalvo Sanesi (28 March 1911, in Terranuova Bracciolini, Arezzo – 28 July 1998, in Milan) was best known as the Alfa Romeo works' test driver in the period following World War II, but he also competed in races with the Alfa Romeo Tipo 158/159 cars in the period before the Formula One World Championship came into being. He competed in five Formula One World Championship Grands Prix, debuting on 3 September 1950. Although, on his day, his experience with the cars meant that he was often one of the fastest men on the racetrack, somehow this rarely translated into good results. He scored only 3 championship points. He found some success driving in sports car racing, continuing into the mid-1960s.

On the 1953 Mille Miglia he posted the fastest stage average speed, 112.8 mi/h, beating greats such as Nino Farina and Juan Manuel Fangio, but on this occasion his car let him down and he failed to finish. A year later he won his class in the Carrera Panamericana.

Sanesi entered an Alfa Romeo in the November 1954 Pan American race in Mexico. In the European touring car class of the event he led at one juncture with a total time of 8 hours, 29 minutes, and 24 seconds. He was overtaken by fellow Italian and Alfa Romeo drivers, Sergio Mantovani and Mario Della Favera. A couple of days later Sanesi established a 17-minute lead in his car, with the Alfa Romeo marque sweeping the first five positions of the European touring car division.

He gave up front line racing following a near-death accident during the 1964 12 Hours of Sebring race, when following a crash his Alfa Romeo Giulia TZ burst into flames. Only the prompt and courageous actions of Jocko Maggiacomo, a fellow driver watching at the trackside who dived into the flames and pulled Sanesi clear, saved his life. Sanesi was paired with driver Roberto Bussinello in the event.

Maggiacomo received a Gentleman of the Road award in November 1964 for his effort in rescuing Sanesi. The commendation was presented by the Milan Automobile Club.

Complete Formula One World Championship results
(key)

title: Consalvo Sanesi


text:
Cuth Harrison

Thomas Cuthbert Harrison (6 July 1906 – 21 January 1981) was a British racing driver from England. He was born in Ecclesall, Sheffield, and also died in Sheffield. He participated in three World Championship Formula One Grands Prix, debuting on 13 May 1950. He scored no championship points. He founded the T.C.Harrison Ford dealership.

Complete Formula One World Championship results
(key)

title: Cuth Harrison


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Damien Magee

Damien Magee (born 17 November 1945) is a British former racing driver from Northern Ireland. He participated in two Formula One World Championship Grands Prix, debuting on 8 June 1975. He scored no championship points.

His only World Championship Grand Prix start came in 1975 when he replaced Arturo Merzario at Williams at short notice for the Swedish Grand Prix. The following year he tried to qualify a RAM-entered Brabham at the 1976 French Grand Prix, but missed out.

Complete Formula One World Championship results
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Complete Formula One Non-Championship results
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title: Damien Magee


text:
Danny Ongais

Danny Ongais (May 21, 1942 – February 26, 2022) was an American racing driver.

Ongais was the only Hawaiian born driver to compete in the Indianapolis 500. He competed professionally in motorcycle, sports car, CART, IndyCar, Formula One, and drag racing. A fearless figure on the racing circuit, Ongais was nicknamed "On-the-Gas" and "The Flyin' Hawaiian." He is the only driver to have won the NHRA U.S. Nationals and the 24 Hours of Daytona.

In the 1960s he won multiple drag racing championships and was named one of the National Hot Rod Association’s Top 50 Drivers for 1951-2000. In the 1970s he moved to competing in sports cars and Indy cars, winning races in both types, including the 24 Hours of Daytona in 1979 and several Indy car races in 1977 and 1978. He also raced in Formula One from 1977-78, in six Grands Prix, recording a best result of seventh.

He was known as a fast and daring driver, but he experienced multiple crashes in his career, some resulting in injury. At the 1981 Indianapolis 500, he was involved in a near-fatal accident that caused him to miss almost a year of racing.

In 1996, at the age of 54, after nine years away from racing, he served as the substitute driver in the Indianapolis 500 for Scott Brayton, who had died in a crash before the race. Starting last, Ongais finished 7th in what was his final 500.

He was inducted into the Motorsports Hall of Fame of America in 2000 and the Hawaii Sports Hall of Fame in 2001.

Early life and career
Almost every source references Ongais having been born in Kahului, Hawaii, on May 21, 1942 of Puerto Rican immigrant grandparents although the documentary "On the Gas" claims that he was born in 1939 citing the 1940 US Census as a reference. When he was aged 14, he tested out motorbike racing with some success. In the late 1950s, Ongais enlisted in the United States Army as a paratrooper stationed in Europe. He was later discharged and returned to Hawaii for motor racing. Ongais became the Hawaiian motorcycle champion in 1960 and was in the top three positions in the expert class from 1960 to 1962.

In the early 1960s he started competing in drag racing. He won the American Hot Rod Association AA Gas Dragster Championship in 1963 and 1964, and in the National Hot Rod Association AA Dragster championship title in 1965. He defeated Don Prudhomme at the 1966 HHRA Nationals Top Fuel semifinals. In 1969 he won the NHRA Spring Nationals and NHRA U.S. Nationals in the Funny Car class driving a Ford Mustang for Mickey Thompson.

1970s
Ongais moved into circuit racing in the 1970s, working his way up the ranks in American racing through SCCA road racing with the help of Ted Field. Eventually progressing through regional series and Formula 5000, Ongais and Field moved to USAC and Indy cars in 1976 under the banner of Interscope Racing. His first Indy car race was the 1976 California 500 at Ontario Motor Speedway, where he finished 28th after a crash.

In 1977, Ongais ran his first full season in Indy cars. He had a 7th at Ontario and 5th at Phoenix and then he won his first Indy car race at Michigan International Speedway. He qualified well over the season, earning three poles, and he finished 12th in the standings.

That year he also ventured into Formula One with the Interscope team, entering the U.S. and Canadian Grands Prix at the end of the season in a year-old Penske PC4. He crashed out on a wet track at Watkins Glen after moving up early but managed a 7th place in Canada in what would be his best finish in F1.

His most successful year in Indy car racing came in 1978. Ongais won five races: at Ontario, Texas World, Mosport, the Milwaukee, and again at Michigan. He also won eight poles in qualifying. Ongais started in the middle of the front row at the 1978 Indianapolis 500, and dominated the early stages of the race. After leading 71 laps, he dropped out with a blown engine while running in second position on lap 145.

The 1978 victory at Michigan would turn out to be the final Indy car victory of Ongais' career. Although Ongais won more Indy car races than any other driver that season, a combination of mechanical problems and low finishes in other races meant he would only finish 8th in the 1978 USAC Championship. Still, those five wins—three on the large superspeedways at Ontario, Texas, and Michigan, one at the short Milwaukee Mile oval, and one road race at Mosport—demonstrated Ongais' versatility as a driver.

In 1978 he also made one final attempt at F1. He entered the season with the Ensign team, in a year-old N177 chassis, and retired in Argentina and Brazil with brake problems. Interscope then bought a new Shadow chassis for him to race but he was unable to qualify at Long Beach and also in the Netherlands later in the season.

Throughout the decade, and indeed throughout the remainder of his driving career, Ongais and Field continued driving sports cars successfully, mainly in IMSA Camel GT competition. The highlight of their sports car endeavours during this time was a victory in the 1979 24 Hours of Daytona, with Ongais and Field sharing their Interscope Porsche 935 with Hurley Haywood.

CART career
Ongais made his CART debut during the 1979 season driving the #25 Panasonic/Interscope Racing Parnelli 6C-Cosworth DFX. He first raced at the Arizona Republic/Jimmy Bryan 150 at Phoenix International Raceway where he qualified 4th and led for several laps only to drop out after 128 laps due to engine problems. He then competed at the Gould Twin Dixie 125 however bad luck hit Ongais in both races. At the Indianapolis 500 Ongais crashed in practice and this put Ongais in jeopardy of not being able to compete. Ongais qualified 27th and finished 4th. As the season progressed the Parnelli 6C (which was already a two-year-old car) started to struggle due to its age. Ongais scored another 4th-place finish at the Kent Oil 150 at Watkins Glen International and finished in 6th place in points.

For the 1980 season Interscope was intending to use their own chassis with a Porsche V6 engine. The car was disallowed and Interscope brought out their Parnelli 6C-Cosworth DFX. At his first race of the season, the Indianapolis 500 Ongais started 16th and finished 7th. Ongais endured a tough season highlighted by a 3rd-place finish at Watkins Glen. Ongais also made a single start for AMI Racing driving the #43 Armstrong Mould Orbiter 80C-Cosworth DFX at the Michigan 400 at Michigan International Speedway, finishing 11th. Ongais ended the season in 15th place in points.

In 1981 at the Indianapolis 500 Ongais was involved in a very serious accident on lap 63. Ongais came into the pits on lap 63 as the leader of the race, but problems during the stop caused it to drag on for a disastrous 46 seconds. After finally leaving the pits, Ongais approached a slower car at the end of the backstretch. He made a late pass going into turn 3. Carrying too much speed out of the turn, the car drifted out into the grey and the back end began to slide. Ongais tried to correct the slide by turning right, and the car hooked to the right and crashed nearly head-on into the wall. He was knocked unconscious by the heavy impact. Officials had to cut open the car to help Ongais out. He was transported by an ambulance to a nearby hospital in a critical condition. By the time the broadcasting of the race ended at 11:30 PM, Ongais's condition had improved and his condition was updated to stable. He suffered a concussion, compound fractures in both legs, a broken arm and a 6-inch tear in his diaphragm. He missed the rest of the CART year to recover in rehabilitation.

