text:
User talk:Jimoney

Hi there. Welcome to Wikipedia. When you get a chance, drop us a note at New user log to introduce yourself.

You can sign your name on talk pages by using " " for your username and " ~ " for your username and a timestamp.

 * Welcome is a good place to start.
 * Tutorial runs through all the basics.
 * How does one edit a page gives editing help.
 * Manual of Style gives formatting info.
 * Policies and guidelines tell about the principles we operate on. It's important, but don't try to read it all now.
 * Help covers a broad range of useful topics.
 * Help desk is a place to ask questions.
 * Show preview explains how to double-check your edits before saving.

You should also feel free to drop me a question on my talk page. I'll answer if I'm here.

Happy editing, Rogerd 08:29, 9 October 2005 (UTC)

title: User talk:Jimoney


text:
Ying e Chi

Ying e Chi (影意志) is a non-profit organization formed in 1997 by a group of independent filmmakers in Hong Kong. Independent film makers of Ying e Chi include Vincent Chui, Kwok Wai-lun, Simon Chung, Charlie Lam and Lawrence Wong. Ying e Chi founded the Hong Kong Asian Film Festival.

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

title: Ying e Chi


text:
User talk:Kamii

Hi there. Welcome to Wikipedia. When you get a chance, drop us a note at New user log to introduce yourself.

You can sign your name on talk pages by using " " for your username and " ~ " for your username and a timestamp.

 * Welcome is a good place to start.
 * Tutorial runs through all the basics.
 * How does one edit a page gives editing help.
 * Manual of Style gives formatting info.
 * Policies and guidelines tell about the principles we operate on. It's important, but don't try to read it all now.
 * Help covers a broad range of useful topics.
 * Help desk is a place to ask questions.
 * Show preview explains how to double-check your edits before saving.

You should also feel free to drop me a question on my talk page. I'll answer if I'm here.

Happy editing, Rogerd 08:29, 9 October 2005 (UTC)

title: User talk:Kamii


text:
User talk:The Cliq

Hi there. Welcome to Wikipedia. When you get a chance, drop us a note at New user log to introduce yourself.

You can sign your name on talk pages by using " " for your username and " ~ " for your username and a timestamp.

 * Welcome is a good place to start.
 * Tutorial runs through all the basics.
 * How does one edit a page gives editing help.
 * Manual of Style gives formatting info.
 * Policies and guidelines tell about the principles we operate on. It's important, but don't try to read it all now.
 * Help covers a broad range of useful topics.
 * Help desk is a place to ask questions.
 * Show preview explains how to double-check your edits before saving.

You should also feel free to drop me a question on my talk page. I'll answer if I'm here.

Happy editing, Rogerd 08:29, 9 October 2005 (UTC)

title: User talk:The Cliq


text:
Wikipedia:Articles for deletion/Mlm legal issues

 * The following discussion is an archived debate of the proposed deletion of the article below. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or on a Votes for Undeletion nomination).  No further edits should be made to this page.

The result of the debate was DELETE. As an aside, the final unsigned comment is wrong since the site does not need to assert copyright for it to exist. -Splash talk 23:18, 19 October 2005 (UTC)

Mlm legal issues
Article says it is "extracted" from site it notes on itself. possible copyvio but I am not sure. Qaz ( talk ) 08:36, 9 October 2005 (UTC) There is no copyright issues because the author of the extracted site did not specify any copyrights at the footer or any part of the page. There is no need to delete if the name is wrong. Just change it. After all, its just the capitalisation!
 * Redirect to multi-level marketing. This new article says nothing new. -- RHaworth 09:05, 9 October 2005 (UTC)
 * Delete Bad name, shouldn't it be "MLM legal issues"?

 * The above discussion is preserved as an archive of the debate. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or in an undeletion request). No further edits should be made to this page.


text:
Sphaerocarpos

Sphaerocarpos is a genus of plants known as bottle liverworts. There are eight or nine species in this genus.

Classification
Sphaerocarpos is one of two extant genera in the family Sphaerocarpaceae. The following species are currently recognized:

 * Sphaerocarpos cristatus
 * Sphaerocarpos donnelli
 * Sphaerocarpos drewiae
 * Sphaerocarpos hians
 * Sphaerocarpos michelii
 * Sphaerocarpos muccilloi
 * Sphaerocarpos stipitatus
 * Sphaerocarpos texanus

title: Sphaerocarpos


text:
Embassy of Singapore, Washington, D.C.

The Embassy of Singapore, Washington, D.C. is Singapore's main diplomatic mission to the United States. It is located at 3501 International Place Northwest, Washington, D.C.

The embassy also operates Consulates-General in San Francisco, New York City, and Honorary Consulates-General in Miami and Chicago.

The incumbent ambassador since May 2023 is Lui Tuck Yew.

title: Embassy of Singapore, Washington, D.C.


text:
User:Mahka42

I visit every so often, focusing on things of the United States Public Health Service and its related commissioned corps, UCLA, Rollins School of Public Health, and a cappella. I also bum around in marine biology and public health and health fields, especially in environmental health related items.

title: User:Mahka42


text:
Talk:Adeliza of Louvain

Biography assessment rating comment
WikiProject Biography Assessment

The article may be improved by following the WikiProject Biography 11 easy steps to producing at least a B article. -- Yamara 04:23, 16 June 2007 (UTC)

Discussion
In the article, it says, "Seven of Adeliza and William's children were to survive to adulthood". One of them is listed. Is there any way I can find out what the names of the others were? I have been in some genealogy forums, and there is a large discussion as to whether one of the children was named Matilda...If you do have a way I can find it out, please feel free to e-mail me, blue_angel8689@hotmail.com

Thank you for your time.

External links modified
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External links modified
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I have just modified one external link on Adeliza of Louvain. Please take a moment to review my edit. If you have any questions, or need the bot to ignore the links, or the page altogether, please visit this simple FaQ for additional information. I made the following changes:
 * Added archive https://web.archive.org/web/20100513133158/http://1066.co.nz/library/queens/queens.txt to http://www.1066.co.nz/library/queens/queens.txt

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Move discussion in progress
There is a move discussion in progress on Talk:Adela of Louvain (died 1083) which affects this page. Please participate on that page and not in this talk page section. Thank you. —RMCD bot 18:48, 22 May 2020 (UTC)

title: Talk:Adeliza of Louvain


text:
Category:Martial art techniques

Techniques used in martial arts.

title: Category:Martial art techniques


text:
Sphaerocarpaceae

Sphaerocarpaceae is a family of liverworts known as bottle liverworts. Approximately ten species are included in this family, most of them in the genus Sphaerocarpos, but one additional species in the genus Geothallus.

Distribution
The majority of species in the family occur along the western edge of the Americas, from Washington to central Chile. However, the type species for Sphaerocarpos, S. michelii, is native to Europe. The weedy species Sphaerocarpos texanus is distributed widely in fields and gardens of North America, western Europe, and Mediterranean Africa. It may have been introduced with soil brought with crops or garden plants imported from the Americas.

Classification
The group was recognized as a tribe by Barthélemy Dumortier in 1874 and elevated to family rank in 1891 by Moritz Heeg, under the name "Sphaerocarpeae". Two extant genera are recognized, with a single species in Geothallus and the remaining species assigned to Sphaerocarpos

Species

 * Geothallus tuberosus
 * Sphaerocarpos cristatus
 * Sphaerocarpos donnellii
 * Sphaerocarpos drewiae
 * Sphaerocarpos hians
 * Sphaerocarpos michelii
 * Sphaerocarpos stipitatus
 * Sphaerocarpos texanus

title: Sphaerocarpaceae


text:
Wikipedia:Articles for deletion/Sony AK Knowledge Center (2nd nomination)

 * The following discussion is an archived debate of the proposed deletion of the article below. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or on a Votes for Undeletion nomination).  No further edits should be made to this page.

The result of the debate was Delete -- (drini's page| ☎ ) 21:21, 19 October 2005 (UTC)

Sony AK Knowledge Center
This afd nomination was incomplete. Listing now. No opinion, other than to note that it has been vfd'd and deleted before, and that its founder has a substub, too. —Cryptic (talk) 08:43, 9 October 2005 (UTC)
 * Rewrite Reads like an ad at present but sufficiently notable I feel to be kept if NPOV'd. Has quite a history! Dl yo ns 493   Ta lk   10:49, 9 October 2005 (UTC)

 * Delete, unless re-written into something passable. linas 23:11, 9 October 2005 (UTC)
 * Delete. Advertising and non-notable. Furthermore, the website proudly announced its entry at Wikipedia (www.sony-ak.com/news/sony-ak_at_wikipedia.php). *drew 17:37, 10 October 2005 (UTC)

 * The above discussion is preserved as an archive of the debate. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or in an undeletion request). No further edits should be made to this page.


text:
Barney Rogers

Barney Guy Rogers (born 20 August 1982) is a Zimbabwean former international cricketer. He played four Test matches and 15 One Day Internationals (ODIs) for the Zimbabwe national cricket team between 2002 and 2005 and first-class cricket in Zimbabwean domestic competitions. He played as a left-handed batsman who bowled occasional off-spin. Rogers was good enough at field hockey to play at under-20 level for Zimbabwe.

Early career
Rogers was born at Harare into a cricketing family and was coached by his father from an early age. He is naturally right-handed but his father felt that the stronger hand should be used at the top of the handle and he coached Rogers to bat right-handed. He attended Brydon Country School and played in their 1st XI as an all-rounder alongside future international Sean Ervine. His secondary education was at St. John's College where he was captain of the 1st XI. He played in Zimbabwe under-13 and under-19 sides.

Rogers was admitted to the CFX Academy in 2001 and impressed head coach David Houghton, making his first-class cricket debut for the side playing as an opening batsman in the Logan Cup, scoring four fifties in five games.

International career
His domestic form for Mashonaland led to Rogers making his ODI debut against Pakistan in November 2002. He was selected to tour England in 2003 but did not play well, scoring only 11 runs in the three first-class matches in which he played. He played ODIs against West Indies and Bangladesh in 2003 and 2004, scoring a pair of half-centuries against Bangladesh.

