The Handley Page Halifax is a British Royal Air Force (RAF) four-engined heavy bomber of the Second World War. It was developed by Handley Page to the same specification as the contemporary twin-engine Avro Manchester.

The Halifax has its origins in the twin-engine HP56 proposal of the late 1930s, produced in response to the British Air Ministry's Specification P.13/36 for a capable medium bomber for "world-wide use." The HP56 was ordered as a backup to the Avro 679, both aircraft being designed to use the underperforming Rolls-Royce Vulture engine. The Handley Page design was altered at the Ministry to a four-engine arrangement powered by the Rolls-Royce Merlin engine; the rival Avro 679 was produced as the twin-engine Avro Manchester which, while regarded as unsuccessful mainly due to the Vulture engine, was a direct predecessor of the famed Avro Lancaster. Both the Lancaster and the Halifax emerged as capable four-engined strategic bombers, thousands of which were built and operated by the RAF and several other services during the War.

On 25 October 1939, the Halifax performed its maiden flight, and it entered service with the RAF on 13 November 1940. It quickly became a major component of Bomber Command, performing routine strategic bombing missions against the Axis Powers, many of them at night. Arthur Harris, the Air Officer Commanding-in-Chief of Bomber Command, described the Halifax as inferior to the rival Lancaster (in part due to its smaller payload) though this opinion was not shared by many of the crews that flew it, particularly for the MkIII variant. Nevertheless, production of the Halifax continued until April 1945. During their service with Bomber Command, Halifaxes flew a total of 82,773 operations and dropped 224,207 tons of bombs, while 1,833 aircraft were lost. The Halifax was also flown in large numbers by other Allied and Commonwealth nations, such as the Royal Canadian Air Force (RCAF), Royal Australian Air Force (RAAF), Free French Air Force and Polish forces.

Various improved versions of the Halifax were introduced, incorporating more powerful engines, a revised defensive turret layout and increased payload. It remained in service with Bomber Command until the end of the war, performing a variety of duties in addition to bombing. Specialised versions of the Halifax were developed for troop transport and paradrop operations. After the Second World War, the RAF quickly retired the Halifax, the type being succeeded as a strategic bomber by the Avro Lincoln, an advanced derivative of the Lancaster. During the post-war years, the Halifax was operated by the Royal Egyptian Air Force, the French Air Force and the Royal Pakistan Air Force. The type also entered commercial service for a number of years, used mainly as a freighter. A dedicated civil transport variant, the Handley Page Halton, was also developed and entered airline service; 41 civil Halifax freighters were used during the Berlin Airlift. In 1961, the last remaining Halifax bombers were retired from operational use.

Development

Origins

In the 1930s, the Royal Air Force (RAF) was primarily interested in twin-engine bombers. These designs put significant demands on engine production and maintenance, both of which were already stretched with the introduction of many new types of aircraft into service. Power limitations were so serious that the British invested heavily in the development of huge engines in the 2,000 horsepower (1,500 kW) class in an effort to improve performance. However, during the late 1930s, none of these engines was ready for production. Meanwhile, both the United States and the Soviet Union were developing bombers powered by arrangements of four smaller engines with favorable results, including excellent range and fair lifting capacity. Accordingly, in 1936, the RAF decided to investigate the feasibility of a four-engined bomber.

During the mid-1930s, the British Air Ministry released Specification P.13/36, seeking a twin-engine heavy-medium bomber suitable for "world-wide use". Further requirements of the specification included the use of a mid-mounted cantilever monoplane wing and all-metal construction, and encouraged use of the Rolls-Royce Vulture engine then in development. In response, Handley Page produced the twin-engine HP56 design to meet Specification P.13/36. Handley Page aircraft designer George Volkert had responsibility for the design.

Other candidates were submitted for the same specification, including the Avro 679, and designs from Fairey, Boulton Paul and Shorts; all submissions were designed around two-engine configurations, using the Rolls-Royce Vulture, Napier Sabre, Fairey P.24 or Bristol Hercules engines. The majority of these engines were under development at this point; while four-engined bomber designs were considered for specification B.12/36 for a heavy bomber, wings mounting two pairs of engines were still in the experimental stage and required additional testing at the Royal Aircraft Establishment (RAE). Adopting a stronger wing also required additional strengthening of the overall aircraft structure, resulting in an increase in overall weight.

In February 1937, following consideration of the designs, the Air Ministry selected Avro's submission, with Handley Page's bid chosen as "second string". Accordingly, during April 1937, the Air Ministry ordered two prototypes of each design. The introduction of the successful P.13/36 candidates was delayed by the necessity of ordering additional Armstrong-Whitworth Whitley and Vickers Wellington bombers first. In mid-1937, it was decided to order both the Avro 679 and HP56 designs "off the drawing board" in order to speed up delivery timetables.

During July 1937, Handley Page was instructed to redesign the HP56 to use a four-engine arrangement, instead of the original twin-engine configuration; by this point, the Vulture had already been suffering from reliability and performance problems. The rival Avro 679 proceeded into service as the Avro Manchester powered by a pair of Vulture engines, but was only built in limited quantities after suffering substantially from engine-related difficulties. The four-engine redesign increased its wingspan from  to  and added  of weight. In September 1937, the Ministry specified the use of four Rolls-Royce Merlin engines; according to aviation author Phillip J. R. Moyes, this redesign to four Merlin engines had been done "much against the company's wishes".

Towards the end of the year, a full mock-up of the design was assessed; production of a pair of HP57 prototypes commenced in March 1938. Further design modifications resulted in the definitive aircraft, now considerably enlarged and powered by four  Rolls-Royce Merlin X engines. Such was the promise of the new model that, in January 1938, the RAF chose to place their first production order for the type, ordering 100 Mk.I Halifaxes "off the drawing board", at which point the serials which had already been assigned to HP56 were switched to HP57.

Prototypes

The first prototype was built at Handley Page's facility in Cricklewood, London, It was then dismantled and transported by road to RAF Bicester (the nearest non-operational RAF airfield with suitable facilities) for reassembly. On 25 October 1939, the maiden flight of the first prototype Halifax, serial number L7244, was performed by chief test pilot Jim Cordes with E A 'Ginger' Wright as flight test observer; during this flight, the undercarriage remained locked down as an extra safety precaution.

On 17 August 1940, the first flight of the second prototype, L7245, now complete with full armament and operationally-representative equipment, was performed by Cordes from Radlett Aerodrome. The HP57 was given the service name Halifax upon its acceptance. This name followed the practice of naming heavy bombers after major towns – in this case, Halifax in the West Riding of Yorkshire. In September 1941, a production Halifax Mk.I participated in an official naming ceremony of the type, officiated by Lord Halifax and Lady Halifax.

Production

Series production of the Halifax began at Handley Page's factory at Cricklewood and at English Electric's site in Samlesbury, Lancashire. In order to speed up production, Handley Page implemented several new manufacturing techniques, including two pioneering approaches: photo-lofting and split construction. In the latter capacity, each Halifax was built from various sub-assemblies. Surface panels were flush-riveted, although the application of the matt black night bomber camouflage probably negated its benefit.

Handley Page built the assemblies and components at Cricklewood and the aircraft were assembled and flown from Radlett Aerodrome; the first production aircraft flew from Radlett on 11 October 1940.

The sizeable production run envisioned required the involvement of several external parties in addition to Handley Page. The resulting Halifax Group was established to oversee the manufacturing programme, comprising English Electric (who had previously been a valued contributor in the production of the Handley Page Hampden), various firms within the London Aircraft Production Group, Fairey Aviation, and Rootes Motors. Because of this scheme and other initiatives, the Halifax was manufactured by a variety of aviation companies at sites across the British isles.

The Halifax was produced in large numbers during the war: of the 10,018 heavy bombers produced in Britain between 1940 and 1944, 4,046 were various models of the Halifax – in excess of 40%. In all, 6,178 Halifaxes were built, the last delivered in April 1945. At the peak, 41 separate factories and dispersed units were involved in production, along with 600 subcontractors and 51,000 employees, with one Halifax completed every hour. The first English Electric-built aircraft was flown from Samlesbury on 15 August 1941.

The first production standard Halifax, the Mk.I, had a 22 ft (6.7 m) long bomb bay as well as six bomb cells in the wings, providing a bomb capacity of 13,000 lb (5,900 kg). Defensive armament consisted of two .303 in (7.7 mm) Browning machine guns in a Boulton Paul Type C nose turret, with an additional four in a Boulton Paul Type E tail turret. Some aircraft included two additional .303 in (7.7 mm) Vickers K machine guns in beam (side, or "waist") positions. Subtle modifications distinguished the Mk I aircraft. Aircraft of the first batch of fifty Mk I Halifaxes were designated Mk I Series I.

Improvements
Handley Page were initially disappointed with the performance of the Halifax which was below their predictions, much of this was because they had under estimated the aircraft's drag. Another contributory factor was Handley Page sticking to the 100 ft maximum wingspan originally demanded by the Air Ministry's P13/36, the Halifax originally had a span of 98 ft 8in whereas Avro did not adhere to that with the Manchester MkIII (i.e. the Lancaster) at 102 ft 0in. The Mk III Halifax had a wider span of 103 ft 8in and had significantly improved performance. Arguably the Merlin engine did not suit the Halifax as much as the Hercules (fitted from the MkIII on) which suited the Halifax better both aerodynamically and power wise.