In 1982, he ran on only one Indy car race, the Indianapolis 500 (which was still sanctioned by USAC). He piloted a new Interscope IP-1 chassis, qualifying 9th and leading several laps before crashing out on lap 62 when running 5th. The rest of the year he raced only sports cars.

Ongais next drove in CART during the 1983 CART/PPG World Series season, first appearing at the 1983 Indianapolis 500. He initially drove the #65 Interscope Racing March 83C-Chevrolet V6, however, that car was replaced with the #25 March 83C-Cosworth DFX. Ongais started in 21st place and retired with mechanical problems. For the next seven races, Ongais replaced an injured Johnny Rutherford at Patrick Racing, who had been driving the #40 Sea Ray Boats Wildcat Mk 9-Cosworth DFX. Later in the season, Interscope Racing set up a partnership between themselves and Patrick Racing giving Patrick March 83C-Cosworth DFXs. Ongais scored a best finish of 5th place at the Escort Warning Radars 200 at Mid-Ohio Sports Car Course. He finished the season in 20th place in points. For the 1984 season Ongais took over as owner of Interscope Racing fielding the #25 Interscope Racing March 84C-Cosworth DFX. Ongais finished in 3rd place at the Detroit News Grand Prix at Michigan International Speedway. He also finished in 10th place in points.

For the 1985 season Ongais scored a best finish of 6th at the Beatrice Indy Challenge at Tamiami Park and finished in 24th place in points. Ongais also survived a spectacular barrel roll at the Michigan 500 at Michigan International Speedway when he ran into the slower car of Phil Krueger on the backstretch.

For the 1986 season Ongais only ran the 1986 Indianapolis 500 for Interscope Racing. Fielding the #25 GM Goodwrench/Panavision March 86C-Buick V6, Ongais dropped out with a mechanical failure.

For the 1987 season Interscope Racing teamed up with Team Penske getting Ongais in the #25 Panavision Penske PC-16-Ilmor-Chevrolet Indy V8 for the Indianapolis 500, however Ongais crashed in practice and suffered a concussion. The car went to Al Unser Sr who went on to win a record-tying 4th Indianapolis 500. Ongais later attempted to race at the Marlboro 500 at Michigan International Speedway, the Nissan Indy Challenge at Tamiami Park, and the Bosch Spark Plug Grand Prix at Nazareth Speedway. He would retire at Michigan and Miami and fail to qualify at Nazareth.

IndyCar
After a 9-year hiatus from racing, Ongais was asked by John Menard to fill in for Scott Brayton who was killed during Friday Practice for the 1996 Indianapolis 500. Under qualifying rules he had to start 33rd. He was the oldest driver to compete in that field, at age 54. Ongais finished 7th, having the best car early in the race. He ran his last Indy Car race the next year, in the Indy 200 at Walt Disney World, with Chitwood Motorsports, where he finished 13th. In 1998 he attempted to qualify for the Indianapolis 500 with Team Pelfrey but was unable to do so when he suffered a concussion after a crash.

Awards

 * He was inducted in the Motorsports Hall of Fame of America in 2000.
 * On the National Hot Rod Association Top 50 Drivers, 1951-2000, he was ranked 39th.
 * He was inducted into the Hawaii Sports Hall of Fame in 2001.

Personal life
Ongais was notoriously reclusive and a private man, rarely giving interviews and revealing little or no details of his life outside of racing. Roger Penske, while employing Ongais for the 1987 Indy 500, was unable to get the racer to speak to the press, and said of him - "His whole heart is in racing, that's his life" Jim Chapman, race director at Interscope Racing stated "Nobody really knew much about him — where he lived, his family, stuff like that". Chapman did state that well into their relationship he learned Ongais was married and had a son.

Ongais died from congestive heart failure in Anaheim Hills, California, on February 26, 2022, at the age of 79. His death was announced by the Indianapolis Motor Speedway two days later. He was survived by his long time partner Patricia Soldano, as well as his three children and five grandchildren. His former Indy car competitors remembered him well after his passing, with Mario Andretti calling him “that quiet lion.”

Disputed birth year
Throughout his career, Ongais information listed his birth in 1942. However, his birth was likely in either 1938 or 1939. In a May 1978 interview with the Honolulu Star-Bulletin, Dan Ongais Sr. said that his son was preparing to turn 39 instead of 36. The 1940 United States census, taken in April 1940, list the younger Ongais as being one year-old by that point in 1940. The 1950 census lists him as 11 years-old in April 1950.

A 1979 profile in Sport Magazine referenced the age discrepancy, stating "If he began racing motorcycles after his hitch in the Army, as his father states, then Ongais would have been inducted into the Army at 14. But taking liberties with one's age is common among race drivers."

Complete Formula One results
(key)

American Open-Wheel racing results
(key) (Races in bold indicate pole position)

PPG Indycar Series
(key) (Races in bold indicate pole position)
 * 1 Injured, replaced by Al Unser

Indianapolis 500

 * 1 Al Unser succeeded Ongais as driver in the car; Unser won the Indianapolis 500 with a March-Cosworth that had been a show car.
 * 2 After Scott Brayton was killed in a practice crash with a backup car, Ongais drove the car Brayton qualified on the pole; under USAC rules, the car had to start last.
 * 3 John Paul Jr. succeeded Ongais as driver in the car; Paul finished 7th in the Indianapolis 500 after leading 39 laps.

title: Danny Ongais


text:
Kilo-class submarine

The Kilo-class submarines are a group of diesel-electric attack submarines designed by the Rubin Design Bureau in the Soviet Union in the 1970s and built originally for the Soviet Navy.

The first version had the Soviet designation Project 877 Paltus (Па́лтус, meaning "halibut"), NATO reporting name Kilo. They entered operational service in 1980 and continued being built until the mid-1990s, when production switched to the more advanced Project 636 Varshavyanka (Варшавянка, after the revolutionary song of the same title) variant, also known in the West as the Improved Kilo class. The design was updated again by the Russian Navy in the mid-2010s, to a variant called Project 636.3, also known as Improved Kilo II.

Role
The Project 877 attack submarines were mainly intended for anti-shipping and anti-submarine operations in relatively shallow waters. Original Project 877 boats are equipped with Rubikon MGK-400 sonar system (with NATO reporting name Shark Gill), which includes a mine detection and avoidance sonar MG-519 Arfa (with NATO reporting name Mouse Roar).

Newer Project 636 boats are equipped with improved MGK-400EM, with MG-519 Arfa also upgraded to MG-519EM. MGK 400E can detect submarines with 0.05 Pa/Hz noisiness in 16 km and surface vessels with 10 Pa/Hz noisiness in 100 km. The improved sonar systems have reduced the number of operators needed by sharing the same console via automation.

Anechoic tiles are fitted on casings and fins to absorb the sound waves of active sonar, which results in a reduction and distortion of the return signal. These tiles also help attenuate sounds that are emitted from the submarine, thus reducing the range at which the submarine may be detected by passive sonar.

Project 636 and 636.3 submarines can launch Kalibr (and their Club export version) cruise missiles. It was reported in September 2022 that they can carry four Kalibr missiles, and can launch them through two of their six torpedo tubes.

History
A single Project 877 submarine, RUSSIAN SUBMARINE B-871 Alrosa, is equipped with pump-jet propulsion, instead of a propeller. It has been retrofitted for the Kalibr missile.

It was planned for Project 636 (Improved Kilo) to be succeeded by the Lada-class submarine in Russian Navy service. However, by November 2011 it was apparent that the Lada class would be delayed because Sankt Peterburg (B-585), the lead boat of the class, had shown major deficiencies. On 27 July 2012, the Russian Navy commander-in-chief announced that construction of the Lada-class submarines would resume, having undergone design changes. Series production was reported to be underway in the latter 2010s.

The Russian Navy also moved forward in the late 2010s, with the construction of Project 636.3, also known as Improved Kilo II. The first-in-class was named Petropavlovsk-Kamchatsky (PPK) and was launched by the head of Admiralty Shipyard Alexander Buzakov on 28 March 2019, or some thirty months after commission. By November 2019, six units had been built for the Black Sea Fleet and further boats were proposed, but not funded, for the Pacific and Baltic Fleets.

In June 2022, an unconfirmed report from within Russia's defense industry suggested that a further tranche of six additional Project 636.3 vessels might be ordered to start construction in around 2024. The PPK class "is slightly longer in length — the sub's submerged displacement is around 4,000 tons — and features improved engines, an improved combat system, as well as new noise reduction technology; it can fire both torpedoes and cruise missiles, launched from one of six 533-millimeter torpedo tubes." The PPK class has a seven-bladed propeller, instead of the six-bladed propeller of the Project 877 class.

Specifications
There are several variants of the Kilo class. The information below is the smallest and largest number from the available information for all three main variants of the boat.