A dispute with the Zimbabwe Cricket Union meant that he played no part in the side for a period of time. He was one of the first players to settle agree terms with the Board and was selected to tour Bangladesh in 2005. He looked out of touch in the Test series but showed his quality in the ODI series, scoring three fifties and taking three wickets as Zimbabwe unluckily lost 2-3 after being two up. He was named as player of the series and went on to tour South Africa, his best score being 47 in the second ODI.

Another dispute over contracts led to Rogers having his contract cancelled by the ZCU in September 2005, Rogers being told that he had been "retired". He did not play any further international cricket and after the 2004/05 domestic season played in only three List A matches for Mashonaland Eagles in 2009.

title: Barney Rogers


text:
1950 Australian National Airways Douglas DC-4 crash

On 26 June 1950, a Douglas DC-4 Skymaster aircraft departed from Perth, Western Australia, for an eight-hour flight to Adelaide, South Australia. It crashed 22 minutes after take-off, 35 mi east of Perth Airport. All 29 occupants were killed in the accident; one initially survived, but died six days later. It was the worst civil aviation accident in Australia.

As the aircraft flew eastwards over the outer suburbs of Perth numerous witnesses observed that it was flying at a lower altitude than usual for the daily Skymaster services, and at least one of the engines was running roughly and backfiring at regular intervals. In the minutes before it crashed, witnesses heard a number of different engine noises – sometimes operating normally, sometimes all engine noise ceased, only to be replaced by what was described as a very loud, high-pitched "scream". When the wrecked engines were examined many weeks after the accident a significant amount of corrosion product was found in the fuel system within two of the engines. After a preliminary investigation, Investigators from the Department of Civil Aviation believed the water responsible for the corrosion was also responsible for rough running of at least one engine, and ultimately temporary loss of power from all engines on at least one occasion. The investigators did not find a likely source for the water.

All but one of the 29 occupants on board the aircraft died at the scene, either from multiple injuries and burns, or from incineration. One elderly male passenger survived the crash. The first rescuers at the crash site found him wandering about, dazed and distressed. He suffered serious burns and was admitted to hospital where he died six days later.

The accident became the subject of an Inquiry chaired by a Supreme Court judge. In the absence of evidence indicating the source of any water in the fuel, the Inquiry dismissed the submission that water was responsible for the accident. The Inquiry did not determine the cause of the accident but it made recommendations to enhance the safety of aircraft operations.

The flight
The aircraft was the Amana, a Douglas DC-4-1009 registered VH-ANA and the flagship of the Australian National Airways fleet. It flew for the first time on 28 January 1946 and was flown to Australia on 9 February 1946.

The Amana departed from Perth Airport at 9:55 pm for the 8-hour flight to Adelaide. On board were 24 passengers, 3 pilots and two air hostesses.

A radio report was received from the Amana at 10:00 pm advising it was on course and climbing to 9,000 feet. Nothing more was heard from the aircraft. As it flew east over the outer suburbs of Perth numerous people on the ground observed that it was flying unusually low, and heard at least one of its engines running roughly and backfiring repeatedly. Amana crashed at about 10:13 pm.

Crash

A number of residents on farming properties to the west of York heard a large aircraft flying low over the area. The aircraft seemed to be in trouble because the noise from the engines was changing significantly. At times the engines seemed to be operating normally but on at least one occasion all engine noise ceased for a brief time and then returned as a very loud, high-pitched noise. One resident reported that when all engine noise ceased he could hear a rushing sound until the scream from the engines returned. Several residents reported seeing a bright flash of white light in the distance, followed by a loud crashing and scraping noise. Those closest to the crash could then see the yellow glow of a major fire.

Ten minutes after the Amana set course for Adelaide, a Douglas DC-4 operated by Trans Australia Airlines became airborne at Perth, also heading for Adelaide. As the TAA aircraft set course for Adelaide, the captain, Douglas MacDonald, saw a vivid white flash on the horizon in precisely the direction in which he was heading. It lasted about six seconds, long enough for him to draw it to the attention of the two other crew members. Eight minutes later, the TAA aircraft passed over a band of fire on the ground. MacDonald estimated the fire was 28 nmi east of Perth Airport. As MacDonald approached Cunderdin, he was aware the Amana, flying about ten minutes ahead of him, had not yet radioed its position report at Cunderdin. He became concerned that the vivid white flash and the ground fire might indicate some tragedy had befallen the Amana so he advised Air Traffic Control about his observations. Air Traffic Control was also concerned about the Amana's failure to report at Cunderdin so on hearing MacDonald's observations of the vivid white flash and the ground fire they activated emergency procedures. They asked MacDonald to fly back to the fire and determine its position. MacDonald did so and advised Air Traffic Control of bearings from the fire to York and Northam, the towns nearest the crash site.

Search and rescue
Frank McNamara (62), an apiarist, and Geoff Inkpen (25), a young farmer, heard the sound of a big aircraft in serious trouble, flying low nearby. McNamara described the noise from the engines as "terrifying". They investigated and saw the bright light of a flash fire. McNamara sent his two teenage sons in his utility truck to York to alert the police. McNamara and Inkpen then set out on foot in the direction of the fire. As there was bright moonlight, they were able to hurry through the bush. After about half an hour, they came upon a scene of devastation. They were astonished to find an elderly man in a dazed state wandering around the burning wreckage. He gave his name and explained that he had been a passenger on a large aircraft. He had survived the crash despite being badly burned. No one else was found alive.

In response to notification from Air Traffic Control, three ambulances from Perth were despatched in the direction of the crash site, known to be somewhere between Chidlow and York. The crash site was several miles from the road so the ambulance crews travelled eastwards all the way to York without sighting a fire. The crews were eventually guided back along the main road and then along a dirt road that enabled them to drive to within three or four miles of the crash site. The crews then took their first-aid boxes and set out on foot.

Frank McNamara made a bed of leaves for the survivor and built a fire to help keep him as warm and comfortable as possible. McNamara stayed with the survivor while Inkpen went to summon help. After several hours, ambulance crews arrived and administered first-aid and morphia. Rescue workers constructed a stretcher using saplings, bandages and overcoats. They covered the survivor with an overcoat and carried him for two hours to cover about two miles through thickly wooded country to McNamara's utility truck, which then carried him and his rescuers to a waiting ambulance.

Frank McNamara and Geoff Inkpen were publicly thanked by the Minister for Civil Aviation for the great assistance they rendered to the rescue effort throughout the night. In a public letter to Frank McNamara, the minister acknowledged the unrelenting effort of McNamara and his sons under extremely difficult conditions. He also acknowledged McNamara's care of the survivor and regretted that McNamara was not rewarded by seeing the survivor recover. In a public letter to Geoff Inkpen, the Minister expressed his deep appreciation for Inkpen's actions on the night of the crash. During World War II, Inkpen had served in the Royal Australian Air Force (RAAF) as a navigator and the minister acknowledged that, in peacetime, Inkpen had continued to uphold "the fine traditions" of the RAAF.

Fate of those onboard
The sole survivor was the 67-year-old Managing-Director of Forwood Down and Company Ltd., a South Australian engineering company. He was the oldest person on board the flight, and probably the most experienced air traveller. He was interviewed by police in hospital in Perth, but was not aware of much detail about the final minutes of the flight. He said there was no sign of fire prior to the crash and no announcement to passengers to fasten their seat belts. He died six days after the crash and was buried at the North Road cemetery in Adelaide, his home town.

Investigators believed the aircraft captain survived for a short time after the crash. His body was a short distance away from his seat and both were a few metres ahead of the wreckage where they had been thrown after the nose of the aircraft was split open in the impact with a large tree. The seat belt had not broken, but it had been undone. The captain's tunic was pulled up over his head as though to protect his face from the heat of the nearby inferno. Investigators believed he survived the crash and undid his seat belt to drag himself away from the fire. His body was not burnt, but autopsy showed both his legs were broken and he died from a fractured skull.

Postmortem examinations were performed on the 28 victims of the crash. The two co-pilots died from multiple injuries. Twenty-three passengers and the two air hostesses were found to have died from multiple injuries and burns, or incineration. Only 12 of the 28 victims could be formally identified. The remaining 16 victims were either unrecognisable or unable to be identified and were buried in a mass grave at Perth's Karrakatta cemetery.

Passengers
On its fatal flight the Amana was carrying 24 passengers, including 2 infants. All but one died in the crash or the ensuing inferno. One passenger Stan Baker had narrowly avoided taking the fateful flight of the Southern Cloud that crashed on 21 March 1931, and had a lifelong fear of flying.

Investigation

Three investigators from the Department of Civil Aviation began work at the crash scene the day after the accident. They found the Amana had crashed in a heavily timbered area on the Inkpen family property Berry Brow, on the easterly track between Perth airport and Kalgoorlie, at a point where the elevation was about 1100 ft above sea level. The aircraft struck the tops of tall gum trees while descending at an angle of about 15° below horizontal. Its speed at impact was estimated at 250 mph. It crashed through large trees, breaking them off as if they were matchsticks, before impacting the ground violently and gouging a long, wide furrow. The left wing was torn away from the fuselage and then the aircraft broke up and burst into flames. Only the rear fuselage with the fin and rudder were not affected by fire. The wreckage trail was about 280 yd long and 35 yd wide. At the time of impact the Amana's left wing was lower than its right, suggesting it may have been turning left. It was heading north, not east towards Cunderdin. Investigators speculated that the crew may have been turning with the intention of returning to Perth airport; or they may have been preparing for a crash-landing in a large clear area to the north of the crash site.

Possibly as a result of rough-running of one or more of its engines, the Amana was observed flying over Perth's outer-eastern suburbs at an unusually low altitude. No witness report was received from anyone along the next 16 nmi of the Amana's track from Perth's outer suburbs to within 5 nmi of the crash site. In the minute before it crashed, eight witnesses heard a large aeroplane in distress and reported unusual engine noise, including engine noise ceasing on at least one occasion, followed by the sudden return of very loud engine noise. This suggested that, on at least one occasion, none of the engines were producing power, followed by a resumption of power on some of the engines. The investigation team concluded that the Amana failed to reach its assigned altitude of 9,000 feet, and that it experienced intermittent engine problems of such severity that all engine power was lost on at least one occasion. Without power and with only one of its propellers feathered, a Douglas DC-4 loses altitude at a great rate, possibly as fast as 100 feet per second (6,000 feet per minute).