The Halifax Mk.I was quickly followed by 25 of the Mk I Series II; these featured an increased gross weight from  to  but with maximum landing weight unchanged at . The Halifax Mk I Series III featured increased fuel capacity (, and larger oil coolers, the latter of which having been adopted in order to accommodate the Merlin XX engine. A dorsally-mounted two-gun Boulton Paul Type C turret replaced the beam guns.

Introduction of  Merlin XX engines and a twin  dorsal turret instead of waist guns resulted in the Halifax B Mk II Series I. The Mk II Series I (Special) achieved improved performance via the removal of the nose and dorsal turrets. The Halifax Mk II Series IA was fitted with a moulded Perspex nose (this nose became standard upon future Halifax variants), a four-gun Boulton Paul Type A dorsal turret similar to that used in the Boulton Paul Defiant, and Merlin 22 engines. The rudder overbalance / directional instability with engine(s) out problem was solved on the Mk III with the fitting of a larger D type fin (40% bigger) and modified rudder. The Mk III Halifax had satisfactory stability in all axes, and in fact were more stable in a dive than a Lancaster. A Lancaster tended to go deeper into a dive whereas a Halifax had to be forced to stay in the dive as the speed increased, i.e. it naturally flew out of a dive.

Owing to a shortage of Messier-built landing gear and hydraulics, Dowty-built landing gear were used on some aircraft instead. As it was incompatible with the Messier equipment, this led to these Halifax bombers being given new designations: a Mark II built with Dowty gear was the Mark V. The use of castings rather than forgings in the Dowty undercarriage had resulted in an increased production rate but had also led to a reduced landing weight of . The Halifax Mark V were manufactured by Rootes Group at Speke and Fairey at Stockport; operationally, these were generally used by Coastal Command and for training purposes. Some 904 had been built when Mark V production ended at the start of 1944, compared to 1,966 Halifax Mk IIs.

The most numerous Halifax variant was the much improved B Mk III of which 2,091 were built. First appearing in 1943, the Mk III featured the Perspex nose and modified tail of the Mk II Series IA but replaced the Merlin with the more powerful  Bristol Hercules XVI radial engine. Other changes included the adoption of de Havilland Hydromatic propellers and a wider wing span with rounded wing tips. With the coming of the MkIII the Halifax's performance finally matched that of the Lancaster though the latter had a larger bomb load and could take larger bombs. The B.VI Halifax's performance improved still further with a cruising speed of 265 mph and a maximum speed (in 'Full Speed' supercharger mode) of 309 mph at 19,500 ft. Halifax crews, though admittedly not unbiased, considered the MkIII Halifax to be the equal of any other bomber, including the Lancaster, and further improved versions (with more powerful Hercules engines) to be superior to all. The improvement in the Halifax MKIII's performance could be measured objectively. In 1943 4 Group's Halifax squadrons flew 11,607 sorties for a loss of 485 aircraft, a loss rate of 4.2%. Halifax MKIII production started in early Autumn 1943 and for 1944, when the MkIII constituted an increasing percentage of the Halifax force, 4 Group flew 25,454 sorties for a loss of 402 aircraft, a loss rate of 1.6%.

The Halifax B Mk IV was a converted B Mk II non-production design using the Rolls-Royce Merlin 65 engine with a two-stage supercharger and a four bladed propeller fitted. This resulted in an increase in top speed by 60 mph to 324 mph at 19,000 ft. Due to a shortage of Merlins with two stage superchargers production of the B Mk IV was not proceeded with.

The definitive version of the Halifax was the B Mk VI, powered by the  Hercules 100. The final bomber version, the Mk VII, reverted to the less powerful Hercules XVI. However, these variants were produced in relatively small quantities.

The remaining variants were the Halifax C Mk VIII, an unarmed transport that was fitted with an 8,000 lb/3,630 kg cargo pannier instead of a bomb bay, which could accommodate a maximum of 11 passengers and the Mk A IX paratroop transport, which had space for up to 16 paratroopers and their equipment. A transport/cargo version of the Halifax was also produced, known as the Handley Page Halton.

Design

Overview

The Handley Page Halifax was a mostly orthodox design, a mid-wing monoplane with a tail unit featuring twin fins and rudders. The Halifax featured all-metal construction with a smooth, stressed skin covering the majority of the exterior surfaces; the flight control surfaces were an exception, being fabric-covered instead. The slab-sided fuselage contained a 22-foot bomb bay, which contained the majority of the Halifax's payload, while the cockpit was flush with the upper fuselage.

The Halifax was powered by four engines, two spaced evenly on each wing. Early production Halifax bombers were powered by models of the Rolls-Royce Merlin engine; later aircraft were commonly powered by the larger Bristol Hercules radial engine. To contain and attach the engines to the airframe, Handley Page developed their own design for the power egg instead of using the typical, slimmer Rolls-Royce counterpart; despite generating increased drag, this in-house design was readily adaptable to the alternative Hercules engine on later aircraft.

Each engine drove a Rotol-built compressed wood constant-speed propeller, enabling the Halifax B.I to attain a maximum speed of 265 mph at 17,500 feet. With a typical payload of 5,800 lbs of bombs and 2,242 imp. gal. of fuel, it had a range of 1,860 miles. The defensive armaments included power-assisted gun turrets in various positions located across the aircraft. Different models of the Halifax used different numbers and combinations of turrets, effectively trading speed for firepower and vice versa.

Crew positions and armament

The bomb aimer's position was in the extreme nose with the navigator's table located behind it, both roles fulfilled by the same crew member. Above the navigator's position was the forward gun turret. The wireless (radio) operator was behind the navigator's position, separated by a half-width partition.
On the floor just behind the front turret (or later the nose) was the escape hatch. This was , the same size as the Stirling, and slightly larger than the  for the Lancaster. On average 25% of Halifax and Stirling crews successfully bailed out from a damaged aeroplane, but only 15% did so from Lancasters.

The pilot sat on the left side in the cockpit above the wireless operator. The flight engineer filled in as a co-pilot, seated on a folding seat to the right of the pilot, during crucial manoeuvres such as take-off. Aft of the pilot and set lower than the pilot was the flight engineer's compartment with controls on the bulkhead. Another compartment aft of the flight engineer contained two bunks originally intended for resting crew members, but almost always used for treating and berthing injured crew. This area led to the two-gun dorsal turret. The tail gunner occupied a four-gun turret at the extreme aft end of the aircraft.

Starting with the Halifax Mk II Series IA and from the Mk III onwards, the nose turret was deleted; instead the bomb-aimer occupied a streamlined perspex nose containing a single hand-held machine gun. On later-built aircraft, the two-gun dorsal turret was replaced by a four-gun Boulton Paul turret.

The maximum bomb load was , which was primarily carried in a bomb bay housed within the fuselage, divided into six separate bomb compartments, with three bomb compartments in the inboard sections of each wing; this division of the payload between multiple compartments limited the maximum size of the individual bombs which could be completely enclosed to ; when carrying the 4,000lb and 8,000lb high capacity (HC) bombs the bomb bay doors could not close fully.

Operational service

In November 1940, the Handley Page Halifax entered service with No. 35 Squadron at RAF Linton-on-Ouse. Its operational debut occurred on the night of 10–11 March 1941, when six Halifax bombers flew a bombing raid against Le Havre, targeting the area around the docks and any shipping that might be present. The existence of the Halifax was not officially acknowledged until July 1941, after it was used in a daylight attack on La Pallice, France, against the German battleship Scharnhorst. At the end of 1941, the Halifax was withdrawn from daylight bombing operations after intensifying fighter opposition had increased the casualty rates to unsustainable levels.

In the second half of 1942, No. 35 Squadron and four other squadrons were selected to form the Pathfinder Force, later expanded to become No. 8 Group. Pathfinder crews flying the Halifax would mark routes and identify and mark targets for the Main Force. Effective marking greatly increased the accuracy and destructive power of Bomber Command. As a Pathfinder and Main Force aircraft, the Halifax was a core part of the bombing offensive against Germany and its Axis allies.

By the end of 1943, No. 4 Group had been entirely equipped with the Halifax, and would continue to operate the aircraft until the end of the war. No. 6 Group, formed of Royal Canadian Air Force (RCAF) squadrons, also adopted the Halifax around the same time, and would go on to operate it in each of its 14 squadrons, although it was never solely equipped with the type. At its peak strength, Bomber Command operated a total of 76 Halifax-equipped squadrons.

While the early-built models of the Halifax were heavily used by Bomber Command and made valuable contributions to operations, the aircraft's performance was considered unsatisfactory for the most part, mainly due to the underpowered Merlin engine, which meant that it could not fly at the higher altitudes needed to avoid enemy fighters, which were becoming increasingly effective throughout 1943. This was answered by the Halifax Mk III, which was powered by Bristol Hercules radial engines in place of the Merlins. Introduced into service in November 1943, the Mk III was first delivered to No. 433 Squadron and No. 466 Squadron. By January 1944, the Hercules-powered Halifax was available in quantity and quickly proved to have superior performance in the face of German fighter defences.