 * Displacement:
 * 2,300–2,350 tons surfaced
 * 3,000–4,000 tons submerged
 * Dimensions:
 * Length: 70–74 meters
 * Beam: 9.9 meters
 * Draft: 6.2–6.5 meters
 * Maximum speed
 * 10–12 knots surfaced (18–22 km/h)
 * 17–25 knots submerged (31–46 km/h)
 * Propulsion: Diesel-electric 5900 shp
 * Maximum depth: 300 meters (240–250 meters operational)
 * Endurance
 * 400 nmi at 3 kn submerged
 * 6000 nmi at 7 kn snorkeling (7,500 miles for the Improved Kilo class)
 * 45 days sea endurance
 * Armament
 * Air defence: 8 Strela-3 or 8 Igla-1, but after sea trial it was rejected by the navy.
 * Six 533 mm torpedo tubes with 18 53-65 ASuW or TEST 71/76 ASW torpedoes or VA-111 Shkval supercavitating torpedoes, or 24 DM-1 mines,
 * Crew: 52
 * Price per unit is US$200–250 million (China paid about US$1.5–2 billion for 8 Project 636 Kilo-class submarines)

Operational history
In 2015 five Kilo-class submarines were deployed to the Russian naval facility in Tartus, Syria. At least two of the units reportedly attacked land targets inside Syria with 3M54 Kalibr cruise missiles (NATO designation: SS-N-27A "Sizzler"). On 8 December 2015 marked the first time a Kilo-class submarine fired cruise missiles against an enemy. The B-237 Rostov-on-Don struck two targets near the ISIS capital of Raqqa by the missile attack. The B-237 transited the Dardanelles on its way back to the Black Sea on 12 February 2022.

The B-871 Alrosa a pump-jet Kilo class, which derives from the Project 877 hull, participated in the Russo-Ukraine War.

After the sinking of the RUSSIAN CRUISER Moskva in April 2022, it was remarked that the Kilo-class subs were the only members of the Black Sea Fleet whose orders did not prohibit venturing into Ukrainian waters near Odessa during the Russian invasion of Ukraine. In September 2022, after the early 2022 Crimea attacks, the UK Ministry of Defence said that the Kilo-class submarines were moved from Sevastopol to the Port of Novorossiysk in Krasnodar Krai.

On 13 September 2023, B-237 Rostov-on-Don was severely damaged by a Ukrainian Storm Shadow missile strike while it was drydocked in Sevastopol. According to satellite images taken in June 2024, the submarine was moved to a lesser used dry dock within the port. Camouflage nets were thrown up to disguise its presence and to make observation more challenging. According to reports, the submarine is under repair.

Operators
The first submarine entered service in the Soviet Navy in 1980, and the class remains in use with the Russian Navy today; around 11 original Kilo-class vessels believed to still be in active service with the Russian Navy (as of 2023), while new Improved Kilo–class subs are being delivered through the 2020s to replace them. About forty vessels have been exported to several countries:

 * : 2 original Kilo (Project 877), 4 Improved Kilo (Project 636).
 * : 2 original Kilo (Project 877), 10 Improved Kilo (Project 636).
 * 🇮🇳: 10 original Kilo (Project 877), 1 sustained major casualty – designated as the Sindhughosh-class submarine
 * : one boat transferred from Indian Navy by March 2020.
 * 🇵🇱: 1 original Kilo (Project 877) – ORP Orzeł (1986).
 * 🇮🇷: 3 original Kilo (Project 877).
 * 🇷🇴: 1 original Kilo (Project 877) – ROMANIAN SUBMARINE Delfinul (not operational).
 * 🇷🇺: 10–11 original Kilo (Project 877), 11 Improved Kilo (Project 636.3) and 1 additional Improved Kilo on order (636.3) for Pacific Fleet to be delivered in 2024. One further Improved Kilo ordered in August 2020, during the International Military-Technical Forum "ARMY-2020"; up to six additional boats of the class intended to replace Project 877 units; first three ordered in 2023.
 * : 6 Improved Kilo (Project 636)  – VIETNAMESE SUBMARINE Hồ Chí Minh City, VIETNAMESE SUBMARINE Hà Nội, VIETNAMESE SUBMARINE Hải Phòng, VIETNAMESE SUBMARINE Đà Nẵng, VIETNAMESE SUBMARINE Khánh Hoà, VIETNAMESE SUBMARINE Bà Rịa-Vũng Tàu.

Possible purchasers
The government of Venezuela expressed interest since 2005 in acquiring nine AIP-powered conventional submarines, either the German U214 or later the Amur 1650. There was a Russian counteroffer due to technical issues at the shipyards back then, for five Project 636 Kilo-class and four Amur 1650, but it hasn't gone through yet.

In 2017, the Philippine Navy showed interest in the Kilo-class submarine as part of its modernization program. Defense Secretary Delfin Lorenzana said the country was evaluating a Russian offer.

Failed bids
The Indonesian Navy was interested in purchasing two used Kilo-class submarines, but the Chief of Staff of the Indonesian Navy Laksamana Marsetio cancelled the plans in 2014 after inspecting the two submarines in Russia with an Indonesian Navy team. He said, "The submarines look good on the outside, but the inside is filled with broken equipment, and the two submarines have been in storage for two years." Indonesia instead bought six Improved Jang Bogo-class submarines, later known as Nagapasa-class submarine, including a transfer of technology, where Indonesia will eventually build four of six of the submarines with South Korea.

Project 636.3
Italics indicate estimates.

title: Kilo-class submarine


text:
Dave Charlton

David William Charlton (27 October 1936 – 24 February 2013) was a racing driver from South Africa.

Charlton was born in Brotton, Yorkshire. He participated in 13 World Championship Formula One Grands Prix, debuting on 1 January 1965. He scored no championship points. He competed in many non-World Championship Formula One races, winning the South African Formula One Championship six times in succession from 1970 to 1975.

Charlton died in Johannesburg, South Africa on 24 February 2013, aged 76.

Complete Formula One World Championship results
(key) (Races in bold indicate pole position)

title: Dave Charlton


text:
David Hampshire

David Alan Hampshire (29 December 1917 – 25 August 1990) was a British racing driver from England. He was born in Mickleover, Derbyshire and died in Newton Solney, in South Derbyshire.

Hampshire first appeared amongst Bira, Villoresi, Tony Rolt, Raymond Mays, Peter Whitehead, Leslie Brooke and Reg Parnell in the 1939 Nuffield Trophy at Donington Park. However, the Maserati 6CL which he was driving, formerly owned by Arthur Dobson and re-engineered into an 1100 cc car, only managed a few laps, retiring with a melted piston. The car was subsequently returned to 1500 cc format. He raced the 6CL again at the 1939 Brooklands Whit Monday meeting and the Sydenham Trophy at Crystal Palace on 20 May (televised by the BBC). It had a final outing at Donington Park on 12 August 1939 just before the outbreak of World War 2.

After the Second World War, there were virtually no circuits in England to begin with so sprints were undertaken at Gransden Lodge and Shelsley Walsh. Later in 1946, he competed in his Delage 158L (a 1927 GP car) in the Albi Grand Prix and the Grand Prix des Nations in which he finished eighth.

In 1947, he first drove Reg Parnell's "The Challenger" in the British Empire Trophy and Parnell's ERA E-type (GP1) at Lausanne both ending in retirements.

On the whole, 1948 was more fruitful: he finished second in his Delage 158L in the 1948 British Empire Trophy at Douglas, Isle of Man, and seventh in the Zandvoort Grand Prix in the Netherlands. He also competed in that year's Jersey Road Race.

In 1949, with the newly acquired (but 10-year-old) ERA R12b he was fourth in the British Grand Prix at Silverstone and also fourth at the Goodwood Trophy race. There were top ten results in the Jersey Road Race and the British Empire Trophy, an 11th position at the International Trophy Meeting, but retirements at the Albi and Lausanne GPs.

During the 1950 Formula One season, he competed in two World Championship Formula One Grands Prix, and numerous non-Championship Formula One races. He took pole position for the non-Championship Jersey Road Race in the Scuderia Ambrosiana Maserati 4CLT, but his maiden Formula One win eluded him when the car's magneto failed. Nevertheless, he recorded the fastest lap of the race, which was won by Peter Whitehead in a Ferrari. Later in the season he did finally manage to take a Formula One race victory in the 1950 Nottingham Trophy at Gamston, which he won in a Scuderia Ambrosiana Maserati 4CLT.

He competed in the 1951 24 Hours of Le Mans race in a works Aston Martin DB2 where, along with his friend, Reg Parnell, he finished third in class and seventh overall.

Complete Formula One World Championship results
(key)

title: David Hampshire


text:
David Piper (racing driver)

David Ruff Piper (born 2 December 1930) is a British former Formula One and sports car racing driver from England. He participated in 3 Formula One World Championship Grands Prix, debuting on 18 July 1959. He scored no championship points.

Early career and Formula One
Piper was born in Edgware, Middlesex and began his career in the mid-1950s by competing in sprints and hill-climbs, before beginning circuit racing with a Lotus Eleven. He then moved up to a Lotus 16 which he used in 1959 and 1960 to compete in both Formula One and Formula Two, by means of changing engines as appropriate. His best result with the car was a second place in the Lady Wigram Trophy, in 1960, behind Jack Brabham in a Cooper.

In 1961, Piper competed in European Formula Junior alongside Jo Siffert but drove the Gilby F1 car in the Gold Cup. He also competed in non-championship races in 1962, but had become disenchanted with single-seater racing and moved into sports car racing initially with a Ferrari GTO.

Later career
Between 1962 and 1970, Piper raced frequently in many locations worldwide using his personally owned Ferraris and, later, Porsches. He was moderately successful and gained a reputation for reliability and consistency.

Piper crashed a Porsche 917 during the 1970 shooting of the film Le Mans and lost part of one leg.

Piper later raced his personal, green, Porsche 917 and other cars in historic events.

Complete Formula One World Championship results
(key)

Complete British Saloon Car Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.) † Events with 2 races staged for the different classes.

title: David Piper (racing driver)


text:
David Prophet

David Prophet (9 October 1937 – 29 March 1981) was a British racing driver from England. He participated in two Formula One World Championship Grands Prix, debuting on 28 December 1963. He scored no championship points. He finished sixth in the non-Championship 1963 Rand Grand Prix.