Engines and propellers numbers 1 to 3 suffered substantial damage in the crash, but engine and propeller number 4 suffered much less damage. The investigators determined that at the time of impact, propellers 1, 2 and 3 were turning normally and their engines were producing power but propeller number 4 was feathered and its engine was not operating. There was also some evidence that action was taken by the crew to unfeather propeller number 4 in the moments before impact. None of the engines contained evidence of any internal failure prior to impact. All the magnetos were tested and the results indicated normal ignition was available to all engines up to the time of impact.

Engine number 4 suffered only minor, external damage. It was dismantled by the investigation team in an attempt to determine why it might have been shut down by the crew. A substantial amount of corrosion product was found in the passages of the fuel flow meter on engine number 4. Western Australia's Deputy Mineralogist identified the corrosion product as magnesium hydroxide. This is a corrosion product formed by reaction of magnesium and water, suggesting the fuel passages had been filled with water in the months between the crash and the detailed examination of the engine. Charles Gibbs, an engine specialist employed by the Department of Civil Aviation, estimated at least 45 cubic centimetres of water must have been involved. Rain falling on the crash site before engine number 4 was removed could not account for this much water in the fuel passages. Gibbs first examined the fuel system of engine number 4 and discovered the corrosion about two months after the accident. He conducted a test on an identical flow meter and found that after he left water in the fuel flow passages for approximately 8 weeks a similar amount of corrosion product developed. This suggested the rough running heard by witnesses on the ground may have been caused by water in the fuel reaching engine number 4. The steel rotor in the fuel pump of engine number 1 was slightly corroded but the fuel systems of engines 2 and 3 showed no evidence of corrosion. Investigators formed the opinion that the rough running heard by witnesses on the ground, and the crew's decision to shut down engine number 4 and feather its propeller, may have been related to water in the fuel reaching that engine. Similarly, the intermittent loss of power on all engines in the final minutes of the flight may indicate that all engines were receiving fuel contaminated with water.

The only abnormality found in all four engines was the vapour vent float in the fuel strainer chamber of the carburettors. The floats had been crushed by extreme fuel pressure. Inquiries were made to the engine manufacturer and other civil aviation authorities but none had prior experience of vapour vent floats collapsing. Tests on carburettors were also carried out in Australia by the Aeronautical Research Laboratories but without finding any suitable explanation. Whether the floats were crushed in flight or in the crash could not be determined, but even if it had occurred in flight it would not have affected operation of the engines.

The earliest reports from the crash site speculated that the Amana was already on fire when it struck the tops of trees because those trees, and pieces of the aircraft's left wing torn off in the impact with them, showed signs of scorching. Several eyewitnesses reported seeing flames in the sky before the aircraft struck the ground. Department of Civil Aviation investigators discounted this speculation because only one of the Amana's push-button engine fire extinguishers had activated and this had most likely occurred during the crash or the fire.

Australian National Airways (ANA) ground staff in Sydney checked the Amana's fuel tanks for the presence of water prior to its first departure on 26 June. They found none. The Amana was subsequently re-fuelled in Melbourne and Adelaide but no check of the fuel tanks was made on these occasions. After being re-fuelled in Perth immediately prior to the fatal flight, the fuel filters in all 4 engines and the fuel drain serving the cross-feed pipe in the wing centre-section were all checked for the presence of water. The fuel tanks themselves were not checked, partly because, on the night of 26 June, the ground staff were "pressed for time" because one despatch engineer was absent due to illness.

ANA was of the opinion that if a small amount of water entered a fuel tank during refuelling it would only reach the drain cocks when the aircraft was in level flight so it could not be detected immediately after re-fuelling. For 15 years ANA had operated in the knowledge that the only satisfactory time to check fuel tanks for the presence of water was prior to the first flight of the day, after the aircraft had been stationary overnight. Throughout this time ANA checked fuel tanks for the presence of water prior to the first flight of the day.

Prior to its final flight, the Amana received 1756 USgal of fuel from a tanker operated by the Vacuum Oil Company. The tanker had been checked for the presence of water in the morning and again at 6:30 pm, about 2 hours prior to re-fuelling the Amana. It had also supplied fuel to 3 de Havilland Dove aircraft, none of which suffered any engine problems or were found to have water in the fuel.

The Department of Civil Aviation performed tests on parts of the DC-4 fuel system. Tests on the engine fuel system showed that when the engine boost pump was operating, a vortex formed in the engine fuel tank. If a small amount of water was present, this vortex held the water in suspension and prevented it from entering the engine. The tests also showed that when the boost pump was turned off, the vortex dissipated and any water would soon find its way into the engine. Investigators believed this might explain why all engines were operating normally during the takeoff but at least one engine began to run roughly around the time the engine boost pumps would be turned off.

Inquiry
The Minister for Civil Aviation, Thomas White, appointed Justice William Simpson of the ACT Supreme Court to conduct an Air Court of Inquiry into the crash of the Amana. The Inquiry opened in Perth on 7 February 1951. Justice Simpson was assisted by two assessors – Captain J.W. Bennett, a pilot with British Commonwealth Pacific Airlines; and Mr D.B. Hudson, an aeronautical engineer with Qantas Empire Airways. The Commonwealth Crown Solicitor was represented by L.D. Seaton and B. Simpson. Australian National Airways was represented by George Pape. The Department of Civil Aviation was represented by Henry Winneke. The Air Pilots' Association was represented by Francis Burt. The Inquiry sat in Perth for 12 days; heard evidence from 67 witnesses and concluded on Tuesday 20 February.

Western Australia's Deputy Mineralogist gave evidence that he had identified magnesium hydroxide, a corrosion product, in fuel passages in one of Amana's engines. Counsel for the Department of Civil Aviation explained that evidence gathered during investigation of the crash indicated water in some of the fuel on board Amana was responsible for the corrosion products found in engines numbers 1 and 4; for the rough running of an engine heard by a number of witnesses; and for the intermittent failure of all engines, leading to the aircraft descending to ground level. The Inquiry heard evidence from the Department of Civil Aviation's Acting Chief Inspector of Air Accidents, C.A.J. Lum, a former RAAF Douglas Dakota pilot, who described his personal experience of a flight in 1946 in which all fuel tanks were checked for the presence of water prior to take-off and the flight proceeded normally for 20 minutes until both engines began running roughly. Lum returned to the aerodrome and checked again for water in the tanks, this time finding a significant amount of water. Counsel for the Vacuum Oil Co. explained that it was almost impossible for water to be introduced to an aircraft during refuelling, and vigorously rejected the theory that water in the fuel contributed to the crash.

Counsel for the Commonwealth Crown Solicitor presented evidence that the Amana was on fire before it first struck trees. Counsel for the widow of one of the victims suggested the crash may have been caused by the elevator trim tab jamming in the diving position.

In April 1951 Justice Simpson advised the Minister for Civil Aviation that new evidence had become available. The Minister gave permission for the Inquiry to be re-opened. The Inquiry re-opened in Melbourne on 4 June 1951. The Department of Civil Aviation had recently completed tests on the DC-4 fuel system. The tests showed that when an engine boost pump was operating, a vortex in the engine fuel tank prevented water from entering the engine. The tests also showed that when the boost pump was turned off, any water would soon find its way into the engine. The Department of Civil Aviation believed this might explain why all engines were operating normally during the takeoff but at least one engine began to run roughly around the time the engine boost pumps would be turned off. However, Justice Simpson stated that the re-opened Inquiry served only to confirm his view that the Amana's loss of power was not due to water in the fuel.

Justice Simpson's report was tabled in the House of Representatives on 28 June 1951 by the new Minister for Civil Aviation, Larry Anthony. The Inquiry found that the Amana suffered total loss of engine power on at least one occasion, followed by rapid loss of height until it struck the ground. However, the evidence did not allow the court to determine the cause of the total loss of engine power. Consequently, the court was unable to determine the cause of the accident. Simpson stated he was satisfied water had not been introduced into the Amana's fuel system in Sydney, Melbourne, Adelaide or Perth.

The Inquiry uncovered two deviations from the Air Navigation Regulations although it did not consider these deviations contributed to the accident:
 * 1) ANA was not in the practice of performing a fuel-drain check immediately after each re-fuelling, as required by Air Navigation Orders.
 * 2) On the fatal flight, 8,545 feet of photographic film were carried as cargo. Air Navigation Orders specified that a maximum of 3,000 feet of photographic film may be carried.

The Inquiry also uncovered three irregularities in the safety regulation of civil aviation in Australia although none of these irregularities contributed to the accident. Justice Simpson's report contained recommendations to deal with the irregularities: During the House of Representatives debate on the report, the Minister, Larry Anthony, stated that he had already asked fuel companies to check their tanker wagons for the presence of water after each replenishment, and the relevant Air Navigation Order would be amended to require fuel to be drained into transparent containers. He stated that his Department did not intend to amend the relevant Air Navigation Order to require pilots of four-engine aeroplanes to perform the periodic checks in a four-engine aeroplane because it considered it was more challenging to fly with one engine inoperative in a two-engine aeroplane than in a four-engine aeroplane.
 * 1) fuel companies that supply fuel to aircraft should be required to check every compartment in a tanker wagon for the presence of water each time fuel in the tanker wagon is replenished.
 * 2) when fuel was being drained from an aircraft's tanks to check for the presence of impurities, the sample should be collected in a transparent vessel to allow more reliable identification of any water that might be present.
 * 3) when pilots who regularly fly four-engine aeroplanes perform 6-monthly checks for renewal of their commercial pilot licences, the check should be carried out in a four-engine aeroplane rather than in a two-engine aeroplane as was the common practice.