Early on, Air Chief Marshal Arthur Harris, head of Bomber Command, was scathing in his criticism of the Halifax's performance in comparison to the new Avro Lancaster, primarily of its bomb-carrying capability: an average Halifax was calculated to drop 100 tons of bombs in its lifetime, compared to a Lancaster's 154. Harris continued to have a poor opinion of the Halifax, despite the fact that later Hercules-engined machines had lower loss rates and higher crew survival rates after abandoning the aircraft than Lancasters, and came very close to the Lancaster's speed and altitude performance. The Halifax was progressively outnumbered in front-line service over occupied Europe as more Lancasters became available from 1943 onwards; many squadrons converted to the Lancaster.

Production of the Halifax continued, supposedly because it was more efficient to keep building it than to stop its production and convert to building another aircraft. But any new facilities were devoted to the Lancaster.

Harris's view of the Halifax changed sometime after spring 1942. On 2 June 1942, in a response to a telegram sent by Frederick Handley Page, congratulating Harris on the success of the first 1000 bomber Cologne raid, he stated: "My Dear Handley Page. We much appreciate your telegram of congratulation on Saturday night's work, the success of which was very largely due to your support in giving us such a powerful weapon to wield. Between us we will make a job of it."

Following the invasion of Europe in 1944, the Halifax resumed daylight bombing operations, performing semi-tactical strikes upon enemy troop concentrations, gun emplacements, and strongpoints of the Atlantic Wall defences along the French coast with a reportedly high degree of accuracy. Other common targets were enemy communications and the launch sites for V-1 flying bombs. Bombing activity became increasingly brazen throughout late 1944 as the Luftwaffe became incapable of putting up effective opposition against allied air forces. The Halifax also found itself being increasingly tasked with transport duties around this time; in one instance, around half a million gallons of petrol was delivered to Brussels in support of the advancing Second Army, then engaged in heavy fighting at Arnhem.

During the latter half of 1944, the bombing of German-held oil facilities became a major priority of the offensive. On 27 August, a force of 216 Halifax bombers, alongside smaller numbers of de Havilland Mosquitos and Lancasters and a sizable escort of Supermarine Spitfires, conducted the first major daylight operation by Bomber Command against a target inside Germany that year, attacking the oil refinery at Homberg on the Ruhr. In spite of heavy fire from anti-aircraft defenses, no bombers were downed and the refinery was severely damaged in places. Attacks upon oil production facilities throughout Germany would become commonplace within the remaining months of the war.

The only Victoria Cross to be awarded to any Halifax pilot went to Cyril J. Barton of No. 578 Squadron for displaying great gallantry in bringing his heavily damaged aircraft back after a raid on Nuremberg on the night of 30/31 March 1944. Barton continued to fly the Halifax while other crew members bailed out. He was killed in the aircraft's crash-landing, but the remaining crew survived due to his actions.

Large numbers of Halifax bombers were also operated by Coastal Command, which used it to conduct anti submarine warfare, reconnaissance and meteorological operations. The Halifax was heavily used to deploy mines in the vicinity of enemy-held ports. It served increasingly in other support capacities as the war progressed, being used as a glider tug, an electronic warfare aircraft for No. 100 Group and to conduct special operations, such as parachuting agents and arms into occupied Europe, for the Special Operations Executive (SOE). As a glider tug the Halifax was superior to the Lancaster, the Halifax Mk III's "tug weight at take off" at 59,400 lbs was higher than a Lancaster Mk2 at 52,800 lbs.

Throughout early 1945, the Halifax was frequently dispatched against cities within the German homeland, including Hannover, Magdeburg, Stuttgart, Cologne, Münster, Osnabrück and others. During these months, infrastructure such as oil facilities and railways were given a high priority; these targets were attacked right up until the end of the war. According to Moyes, within the final few months, bomber losses had fallen to all-time lows while raids were frequently regarded as having been highly successful. During the final months of the war the improved Halifax Mk VI and Mk VII were introduced. In particular, these models had been 'tropicalised' with an eye towards their potential use in the Pacific War against the Empire of Japan. While some of these Mk VI and Mk VII machines were deployed to the theatre, they played little meaningful role as the war ended before larger numbers could be brought to bear against Japanese forces.

On 25 April 1945, the Halifax performed its last major operation against the enemy in WWII during an attack upon coastal gun batteries on Wangerooge in the Frisian Islands of the North Sea. While the type continued to fly operations after this, these were primarily diversions to other operations and sporadic, uncoordinated attacks against targets of opportunity. Upon the end of the conflict, Bomber Command quickly disbanded the majority of its Halifax-equipped squadrons; the aircraft themselves were transferred to Transport Command. During the type's service with Bomber Command, Halifaxes flew 82,773 operations and dropped 224,207 tons of bombs. 1,833 aircraft were lost.

By 1947, the majority of Halifax bombers were deemed to be surplus and scrapped. The Halifax remained in widespread service with Coastal Command and RAF Transport Command, Royal Egyptian Air Force and the Armée de l'Air until early 1952.

The Royal Pakistan Air Force however continued operating them up till 1961, thus Pakistan became the last military user of the type. In 1947, the RPAF inherited two Halifax bombers from the RAF which were later heavily used during the 1st Kashmir War in 1948. RPAF Halifaxes flew several sorties in support of Pakistani and Kashmiri forces (notably in the Battle of Skardu) during which they conducted night-time Airdrop missions. After the war, six ex-RAF Halifax-BVIs were purchased in 1949. Due to their high operational costs, the RPAF Commanders decided not to enlarge the Halifax fleet too much. These airplanes were later transferred to the newly raised No. 12 Squadron PAF where they were only used in emergency situations. Gradually, they were transferred to long term storage and were later scrapped.

In September 1997 Halifax 57 Rescue of Canada excavated Halifax LW682 from a bog near the River Dender in Belgium. The plane was part of RCAF 426 Squadron, and had been shot down near Geraardsbergen during a raid on Leuven, Belgium on 12 May 1944. During the excavation, the bodies of three crew members were recovered and later given proper burial. Several items from the plane were used in restoration of NA337, while other items were transferred to museums. The airframe was melted down and used to construct the ceiling of the RAF Bomber Command Memorial in London, which was unveiled in 2012.

Civilian operation

A number of former RAF Halifax C.8s were sold from 1945 and used as freighters by a number of mostly British airlines. In 1948, 41 civilian Halifax freighters were used during the Berlin Air Lift, operating 4,653 sorties carrying freight and 3,509 carrying bulk diesel fuel. Nine aircraft were lost during the airlift. The low-cost airline business pioneer Freddie Laker bought and serviced war-surplus Halifaxes for Bond Air Services operations in the Berlin airlift.  With the airfreight market in decline, most of the civilian Halifaxes were scrapped on their return to England. The last civilian-operated Halifaxes were withdrawn from service in late 1952.

Variants

Pre-Halifax designs
H.P.55
Proposed twin-engine bomber aircraft, never built.
H.P.56
Proposed twin-engine bomber aircraft, fitted with two Rolls-Royce Vulture engines, never built.

H.P.57
H.P.57
L7244 – Prototype first flew on The first Halifax prototype with four Merlin 10 engines and no armament.
L7245 – Second prototype first flew from Radlett on 17 August 1940 and was more representative of the production configuration including armament.
Halifax B.I Series I

Four-engined long-range heavy-bomber aircraft powered by Rolls-Royce Merlin X engines; the first production version. Armament consisted of nose turret with two guns, tail turret with four guns and two beam guns. Recognizable from large deep radiator intakes containing circular Gallay radiators and oil cooler. 50 produced.
Halifax B.I Series II
Stressed for operating at a higher gross weight. 25 produced.
Halifax B.I Series III
Re-engined with Merlin XX engines with slimmer coolers, introduced new twin-gun Boulton Paul type C upper turret in place of beam guns, with revised undercarriage and additional centre-section fuel tanks. 9 produced.

H.P.58
Halifax Mk II
Projected variant with revised armament including 20 mm cannon and no tail turret. Due to problems with the new armament, the project was cancelled and the Mk II designation given to H.P.59.