Prophet was killed in a helicopter crash shortly after taking off from Silverstone Circuit on 29 March 1981. With him was Christopher Roberts.

Complete Formula One World Championship results
(key)

Non-Championship Formula One results
(key)

Complete British Saloon Car Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

title: David Prophet


text:
Television in Albania

Television in Albania was first introduced in 1960. RTSH dominated the Albanian broadcasting field up to the mid-1990s, a period when privately owned radio and TV stations started to occupy the vast empty Albanian frequencies.

RTSH owns and operates a vast number of transmitter sites throughout the country such as the Fushe Dajt and Dajt 1613m stations at Mount Dajt in the periphery of Tirana. As such, a number of Western radio and TV broadcasters leased the sites to broadcast their own feeds free-to-air during the 1990s until early 2000s, when a law was passed to protect the Albanian television industry and put these stations in pay TV platforms.

After several years of being stalled, deadlines for transition to DTV broadcasting are being continuously announced until all subscribers are equipped with digital antennas.

Albania has 3 national commercial television stations, 56 local stations, 83 local cable stations and two commercial multiplexes.

Of all the existing national television stations, the public broadcaster Radio Televizioni Shqiptar (RTSH) has the greatest reach: its signal covers 80.5% of the territory, followed by Top Channel with 79%, and TV Klan with 78%. However, there are also digital multiplexes but they are unaccounted for in the territorial reach figures.

It could be said that the other main TV stations, based in Tirana, whose signal covers a significant part of the territory include: Ora News, Ora TV, News 24, Top News, Panorama TV, Report TV, RTV Scan, BBF TV, Vizion Plus. Apart from the latter stations, most others are round-the-clock news channels. Euronews and CNN International have opened their own franchises in Albania.

Digital broadcasting is available mainly in Tirana and Durrës, though it is gradually being introduced to the western lowland and further inland.

Albanian television channels

 * RTSH
 * Top Channel
 * Tv Klan
 * Vizion Plus
 * News 24 Albania
 * RTV Ora
 * Report TV
 * A2 CNN
 * ABC
 * Fax News
 * Ora News
 * Euronews Albania
 * MCN
 * SCAN
 * Syri TV
 * Shijak TV
 * IN TV
 * Club TV
 * CNA TV
 * Premium Channel
 * Panorama TV
 * MCN 24
 * Dritare TV

Source: {{cite web|title=https://ama.gov.al/wp-content/uploads/2020/07/OSHMA-Audiovizive-5-1-1-11.pdf

title: Television in Albania


text:
Epidermal growth factor

Epidermal growth factor (EGF) is a protein that stimulates cell growth and differentiation by binding to its receptor, EGFR. Human EGF is 6-kDa and has 53 amino acid residues and three intramolecular disulfide bonds.

EGF was originally described as a secreted peptide found in the submaxillary glands of mice and in human urine. EGF has since been found in many human tissues, including platelets, submandibular gland (submaxillary gland), and parotid gland. Initially, human EGF was known as urogastrone.

Structure
In humans, EGF has 53 amino acids (sequence NSDSECPLSHDGYCLHDGVCMYIEALDKYACNCVVGYIGERCzYRDLKWWELR), with a molecular mass of around 6 kDa. It contains three disulfide bridges (Cys6-Cys20, Cys14-Cys31, Cys33-Cys42).

Function
EGF, via binding to its cognate receptor, results in cellular proliferation, differentiation, and survival.

Salivary EGF, which seems to be regulated by dietary inorganic iodine, also plays an important physiological role in the maintenance of oro-esophageal and gastric tissue integrity. The biological effects of salivary EGF include healing of oral and gastroesophageal ulcers, inhibition of gastric acid secretion, stimulation of DNA synthesis as well as mucosal protection from intraluminal injurious factors such as gastric acid, bile acids, pepsin, and trypsin and to physical, chemical and bacterial agents.

Biological sources
The Epidermal growth factor can be found in platelets, urine, saliva, milk, tears, and blood plasma. It can also be found in the submandibular glands, and the parotid gland. The production of EGF has been found to be stimulated by testosterone.

Polypeptide growth factors
Polypeptide growth factors include:

Mechanism
EGF acts by binding with high affinity to epidermal growth factor receptor (EGFR) on the cell surface. This stimulates ligand-induced dimerization, activating the intrinsic protein-tyrosine kinase activity of the receptor (see the second diagram). The tyrosine kinase activity, in turn, initiates a signal transduction cascade that results in a variety of biochemical changes within the cell – a rise in intracellular calcium levels, increased glycolysis and protein synthesis, and increases in the expression of certain genes including the gene for EGFR – that ultimately lead to DNA synthesis and cell proliferation.

EGF-family / EGF-like domain
EGF is the founding member of the EGF-family of proteins. Members of this protein family have highly similar structural and functional characteristics. Besides EGF itself other family members include:
 * Heparin-binding EGF-like growth factor (HB-EGF)
 * transforming growth factor-α (TGF-α)
 * Amphiregulin (AR)
 * Epiregulin (EPR)
 * Epigen
 * Betacellulin (BTC)
 * neuregulin-1 (NRG1)
 * neuregulin-2 (NRG2)
 * neuregulin-3 (NRG3)
 * neuregulin-4 (NRG4).

All family members contain one or more repeats of the conserved amino acid sequence:

CX7CX4-5CX10-13CXCX8GXRC

Where C is cysteine, G is glycine, R is arginine, and X represents any amino acid.

This sequence contains six cysteine residues that form three intramolecular disulfide bonds. Disulfide bond formation generates three structural loops that are essential for high-affinity binding between members of the EGF-family and their cell-surface receptors.

Interactions
Epidermal growth factor has been shown to interact with epidermal growth factor receptors.

Medical uses
Recombinant human epidermal growth factor, sold under the brand name Heberprot-P, is used to treat diabetic foot ulcers. It can be given by injection into the wound site, or may be used topically. Tentative evidence shows improved wound healing. Safety has been poorly studied.

EGF is used to modify synthetic scaffolds for manufacturing of bioengineered grafts by emulsion electrospinning or surface modification methods.

Bone regeneration
EGF plays an enhancer role on the osteogenic differentiation of dental pulp stem cells (DPSCs) because it is capable of increasing extracellular matrix mineralization. A low concentration of EGF (10 ng/ml) is sufficient to induce morphological and phenotypic changes. These data suggests that DPSCs in combination with EGF could be an effective stem cell-based therapy to bone tissue engineering applications in periodontics and oral implantology.

History
EGF was the second growth factor to be identified. Initially, human EGF was known as urogastrone. Stanley Cohen discovered EGF while working with Rita Levi-Montalcini at the Washington University in St. Louis during experiments researching nerve growth factor. For these discoveries Levi-Montalcini and Cohen were awarded the 1986 Nobel Prize in Physiology or Medicine.

title: Epidermal growth factor


text:
Dennis Poore

Roger Dennistoun Poore (19 August 1916 – 12 February 1987) was a British racing driver, financier and entrepreneur. He became chairman of Norton Villiers Triumph (NVT) during the final years of the old British motorcycle industry.

Background and family
Poore was born in Paddington, London. His father, Roger Poore, DSO, was killed in action during the First World War on 26 September 1917.

On 24 March 1949, Dennis Poore married Peta Farley nee Coast. They had one daughter, Victoria Borwick MP.

Racing career
Poore was a keen motor sport participant, and competed in two World Championship Grands Prix in 1952. He made his debut in the British Grand Prix on 19 July 1952, where he finished fourth. He scored 3 championship points. Poore won the British Hill Climb Championship in 1950 driving a 3.8-litre twin-Wade-blown Alfa Romeo. He finished second at Shelsley Walsh, first at Prescott, second at Bo'ness, taking the win at Rest and Be Thankful, then second at Bouley Bay and first at Val des Terres, rounding off the season with another win at Prescott. After his World Championship Grands Prix, Poore raced sportscars for Aston Martin, winning the Goodwood International Nine Hour race with a DB3S in 1955, co-driven by Peter Walker.

Poore used his personal wealth to bankroll the founding, in 1950, of the motor racing journal Autosport.

NVT career
Poore became chairman of Manganese Bronze Holdings PLC, an engineering company primarily concerned with making marine propellers. Poore later sold off the propeller business and used the funds to buy up a motley collection failing British motorcycle companies, Associated Motor Cycles, Norton, AJS, James, Francis-Barnett, Matchless, and engine manufacturers Villiers.

Following the collapse of BSA in 1972, the motorcycle interests of Manganese Bronze and BSA/Triumph were merged into Norton Villiers Triumph Ltd. Poore was made chairman of NVT and he quickly sold off BSA's substantial non-motorcycle interests. NVT was assisted by substantial aid from the Government, who were anxious to stave off the collapse of the British motorcycle industry. Poore's restructuring became rather draconian, making 3,000 of the 4,500 workforce redundant. This led to the creation of the Meriden Cooperative which operated for ten years until it became bankrupt. Production of BSA bikes (the A65 twin and the A75 triple) ceased, and with Triumph lost to the Cooperative, the sole NVT model was the Norton Commando. Although this machine won the Motor Cycle News "Bike of the Year" award for several years running, nothing could hide the fact that the Commando was an old design, being a pre-unit pushrod parallel-twin. Eventually Commando production ended and NVT ended up assembling an Asian 125cc trail bike. However, Norton went on to produce a twin-rotor Wankel-engined bike based on David Garside's work at BSA.