Subsequent speculation about cause of the crash
Investigators from the Department of Civil Aviation believed water in some of the fuel tanks of VH-ANA was responsible for rough running of one or more of the engines; and this ultimately led to intermittent failure of all the engines. The Inquiry led by Mr Justice Simpson found no evidence that there was significant water in the fuel tanks. No radio call was received from Amana to indicate the nature of any problem, or even that the crew was aware of a problem. The Inquiry concluded without determining the cause of the crash.

In the weeks and months after conclusion of the Inquiry one possible explanation of the crash began to circulate among employees of ANA. This possibility began with one piece of evidence uncovered by the Inquiry during cross-examination of ANA's ground staff. It was reported that after sunrise the morning after the crash the one-gallon container used to check Amana's fuel filters was found empty and lying on its side on the apron a short distance from where Amana had been parked. The Inquiry attached no significance to this evidence and did not explore it further.

Employees of ANA believed the container had last been used to drain fuel from the cross-feed drain cock, the fuel cock that serves the pipe in the wing centre-section for cross-feeding of fuel from tanks in one wing to engines in the other wing. Moments after this procedure commenced, the staff member was advised of a telephone call from his wife and he went to answer the telephone. With the cross-feed selector valves closed, little fuel ran out when the drain cock was opened. Some employees believed that because no fuel was running out neither the staff member nor anyone else noticed the drain cock was still open. Due either to the wind or the slipstream from Amana's propellers as it began to taxi prior to take-off, the almost-empty container was blown over and rolled some distance along the apron where it was found the next morning.

Some employees of ANA speculated that approximately ten minutes after take-off the crew of Amana were aware of the seriousness of rough running on number 4 engine so decided to shut it down. Company procedures specified that if an operational problem occurred prior to reaching Kalgoorlie, 290 nmi east of Perth, the aircraft was to return to Perth; but if a problem occurred after reaching Kalgoorlie the flight could continue to Adelaide. The Douglas DC-4 was capable of flying from Perth to Adelaide with one engine inoperative. The crew of Amana on the fatal flight might have decided to wait until past Kalgoorlie before making a radio call to report one engine had been shut down, and then continue to Adelaide. To manage fuel usage and balance the weight of fuel across the wing, the crew might have selected some of the operating engines to draw fuel from number 4 tank. The DC-4 had a complex fuel selection system and, either deliberately or inadvertently, all operating engines might have been connected to number 4 tank. If the drain cock in the cross-feed pipe was still open to the atmosphere, air would be drawn into the pipe, causing an interruption of fuel supply to the engines, all engines to stop operating and their propellers to move to fine pitch. When the crew realised engines 1, 2 and 3 had all suddenly failed and that cross-feeding of fuel was the source of the problem they would have changed the fuel selections and restored fuel to the engines, causing the sudden screaming noise heard by witnesses as the engines burst back into life with their propellers in fine pitch. Amana had been flying at lower altitude than usual so there was inadequate height for the crew to arrest the high rate of descent before the aircraft struck high ground on the Inkpen family property. (At the Air Court of Inquiry, George Pape, representing ANA, described as "fantastic" any suggestion that the crew of the Amana would be cross-feeding fuel from one wing to the engines on the other wing at such an early stage of the flight. )

The Flight Superintendent and the Technical Superintendent of ANA simulated some of these events during a test flight in another DC-4. They were satisfied that the time intervals between events were compatible with the likely sequence of events leading to the crash of the Amana, and that it was a plausible explanation of the accident. However, on legal advice this possible explanation of the crash was not made public. Two accidents involving Douglas DC-4s, one approaching Dublin Airport, Ireland, in 1961 and another approaching Stockport Airport, Manchester, United Kingdom, in 1967 were attributed to interruption of fuel supply when engines were supplied from the cross-feed system which was open to an empty fuel tank, allowing air to be drawn into the cross-feed pipe.

Recent archaeological finds and re-evaluation of Amana's final moments
Around 2002 further wreckage from Amana's port wing outboard of the engines was investigated about 1.5 miles from the crash site. This wreckage had not been located during the 1951 investigation, although it had subsequently been located during farming operations and shifted to a barren area where it avoided significant subsequent degradation by grass fires. It suggests that having attained substantially level flight, Amana hit one or more trees several seconds before reaching its final impact site, causing sufficient damage to result in the in-flight fire observed by witnesses at the time, and a deviation from its original flight path. Part of this wreckage is now on display at The Civil Aviation Historical Society & Airways Museum at Essendon Airport.

A high-speed impact on part of the wing and fuel system might explain a surge in fuel pressure sufficient to cause the crushed vapour vent float found in the carburettor of each of Amana’s engines.

Memorials
After the accident, souvenir hunters proved to be such a problem that the owners of Berry Brow kept all gates locked. Geoff Inkpen stated that after completion of an Inquiry a bulldozer would be used to dig a ditch at the crash site and what remained of the Amana would be buried.

A small memorial to the loss of the Amana, its passengers and crew, has been created in the aeronautical museum in the town of Beverley, 29 mi south-east of the crash site. The memorial includes the nose undercarriage from the Amana. A memorial plaque was erected in the main street of Beverley on 26 June 2001, the fifty-first anniversary of the crash.

Aftermath
Australian National Airways (ANA) never fully recovered from the crash of the Amana. Since the beginning of 1945, 77 people had been killed in accidents in aircraft operated by ANA. In late 1948, ANA suffered 4 crashes in 4 months. The loss of ANA's reputation as a safe airline, together with the unblemished safety record and growing commercial success of its rival Trans Australia Airlines, sent ANA into decline. In 1957 ANA was taken over by Ansett Transport Industries Limited and merged with Ansett Airways to form the domestic airline Ansett-ANA.


text:
Wikipedia:Articles for deletion/Babukishan

 * The following discussion is an archived debate of the proposed deletion of the article below. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or on a Votes for Undeletion nomination).  No further edits should be made to this page.

The result of the debate was DELETE. -Splash talk 23:14, 19 October 2005 (UTC)

Babukishan
Krishnendu das aka Babukishan, an Bangladeshi Indian Bengali musician. Originally posted by User:Krishnendu das so clearly self-promotion. Is he notable? (Ignore the copyvio aspect - I am satisfied it is posted by the original author or with his approval.) -- RHaworth 08:52, 9 October 2005 (UTC)

 * Is this ? Ian Cairns 10:10, 9 October 2005 (UTC)
 * Does this help to show notability? -- RHaworth 19:40, 9 October 2005 (UTC)

 * Weak Delete: A google search revealed an article in Times of India on the person, but other than that, I found only self promotional material. I'd suggest a delete of the article, unless other proofs of notability have been put forward. --Ragib 02:45, 10 October 2005 (UTC)

 * Speedy delete as blatant copyvio from and . utcursch | talk 11:39, 10 October 2005 (UTC)
 * I said please ignore the copyvio aspect. He has posted this or similar all over the web. It is of course an insult to Wikipedia (which should be introduced as a speedy criterion) to post crude copy and pastes from elsewhere. But first, can we please have a judgement on his notability. -- RHaworth 08:36, 11 October 2005 (UTC)

 * Neutral, I've never heard of him, but all the same it would be better to ask user:Ragib =Nichalp   «Talk»=  18:23, 12 October 2005 (UTC)
 * I've done that already. See Ragib's vote above. Tintin 18:31, 12 October 2005 (UTC)
 * aargh... didn't see. Thanks Tintin. =Nichalp   «Talk»=  18:36, 12 October 2005 (UTC)
 * As I said in my talk page, I haven't heard of him before, but that may be because he is from West Bengal,India. At least in Bangladesh, he is totally unknown/non notable. The Times of India article is the only neutral claim to notability, other than his quite active self-promotion in different websites. Thanks. --Ragib 21:56, 12 October 2005 (UTC)

 * The above discussion is preserved as an archive of the debate. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or in an undeletion request). No further edits should be made to this page.


text:
City of Thieves (gamebook)

City of Thieves is a single-player adventure gamebook written by Ian Livingstone and illustrated by Iain McCaig. Originally published by Puffin Books in 1983, the title is the fifth gamebook in the Fighting Fantasy series. It was later republished by Wizard Books in 2002.

Plot
City of Thieves is a fantasy adventure scenario for a single character who the village of Silverton hires to defeat Zanbar Bone, lord of the undead; the character will need to go to Port Blacksand to get help the magician Nicodemus to succeed in saving the village.

The player takes the role of an adventurer on a quest to find and stop the powerful Night Prince Zanbar Bone, a being whose minions are terrorizing a local town. Hired by a desperate mayor, the player must as the adventurer journey to the dangerous city-state of Port Blacksand (the titular "City of Thieves"), and find the wizard Nicodemus, who apparently knows of Bone's one weakness. What follows is a series of challenges as the player must locate certain key items, escape Port Blacksand and eventually confront Bone.

Reception
Marcus L. Rowland reviewed City of Thieves for the January 1984 issue of White Dwarf, rating the title 8 out of a possible 10. According to Rowland, "Most encounters in the city are potentially lethal, several being no-win situations where the best outcome involves injury or loss of money."

Reviews

 * Review by Don D'Ammassa (1984) in Science Fiction Chronicle, #61 October 1984

title: City of Thieves (gamebook)


text: User:SPUI/VU

title: User:SPUI/VU


text:
User talk:Yair zarka

Welcome!

Hello,, and welcome to Wikipedia! Thank you for your contributions. I hope you like the place and decide to stay. Here are a few good links for newcomers: I hope you enjoy editing here and being a Wikipedian! Please sign your name on talk pages using four tildes (~~); this will automatically produce your name and the date. If you need help, check out Where to ask a question, ask me on my talk page, or place  on your talk page and someone will show up shortly to answer your questions. Again, welcome! -- Qaz  ( talk ) 08:55, 9 October 2005 (UTC)
 * The five pillars of Wikipedia
 * How to edit a page
 * Help pages
 * Tutorial
 * How to write a great article
 * Manual of Style

title: User talk:Yair zarka


text:
User:Euphrates Gibson

EUPHRATES GIBSON FOR PRESIDENT
This is home-base web-site of Sir Euphrates S. Gibson, Esq, Gentleman's Sport Enthusiast. Sir Gibson is a man of refined and sophisticated tastes, enjoying the martial-arts and professional wrestling. Born the youngest son of Scots-Irish-Afro-Ukrainian immigrants, Sir Gibson was former amateur boxer and are-knuckle boxer in his youth.