H.P.59

Halifax Mk II
New variant with increased takeoff weight, fuel and weapons carriage.
Halifax B.II Series I
First series of the bomber variant; from March 1942 onwards, these were fitted with TR1335 navigation aids.
Halifax B.II Series I (Special), SOE
Special version for Special Operations Executive (SOE) used to drop supplies over Europe. Nose armament and dorsal turret removed, the nose being faired over, as well as changes to the fuel vent pipes and exhaust shrouds.
Halifax B.II Series I (Special)

Generally similar to the aircraft used by the SOE, these were employed in the bombing role. These aircraft were more varied in appearance, especially concerning the fitting of dorsal armament with some aircraft retaining the standard Boulton Paul "Type C" turret in different mounts with others mounting a "Type A" turret. There were also examples with no dorsal turret, similar to the SOE-aircraft.
Halifax B.II Series IA
Modified with new glazed nose section, Merlin XX or 22 engines, new square Morris radiators and new "D" fin and rudder. The dorsal turret was changed to a four-gun Boulton Paul Type A Mk VIII, and there were improvements to the bomb bay door sealing. Some aircraft were fitted with the H2S radar.
Halifax B.II Series I, Freighter
A few Mk IIs were employed in the transport role in Great Britain (unmodified SOE-aircraft) and in the Middle East (simple modifications to allow carriage of engines or Spitfire fuselages).
Halifax B.II Series II
Single aircraft (HR756) modified with three-blade Rotol propellers and Merlin 22 engines. Rejected in favour of Mk III.
Halifax A.II
According to some sources, a handful of the airborne forces Halifaxes were converted into B.IIs. If this is true they might have been designated A.II or may have retained their bomber designations.
Halifax GR.II
Coastal Command variant of the Halifax B.II.
Halifax GR.II Series I
A handful of aircraft converted from Series I or Special to GR.II standard, having differences in dorsal armament. The main difference was the fitting of a ASV.Mk 3 radar in an H2S type fairing. Sometimes, a .50 in (12.7 mm) machine gun was fitted in the faired nose.
Halifax GR.II Series IA
Definitive Coastal Command variant of the GR.II with glazed nose mounting .50 in (12.7 mm) machine gun, Merlin XX or 22 engines, B-P A-type dorsal turret and extra long-range fuel tanks in fuselage. A ventral turret holding a single .50 in (12.7 mm) machine gun was mounted on most aircraft although some employed the ASV.Mk 3 radar in its place.
Halifax Met.II
Some sources suggest that there were a meteorological variant of the B.II, designated Met.II, but this is unlikely.

H.P.61

Halifax B.III
Main production variant, fitted with Bristol Hercules engines. B.III bombers were fitted with transparent nose dome with single machine gun, Boulton Paul dorsal turret with four guns and tail turret with four guns. All but first few had longer wing with rounded wingtips that increased wingspan to 104 ft 2 in (31.75 m).  2,091 produced.
Halifax A.III
Halifax B.III bombers converted into glider tug and paratroop transport aircraft.
Halifax C.III
Halifax B.III bombers converted into military transport aircraft.

H.P.63

Halifax B.V
Four-engined long-range heavy-bomber, powered by four Rolls-Royce Merlin XX engines with square empennage and wingtips. Armament as B.III. 904 produced.
Halifax B.V Series I (Special)
Halifax A.V
Halifax B.V bombers converted into glider tugs and paratroop transport aircraft.
Halifax GR.V
Coastal Command variant. Halifax B.V bombers converted into maritime reconnaissance aircraft.

Halifax B.VI
Four-engined long-range heavy-bomber, powered by four 1,615 hp (1,204 kW) Bristol Hercules XVI radial engines with H2S radar. No dorsal turret. Square empennage, round wing tips. 643 produced.
Halifax C.VI
Halifax B.VI bombers converted into military transport aircraft.
Halifax GR.VI
Coastal Command variant. Halifax B.VI bombers converted into maritime reconnaissance aircraft.

Halifax B.VII
Four-engined long-range heavy-bomber, powered by four 1,615 hp (1,204 kW) Bristol Hercules XVI radial engines. Round wing tips. Armament as B.III
Halifax A.VII
Halifax B.VIIs converted into paratroop transport and glider tug aircraft.
Halifax C.VII
Halifax B.VIIs bombers converted into military transport aircraft.

H.P.70
Halifax C.VIII
Cargo and passenger transport aircraft.

H.P.71
Halifax A.IX
Paratroop transport, glider tug aircraft.

H.P.70 Halton
Halton I
Interim civil transport version; postwar, a number of Halifax bombers were converted into civilian transport aircraft.
Halton II
VIP transport aircraft for the Maharajah Gaekwar of Baroda.

Operators

Military operators

Royal Australian Air Force
No. 460 Squadron RAAF
No. 462 Squadron RAAF
No. 466 Squadron RAAF

Royal Canadian Air Force
No. 405 Squadron RCAF
No. 408 Squadron RCAF
No. 415 Squadron RCAF
No. 419 Squadron RCAF
No. 420 Squadron RCAF
No. 424 Squadron RCAF
No. 425 Squadron RCAF
No. 426 Squadron RCAF
No. 427 Squadron RCAF
No. 428 Squadron RCAF
No. 429 Squadron RCAF
No. 431 Squadron RCAF
No. 432 Squadron RCAF
No. 433 Squadron RCAF
No. 434 Squadron RCAF

Royal Egyptian Air Force

Free French Air Forces
No. 346 Squadron RAF (GB II/23 Guyenne)
No. 347 Squadron RAF (GB I/25 Tunisie)

Pakistan Air Force
No. 12 Squadron

Polish Air Forces in exile in Great Britain
No. 301 Polish Bomber Squadron
C Flight No. 138 Squadron RAF, later No. 1586 (Polish Special Duties) Flight before reforming as 301 Squadron Special Duties
No. 304 Polish Bomber Squadron RAF

Royal Air Force
No. 10 Squadron RAF
No. 35 Squadron RAF
No. 47 Squadron RAF
No. 51 Squadron RAF
No. 58 Squadron RAF
No. 76 Squadron RAF
No. 77 Squadron RAF
No. 78 Squadron RAF
No. 96 Squadron RAF
No. 102 Squadron RAF
No. 103 Squadron RAF
No. 108 Squadron RAF
No. 113 Squadron RAF
No. 138 Squadron RAF
No. 148 Squadron RAF
No. 158 Squadron RAF
No. 161 Squadron RAF
No. 171 Squadron RAF
No. 178 Squadron RAF
No. 187 Squadron RAF
No. 190 Squadron RAF
No. 192 Squadron RAF
No. 199 Squadron RAF
No. 202 Squadron RAF
No. 224 Squadron RAF
No. 246 Squadron RAF
No. 295 Squadron RAF
No. 296 Squadron RAF
No. 297 Squadron RAF
No. 298 Squadron RAF
No. 502 Squadron RAF
No. 517 Squadron RAF
No. 518 Squadron RAF
No. 519 Squadron RAF
No. 520 Squadron RAF
No. 521 Squadron RAF
No. 578 Squadron RAF
No. 614 Squadron RAF
No. 620 Squadron RAF
No. 624 Squadron RAF
No. 640 Squadron RAF
No. 644 Squadron RAF

Civil operators

 Aircarrier (Former Wikner aircraft)
 Geoffrey Wikner (B.III converted with a 15-passenger interior)

 Aero Cargo
 CTAI
 SANA (Societe Anonyme de Navigation Aeriennes)

 Peteair
 Vingtor Airways

 Alpha Airways
 LAMS (South Africa)

 Air Globe

 Air Freight
 Airtech
 Bond Air Services
 British American Air Services
 British Overseas Airways Corporation
 Chartair
 C.L. Air Surveys
 Eagle Aviation
 Lancashire Aircraft Corporation
 London Aero and Motor Services (LAMS)
 Payloads
 Skyflight
 Union Air Services
 V.I.P. Services
 Westminster Airways (converted as a bulk fuel carrier for Berlin Airlift)
 World Air Freight

Halton operators
 India
 Maharajah Gaekwar of Baroda

 Louis Breguet

 Alpha Airways

 Bond Air Services
 British American Air Services
 British Overseas Airways Corporation
 Westminster Airways
 Worldair Carrier

Surviving aircraft
Of the 6,176 Halifaxes built, three complete examples remain.

Specifications (Mk III)

Halifax 57 Rescue

Halifax 57 Rescue is a Canadian organization dedicated to the recovery and restoration of Handley Page Halifaxes. Since its inception in 1994 the organization has recovered two aircraft, including Halifax NA337, one of only three complete examples in the world.

The organization was founded in 1994 by Karl Kjarsgaard, a Canadian former Air Canada pilot, and Ian Foster of Scotland. In 1995 they participated in their first recovery project, that of Halifax NA337 from 750 feet underwater in Lake Mjøsa, Norway. The aircraft was moved to the National Air Force Museum of Canada in Trenton, Ontario where it was unveiled in 2005 after a full restoration. Their second project was the 1997 recovery of Halifax LW682 from a bog near Geraardsbergen, Belgium. During the recovery, the bodies of three crew members were removed and given a proper burial. Several parts of the aircraft were used in the restoration of NA337, and the airframe was melted down and later used to construct the RAF Bomber Command Memorial in London, which was unveiled in 2012.

At present, Halifax 57 Rescue is working to recover two aircraft. The first is HR871, located off the coast of Sweden. Preparations are currently underway for underwater excavation. Once the aircraft has been raised, it will be moved to the Bomber Command Museum of Canada in Nanton, Alberta for restoration. The second aircraft the organization is seeking to recover is LW170 off the coast of Scotland. This aircraft has yet to be located, although its general position is known.

See also

Notes

References

Notes

Citations

Bibliography
 Barnes, C. H. Handley Page Aircraft since 1907. London: Putnam, 1987. .