Compared with BSA's hopeless management team who had led their once-mighty company to ruin through incompetence, dire business decisions and a failure even to appreciate bikes, Poore at first seemed a breath of fresh air who could be the hoped-for saviour of the British motorcycle industry. His sporting past showed he was in tune with motorsport and engineering. However, his reconstruction and redundancy plans were heavy-handed and some regarded him a little more than an asset-stripper. What is clear is that his actions led to the fragmentation of the industry when consolidation was essential to save the day.

London cabs
With the purchase of BSA came its subsidiary Carbodies, builder of the FX4 London taxi; the classic "black cab". After disposing of the motorcycle manufacturing arms, Poore continued to head Manganese Bronze as a taxi and component manufacturer until his death in 1987.

Complete World Drivers' Championship results
(key)

title: Dennis Poore


text:
Desmond Titterington

James Desmond Titterington (1 May 1928 – 13 April 2002) was a British racing driver from Northern Ireland. He was born at Cultra, near Holywood, County Down. He participated in one Formula One World Championship Grand Prix, on 14 July 1956. He scored no championship points. He also competed in several non-Championship Grand Prix. He died in Dundee, Scotland, aged 73.

Complete Formula One World Championship results
(key)

title: Desmond Titterington


text:
User:Shadow88

shadow88 is an alis used by a spesific persone in most internet based games, he is fairly knowlegabel in the dune series and in certain science fiction and fantasy novel and cultures.

title: User:Shadow88


text:
Dick Gibson (racing driver)

Richard Gibson (16 April 1918 – 17 December 2010) was a racing driver from England. Born in Bourne, Lincolnshire, Gibson participated in two World Championship Formula One Grands Prix, debuting in. He scored no championship points. He also participated in numerous non-Championship Formula One races.

Complete Formula One World Championship results
(key)

title: Dick Gibson (racing driver)


text:
Dieter Quester

Dieter Quester (born 30 May 1939) is an Austrian former racing driver. Quester participated in 53 24-Hour Races. He competed in a single Formula One race in which he finished ninth. Starting with motorboats in the 1950s, he became part of the Formula 2 team of BMW which intended to take part in the 1969 German Grand Prix. Teammate Gerhard Mitter was killed at the Nürburgring while practising with the BMW 269, though. As a suspension or steering failure was suspected, the BMW team with Quester and Hubert Hahne withdrew from the race, as did Mitter's teammate at Porsche, Hans Herrmann.

Quester participated in his home 1974 Austrian Grand Prix on 18 August 1974. He out-qualified his three team mates at Surtees and finished 9th ahead of Hans-Joachim Stuck and double World Champion Graham Hill in the race, but scored no championship points.

Quester then focused again on European Touring Car Championship to drive a BMW 3.0 CSL for Schnitzer Motorsport. Quester had already won the 1973 Spa 24 Hours. Later racing in the DTM, he once slid on the roof of his BMW M3 over the start/finish line of the AVUS for a 3rd place.

His career was still active at age 70, sponsored by Red Bull. On 15 January 2006 he won the 24 Hours race at the Dubai Autodrome on a BMW M3 together with Hans-Joachim Stuck, Philipp Peter and Toto Wolff. Stuck and Quester returned in the 24 Hours Nürburgring, but their BMW was destroyed in a crash at night that involved an oil spill and seven cars. During the weekend of 9–10 September 2006, he won the Britcar 24 Hours of Silverstone in a Duller Motorsport BMW M Roadster, and on 14 January 2007 he again won the 24 Hours race at the Dubai Autodrome in the Duller Motorsport BMW Z4 (E85). In September 2007 he and Duller won the 24 Hours of Silverstone in the Duller BMW Z4 (E85), by a margin of 30 laps.

Quester took part in his final race at the HSR Classic Daytona in November 2018 at the age of 79.

Complete European Formula Two Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Complete Formula One results
(key) (Races in bold indicate pole position, races in italics indicate fastest lap)

Complete British Saloon Car Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.) † Events with 2 races staged for the different classes.|}

Complete Deutsche Tourenwagen Meisterschaft results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete Super Tourenwagen Cup results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete FIA GT Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

title: Dieter Quester


text:
Divina Galica

Divina Mary Galica MBE (last name pronounced "Galitsa" ) (born 13 August 1944) is a British sportswoman. She competed in four Winter Olympics as a skier, captaining the British Women's Olympic Ski Team in 1968 and 1972. She also pursued a career in motorsport, entering three Formula One World Championship Grands Prix.

Skiing career
Galica was born in Bushey Heath, near Watford, Hertfordshire. Aged 19, she participated in her first Olympic games at Innsbruck in 1964, competing in downhill skiing and the slalom. She also participated in the next two winter Olympics, at Grenoble in 1968 and Sapporo in 1972. On both occasions Galica was captain of the British Women's Olympic Ski Team, and finished in the top ten in the giant slalom. Aside from Olympic competition, she achieved two World Cup podium finishes in the downhill event, taking third place at both the Badgastein and Chamonix rounds in 1968. She also held the British women's downhill skiing speed record (at 125 mph). Following her subsequent driving career, Galica returned to skiing and once again represented Great Britain at the 1992 Winter Olympics, this time in the speed skiing event.

Driving career
Accepting an invitation to a celebrity auto race, Galica surprised everyone with her driving talent. She eventually took up motorsport as a second career, initially racing karts, moving into Formula Two and Formula One before finding success in sports cars and trucks. Her racing career has included stints in Formula Renault and Formula Vauxhall Lotus.

Galica was taken under the wings of John Webb and Nick Whiting, who entered her in the British Shellsport International Group 8 series in 1976, driving a Surtees TS16 Formula One car. After promising showings in this domestic series, Whiting decided to enter Galica for that year's British Grand Prix, using their Surtees. This appearance was notable as the first time in 13 years that a car had been entered for a World Championship Grand Prix using the supposedly unlucky number 13; so it also proved for Galica, as she failed to qualify for the race. The appearance meant she also joined a select band of seven Formula One drivers who have also competed in the Olympics.

For 1977 Whiting acquired a second-hand Surtees TS19 for Galica to use in the British series. The Whiting team lacked the technical expertise required to properly set the car up for each race, and Galica was often hindered by poorly adjusted machinery. Arch rival Tony Trimmer was also equipped with a Surtees TS19, but his engineering background and well-funded team meant that he was the class of the field at most venues. Whiting managed to secure sponsorship from Olympus Cameras part way through the season, as prior to this the whole team had been run on a budget of only £10,000 for the entire season. Despite this, Galica did manage to take third place at the Brands Hatch and second place at the Donington Park rounds, but with Trimmer winning both he took the Championship title.

Hesketh Racing's works driver Rupert Keegan had taken part in a couple of rounds of the British domestic series in 1977, and at the start of the 1978 Formula One season Hesketh offered Galica the opportunity to replace him in the team's Hesketh 308E car. She took the Olympus sponsorship with her (replacing Hesketh's previous Penthouse magazine sponsorship), but failed to qualify the 308E for either of the 1978 World Championship season's first two races. Following the second failure she returned to the British Shellsport Championship, now a fully Formula One series. Reunited with her TS19, Galica took second place at the Zandvoort round. However, in her absence Trimmer had upgraded to an ex-works McLaren M23 car, and with the ageing TS19 she stood little chance of being competitive. A second entry, later in the season, in her own M23 only produced a seventh-place finish.

Aside from a limited number of outings in single-seater cars, Galica switched her attention to the Thundersports S2000 sports car class, taking a number of top ten finishes, and truck racing. She became a racing instructor with Skip Barber Racing Schools, rising to become senior vice president of Skip Barber Racing, managing both its driving school and racing series. In 2005, at the Mont-Tremblant weekend of the Skip Barber Race Series, Galica announced she was leaving Skip Barber to work for iRacing.com as a director in the company. Since 2018 (or earlier), she has been working for Bertil Roos Racing School as a driving instructor.

Complete Shellsport International Series results
(key) (note: results shown in bold indicate pole position; results in italics indicate fastest lap.)

Complete British Formula One Championship results
(key) (note: results shown in bold indicate pole position; results in italics indicate fastest lap.)

Complete Formula One World Championship results
(key)

Formula One non-championship results
(key) (Races in bold indicate pole position.) (Races in italics indicate fastest lap.)

Complete European Formula Two Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

title: Divina Galica


text:
Domenico Schiattarella

Domenico "Mimmo" Schiattarella (born 17 November 1967) is an Italian racing driver. He participated in 7 Formula One Grands Prix for Simtek, debuting on October 16, 1994, and finishing when the team folded the next year. He scored no championship points, with a best finish of 9th in the 1995 Argentine Grand Prix. He has also participated in several CART races, Le Mans Series and American Le Mans Series events.

Formula One
(key)

American Open Wheel
(key)

Complete FIA GT Championship results
(key)

Complete International Superstars Series/EuroV8 Series results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

NASCAR
(key) ( Bold – Pole position awarded by qualifying time. Italics – Pole position earned by points standings or practice time. * – Most laps led. )

title: Domenico Schiattarella


text:
Thionville

Thionville (Diddenuewen ; Diedenhofen ) is a city in the northeastern French department of Moselle. The city is located on the left bank of the river Moselle, opposite its suburb Yutz.

History
Thionville was settled as early as the time of the Merovingians. After the fall of the Western Roman Empire, the region was inhabited by the Germanic Alamanni. It was known in the Latin of that era as Theudonevilla or Totonisvilla. King Pepin the Short had a royal palace constructed here.

The Synod of Thionville was held here beginning on 2 February 835. It reinstated Emperor Louis the Pious and reversed his former conviction on crimes — none of which he actually committed — and deposed the Archbishop of Rheims, Ebbo. The Synod was composed of 43 bishops. On 28 February 835, in Mainz, Ebbo admitted that Louis had not committed the crimes of which he had been indicted and for which he had been deposed as Holy Roman Emperor.