His interests have recently turned to the intellectual pursuit of encyclopedic writing. As such, Sir Gibson has contributed greatly to the following articles:

 * Samoa Joe

 * Bryan Danielson

 * A.J. Styles

title: User:Euphrates Gibson


text:
Talk:First Love, Last Rites

Isn't the boy in Last Day of Summer twelve years old?

 * At least it says so in the first sentence of the story. Changed to twelve from fourteen. -- 84.146.248.193 13:50, 12 October 2005 (UTC)

WikiProject class rating
This article was automatically assessed because at least one WikiProject had rated the article as stub, and the rating on other projects was brought up to Stub class. BetacommandBot 13:37, 9 November 2007 (UTC)

Last day of Summer
The story, "Last Day of Summer" has also been made into a TV film. A good one too but I can't recall enough about it to edit main page. 202.49.187.67 (talk) 00:43, 21 November 2011 (UTC)

title: Talk:First Love, Last Rites


text:
Franz Blücher

Franz Blücher (24 March 1896 – 26 March 1959) was a German politician and member of the German Parliament (Bundestag).

Biography
Blücher was born in Essen, Kingdom of Prussia.

After the end of World War II, he was one of the founders of the Free Democratic Party (FDP) and served as chairman in the British occupation zone (1946-1949) and as Federal Chairman (1949-1954).

From 1949 to 1957, Blücher was a member of Chancellor Konrad Adenauer's cabinet. As representative of the second-largest government party, he was the first vice chancellor of Germany and also held the Ministry for Matters of the Marshall Plan, which in 1953 was renamed Ministry for Economic Cooperation.

In 1956, Blücher – along with other fifteen ministers and parliamentarians – sided with Chancellor Adenauer against his party and formed the Free People's Party (FVP), which early in 1957 merged with the German Party (DP).

Blücher died on 26 March 1959 in Bad Godesberg, Bonn, West Germany.

Honours and awards
Blücher was awarded honorary doctorates from the University of Berlin (1954) and the University of the Punjab in Lahore (1957). In 1954, he was awarded the Grand Cross of the Order of Merit and the Grand Cross of the Greek Order of George I. In 1955, he received the Grand Cross of Merit of the Italian Republic.

In 1956, Blücher received the Grand Decoration of Honour in Gold with Sash for Services to the Republic of Austria.

title: Franz Blücher


text:
Wikipedia:Articles for deletion/Streetracer

 * The following discussion is an archived debate of the proposed deletion of the article below. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or on a Votes for Undeletion nomination).  No further edits should be made to this page.

The result of the debate was delete · Katefan0(scribble) 20:25, 19 October 2005 (UTC)

Streetracer
This afd nomination was incomplete. Listing now. No opinion. —Cryptic (talk) 09:01, 9 October 2005 (UTC)
 * Delete Unverifiable has almost nothing except Wiki.  Even if someone can verify it's only worth a merge.     Dl yo ns 493   Ta lk   10:52, 9 October 2005 (UTC)
 * Delete - poor dicdef at best CLW 15:41, 9 October 2005 (UTC)
 * Delete --Rogerd 03:49, 10 October 2005 (UTC)

 * The above discussion is preserved as an archive of the debate. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or in an undeletion request). No further edits should be made to this page.


text:
RSM-56 Bulava

The RSM-56 Bulava (Булава, lit. "mace", NATO reporting name SS-NX-30 or SS-N-32, GRAU index 3M30, 3K30) is a submarine-launched ballistic missile (SLBM) developed for the Russian Navy and deployed in 2019 on the new Borei-class submarine of ballistic missile nuclear submarines. It is intended to serve as a crucial component of Russia's nuclear triad. The weapon takes its name from bulava, a Russian word for mace.

Designed by Moscow Institute of Thermal Technology, development of the missile was launched in the late 1990s as a replacement for the R-39 Rif solid-fuel SLBM. The Project 955/955A Borei-class submarines carry 16 missiles per vessel.

A source in the Russian defense industry told TASS on June 29, 2018, that the D-30 missile system with the R-30 Bulava intercontinental ballistic missile had been accepted for service in the Russian Navy after its successful four-missile salvo launch tests in 2018.

Description
The Bulava missile was developed by Moscow Institute of Thermal Technology under the leadership of chief designer Yury Solomonov. Although it utilizes some engineering solutions used for the recent RT-2PM2 Topol-M ICBM, the new missile has been developed virtually from scratch. The Bulava is the submarine version of the Topol-M, and is both lighter and thinner than the Volna. The two missiles are expected to have comparable ranges, and similar CEP and warhead configurations. Bulava has a declared START throw weight of 1150 kg to 9,500 kilometers.

The missile has three stages; the first and second stages use solid fuel propellant, while the third stage uses a liquid fuel to allow high maneuverability during warhead separation. The missile can be launched from an inclined position, allowing a submarine to fire them while moving. It has a low flight trajectory, and due to this could be classified as a quasi-ballistic missile. It is rumored to possess advanced missile defense evasion capabilities and can maneuver at its boost stage.

Borei-class submarines carrying Bulava missiles are expected to be an integral part of the Russian nuclear triad until 2040.

Bulava can be loaded on TEL road mobile launchers, on railway BZhRK trains and other various launchers.

Inception
In the 1990s, Russia had two submarine-launched ICBMs, the solid-fuel R-39 and the liquid-fuel R-29 Vysota family, both developed by the Makeyev Design Bureau. A new missile, designated R-39UTTH Bark was under development to replace the R-39. The Bark was planned to become the only submarine-launched ballistic missile of the Russian nuclear arsenal. However, its development was plagued with problems, and after three test failures the Bark programme was canceled in 1998. Moscow Institute of Thermal Technology was now tasked with developing a new advanced missile. The institute promised that it would be able to quickly develop a new naval missile based on its recent Topol-M land-based ICBM.

The new missile would be deployed per 16 missiles on the Borei I (Project 955) and Borei II (Project 955A) class submarines. As the new submarines would not be ready in time for flight tests, the Typhoon-class submarine Dmitry Donskoy was upgraded to carry Bulavas.

Key people involved in the decision to develop Bulava included the institute director and Bulava's chief designer Yury Solomonov; director of the Defense Ministry's Fourth Central Research Institute, Major-General Vladimir Dvorkin; Navy Commander, Fleet Admiral Vladimir Kuroyedov; Defense Minister, Marshal Igor Sergeyev; Economics Minister Yakov Urinson and Prime Minister Viktor Chernomyrdin.

First tests
The missile completed the first stage launch-tests at the end of 2004. Although it was initially planned to base the Bulava design on the Topol-M, the first tests showed that the new missile was completely different in terms of appearance, dimensions and warhead lay-out. It was later acknowledged that the Moscow Institute of Thermal Technology had developed Bulava virtually from scratch, reusing only a few engineering solutions from the Topol-M.

Troubles
The missile's flight test programme was problematic. Until 2009, there were 6 failures in 13 flight tests and one failure during ground test, blamed mostly on substandard components. This led to the missile's chief designer, Yury Solomonov resigning from his post in July 2009. Aleksandr Sukhodolskiy was appointed as the new general designer of sea-based ballistic missiles at the Moscow Institute of Thermal Technology; Solomonov however retained his post of general designer of land-based missiles.

After a failure in December 2009, further tests were put on hold and a probe was conducted to find out the reasons for the failures. Testing was resumed on 7 October 2010 with a launch from the Typhoon-class submarine RUSSIAN SUBMARINE TK-208 Dmitri Donskoi in the White Sea; the warheads successfully hit their targets at the Kura Test Range in the Russian Far East. Seven launches have been conducted since the probe, all successful. On 28 June 2011, the missile was launched for the first time from its standard carrier, Borei-class submarine RUSSIAN SUBMARINE Yury Dolgorukiy, and on 27 August 2011 the first full-range (over 9000 km) flight test was conducted. After this successful launch, the start of serial production of Bulava missiles in the same configuration was announced on 28 June 2011. A successful salvo launch on 23 December 2011 concluded the flight test programme. The missile was officially approved for service on 27 December 2011, and was reported to be commissioned aboard Yuri Dolgorukiy on 10 January 2013. The missile did however continue to fail in the summer of 2013 and was not operational as of November 2013. The Bulava became operational aboard Yury Dolgorukiy as of October 2015. However, recent developments put this in question. In November 2015, the submarine RUSSIAN SUBMARINE Vladimir Monomakh fired two missiles while submerged. One of the missiles self-destructed during the boost phase and the other failed to deliver its warheads to the specified target. After being sent back to the manufacturer, it was determined that the missiles failed due to manufacturing defects.

After two successful tests in June 2017 and May 2018, a source in the Russian defense industry told TASS on June 29, 2018, that the D-30 missile system with the R-30 Bulava intercontinental ballistic missile had been accepted for service in the Russian Navy.

Explanations for the failures
Chief designer Solomonov blamed the failures on the poor state of the Russian defense industry and problems in the design-technology-production chain.
 * "Sometimes [the problem] is poor-quality materials, sometimes it is the lack of necessary equipment to exclude the 'human' factor in production, sometimes it is inefficient quality control"

According to Solomonov, the industry is unable to manufacture 50 of the necessary components for the missile, forcing designers to improvise and look for alternative solutions, which seriously complicates the testing process. Solomonov further said that despite the failures, there was no need for changes in the design.

Sergei Kovalyov, the designer of three generations of Russian strategic submarines said that due to lack of funding, the developers had been unable to conduct test launches from a floating pad to test the underwater segment of the missile's trajectory. He also said that there were insufficient funds to conduct ground-based test launches. Both types of testing had been standard procedure during Soviet times. Kovalyov also criticised the poor quality of missile components provided by a large number of sub-contractors and the absence of military representatives at manufacturing plants.