 Buttler, Tony. British Secret Projects: Fighters & Bombers 1935–1950. Hinckley: Midland Publishing, 2004. .
 Clarke, R. M., ed. Handley Page Halifax Portfolio. Cobham, Surrey, UK: Brooklands Books, No year cited. .
 Clayton, Donald C. Handley Page: An Aircraft Album. Shepperton, Surrey, UK: Ian Allan Ltd., 1970. .
 Jones, Geoffrey Patrick. Night Flight: Halifax Squadrons at War. London: William Kimber, 1981. .
 Falconer, Jonathan. Bomber Command Handbook 1939–1945. Stroud, England:Sutton Publishing, 1998. .

 Merrick, Keith A. Halifax, an Illustrated History of a Classic World War II Bomber. Shepperton, Surrey, UK: Ian Allan, 1980. .
 Merrick, Keith A. Handley Page Halifax: From Hell to Victory and Beyond. Hersham, Surrey, UK: Ian Allan Publishing, 2009. .
 Merrick, Keith A. The Handley Page Halifax. Bourne Ends, Buckinghamshire, UK: Aston Publications, 1990. .
 Moyes, Philip J.R. Handley Page Halifax: Merlin-Engined Variants (Aerodata International No 7). Kidlington. Oxfordshire, UK: Vintage Aviation Publications, 1979. .
 Moyes, Philip J.R. The Handley Page Halifax B.III, VI, VII. Leatherhead, Surrey, UK: Profile Publications, 1966.
 Norris, Geoffrey. The Short Stirling, Aircraft in Profile Number 142. Windsor, Berkshire, UK: Profile Publications Ltd., 1966.
 Rapier, Brian J. Halifax at War. Shepperton, Surrey, UK: Ian Allan, 1987. .

 Scutts, Jerry. Halifax in Action (Aircraft in Action series, No. 66). Carrollton, TX: Squadron/Signal Publications, Inc., 1984. .
 Stachiw, Anthony L. and Andrew Tattersall. Handley Page Halifax: In Canadian Service St. Catharine's, Ontario, Canada: Vanwell Publishing, 2005. .

Videography
 Halifax at War: The Story of a Bomber (76 min. DVD). Toronto: Nightfighters Productions, 2005. .

External links

 Photo tour of the Elvington Halifax
 Handley Page Halifax II (III)  at Yorkshire Air Museum
 One of the Many The story of a 76 Squadron Flight Engineer and his Halifax aircraft in World War II
 Krentz, Herbert. To Hell in a Halifax (2006)  – the true story of RCAF pilot Herbert Krentz, the sole survivor when his Halifax Mk V was shot down over Germany in early 1944
 Halifax at the International Bomber Command Centre Digital Archive, University of Lincoln

1930s British bomber aircraft
World War II British bombers
Aviation in Lancashire
Halifax
Glider tugs
Four-engined tractor aircraft
Mid-wing aircraft
Aircraft first flown in 1939
World War II heavy bombers
Four-engined piston aircraft
Twin-tail aircraft

Handley Page Halifax


Walter Weir Wilson Donaldson (Coatbridge, North Lanarkshire, 2 de fevereiro de 1907 — Newport Pagnell, Buckinghamshire, em 24 de maio de 1973) foi um jogador profissional escocês de snooker e bilhar inglês que foi duas vezes campeão mundial de snooker profissional (1947, 1950). Em 2012, ele foi introduzido postumamente no Hall da Fama do Snooker da Associação Mundial de Bilhar e Snooker Profissional ().

Carreira
Ele venceu o Campeonato Britânico de Bilhar Inglês Sub-16 () aos 15 anos, em 1922, e profissionalizou-se no ano seguinte. Ganhou o título do Campeonato Escocês de Bilhar Profissional () seis vezes.

Não entrou na disputa do Campeonato Mundial de Snooker () até 1933, quando perdeu nas semifinais para o inglês Joe Davis. Ele não voltou a participar até 1939 e chegou às quartas de final, indo melhor no ano seguinte. Após servir no Exército da Índia Britânica na Segunda Guerra Mundial, e após a aposentadoria de Joe Davis, disputou com o inglês Fred Davis a posição de número um do snooker mundial. Quando o Campeonao Mundial recomeçou em 1946, ele estabeleceu um novo recorde mundial com um break de 142. No ano seguinte, ele alcançou a primeira de suas oito finais mundiais consecutivas, na primeira delas e, para surpresa de muitos, venceu Fred Davis por 82–63 e conquistou o título. Fred venceu os dois seguintes (1948–1949), mas Walter voltou a vencer em 1950 e tornou-se campeão pela segunda vez. Fred levou a melhor nas quatro finais seguintes (1951–1954).

Aos 47 anos, Walter decidiu pendurar o taco para sempre.

Finais na carreira

Snooker (4 títulos)

Bilhar inglês (8 títulos)

Ligações externas
 Perfil do jogador  no site World Snooker Tour (WST)

 Perfil do jogador  no site Pro Snooker Blog
 Perfil do jogador  no site Cue Tracker

Campeões mundiais de snooker

Walter Donaldson (jogador de snooker)


Die Sängerschaft Arion-Altpreußen ist eine Studentenverbindung im Dachverband der Deutschen Sängerschaft (DS) und vereint Studenten und Alumni der Georg-August-Universität Göttingen sowie der anderen in Göttingen ansässigen Hochschulen. Sie ist farbentragend, fakultativ schlagend und weder konfessionell noch politisch gebunden.
Die Sängerschaft Arion-Altpreußen führt die Traditionen der Leipziger Sängerschaft Arion und der Königsberger Sängerschaft Altpreußen in Göttingen fort. Die Mitglieder werden "Göttinger Arionen" genannt.

Geschichte der Leipziger Sängerschaft Arion

Gründung als Pennaler Gesangverein
Im Jahr 1849 bildete sich an der Leipziger Thomasschule ein Gesangverein, der zunächst ausschließlich aus Thomasschülern bestand. § 1 der ersten Satzung legte den Hauptzweck des Vereins fest: "Die Gesellschaft soll zur Erweckung der Gemütlichkeit und Geselligkeit sich vorzüglich mit Gesang beschäftigen." Hieraus mag der Wunsch nach Zusammenhalt und gegenseitiger Unterstützung sprechen, der aus der Unsicherheit der Revolutionstage von 1848/49 resultierte.  Der erste Direktor war Richard Müller. Er war es auch, auf dessen Initiative die Gründung und Namensgebung hin zu "Arion" beruhte. Die erste gemeinsame Probe am 12. Mai wird als Gründungsdatum angesehen. Unterstützung erfuhr der Verein früh durch Carl Friedrich Zöllner (Ehrenmitglied seit 12. Mai 1852), damals Gesangslehrer an der Thomasschule.  In das erste Vereinsjahr fiel auch die Wahl der rot-grün-goldenen Vereinsfarben.

Spaltung in Schüler- und Studentenarion
Im Wintersemester 1852/53 spaltete sich der Verein in eine Schüler- und eine Studentenabteilung auf. Dies wurde durch den Wechsel der ersten Mitglieder an die Leipziger Universität nötig. Den Schülern war der Besuch der Restaurationen der Studenten untersagt. Den Studenten waren weitere Proben im Musiksaal der Thomasschule verboten worden, da sie trotz Verbots in den Räumlichkeiten der Schule geraucht hatten.  Die studentische Abteilung nannte sich zunächst "Studentengesangverein Arion", wurde jedoch bald in "Akademischer Gesangverein Arion" umbenannt. Die eigene Satzung erlaubte es auch, Nichtthomaner aufzunehmen, wovon erstmals im Sommersemester 1853 Gebrauch gemacht wurde. Ebenfalls im Jahr 1853 wurden erstmals die Sonnabendsmotetten der Thomaner übernommen.  Während der Sommerferien übernahm der Arion dann regelmäßig als Vertretung die Sonnabendmotetten in der Thomaskirche.

Entwicklung in Richtung studentische Korporation
Die Entwicklung hin zu einer studentischen Korporation erfolgte langsam aber kontinuierlich. Hierzu seien einige Schritte erwähnt: Die Einführung von Kneipabenden 1853, Anschaffung von Paradeschlägern (Fechtwaffen für repräsentative Zwecke) 1855/56, erstmalige Erwähnung des Wahlspruchs "Freiheit, Kraft und Liebe!" 1862, Weihe der eigenen Fahne 1863, Einführung der roten Samtmütze als Korporationsabzeichen 1871, Ersetzen der Lyra im Wappen durch einen Helm 1888 und Einführung verpflichtender Fechtkurse und des Postens des Fechtwartes 1892/93. Der Erwerb eigener, sogenannter "schwerer Waffen" im Wintersemester 1892/93 ermöglichte die Bereinigung von Ehrenhändeln ohne auf den sogenannten "Waffenschutz" anderer Bünde angewiesen zu sein. Weitere Schritte waren das Anlegen des dreifarbigen Bandes (rot-grün-gold) und der Trikolore (dreifarbige Mütze) 1898/99, die Verankerung des Prinzips der unbedingten Satisfaktion in der Satzung 1901, die Einführung von Fuxenband und Fuxenmütze (rot-grün) 1904 und schließlich die Umbenennung in "Sängerschaft Arion" im Jahr 1907.