From the 10th century onward, the area was part of the Holy Roman Empire. It was in possession of the House of Luxembourg until 1462 and then, until 1477, of the Duke of Burgundy. From 1477 to 1643, it was Habsburg territory.

Eskil, Archbishop of Lund, was imprisoned at Diedenhofen (at the instigation of the Archbishop of Bremen?) upon his return from his 1153 pilgrimage to Rome.

The Siege of Thionville in June 1639 occurred as part of the Thirty Years' War. In 1659 Diedenhofen was annexed by France. Fortifications were constructed under the direction of Sébastien de Vauban. In 1792, Thionville was besieged by the Duke of Brunswick, who unsuccessfully sought to defeat the French Revolution and restore Louis XVI to the royal throne. The writer François-René de Chateaubriand was left for dead during Condé's military émigré expedition against Thionville in 1792. After the Franco-Prussian War of 1870, the area of Alsace-Lorraine was annexed by the newly created German Empire in 1871 by the Treaty of Frankfurt and became a Reichsland. Thionville once again became Diedenhofen and became a prosperous city. Some large neo-Romanesque buildings typical of the German Empire were constructed in the city. The German Army decided to build a fortress line from Mülhausen to Luxembourg to protect the new Reichsland. The centerpiece of this line was the great Moselstellung, a fortress system protecting Metz and Diedenhofen.

The fortifications around Diedenhofen centred on three main forts: the Fort de Guentrange on the northwest side, Fort de Koenigsmacker to the northeast, and the Fort d'Illange to the south. Each position was surrounded by several ditches, with shelters and observation cupolas. A large barbed wire belt defended by machine guns completed the defensive system.

Following the armistice with Germany ending the First World War, the French army entered Diedenhofen in November 1918 and the city was transferred to France by the Treaty of Versailles in 1919, after it again became Thionville.

During the Second World War, Lorraine was placed under a German civilian administration and was thus once again de facto part of the German Reich (though unrecognized by the Western Allies), and the city became Diedenhofen once more. In 1944, US troops entered Diedenhofen, which has belonged to France as Thionville since then. In the winter of 1944-45, the Displaced Persons Camp No. 8 was established here. In the following years it was home to the thousands of former concentration camp prisoners and POWs.

After experiencing, along with all of France, an economic upswing during the postwar decades (trente glorieuses), the heavy industry of Thionville suffered setbacks beginning in the 1970s. The city and the entire region have faced hardships and structural unemployment since then.

Jean-Marie Demange, who had served as the town's mayor for thirteen years, committed suicide in 2008 after killing his mistress with two gunshots in the head.

Economy
The area around Thionville has relied on heavy industry, most notably since the end of the 19th century, due to the presence of iron ore in the area. The first large steel mill in Thionville was opened in 1898. Since the steel crisis of the 1970s, several steel mills have been closed, and only a few have remained active. A growing number of residents of Thionville commute to nearby Luxembourg (Thionville is 15 kilometres from the border).

Transport
The Gare de Thionville railway station offers connections with Luxembourg, Metz, Nancy, Paris, Strasbourg, Brussels, Zürich, and several regional destinations. The A31 motorway connects Thionville with Luxembourg and Metz.

Twin towns

 * Gao, Mali
 * Varallo Pombia, Italy
 * Urbana, Illinois, United States

Administration
Incorporations:
 * Veymerange, in 1967
 * Volkrange, in 1970
 * Garche (exclave of the commune), Kœking and Œutrange in 1970
 * Guentrange
 * Elange
 * Metzange
 * Beuvange-sous-Saint-Michel

Since the French canton reorganisation which came into effect in March 2015, Thionville is divided over the cantons of Thionville and Yutz.

Neighboring communes

 * Algrange
 * Basse-Ham (by Garche)
 * Entrange
 * Escherange
 * Cattenom (by Garche)
 * Hayange
 * Hettange-Grande
 * Florange
 * Illange
 * Manom
 * Nilvange
 * Terville
 * Yutz

Demographics
The population of Thionville increased mainly in the first half of the 20th century due to industrial development of the Upper Moselle basin. The economic slowdown and steel crisis of the 1970s affected the town and surrounding area, causing a population stagnation. The population data in the table and graph below refer to the commune of Thionville proper, in its geography at the given years. The commune of Thionville absorbed the former commune of Veymerange in 1966, Volkrange in 1969, and Garche, Kœking, and Œutrange in 1970.

Sport
US Thionville Lusitanos is the local football club.

Notable people

 * Johann von Aldringen, soldier (1588–1634)
 * Joseph Bodin de Boismortier, composer (1689–1755)
 * Antoine Merlin de Thionville, politician (Merlin of Thionville, 1762–1833)
 * Nicolas Dahlmann, military leader (1769–1807)
 * Senta Söneland, actress (1882–1934)
 * Gerhard Borrmann, physicist (1908–2006)
 * Ernest Bour, conductor (1913–2001)
 * Henry Anglade, cyclist (born 1933)
 * Rachid Arhab, journalist (born 1955)
 * Thierry Queffelec, civil servant and Prefect of French Guiana (born 1962)
 * Francis Renaud, actor (born 1967)
 * Carole Gaessler, journalist (born 1968)
 * La Grande Sophie, singer (born 1969)
 * Eddy Riva, race walker (born 1973)
 * Frédéric Weis, Le dunk de la mort (born 1977)
 * Nasreddine Kraouche, footballer (born 1979)
 * Julien Quercia, footballer (born 1986)
 * Benjamin Corgnet, footballer (born 1987)

title: Thionville


text:
Don Beauman

Donald Bentley Beauman (26 July 1928 – 9 July 1955) was a British Formula One driver who took part in one World Championship Grand Prix.

Beauman was born in Farnborough, Hampshire, the only son of Brigadier General Archibald Bentley Beauman CBE DSO and Bar (30 November 1888 – 22 March 1977). He had a career as a hotelier but began motor racing in 1950. Beauman ran a Cooper 500 for two years in Formula Three before switching to sports car racing, and took on Formula One in 1954 with a Connaught A-Type, sponsored by wealthy privateer Sir Jeremy Boles. He finished eleventh in the British Grand Prix at Silverstone. He achieved some success in Formula Two, with several third and fourth-place finishes and a second place in the Madgwick Cup at Goodwood. In 1955, the weekend before the British Grand Prix, he was killed when he crashed his Connaught during the Leinster Trophy race in Wicklow. He had set the fastest time of 82.94 mph (133.45 km/h) on his first lap but crashed near the Beehive pub on his second and was killed instantly. Beauman's death plus other fatal racing accidents that year brought an end to motor car racing at the Curragh.

Complete Formula One results
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title: Don Beauman


text:
Dorino Serafini

Teodoro "Dorino" Serafini (22 July 1909 – 5 July 2000) was a motorcycle road racer and racing driver from Italy.

A native of Pesaro (Marche), he started his bike racing career in 1928, on a Benelli 175cc. He won the 1939 500cc European Championship on a Gilera, with victories in the German, Swedish and Ulster Grand Prix. He switched to single seater car racing in 1947, starting in a Cisitalia D46. He participated in one Formula One World Championship Grand Prix on 3 September 1950, when he finished second and scored 3 championship points, his points being halved as he shared the drive with Alberto Ascari. Serafini remains the only Formula One driver to have scored a podium finish in every World Championship Grand Prix they entered. He also competed in several non-Championship Formula One races.

Serafini finished second in the 1950 Mille Miglia. He retired from racing full-time after sustaining serious injuries during the 1951 Mille Miglia, which required multiple operations over several years. He made a come back for the 1954 Brescia-Rome-Brescia race, finishing 7th overall and first in the GT class.

Complete Formula One World Championship results
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 *  * Indicates shared drive with Alberto Ascari

Non-championship Formula One results
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title: Dorino Serafini


text:
BR Standard Class 3 2-6-2T

The BR Standard Class 3 2-6-2T was a class of steam locomotive designed by Robert Riddles for British Railways. It was essentially a hybrid design, the chassis being closely based on and sharing a number of parts with the LMS Ivatt Class 4, and having a boiler derived from a GWR No.2 boiler as fitted to the GWR Large Prairie 2-6-2T and 5600 Class 0-6-2T tank engines.

Design details
The design and construction took place at the ex-GWR Swindon Works, along with the 2-6-0 tender engine version of the class. Although the boiler shared flanged plates with the GWR No.2 boiler the barrel was shortened by $5 13/16$ inches and a dome added. Strangely they did not share the same design of wheels as the Doncaster-designed BR Standard Class 4 2-6-0 (76XXX), which also had 5 ft driving wheels and the same piston stroke, and hence crank-pin throw.

In common with a number of the other BR Standard Classes, the chassis design used a number of LMS-designed components including Brake Hanger Brackets, Flexible Stretcher Brackets and Reversing Shaft Brackets.

The cylinder covers of engines as built were fitted with "screw-in" type pressure relief valves. From September 1955 revised cylinder covers were introduced for renewals incorporating "bolt-on" type pressure relief valves.

Although the chassis had many almost identical parts to the LMS Ivatt Class 4 the motion brackets were derived from the design of those fitted to the LMS Ivatt Class 2 2-6-0 and LMS Ivatt Class 2 2-6-2T.

Unlike a number of the larger BR Standards the exhaust steam manifold within the smokebox saddle was a steel fabrication that was part of the welded saddle. In a number of the large BR standards (BR Standard Class 6 and Class 7 engines) the exhaust steam manifold was a steel casting welded into the saddle during manufacture.