The 2009 Norwegian spiral anomalies, a temporary strange light phenomenon over vast areas of northern Norway have been explained with a failed stage of a Bulava missile test. According to a spokesman, "The missile's first two stages worked as normal, but there was a technical malfunction at the next, third, stage of the trajectory".

Effects on the military
Due to the delays in Bulava's development, the launch of the fourth Borei-class submarine, Svyatitel Nikolay, was pushed back. Russia was planning to build eight Borei-class submarines by 2015.

Only one Typhoon-class submarine, Dmitry Donskoy, was modified to launch Bulavas. The Bulava program is the most expensive weapons project in Russia.

Debate about the program
Despite continued test failures, the Russian defense minister, Anatoliy Serdyukov, has stated that the project will not be abandoned. "We will certainly not give up the Bulava. I think that despite all the failures, the missile will fly," he said in an interview in late December 2009. The Russian military has been adamant that there is no alternative to Bulava.

There has been discussions among analysts about the possibility of re-equipping the Borei-class submarines with the more reliable liquid-propellant R-29RMU Sineva missiles. The Sineva is an upgrade of the R-29RM Shtil and entered service in 2007. According to RIA Novosti military analyst Ilya Kramnik, this would have been an attractive option, given that the less advanced Sineva missiles already have "virtually the same impressive specifications as the Trident II (D5) SLBMs wielded by the U.S. Navy and the Royal Navy." However, the work needed to redesign and modify the Borei-class submarines to carry Sinevas is regarded as too expensive.

Probe
After a launch failure in December 2009 caused by a defective engine nozzle and which led to the 2009 Norwegian spiral anomaly, further tests were put on hold and a review of the missile program was initiated. The results of the probe were delivered to the Russian government in May 2010.

2010 tests
Testing was resumed for the first time after the probe on 7 October 2010. The missile was launched from the submerged Dmitry Donskoy, in the White Sea, and the warheads successfully hit their targets at the Kura testing range, 380 km to the north of Petropavlovsk-Kamchatsky in the Russian Far East. The launch reportedly took place at 07:15 UTC. The missile travelled over 6000 km, and the rocket's trajectory was within the normal parameters, according to a Navy official.

The second test launch in 2010 from Dmitry Donskoy was set to 29 October and was successful.

The next test to be performed from Yuriy Dolgorukiy was initially planned to December 2010, but was postponed to mid-summer 2011 due to ice conditions in White Sea.

2011 tests and deployment
According to the Russian Vice Premier Sergei Ivanov another six successful launches (one planned in 2010, other five in 2011) will be required before the missile could be commissioned.

2012 tests and deployment
In August 2012 a high-ranking official of Russia's United Shipbuilding Corporation said in 2012 Russia will test fire its Bulava missile only once, in November, specifically from the nuclear-powered submarine RUSSIAN SUBMARINE Alexander Nevsky.

2013 deployment
Bulava was finally commissioned with its lead carrier Yuri Dolgorukiy on 10 January 2013. The official ceremony of raising the Russian Navy colors on the submarine was led by Russian Defense Minister Sergey Shoigu. After another failed launch in September, Shoigu announced a pause in the state trials of the next two submarines and five more test launches. The entire production run of the missiles was then recalled for factory inspections.

Service
In October 2010 it was reported that 150-170 operational missiles would be built (124 active + reserve for training and tests). After the successful launch on 27 June 2011, the Russian government announced the start of serial production of Bulava missiles. On 10 January 2013, Bulava was adopted into experimental service with its lead carrier submarine Yuri Dolgorukiy. It was reported in June 2018 that the missile has been accepted for service by the Russian Navy after its successful test firings conducted in 2018. Russian state media reported on 14 May 2024 that the missile officially entered service on 7 May.

Operators

 * The Russian Navy is the only operator of the RSM-56 Bulava. As of January 2024, 112 missiles were deployed on 7 Borei-class ballistic missile submarines:
 * K-535 RUSSIAN SUBMARINE Yury Dolgorukiy
 * K-550 RUSSIAN SUBMARINE Alexander Nevsky
 * K-551 RUSSIAN SUBMARINE Vladimir Monomakh
 * K-549 RUSSIAN SUBMARINE Knyaz Vladimir
 * K-552 RUSSIAN SUBMARINE Knyaz Oleg
 * K-553 RUSSIAN SUBMARINE Generalissimus Suvorov
 * K-554 RUSSIAN SUBMARINE Imperator Aleksandr III
 * K-554 RUSSIAN SUBMARINE Imperator Aleksandr III

title: RSM-56 Bulava


text: User talk:86.4.141.116

title: User talk:86.4.141.116


text: Category:Israeli heavy metal musical groups


text:
User:A bit iffy/Oldest pub in Britain

There are many pubs that claim to be the oldest in Britain. The two that are most often cited for this are:
 * Ye Olde Fighting Cocks in St Albans, Hertfordshire
 * Ye Olde Trip To Jerusalem in Nottingham

title: User:A bit iffy/Oldest pub in Britain


text:
User talk:WhitneyJoinsTheJams

Welcome!

Hello,, and welcome to Wikipedia! Thank you for your contributions. I hope you like the place and decide to stay. Here are a few good links for newcomers: I hope you enjoy editing here and being a Wikipedian! Please sign your name on talk pages using four tildes (~~); this will automatically produce your name and the date. If you need help, check out Where to ask a question, ask me on my talk page, or place  on your talk page and someone will show up shortly to answer your questions. Again, welcome! -- Qaz  ( talk )
 * The five pillars of Wikipedia
 * How to edit a page
 * Help pages
 * Tutorial
 * How to write a great article
 * Manual of Style

Pages that serve only to disparage people can be deleted on sight. Please do not add or edit any like that. Qaz ( talk ) 09:05, 9 October 2005 (UTC)

title: User talk:WhitneyJoinsTheJams


text:
Slutsky

Slutsky is a Belarusian, Russian, and Ashkenazi Jewish surname that derived from Slutsk in Belarus. The Jewish family name 'Slutsky' is an Ashkenazized form of (סלוצקי; Слу́цкий; ) It is shared by the following people:
 * Abram Slutsky (1898–1938), Jewish Ukrainian Soviet head of the foreign intelligence service (GUGB)
 * Allan Slutsky, known as "Dr. Licks" (born 1953, Philadelphia, Pennsylvania), a Jewish American arranger
 * Boris Slutsky (1919, Slovyansk, Ukraine - 1986), Jewish Ukrainian-Soviet poet
 * Erik Slutsky (born 1953), Jewish Canadian contemporary, figurative painter
 * Eugen Slutsky (also Yevgeny Evgenievich Slutsky, 1880–1948), Ukrainian-Russian/Soviet mathematical statistician, economist and political economist
 * Slutsky equation
 * Slutsky's theorem
 * Irina Slutsky, American internet video personality
 * Irina Slutskaya, Russian figure skater
 * Leonid Slutsky (football manager) (born 1971), Russian association football manager
 * Leonid Slutsky (politician) (born 1968), member of the State Duma of Russia
 * Marc Slutsky, drummer for Splender

Slutzky

 * Meir Amit, born Meir Slutsky (1921–2009), high-ranking Israeli intelligence officer, politician and cabinet minister
 * Naum Slutzky (1894-1965), a Jewish Ukrainian-German/UK goldsmith, Industrial designer and master craftsman of Weimarer Bauhaus
 * Richard C. Slutzky, a member of both the Maryland, USA and National Wrestling Halls of Fame
 * Robert Slutzky (1929-2005), American painter and architectural theorist

title: Slutsky


text:
Mark Delpriora

Mark Delpriora (born 1959) is an American classical guitarist and composer.

Delpriora is currently Chair of the Guitar Department at the Manhattan School of Music, where he has been on the faculty since 1989. Mark is also on the faculty of The Juilliard School, where he teaches guitar studies. He studied guitar with Rolando Valdés-Blain and later with Manuel Barrueco. He studied theory/composition in his early teens with Roland Trogan and later with Giampaolo Bracali. Mr. Delpriora has recorded for Koch International Classics, Soundspells, Philips, Tzadik, and CRI. In addition, he has recorded 6 CDs with flutist Laurel Zucker on Cantilena Records.

As a performer, the New York Times wrote after his debut: "The first notes of Mark Delpriora's guitar recital established him as a musician of authority. In a little Mozart transcription by Julian Bream he showed a rare feeling for the specific gravity of a Mozartean phrase, for the inevitability of its rise and fall. Delpriora is a guitarist to be reckoned with"

One of the few students chosen to participate in masterclasses by Andrés Segovia, Delpriora has performed and championed music written for, but rarely played by, Segovia, known as The Segovia Archives. The collection is published by Berben Edizioni Musicali and edited by Angelo Gilardino. Angelo Gilardino wrote after hearing Delpriora play this music: “His playing is very fluent, effortless, elegant and extremely refined, and his view of the music he performs is sophisticated, still direct and transparent".

He has performed and taught master classes in Brazil, Canada, Mexico, Uruguay, Italy and the United States and has been recognized with many awards, including the inaugural Andrés Segovia Award for Outstanding Performance given by the Manhattan School of Music with Segovia in attendance, the Beard’s Fund Award, and the Artists International Distinguished Artist Award, and by grants, including a United Nations Travel Grant and grants from Meet the Composers and the Cooper Institute for the Arts and Humanities. In addition, he has performed at the Lake Placid Chamber Music Festival, Piccolo Spoleto, Stetson University Guitar Festival, Rutgers University Summerfest, Eastman Guitarfest and the Summit Music Festival; and with the New York Contemporary Music Band, New Music Consort, Joffrey Ballet Orchestra, and the Washington Bach Consort. More recently Mark Delpriora has been performing on the baroque guitar, giving his first all-baroque guitar recital at William Paterson University's 2007 Guitar Fest.