Das eigene Haus

Die andauernden Probleme mit den gemieteten Verkehrslokalen (seinerzeit zumeist ein Kneipzimmer in dem Lokal "Thalia") und der Wunsch nach einem Ort, wo sowohl Proben, Kneipen als auch die zahlreichen Aufführungen abgehalten werden konnten, führten in der Summe zu einer erstarkenden Bestrebung nach einem eigenen Korporationshaus. Die ersten konkreten Bemühungen in der Zeit der Jahrhundertwende führten schließlich zu einem Haus in der Elsterstraße 35. Am 22. Februar 1911 erwarb der eigens gegründete "Verein Arionenhaus" diese Immobilie für 140.000 Mark. Das Haus wurde für 50.000 Mark umgebaut und für weitere 15.000 Mark ausgestattet: Ein Saalanbau von "228 qm ... mit 392 Sitzplätzen", "dem Sängersaal der Wartburg nachgebildet", wurde errichtet und verfügte über eine eigene Bühne. Aufwändige Glasmalerei und ein kunstvoll geschnitzter Erker im Saal sorgten für die nötige Atmosphäre. Unter dem Saal wurde eine Stube mit Kegelbahn eingerichtet. Im Haus befand sich ein großes Kneip-, Renaissance- und Billardzimmer, im ersten Stock das Ehrenrats- und Altherrenzimmer, Räume für den "Erstchargierten", darüber die "Ökonomenwohnung" des Faxen und "sechs luftige Studentenbuden". Am 14. und 15. Oktober 1911 wurde das Haus feierlich eingeweiht und den Aktiven übergeben.

Der Erste Weltkrieg
Ein Stillstand in der Entwicklung trat mit dem Ersten Weltkrieg ein. Die Zeit des Ersten Weltkrieges wird jedoch durch Hohlfeld ebenso als eine Zeit beschrieben, in der der Zusammenhalt zwischen den Mitgliedern stark zunahm.  Die Anzahl der eingezogenen Arionen war beträchtlich. Die Zahlen vom 18. Dezember 1915 besagen: Von 1130 Arionen waren 498 zum Heeresdienst eingezogen worden (von 245 Aktiven 226), davon 392 beim Feldheer (die sogenannten "Feldarionen").  Die Feldarionen führten, trotz zeitweiligen Verbots, ein rot-grün-goldenes Felderkennungszeichen am linken unteren Rockärmel. An der Front wurden eigene Gesangsabende veranstaltet, was zwecks Hebung der Moral von den Offizieren geduldet wurde. Das Haus bildete in dieser Zeit einen Treffpunkt der Daheimgebliebenen, Heimkehrer und Arionen auf Fronturlaub. Der Kontakt nach Leipzig wurde rege aufrechterhalten. Bis Ende des Krieges sind durch Hohlfeld über 10.000 Feldbriefe archiviert worden.  Auch die Unterstützung der Arionen im Felde war beachtlich. So bildete das Haus den Ausgangspunkt für Hilfspakete für die Feldarionen. Bereits in den ersten 14 Monaten wurde der Versand von 2600 Paketen organisiert.  Insgesamt fielen dem Ersten Weltkrieg 123 Arionen zum Opfer. Ihnen wurde 1920 durch Hohlfeld ein Gedenkbuch "Ecce Arionis" und neben einer üblichen Votivtafel ein eigenes Denkmal in Form einer Skulptur im Arionenhaus gewidmet. Der dafür gewonnene Künstler war der Leipziger Professor Felix Pfeifer.

Nach dem Ersten Weltkrieg
Die Zeit zwischen den Weltkriegen war durch finanzielle Schwierigkeiten, dem Trauma des Ersten Weltkrieges und der Frage nach der Ausrichtung der Korporation gekennzeichnet. Zwar erholten sich die Zahlen der aktiven Mitglieder nach dem Krieg wieder rasch, dennoch konnte an die Zeit vor dem Ersten Weltkrieg nicht angeknüpft werden. Die Zahl von 64 Füxen im Wintersemester 1918/19 täuscht darüber hinweg, dass diese aus einem ganzen Jahrzehnt stammten und zudem von den Eindrücken des Krieges gezeichnet waren. An die Stelle des fröhlichen Studententums trat der Wille nach möglichst schnellem beruflichen Einstieg und Sicherung der eigenen Existenz.
Eine Neuheit waren außerdem Auftritte vor nicht akademischem Publikum. So fand 1922 ein Konzert "in der Krauseschen Maschinenfabrik vor der Angestellten- und Arbeiterschaft" statt. Mitte der zwanziger Jahre setzte in der Aktivitas die Rezeption der Singbewegung ein. Die Gesangsstunden im Arionenhaus wurden der breiten Öffentlichkeit zugänglich gemacht. Gravierend war die Tatsache, dass die Singbewegung fast alles verneinte, was im Kaiserreich noch selbstverständlich zum korporativen Leben gehörte: Gemeinschaftliches Trinken und Tanzen, das Singen bei Kommersen und auf Konzerten.  Über die Gesangsstunden heißt es: "Denn wir sangen uns hier selbst zur Freude und nicht getrieben von irgendeiner Konzerttradition oder irgendeinem uns innerlich fremden Konzert-Ehrgeiz."

Das Ende des Leipziger Arion
Eine grundlegende Änderung in der arionischen Tradition trat jedoch sehr bald unter dem Regime der Nationalsozialisten ein. Das Bestreben der NSDAP und ihrer Gliederungen, insbesondere der SS, SA und HJ, eine gleichzeitige Zugehörigkeit zu diesen Gliederungen und einer Korporation alten Stils unmöglich zu machen, trat durch verschiedene Erlasse ihrer Führer immer deutlicher hervor. Bereits auf dem außerordentlichen Bundesführertag in Leipzig am 20. Oktober 1935 wurde die Auflösung der DS beschlossen, um die einzelnen Sängerschaften als Kameradschaften der Eingliederung in den Nationalsozialistischen Deutschen Studentenbund (NSDStB) näher zu führen. Damit war die Entschließung über die Zukunft des Arion in die eigenen Hände gelegt. Auf der Generalversammlung der Alten Herren vom 15. Dezember 1935 wurde beschlossen, dass eine Kameradschaft des NSDStB auf dem Arionenhause die tragenden Ideen des Arion weiterpflegen sollte. In der so genannten "Arionenzeitung" heißt es im Januar 1936: "Die alte Form der Korporation, die in jahrzehntelangen Mühen der Arionen entstandene Form der Sängerschaft, ist aufgegeben. […] Der Nationalsozialismus hat noch nie eine Organisation, die durch die Entwicklung oder seinen Machtanspruch verschwand, wieder auferstehen lassen, und wird es auch nie tun." Am 15. Mai 1938 fand die offizielle Übernahme des Arionenhauses für die Kameradschaft durch den NSDStB statt. Am 11. November 1938 wurde dieser Kameradschaft der Name "Volker von Alzey" gegeben. Wie viele Arionen diese Schritte mit Überzeugung gingen und wer skeptisch blieb oder sich wehrte ist heute nicht mehr belegbar. Das Haus wurde nach dem Zweiten Weltkrieg von der sowjetischen Militäradministration beschlagnahmt und später nicht zurückerstattet. Der Verbleib des Archivs ist ungewiss. Einen, wenn auch nicht repräsentativen, Einblick gibt jedoch die "Arionenzeitung". Dort heißt es im Februar 1938: "Der Arion, unser Arion ist tot, und es gibt keinen neuen, keinen Nachfolger."

Bedeutung des Arion in Leipzig und Umgebung
Die Bedeutung des Arion beruht auf mehreren Gegebenheiten: Dem hohen Anteil an der Studentenschaft der Leipziger Universität durch die hohe Mitgliederzahl, dem Umfang und der Qualität der Auftritte bzw. des musikalischen Repertoires, sowie den Fahrten, den so genannten "Spritzen" ins Leipziger Umland und auch weiter ins Land Sachsen mit entsprechenden Auftritten vor Ort.

Mitgliederzahlen
Die Mitgliederzahl des Arion wuchs nach der Gründung in kurzer Zeit stark an. "1856 waren es 40, 1872 bereits 57 Sänger." In den Jahren 1872 und 1890 sollen jeweils 70 bis 200 Mitglieder aktiv gewesen sein. Zum 50. Stiftungsfest 1899 zählte der Arion bereits 165 aktive Mitglieder und 700 sogenannte "Alte Herren". Die Leipziger Universitäts-Sängerschaft zu St. Pauli zählte im Sommersemester 1898 210 aktive Mitglieder und 5 Jahre später 251. Aus der Literatur ist der Anteil des Arion an der gesamten Leipziger Studentenschaft nur in Verbindung mit dem "Paulus" vermerkt. "Sie vereinten um 1860 rund 150 Studenten auf sich, etwa 17 % der gesamten Studentenschaft." Der Anteil sank im ersten Jahrzehnt des 20. Jahrhunderts auf 10 %. Die höchste Zahl an neuen Mitgliedern wurde im Jahr 1902 mit 57 Füxen erzielt, davon alleine 37 im Sommersemester.
Die letzten Zahlen über die Gesamtstärke des Arion stammen aus dem November 1914. Zu dieser Zeit wurden 1133 Mitglieder gezählt, Ehrenmitglieder und Konkneipanten bereits ausgenommen. Die Aktivitas bestand dabei aus 82 Aktiven, 128 Inaktiven und 41 exmatrikulierten Inaktiven.