Service
From new, they were based on the Western Region, Southern Region, North Eastern Region and London Midland Region. The class had a short life as most of the work that they had been built for soon disappeared with the branch lines and the introduction of DMU services on shorter routes. The shortest lived was 82043, only 8 years 8 months old at withdrawal; the longest lived was 82019, two months short of its fifteenth birthday. The class' design life, however, was 40 years. There were plans to build locomotives nos. 82045–82062, however, these were cancelled.

The last two Class 3 tanks in service were nos. 82019 and 82029 at Nine Elms but four more survived until after the end of steam. Nos. 82000, 82003, 82031 and 82034 were transferred from North Wales at the end of 1966 to Patricroft shed in Manchester for use on local suburban trains. They were not really required there however, but nevertheless they lingered there until the shed's closure in 1968. One of these four had run very few miles since its final overhaul, and enquiries were made about saving it, but the price being asked (£1,500, roughly £27,700 today) was too high and they went for scrap at Cashmore's in Newport, South Wales, being broken up as late as October 1968.

Livery and numbering
When delivered new the class all carried BR lined Mixed Traffic black livery. From 1957 onwards, those members of the class based on the Western Region started to receive lined green livery. From the early 1960s, some Western Region class members also received unlined green livery as an economy measure. Those class members allocated to other regions retained lined black livery until withdrawal.

One curiosity was 82044 which was painted in green livery by the Western Region but then repainted in black livery after it was transferred away. During this repaint, it mistakenly received a power classification 4 numeral which it carried until withdrawal.

Accidents and incidents

 * On 16 October 1961, locomotive No. 82028 was hauling a freight train which ran away whilst approaching Robin Hoods Bay, North Riding of Yorkshire. As another train was approaching in the opposite direction, it was diverted into a siding where it crashed through the buffers.

New Build: 82045
None of the original members of the class has survived into preservation. However, a registered charity, the 82045 Steam Locomotive Trust, is building a "new" class 3 tank locomotive to carry the next number in line had it been built under BR auspices. The Trust believes that a sprightly performance will be delivered through the 17½" x 26" cylinders. This, coupled with the modest axle load, will make the locomotive an ideal design for today's heritage railways.

The locomotive is under construction at the Severn Valley Railway with the frames, cab, driving wheels, smokebox and cylinders assembled. Further parts and patterns continue to be amassed. With construction work on the new engine advancing every week the Trust classifies 82045 as the 1001st steam locomotive to a BR Standard design since the commencement of its construction follows that of 72010 Hengist.

Unlike a number of other "new-build" projects the group building 82045 will equip the locomotive with a traditional riveted boiler complete with copper firebox.

The 16-spoke driving wheels from BR standard class 4 2-6-0 No.76080 – which was broken up at Barry scrapyard in early 1972 – which are stored at Eardington Halt, were to have been used for the new build. However, the subsequent discovery that the BR standard class 3s were fitted with 17-spoke wheels of the same diameter has led to the decision that these will not be used. The Engine House management has agreed for the wheelset from 76080 to become an external exhibit there.

The 82045 Locomotive Trust believes that significant costs will be avoided as many of the required cast parts can be made from patterns held by fellow members of the British Railways Standard Locomotive Owners Group (BRSLOG) including the pattern for the pony truck wheels.

Models
Tri-ang produced an OO Gauge model of the locomotive in BR Green and BR Black although this was by modern standard under-detailed being produced in the 1960s, but Bachmann announced a brand new OO gauge model in February 2009.

An N gauge version has also been released by Bachmann under their Graham Farish brand.

title: BR Standard Class 3 2-6-2T


text:
Doug Serrurier

Louis Douglas Serrurier (9 December 1920 – 4 June 2006) was a racing driver and racing car constructor from South Africa. He participated in 3 Formula One World Championship Grands Prix in the 1960s, only racing in the South African Grand Prix event, debuting on 29 December 1962. He scored no championship points.

Racing car constructor
Serrurier built a series of racing cars under the name of LDS, after his initials. The first was based on a Cooper, and later cars were based on Brabhams. The cars were raced mainly by Serrurier himself, and Sam Tingle. From the Cobra Club South Africa: "Louis Douglas Serrurier built about 20 LDS Cobras during the course of his race car building history. They were all once offs, with different engine, chassis, suspension and brakes depending on the year they were built".

A handful of other custom built bodies found their home on LDS chassis in the 70s. Mainly laid up from fibreglass, but also aluminium Coupe and Convertibles.

Complete Formula One World Championship results
(key)

Non-Championship Formula One results
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title: Doug Serrurier


text:
Duncan Hamilton (racing driver)

James Duncan Hamilton (30 April 1920 in Cork, County Cork, Ireland – 13 May 1994 in Sherborne, Dorset, England) was a British racing driver. He was known for his colourful and extroverted personality. After fighting in the Second World War, he took up motorsport. Although adept in single-seaters, he was more successful in sportscars, winning the 1953 24 Hours of Le Mans, two Coupe de Paris events, and the 12 heures internationals Reims race in 1956. He retired in 1958 and ran a garage in Byfleet, Surrey for many years. He died of lung cancer in 1994.

Early years
Born in County Cork, Hamilton was brought up in relative obscurity. During the Second World War, he flew Lysanders in the Fleet Air Arm. After the war ended, he opened a car garage. During the years between the war ending and the start of the 1950s, Hamilton started racing in local events. He began racing in such cars as the MG R-type and the Bugatti Type 35B. After racing a Maserati 6CM in 1948, Hamilton began driving a Talbot-Lago Grand Prix car.

Formula One career
Hamilton participated in five World Championship Grands Prix and 18 non-Championship Formula One races. His Grand Prix debut was at the 1948 Zandvoort Grand Prix, where he placed fourth with a Maserati 6CM. However, at his last race of 1948, the RAC International Grand Prix, the first official post-WW2 British Grand Prix, he retired with oil pressure problems.

Throughout the 1949 Grand Prix season, he only suffered one retirement, however he did not finish higher than ninth. He managed this feat twice, with both times being at Goodwood. The following season, he competed in fewer Grand Prix races, while he expanded his racing experience by racing sportscars. He won the Wakefield Trophy, a minor Formula Libre race, held at Curragh in the Republic of Ireland.

He finished third in the 1951 Richmond Trophy (ERA B-Type), second in the 1951 BRDC International Trophy (Talbot-Lago T26C), third in the 1952 Richmond Trophy (Talbot-Lago T26C) and fourth in the 1952 Internationales ADAC Eifelrennen (HWM-Alta).

Hamilton was known for his skilled driving in wet weather. At the BRDC International Trophy race at Silverstone in 1951, he beat world champion Juan Manuel Fangio, finishing second to Reg Parnell.

24 Hours of Le Mans
He took part in the 24 Hours of Le Mans endurance race nine times, most famously in partnership with Tony Rolt. The pair finished fourth at their first attempt in the 1950 race and sixth in 1951, both times in a special-bodied Nash-Healey coupe. Their Jaguar C-Type did not finish in 1952, but they returned with a C-Type to win in 1953. They were second with a Jaguar D-Type in 1954, losing to a much larger-engined V12 Ferrari. They came within two miles of victory, with Hamilton halving the lead of the Scuderia Ferrari of José Froilán González and Maurice Trintignant in the final stages of the race, as the track was awash following a cloudburst. As the track started to dry out, the Ferrari maintained the lead. He did not finish in 1955. In 1956 Hamilton partnered Alfonso de Portago in a Ferrari but again did not finish. In 1957 he reverted to a Jaguar D-Type and partnered with the American driver Masten Gregory to finish sixth. His last Le Mans appearance was in 1958, when the D-Type he shared with Ivor Bueb failed to finish.

Hamilton also won the 1956 Rheims 12-hour race for Jaguar with a D-Type co-driven by Ivor Bueb. Despite the win, the factory dropped him from their 1956 Le Mans roster for speeding up and passing team-mate Paul Frère's car at Rheims when Lofty England had ordered the entire team to slow down, hence his switch to a Ferrari that year. In 1957 Jaguar did not enter Le Mans as cars and equipment had been destroyed by a fire at the factory. Instead, Hamilton used his privately owned D-Type.

1953 Le Mans Victory
Hamilton won the 1953 event in a Jaguar C-Type shared with Rolt. Initially, the pairing were disqualified for practising in a Jaguar that had the same racing number as another on the circuit at the same time, but they were reinstated. According to Hamilton's own account, when Jaguar team manager Lofty England persuaded the organisers to let them race, both drivers were already drunk in a local bar. England said: "Of course I would never have let them race under the influence. I had enough trouble when they were sober!"

When the race was under way the team tried to sober Hamilton up by giving him coffee during the pit stops but he refused it, saying it made his arms twitch; instead he was given brandy. He also struck a bird face first at 130 mph and broke his nose. Despite the circumstances, the duo went on to win the race and recorded the first 100 mph average speed at Le Mans.

Both England and Rolt have denied that they were drunk.

Lucky escapes
On one occasion in 1947, he was transporting his MG R-type to the Brighton Speed Trials. While going down a hill near Guildford, he "saw the splendid honeycomb radiator of a Bugatti in the outside rear-view mirror", so he moved over and waved it past. However, the car hung back. Further down the hill, the Bugatti drew level with Hamilton, at which point he saw there was no one in it and realised it was his own car which he had forgotten he was towing.