His compositions have been published by Bèrben Edizioni Musicali (the 50-minute Sonata No.3, Sonata No.2, Elegia per Basil Keiser), Editions Orphée (Tango Caffè Carciofo, 10 Short Studies in Kaleidoscope,Creation Fugue,  Variations on a Theme of Sor), and Guitar Arts Publishing (Four Images after a poem by e.e. cummings), MelBay (Tambu Fantasy). All of the above works, particularly the Sonatas, are contrapuntally complex, dramatically shaped and technically challenging. Sonata no.3 has become particularly renowned and is the subject of a chapter in ''Manuale di storia della chitarra. 2: La chitarra nel ventesimo secolo'' by Gianni Nuti.

Delpriora's most recent composition is the 35 minute set of variations on Fernando Sor's Opus 24, #1. The scope of this work is unprecedented in the guitar repertoire, at twice the length of Britten's Nocturnal the closest equivalent must be found in the piano repertoire e.g. Rzewski's variations The People United Will never be Defeated. Delpriora writes: "In the tradition of Mario Castelnuovo-Tedesco’s 'Variations à travers les siècles', Astor Piazzola’s 'Histoire du Tango' and Argento’s song cycle 'Letters from Composers', I have taken an historical view of composition for my 'Variations on a Theme by Sor'. This new set of variations follows Sor’s little Menuet in c minor op. 24 N° 1 as it makes its epic journey across time and space through the nineteenth century and into the early years of the twentieth century. During its travels, the theme meets and pays its respects to the godfathers of nineteenth century music and as a result is irrevocably transformed". In a sense, this work can be said to be a musical example of Metahistorical romance. The last page of the published work contains an imaginary interview between Delpriora and the nineteenth century musicologist François-Joseph Fétis.

Two of the variations (12 and 14) served as the set piece for the 2011 GFA competition.

His Elegia and several of his 10 Short Studies, the seventh of which is 9 seconds in duration, demonstrate a particular interest in very short forms with an accompanying intimate emotional sensitivity.

Mark and his family live in Brooklyn, New York.

title: Mark Delpriora


text:
Nelson, Victoria

Nelson is a small fishing town in Victoria, Australia. It is located at the mouth of the Glenelg River and Discovery Bay, a few kilometres from the South Australian border, and 422 km west of Melbourne. At the 2016 census, Nelson and the surrounding area had a population of 190.

In January 1852 the name of Nelson was adopted for the settlement, after the ship Lady Nelson, which was used by Lieutenant James Grant in explorations of the area in the early nineteenth century.

A punt was built across the river in 1848 by Henry Kellett. A summerhouse was also built in 1848, which later became the town's current hotel. The town site was surveyed and named in 1852 by Lindsay Clarke, and sheep grazing began soon after. Settlement of the township came much later, a Post Office being opened on 17 March 1876.

The Portland-Nelson Road is the only main road in and out of Nelson and crosses the Glenelg at Nelson and is the only crossing for over 25 km. The first crossing over the Glenelg was constructed out of wood in 1893. It was replaced by a steel cantilever bridge in 1963. A second concrete cantilever bridge was added in 1997 on the north side of the steel bridge to cater for the demands of road freight travelling through the town.

Traditional ownership
The formally recognised traditional owners for the area in which Nelson sits are the Gunditjmara People who are represented by the Gunditj Mirring Traditional Owners Aboriginal Corporation.

title: Nelson, Victoria


text:
Cape Bridgewater

Cape Bridgewater is a locality in the Australian state of Victoria located on the western shore of Bridgewater Bay about 21 km south-west of Portland and about 383 km west of Melbourne.

The area was settled in the 1860s by the Henty family who had settled nearby Portland, and a post office opened in 1863 (closed 1968) though known as Bridgewater Lower for some years.

Both Cape Bridgewater and Bridgewater Bay were named after the Duke of Bridgewater (1756-1829), by Lieutenant James Grant sailing on the Lady Nelson on 4 December 1800.

Cape Bridgewater includes the following protected areas within its boundaries - the Discovery Bay Coastal Park and the Mount Richmond National Park.

Cape Bridgewater is home to a colony of up to 650 fur seals and has the highest coastal cliff in Victoria. These cliffs are a suitable spot to observe southern right whales in winter and spring. The cape itself also boasts a large blowhole and karst solution pipes, colloquially known as the petrified forest, but now known to be hollow tubes of limestone, eroded as a result of millions of years of rainfall. Bridgewater Bay and the adjacent Cape form a partially submerged volcanic caldera. To the west is a large area with huge sand dunes. For these reasons the Cape and the nearby coastal area is classed by the government as the second most important coastline in Victoria, after the 'Twelve Apostles', along the Great Ocean Road

Wind energy
Construction of wind turbines by the company Pacific Hydro were constructed on the cape after some controversy. This is part of the Portland Wind Project

title: Cape Bridgewater


text:
Mohamed Said Fazul

Mohamed Said Fazul (born 18 September 1960) was president of the Comorian island of Mohéli from 19 May 2002 to 1 July 2007.

He worked as a pharmacist and taught natural sciences at a Fomboni college until his nomination by President Azali Assoumani in March 2001 to be governor of Mohéli. He benefited from his incumbent position as island governor and the backing of Azali in beating his rival, Mohamed Hassanaly, in the second round of the elections for the presidency of Mohéli on 7 April 2002, although Hassanally had received more votes in the first round.

After two rounds of elections in June 2007, he was defeated by Mohamed Ali Said, who took office on 1 July.

title: Mohamed Said Fazul


text:
List of storms named Isabel

The name Isabel was used for two tropical cyclones in the Atlantic Ocean and one in the south-West Indian Ocean.

In the Atlantic:
 * Tropical Storm Isabel (1985) - made landfall near Fernandina Beach, Florida; caused 180 deaths and over $200 million in damage from torrential rainfall in Puerto Rico
 * Hurricane Isabel (2003) - a Category 5 Cape Verde-type hurricane; total damages were estimated at $3.37 billion.

The name Isabel was retired after the 2003 season, and was replaced by Ida in the 2009 season.

In the South-West Indian:
 * Tropical Storm Isabel (1962)

title: List of storms named Isabel


text: Category:Geography of Jamaica

title: Category:Geography of Jamaica


text:
Category:Greek heavy metal musical groups

Heavy metal bands from Greece


text:
7mm-08 Remington

The 7mm-08 Remington is a rifle cartridge that is almost a direct copy of a wildcat cartridge developed around 1958 known as the 7mm/308. As these names would suggest, it is the .308 Winchester case necked down to accept 7 mm (.284) bullets with a small increase in case length. Of cartridges based upon the .308, it is the second most popular behind only the .243 Winchester. However, the .308 is more popular than both. In 1980, the Remington Arms company popularized the cartridge by applying its own name and offering it as a chambering for their Model 788 and Model 700 rifles, along with a limited-run series within their Model 7600 pump-action rifles during the early 2000s.

Handloading
The popularity of the cartridge means there is a fairly wide selection of factory loads, making it a choice even for those who do not handload. Bullets weighing from 100 to 197 grains are available. Bullets in the 120 to 160-grain range will suit most hunting applications while long-range shooters will opt for the heavier bullets to take advantage of their higher ballistic coefficients. Medium burning rifle powders usually work best in the 7mm-08.

Uses
With the wide range of bullet weights available, the 7mm-08 is suitable for "varminting, game-hunting, Metallic Silhouette, and long-range shooting." It is also suitable for plains game." For long-range target and metallic silhouette shooting, the "plastic-tipped 162-grain A-Max has proven to be very accurate with a 0.625 BC (G1). This A-Max bullet, and the 150-grain Sierra Match King, are popular with silhouette shooters."

The 7mm-08 Remington works in most hunting environments, including dense forest areas and large open fields. It has a flatter trajectory than the .308 Winchester and .30-06 Springfield at similar bullet weights because the slightly smaller-diameter 7mm bullet generally has a better ballistic coefficient (BC), and is thus less affected by drag and crosswind while in flight. Its trajectory is comparable to the .270 Winchester.

The cartridge serves experienced shooters and hunters well. However, because its recoil is a bit more than a .243 Win. and less than most loads in a .308 Win., its mild recoil makes it suitable also for youth and adults who are new shooters. Howard Brant of Shooting Industry magazine wrote: "the 7mm-08 is a real sleeper as far as the hunting field is concerned. It is a grand cartridge which packs more than sufficient wallop to efficiently down all medium-sized big-game animals found in North America and elsewhere."

Wayne van Zwoll of Petersen's Hunting magazine wrote: "Efficient case design and a bullet weight range suitable for most North American big game make the 7mm-08 a fine choice for all-around hunting. Civil in recoil, it's a perfect match for lightweight, short-action rifles. It has also courted favor on metallic silhouette ranges, where its 140-grain bullets reach 500-yard targets faster and with as much energy as 150-grain .308s." He also described it as "deadly" for elk.

David E. Petzal of Field & Stream, wrote, "The virtues of the 7mm/08 include very light recoil, not much muzzle blast, plenty of bullet weight to do the job, and gilt-edged accuracy."

The 7mm-08, with appropriate loads, meets the required standards for moose hunting in Sweden, Finland, and Norway. Such loads allow it, for that purpose, to be compared favourably with the 6.5×55 SE, 7×57mm, 7×57mmR, 300 Savage, 303 British, and some .308 Winchester and .270 Winchester loads. With appropriately constructed bullets, the cartridge is usable on elk, black bears and hogs.

It must be stressed, though, that the 7mm-08 is unsuitable for use on the three big bears (polar, brown, and grizzly) and on other dangerous game. In a self-defensive situation requiring stopping power for dangerous game at close range, use of a larger and heavier caliber is strongly advised. Stephen Herrero, a Canadian bear behavior expert, cites a study by the U. S. Forest Service in Alaska that concluded the .458 Winchester Magnum with a 510-grain load, .375 H&H Magnum with a 300-grain load, .338 Winchester Magnum with a 300-grain load, and .30-06 Springfield with a 220-grain load were "superior for protection against bears".