Veranstaltungen des Arion
Das Vereins- bzw. Korporationsleben des Arion erfasste weite Lebensbereiche seiner Mitglieder. Nicht nur Proben, Kneipen und Konzerte, sondern auch gemeinsame Ausflüge, große Feste, repräsentative Aufgaben in Leipzig, seit 1911 sogar das Leben im eigenen Haus waren Fixpunkte im Leben der studentischen Sänger. 1864 bestanden bereits an Veranstaltungen: Die wöchentliche Gesangstunde (seit 1849), die Spritzen (seit 1849), das Stiftungsfest (seit 1850), die Bummel (seit 1850), die Kneipe (seit 1856), das Winterkonzert (seit 1857), der Semesterantrittskommers (seit 1864) und das Weihnachtsstück (seit 1869).
Die weithin bekanntesten Veranstaltungen bildeten die Weihnachtsstücke. Das Prinzip dieser von Arionen erfundenen und mit Gesangsnummern versehenen Stücke war, dass "geschichtliche Begebenheiten zum Rahmen genommen wurden, innerhalb dessen man lokale und politische Ereignisse unter Anwendung der absichtlich krassesten Anachronismen jugendlich tollem Witze und beißender aber meist treffenden Satire unterwarf." Die Weihnachtsstücke wurden einer breiten Öffentlichkeit zugänglich gemacht und waren weit über Leipzigs Grenzen bekannt. Die Kritiken der lokalen Zeitungen lobten die Auftritte regelmäßig in den höchsten Tönen.

Neugründung in Göttingen
Die Georg-August-Universität hatte die Patenschaft für die Leipziger Hochschule übernommen, und so lag es nahe, dass der Arion in Göttingen neu aufmachte, nunmehr als "Arion Leipzig zu Göttingen". 1951 sammelten sich erstmals im Gasthaus "Drei Lilien" junge und alte Akademiker, die unter großen Schwierigkeiten diesen Schritt wagten. Kurze Zeit darauf konnte ein Domizil im zweiten Stockwerk der Weender Straße 37 bezogen werden. Von hier aus war es nicht weit bis zum Auditorium maximum und zum "Ratskeller", in dem zweimal wöchentlich der traditionelle "Bullerjahn" stattfand. Der Kontakt zu anderen Korporationen ergab sich hier sehr leicht. Drei Jahre nach der Wiedergründung entschloss sich der Convent, die Besprechungsmensur fakultativ einzuführen. 1960 erfolgte die Auszeichnung des Arion mit der Zelter-Plakette durch Bundespräsident Heinrich Lübke.

Geschichte der Königsberger Sängerschaft Altpreußen

Seit der Gründung des Verbandes farbentragender Sängerschaften lenkten sich die Blicke der DS immer wieder nach Ostpreußen, um in Königsberg Fuß zu fassen. 1920 gelang es dem Arionen Gerlach durch einen Aufruf, etwa 180 Aktive, Inaktive und Alte Herren der DS für die in Königsberg zu gründende Sängerschaft zu gewinnen. Sie wählten die Farben des alten Reiches, um das Einigende in ihrem Bund besonders zu betonen. Eine weitere Erklärung der Farbenwahl basiert auf heraldischer Grundlage. Es sind nämlich ursprünglich die Farben des Norddeutschen Bundes, zusammengesetzt aus Schwarz und Weiß als Farben Preußens und dem Rot der Hansestädte. Es wurde der Name Altpreußen gewählt und in das Wappen der Sängerschaft als Hauptteil das Ordensschild und Ordenskreuz des Deutschritterordens aufgenommen. Nach allen vorbereitenden Arbeiten wurde der Gründungstag am 11. Januar 1921 auf dem Arionenhaus festlich begangen. Im Sommersemester 1921 gingen die ersten Aktiven nach Königsberg. Die Wirtschaftskrise und der Höhepunkt der Inflation zu Beginn des Wintersemesters 1923 wirkten sich stark auf den Aktivenbetrieb aus, da die auswärtige Unterstützung größtenteils wegbrach. Die zum Studium nach Königsberg kommenden Arionen mussten es wieder verlassen, und nur ein Bursche und ein Fux blieben zurück. Erst im Sommersemester 1924 konnte der Betrieb mit 10 Aktiven wieder aufgenommen werden. Seitdem entwickelte sich das Aktivenleben stetig fort, so dass die für Königsberger Verhältnisse angemessene Zahl von durchschnittlich 15 ortsanwesenden Aktiven und Inaktiven gehalten wurde. Im Jahr 1925 wurde ein eigener Dirigent angeworben. Das Ende der Sängerschaft Altpreußen kam mit dem Nationalsozialismus. Am 24. Juni 1936 wurden die korporationseigenen Räumlichkeiten über Nacht durch NS-Gewalt beschlagnahmt, die Räumung erfolgte quasi über Nacht. Es fand keine Überführung in eine NS-Kameradschaft statt.

Zusammenschluss von Arion und Altpreußen
Der Zusammenschluss der Altherrenverbände der Sängerschaften Arion und Altpreußen erfolgte im Jahr 1962. Der Arion hatte zu dieser Zeit bereits wieder Fuß gefasst und einen Aktivenbetrieb aufgebaut. Der Name des Fusionsbundes wurde auf "Sängerschaft Arion-Altpreußen" festgelegt. Der Kauf eines eigenen Hauses erfolgte im Jahr 1963.

Namensgebung
Die klassisch, humanistisch ausgebildeten Thomaner benannten ihren Gesangverein nach einer Gestalt der griechischen Mythologie: Arion von Lesbos. Sie folgten damit dem üblichen Verfahren anderer Leipziger Männerchöre, wie "Merkur", "Asträa" und "Apollo".

Wahlspruch und Wappen

Der Wahlspruch des Arion lautet seit dem Sommersemester 1862 "Freiheit, Kraft und Liebe!" und stammt von Theodor Körner.

Das Wappen zeigt neben den Farben der Verbindung zwei sich reichende Hände, eine Lyra, das Bundeszeichen, sowie ein Herzschild mit dem Zirkel des Arion. Die sich reichenden Hände stehen für die Verbundenheit und Gemeinschaft. Die geflügelte Lyra symbolisiert den Bezug zum musischen Prinzip. Das Bundeszeichen wird anhand eines Lorbeerkranzes, zwei gekreuzten Glockenschlägern sowie dem eingeschriebenen Gründungsdatum dargestellt. Um das Wappen herum steht der Wahlspruch des Arion. Außerdem sind die Farben des Arion und der Altpreußen anhand der Fahnen abgebildet. Anstelle des Helmes war ursprünglich eine Lyra zu sehen. Diese wurde 1888 im Zuge der Bestrebung zur Annahme korporativer Züge ersetzt.

Zitate
1899: "Das gesellige Leben und das innige Zusammenhalten waren aus der Thomasschule geschwunden. Um das freundschaftliche Verhältnis der Angehörigen des Alumneums unter einander zu fördern und die Geselligkeit wieder zu heben, beschlossen die drei Primaner Richard Müller, Richard Feine und Lothar Hahmann einen Verein zu gründen, der nach dem Gesang zum Hauptzweck haben sollte, die Freundschaft wenigstens in diesem kleinen Kreise wieder zu Ehren zu bringen."

1912: "Nicht nur dass den Kneipereien die veredelnde Zugabe des Quartettgesanges das Eignum eines öden und wüsten Trinkgelages nimmt, wie dem Unbefangenen nur allzu leicht die Kneipen anderer Korporationsstudenten erscheinen müssen; der idealisierende Einfluss des Gesanges, der den Arionen auf Schritt und Tritt Begleiter im Korporationsleben ist, indem er sie ständig zu den wöchentlichen Proben zusammenführt und vor allem dann ihre Kräfte wochen- und monatelang zu den größeren Festen, dem Winterkonzert, dem Weihnachtsstück, dem Sommerkonzert, in Anspruch nimmt, übt seine schöne, Geist und Gemüt bildende Wirkung auf jeden einzelnen aus und, indem ihr gemeinsames Interesse an guten musikalischen Leistungen hierbei angestachelt wird, vereinigt das gemeinsame Ziel im Dienste der Korporation die Herzen und Geister ihr zu Liebe schlingt das feste Band um sie alle zur Einheit."

1912: "Und mag in seinem äußeren Auftreten der Verbindungsstudent aus anderen Verbänden vielleicht noch mehr zu imponieren vermögen, echtes, frisch pulsierendes, frohes Studententum und eine Erziehung zu anständiger, vornehmer Gesinnung kann der junge Student nirgends besser finden als im Arion."