A week after the 1953 Le Mans win, Hamilton drove to Oporto to prepare for the Portuguese Grand Prix at the Circuito da Boavista. He was leading into the first corner of the race when he crashed his Jaguar into an electricity pylon. He was thrown out of the car and into a tree, from which he fell down on the side of the circuit and was almost run over by a Ferrari. He was taken to hospital for an emergency operation. The accident cut off the power supply to Oporto for several hours.

Retirement
Hamilton sustained injuries during the 1958 24 Hours of Le Mans, while contesting the lead in his Jaguar D-Type, and then he was affected by the death of his friend Mike Hawthorn in early 1959. He retired from racing in 1959, and concentrated on his garage business in Byfleet. His love and passion for classic cars had led Hamilton to establish his own company back in 1948. Since then, Duncan Hamilton & Co Limited have become internationally recognised specialists in historic cars. Hamilton co-wrote an autobiography called Touch Wood! He died in Sherborne, Dorset. His son Adrian Hamilton, a classic car dealer, ran his father's garage in another location until his own death in 2021. Hamilton's grandson Archie Hamilton is also a racing driver, who competed in the 24 Hours of Le Mans in 2013 and 2014.

Complete World Championship results
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title: Duncan Hamilton (racing driver)


text:
Eddie Keizan

Eddie Keizan (12 September 1944 – 21 May 2016) was a South African racing driver. He raced in three World Championship Formula One Grands Prix during the 1970s, debuting on 3 March 1973. He scored no championship points.

Keizan was born in Johannesburg. After success in South Africa driving saloons and sports cars, Keizan moved into Formula 5000 where he won the national championship. He participated in the South African Formula One championships as well, including three World Championship South African Grands Prix, twice with a Tyrrell owned by Alex Blignaut – this car had been previously raced by Jackie Stewart. For the third of his three attempts, Keizan drove a Lotus 72, entered by local outfit Team Gunston.

After Formula One, Keizan raced in touring cars and also concentrated on his business interests, including a successful alloy wheels company, TSW Alloy Wheels formally known as Tiger Sports Wheels.

Complete Formula One World Championship results
(key)

title: Eddie Keizan


text:
Edgar Barth

Wilfried Edgar Barth (26 January 1917 – 20 May 1965) was a German (East German until 1957, then West German) Formula One and sports car racing driver.

Racing career
Barth was born in Herold. He began his career as a DKW motorcycle racer and later switched to BMW sportscars. The East German factory of BMW would become the Eisenacher Motorenwerk (EMW) after the war. He drove the factory team car in the East German Formula 2 Championship, which he won in both 1952 and 1953. He was allowed to participate in three events in the West in 1953, including his first appearance in the Formula One World Championship. He finished fifth in the non-championship Eifelrennen, but retired from the Avusrennen and the German Grand Prix.

In 1957, he emigrated to the West and drove sporadically for the works Porsche team in Formula One until 1961. He drove in the F2 sections at his home race in 1956 and 1957, finishing outside the points both times. He drove a Formula 1 car in the 1960 Italian Grand Prix, finishing seventh. He was entered into his home race in 1961 but was later withdrawn and was entered as a substitute at Monza that year. His final F1 appearance came at the 1964 German Grand Prix driving a Cooper-Climax for Rob Walker Racing, failing to make the flag.

Barth participated in the 500 kilometers of the Nürburgring, in 1960 in a BMW 700, finishing fifth. Barth won the 1959, 1963 and 1964 European Mountain Championships (Hillclimb) for Porsche and also the 1959 Targa Florio. Apart from Formula 2 races with Porsche 718, he also took part in the 24 Hours of Le Mans on numerous occasions.

He began to suffer from cancer at the end of 1964, and succumbed to the disease in May 1965. His son Jürgen Barth became an engineer at Porsche and also went into motorsport, winning the Le Mans 24 Hours in 1977.

Complete Formula One World Championship results
(key)

title: Edgar Barth


text: Category:Dukes of Auvergne

title: Category:Dukes of Auvergne


text:
Eitel Cantoni

Eitel Danilo Cantoni (listed in some sources as Heitel Cantoni, born in Montevideo, 4 October 1906 – died in Montevideo, 6 June 1997) was a racing driver from Uruguay. He participated in three World Championship Grands Prix, debuting on 19 July 1952. He was the patron of the Escuderia Bandeirantes outfit, which entered Maserati A6GCM cars for Cantoni and other drivers. He scored no championship points, but also competed in four other Grands Prix during that year, his best finish being seventh at the Modena Grand Prix. Cantoni later competed in South American endurance races.

Complete World Championship results
(key)

Non-championship Grand Prix results
(key) (Races in bold indicate pole position, races in italics indicate fastest lap)

title: Eitel Cantoni


text:
Hortense Powdermaker

Hortense Powdermaker (December 24, 1896 – June 16, 1970) was an American anthropologist best known for her ethnographic studies of African Americans in rural America and of Hollywood.

Early life and education
Born to a Jewish family, Powdermaker spent her childhood in Reading, Pennsylvania, and in Baltimore, Maryland. She studied history and the humanities at Goucher College, graduating in 1921. She worked as a labor organizer for the Amalgamated Clothing Workers but became dissatisfied with the prospects of the U.S. labor movement amid the repression of the Palmer Raids. She left the United States to study at the London School of Economics, where she met the eminent anthropologist Bronisław Malinowski, who convinced her to embark on a course of doctoral studies. While at the LSE, Powdermaker also worked under and was influenced by other well-known anthropologists such as A. R. Radcliffe-Brown, E. E. Evans-Pritchard and Raymond Firth.

Powdermaker completed her PhD on "leadership in primitive society" in 1928. Like her contemporaries, Powdermaker sought to identify her anthropological work with a "primitive" people and conducted fieldwork among the Lesu of New Ireland in present-day Papua New Guinea (Life in Lesu: The Study of a Melanesian Society in New Ireland. Williams & Norgate, London 1933).

Academic work
After returning to the United States, Powdermaker was given an appointment at the new Rockefeller Foundation-supported Yale Institute of Human Relations. Director Edward Sapir encouraged her to apply ethnographic field methods to the study of communities in her own society. She remained at Yale between 1930 and 1937, during which time she conducted anthropological fieldwork in an African-American community in Indianola, Mississippi, in 1932-34 (After Freedom: A Cultural Study In the Deep South, 1939).

In 1938 she began working at Queens College, where she founded the departments of Anthropology and Sociology during a career spanning three decades. Subsequent research yielded Hollywood, the Dream Factory (1950), the first and still the only substantial anthropological study of the film industry. She then worked documenting the mining industry and the consumption of American media in Northern Rhodesia (Copper Town: Changing Africa, 1962).

Her final book, the memoir Stranger and Friend: The Way of an Anthropologist (1966), was her personal account of her anthropological career, from the beginning as a labor movement leader to her last field work in an African copper mining community.

Later life and legacy
In 1968, Hortense Powdermaker retired from Queens College, where she had founded the department of anthropology and sociology, and moved to Berkeley, where she remained engaged in ethnographic fieldwork. She died two years later of a heart attack.

The building on the Queens College campus that houses the anthropology and sociology departments (along with other social science disciplines) is named in her memory.

Deep South
Her study of Indianola, Mississippi, published as After Freedom, was one of the first studies of modern American culture by an anthropologist, as well as one of the first academic studies of an interracial community. This study was conducted from 1932 to 1934 and is of particular importance for her having successfully completed participant observation in both white and Black populations, despite the danger involved. This study was the source of her groundbreaking theory focusing on the psychological adaptation undergone by Blacks and whites due to their interracial environment.

Hollywood
Most people outside of the field of anthropology know of Powdermaker from her study of Hollywood. Hollywood, the Dream Factory, published in 1950 remains the only serious anthropological study of Hollywood.

Zambia
In order to write Copper Town, Powdermaker had to overcome some difficulties. It has been criticized by many social anthropologists who objected to her use of psychological concepts as well as her lack of “linguistic preparation”. Nevertheless, it is an important work regarding the effects of the cinema on African culture presented in an anthropological perspective.

Copper Town: Changing Africa
This work was published in 1962 in the United States. This book discusses the direct implication that the cinema, or the “bioscope” as it was called by Northern Rhodesians, had on the people who went to it.

The cinema was introduced to Africa by colonial governments in the mid-twentieth century and was perceived to have different influences on the African population depending on the group writing about it. There were numerous studies on the effects of the cinema on African people, Powdermaker's among them. Copper Town: Changing Africa was an ethnographic study of the effects on Northern Rhodesia specifically.

One of the main points of her work was to explain the confusion many Africans experienced when viewing Western films. One was their understanding the concept of acting. Some who attended were confused by the concept of a film being fictional. Powdermaker describes that the concept of acting was not understood for the most part, and as a result whenever an actor “died” in one film and reappeared in another, the lack of continuity was disconcerting.

This was part of a broader issue of censorship of films in Africa. Colonial governments at the time were beginning to censor the films intended for African audiences out of fear that certain content might inspire Africans to challenge the colonial governments. Powdermaker examines the films's content and explains how some of the content was often critiqued by Africans due to cultural differences such as kissing and the use of guns, the misunderstandings of which led to a lack of respect for European officials. This cultural values conflict, in turn, threatened the colonial order who used film censorship as a means of keeping Africans from rising against them.

One of the main conclusions that Powdermaker draws from this conflict of culture between colonial governments and African people is that as long as the European and African relationship was nonexistent, “the resulting ignorance [was] bound to distort communication from movies”

Comparisons
Stranger and Friend, published in 1966, is a comparison of her four ethnographic studies, providing an insight into her own understanding of her works. This book is held in high regard in the anthropological community for its “insight into the anthropological enterprise”.

title: Hortense Powdermaker