The 7mm-08 has been popular with metallic silhouette shooters. The 2014 high NRA Nation Championship equipment survey listed the 7mm-08 as third most popular caliber for both the high-power rifle and high-power hunter rifle competition. Two reasons why the 7mm-08 is popular in some circles are the efficiency of the .284 bullets and reduced recoil compared to .308 loads. "Anything a 7mm can do, a .30 caliber of comparable sectional density and ballistic coefficient can also do. The catch is, in order to send a .30-caliber slug over a trajectory as flat as that 7mm bullet, about 20 percent more recoil is going to be generated. . . . [A bullet in] 7mm produces clearly superior downrange performance in terms of delivered energy and trajectory at any given recoil level [compared to a bullet in .30 caliber]." More recently, use of the 7mm-08 in target shooting has been affected by the introduction of the 6.5 Creedmoor, with its own efficiencies in recoil, energy, and trajectory (similar to the 6.5x55 SE, which is a long-range target cartridge in some countries).

Cartridge comparisons
Edward A. Matunas, who was involved in developing reloading manuals for Lyman, says, "The 7mm-08 Remington is an efficient round and competes effectively against the 308 Winchester." Jeff Cooper was impressed enough by the 7mm-08 to give it unqualified support for use in Scout rifles -- "A true Scout comes in .308 or 7mm-08". The 7mm-08 with 139-140 grain loads does well against some 150-grain .308 Win. loads, providing good energy levels. One example is the Remington 7mm-08 140 PSP (1490 fpe at 300 yards) compared with the Remington 308 150 grain PSP (1344 fpe at 300 yards).

The 7mm-08 invites a ballistic comparison with the veteran, highly esteemed 7×57mm Mauser. American rifle handloading writers such as Ken Waters, Frank B. Petrini, John Wootters, Clay Harvey, Bob Milek, and John Barsness vary on which cartridge generates higher velocities with top handloads in modern rifles with equal barrel lengths. Layne Simpson, an American handloading gun writer who has worked with the 7mm-08 since 1979, earlier considered it and the 7×57mm as ballistic equals, but more recently has said the 7x57 is faster by 100 fps. John Barsness has said the handloaded performance of the 7mm-08 and 7×57mm is "identical." Any significant difference perhaps reflects more variations among individual rifles than a clear winner between two quite similar cartridges. One assessment seems curious: while Norma Precision says in its description that the shorter-cased 7mm-08 loses 100 - 150 ft/s to the 7×57mm, its own reloading information does not confirm this gap. Most times in Norma's reloading data the 7mm-08 has the edge.

In January 2002, Dave Anderson of Guns Magazine compared four of his favorite 7mm cartridges (7×57mm Mauser, .280 Remington, .284 Winchester, and 7mm-08 Rem.), and concluded: "But consider everything -- performance, recoil, rifle size and weight, rifle availability, ammunition availability and selection -- and the winner, rather to my surprise, is the 7mm-08 Remington. Ten years ago, even five years ago, I wouldn't have said that. But this efficient, effective little cartridge is a good one, and it's going to be around for a long time."

Its comparison with the 270 Win. is complicated. Clay Harvey, for instance, says the 7mm-08 is "definitely inferior ballistically." Remington Arms has its 140 grain load producing 2960 ft/s which is better than the 2860 ft/s produced by the 140-grain 7mm-08 load. The complicating factor is that, according to Edward A. Matunas, the .270 Win. "is not well served by factory ammunition. Velocities often vary widely and frequently are well below advertised levels." An example: Remington's own ballistic tables lists its only 150-grain 270 Win. loading, a Soft Point Core-Lokt (not a Pointed Soft Point Core-Lokt), as having a MV of 2850 ft/s and retaining 1,587 fpe at 200 yards. A 7mm-08 load with a more efficient 150-grain Nosler Partition at 2700 ft/s MV retains 1,790 fpe at 200 yards and 1,525 fpe at 300. Careful handloading with a bullet of higher BC should restore the gain the 270 Win. brings through its larger case. John Barsness says, however, that his wife Eileen has "recently discovered that the 7mm-08 kicks noticeably less than her old favorite the .270 WCF with similar results in the field."

The .30-06 is significantly more powerful in its 165-180 grain loads, especially when handloads or factory loads with bullets of good BC are used. However, Remington lists its .30-06 150-grain PSP as retaining 1,445 fpe at 300 yards, while listing its 140-grain 7mm-08 PSP with 1490 fpe at the same distance. In 1981 Ken Waters looked at Remington's (then) PSP loads and had this to say about the 140-grain 7mm-08 PSP: "From this we must conclude that it betters the 150-gr. 308 in all respects, and is about equal ballistically to Remington's 150-gr. PSP loading for the 30-06. Quite a billing, wouldn't you say?"

Bob Bell says "the little 7mm/08 equals or surpasses a surprising number of popular loads and is so close to the others that it makes one wonder if their edge is worth their attendant muzzle blast, recoil and rifle weight" when hunting deer, antelope, and caribou.

The caliber has also found some loyal adherents in Europe such that Prvi Partizan (Serbia) offers an economical 140-grain (2860 fps) SPBT loading (available in the US as well). British munitions enthusiasts are especially keen to point out the development of the .280 British round shortly after WW2, which was ultimately rejected by the United States.

The 7mm-08 is popular in countries whose laws prohibit the civilian ownership of firearms chambered for military cartridges like the .308 Winchester/7.62×51mm NATO or .30-06 Springfield.

On April 20, 2022, the United States Army adopted the new Next Generation Squad Weapon, designated as the XM7, which will use a .278 inch bullet in a necked down 7.62×51mm NATO (colloquially .308 Winchester) case. The new cartridge is designated as 6.8 × 51 Common, known in the commercial market as the .277 Fury. The bullet size of the 6.8 × 51mm is virtually identical to the bullet of the 7mm-08 Remington. The difference in diameter is less than 1/128 of an inch (0.2 mm), or approximately the thickness of two human hairs. In addition, both the 6.8 × 51mm and the 7mm-08 Remington share the same parent case of the 7.62x51mm NATO, necked down to accept the respective bullet of each cartridge. The most dramatic departure between these two cartridges concerns a new manufacturing technique used in relation to the 6.8 × 51 combat cartridge (designated as the 135 gr (9 g) Hybrid Match), which employs a stainless-steel cartridge head. This new hybrid brass and stainless-steel case head can withstand case pressures up to 80,000 psi, which is significantly higher than the pressures generated in a standard 7mm-08 Remington case, permitting greater muzzle velocity and downrange energy when compared to the 7mm-08 Remington. In some ways, the 6.8 × 51 cartridge is actually closer to a true designation of "7mm-08" than the Remington cartridge as the actual bullet diameter of the 6.8 × 51 common cartridge is 7.04 mm whereas the 7mm-08 Remington bullet diameter is a slightly larger 7.21 mm.

Rifles
Since the 7mm-08 is fairly popular, most major hunting firearm manufacturers in the USA have one or more bolt-action rifles chambered for the round. Because of the cartridge's efficiency in shorter barrels, Ruger, Savage, Browning, Weatherby, and Remington offer it in carbine models as well as in guns with regular barrel lengths.

Browning offered it in several versions of their box fed lever-action rifle, the BLR, and in their gas-operated semiautomatic rifle called the BAR ShortTrac Stalker. Remington Arms offers a DPMS manufactured version of the AR-10, called the Model R-25, in 7mm-08. The entire range of Tikka rifles made by Sako are also available in 7mm-08. Ruger offers a few bolt-action rifles in this former wildcat round as well multiple models from Savage. Kimber also offers a number of rifles in the 7mm-08 as well.

title: 7mm-08 Remington


text:
Beyond Elysian Fields

Beyond Elysian Fields is the sixth studio album by Hugh Cornwell, released by Invisible Hands Music on 4 October 2004 in the UK, with a worldwide release in 2005. It was produced by Tony Visconti and Danny Kadar.

The album title refers to Elysian Fields Avenue in New Orleans.

Critical reception
Adam Morton of The Age complimented Cornwell's "clipped, dry delivery" on the songs "Under Her Spell" and "Beauty on the Beach", but added that "melodies wane and lyrics become laboured on later tracks" such as "24/7". Helen Wright of musicOMH described the album as "something like a cross between [Bob] Dylan and Dire Straits at their best ... with a dash of the Traveling Wilburys for good measure." Wright also cautioned, "If you preferred the early Stranglers you'll probably hate this album." Graham Rockingham The Hamilton Spectator wrote, "Beyond Elysian Fields doesn't contain the in-your-face attitude of Stranglers' songs like "Peaches", "Grip" or "Hangin' Around" ... but it does contain that sardonic sense of humor and unmistakable voice. Cornwell's songwriting ventures into all sorts of unexpected territory."

Personnel
Credits adapted from the album liner notes.

 * Hugh Cornwell - vocals, electric and acoustic guitar, keyboards (1, 9), toy piano (11) , handclaps (5)
 * Steve Lawrence - bass, organ (3, 7), piano (10)
 * Windsor McGilvray - drums, percussion
 * Tony Visconti - recorder (2, 11), castanets (2) , handclaps (5)
 * Scott Bourgeois - flute (5, 6)

 * Technical
 * Tony Visconti - producer, mixing (Looking Glass, New York)
 * Danny Kadar - producer, engineer (Truck Farm, New Orleans), cover photography
 * Mario J. McNulty - engineer (Looking Glass, New York)
 * Chris Goulstone - mastering
 * Ra - design, artwork
 * Steve Double - cover photography
 * Hugh Cornwell - sleeve concept

Beyond Acoustic Fields
Beyond Acoustic Fields (2007), is a limited edition CD, only available on tour, performed by Cornwell with acoustic guitar and vocal only and was recorded by Tony Visconti at his New York studio Looking Glass in 2003, to give Visconti an idea of the songs before producing the full album with the band.

Track listing:
 * 1) "Cadiz"
 * 2) "Beauty on the Beach"
 * 3) "The Land of a Thousand Kisses"
 * 4) "24/7"
 * 5) "Henry Moore"
 * 6) "The Story of Harry Power"
 * 7) "Picked Up by the Wind"
 * 8) "Do Right Bayou"
 * 9) "Under Her Spell"

title: Beyond Elysian Fields