1924: "Der junge Student sucht und findet im Arion das richtige Gegengewicht gegen die nüchterne Wissenschaft und könnte man etwas Heiligeres finden als die Pflege der Kunst und frohe gesellige Stunden mit gleichgesinnten Freunden?"

1924: "Und für den Studenten ist sein Heim die Korporation."

1947: "Der Arion ließ mich als werdenden Mensch fühlen, was ethisch und praktisch später dem gereiften Mann die Arbeit für eine Gemeinschaft bedeutete."

Literatur

 E. H. Eberhard: Handbuch des studentischen Verbindungswesens. Leipzig, 1924/25, S. 88.

 Harald Lönnecker: Johannes Hohlfeld (1888–1950) Deutscher Sänger, Genealoge und Politiker. Koblenz 2000.

 Stephan Greiner: Singende Studenten mit Mütze und Band: Der Akademische Gesangsverein Arion im Kreise der Leipziger Musikvereine des 19. und frühen 20. Jahrhunderts, in: Leipziger Almanach 2009/2010, S. 157–178. (Nachdruck aus Singende Studenten mit Mütze und Band: Der Akademische Gesangsverein Arion im Kreise der Leipziger Musikvereine des 19. und frühen 20. Jahrhunderts, in: Eszter Fontana (Hrsg.): 600 Jahre Musik an der Universität Leipzig. Studien anlässlich des Jubiläums. Stekovics, Wettin 2010, ISBN 978-3-89923-245-5, S. 123–237.)

Bekannte Mitglieder

 Paul Arras (1857–1942), Lehrer, Archivar und Heimatforscher
 Martin Buchwald (1884–), Reichsgerichtsrat
 Arthur Bunde, Landrat, Oberbürgermeister von Aschersleben
 Hanns Fleischer (1890–1969), Tenor
 Wilhelm Furtwängler (1886–1954), Dirigent und Komponist (Ehrenmitglied)
 Caspar René Gregory (1846–1917), Theologe
 Edvard Grieg (1843–1907), norwegischer Komponist (Ehrenmitglied)
 Walther Grützner (1881–1951), Verwaltungsjurist
 Johannes Hohlfeld (1888–1950), Historiker
 Fritz Kaiser (1877–1956), Jurist und Politiker (DVP), MdL Sachsen, Staatsminister
 Paul Klengel (1854–1935), Dirigent und Komponist (Ehrenmitglied)
 Walther Kühn (1892–1962), Mitbegründer der FDP
 Wilhelm Külz (1875–1948), Reichsinnenminister und Gründer der LDPD
 Carl Reinecke (1824–1910), Gewandhauskapellmeister (Ehrenmitglied)
 Franz Schob (1877–1942), Nervenarzt und Psychiater sowie Hochschullehrer an der TH Dresden
 Hermann Tögel (1869–1939), Religionspädagoge
 Walther Weigelt (1877–1965), Bergrechtler und Hochschullehrer an der Bergakademie Freiberg
 Karl Theodor Wilisch (1847–1935), Politiker, Ehrenbürger von Annaberg, Mitglied der I. Kammer des Sächsischen Landtags

Weblinks
 Webseite der Sängerschaft Arion-Altpreußen
 Altes Arionenhaus bei das-baudenkmal.de

Einzelnachweise

Arion
Arion
Träger der Zelter-Plakette
Chor (Leipzig)
Arion
Männerchor
Chor (Deutschland)
Gegründet 1849
Königsberger Studentengeschichte

Sängerschaft Arion-Altpreußen


Dennis er en dansk kortfilm fra 2007, der er instrueret af Mads Matthiesen efter manuskript af ham selv og og Martin Pieter Zandvliet.

Figuren Dennis blev brugt til spillefilmen 10 timer til Paradis fra 2010 af samme instruktør.

Handling
Da den indelukkede bodybuilder, Dennis, inviterer pigen Patricia ud at spise, bliver hans mor skuffet og såret. På trods af moderens krav om at aflyse stævnemødet, tager Dennis forventningsfuld afsted.

Medvirkende
 Kim Kold, Dennis
 Elsebeth Steentoft, Dennis' mor
 Lykke Sand Michelsen, Patricia

Referencer

Eksterne henvisninger

Kortfilm fra Danmark
Filmskolefilm fra Danmark
Danske film fra 2007

Dennis (film)


Sveta Notburga (oko 1265. – 13. rujna 1313.), također poznata kao Notburga od Rattenberga ili Notburga iz Ebena - austrijska svetica, zaštitnica slugu i seljaka.

Notburga je bila kuharica u kućanstvu grofa Henryija od Rattenberga u Tirolu i rado je dijelila hranu siromašnima. No, Ottilia, njezina gospodarica, naredila joj je da svu preostalu hranu baca svinjama. Kako bi nastavila pomagati siromašnima, Notburga je počela čuvati hranu namijenjenu njoj, osobito petkom i nosila je siromašnima.

Prema legendi, jednog ju je dana susreo njezin gospodar i naredio joj da mu pokaže što nosi. Poslušala je, ali umjesto hrane vidio je samo strugotine, a umjesto vina, ocat. Zbog Notburginom pomaganja siromasima, Ottilia ju je otpustila, ali se uskoro jako razboljela. Notburga ju je njegovala do smrti.

Zatim je Notburga radila za seljaka u Ebenu am Achensee, pod uvjetom da joj je dopušteno ići u crkvu večer prije nedjelje i blagdana. Prema legendi, jedne večeri njezin gospodar zapovijedio joj je da nastavi raditi u polju i ne ode u crkvu. Bacila je srp u zrak kazujući: "Neka moj srp sudi između mene i tebe" i srp je ostao stajati u zraku.

U međuvremenu, grof Henry pretrpio je poteškoće, koje je pripisao otkazu Notburgi, pa ju je ponovno zaposlio. Nedugo prije svoje smrti rekla je gospodaru, da kada premine, stavi njeno tijelo na kola koja će vući dva vola i neka je pokopa gdje volovi stanu. Stali su pred kapelu sv. Ruperta kod Ebena am Achensee, gdje je bila pokopana.

Papa Pio IX. proglasio ju je svetom 27. ožujka 1862., a spomendan joj je 13. rujna. Obično se na svetim slikama, prikazuje sa srpom, cvijećem ili snopom žita.

Sveci
Rimokatolička Crkva u Austriji
Životopisi, Austrija

Sveta Notburga


Chaiki (em ucraniano Чайки; em russo Чайки Tschaiki) é uma vila no centro do oblast ucraniano de Kiev com mais de 15.000 habitantes (2020).

Essa vila no subúrbio de Kiev forma junto com as aldeias Sofiivska Borschtschahiwka e Petropavliwska Borschtschahiwka a comunidade rural Borschtschahiwka (Борщагівська територіальна громада Borschtschahiwska terytorialna hromada) no sudeste da Raion Bucha.

O assentamento está situado a uma altitude de 135 m, 8 km a noroeste do centro municipal de Sofiyivska Borshchahivka, 19 km ao sul do centro do distrito de Bucha e 19 km a oeste do centro de Kiev.

Devido à construção de um complexo residencial, a população da aldeia aumentou significativamente nos últimos anos e prevê-se um novo aumento acentuado da população. A construção de outro complexo residencial projetado para 25.000 pessoas deve ser concluída até 2025.

Perto da vila fica o complexo esportivo Chaika (спорткомплекс «Чайка») no qual há uma pista de kart, um estádio esportivo e o aeródromo de Chaika, onde pára-quedistas e pilotos são treinados. A estrada nacional M 06/E 40 percorre dois quilômetros ao norte da aldeia.

Ligações externas

 Site do complexo residencial

Cidades da Ucrânia

Chaiki


Acordul de la Sarajevo (în ) sau Acordul de Implementare (de punere în aplicare) este ultimul acord al planului Vance.  A fost semnat la 2 ianuarie 1992 la Sarajevo, Bosnia și Herțegovina de către comandantul adjunct iugoslav generalul locotenent-colonel, Andrija Rašeta, și ministrul croat al apărării Gojko Šušak.

Desfășurarea forțelor ONU a fost posibilă datorită acceptării faptului că acordul nu a reprezentat o soluționare politică finală și datorită descrierii rolului misiunii ONU, care a permis ambelor părți să pretindă că sunt victorioase. RSK a susținut că situația permite menținerea autorității RSK până la soluționarea politică definitivă, ceea ce înseamnă că practic RSK nu avea niciun motiv să negocieze. Croații au crezut că ONU va preda autorităților croate zona controlată de RSK, lucru pe care ONU nici nu l-a încercat.

După patru ore de negocieri, acordul a fost semnat la 2 ianuarie 1992 de ministrul croat al apărării, Gojko Šušak, și de către comandantul adjunct JNA al celui de-al 5-lea District Militar, generalul locotenent-colonel Andrija Rašeta, la Sarajevo, în Bosnia și Herțegovina. A fost al 15-lea acord semnat de la începutul Războiului de Independență al Croației la 31 martie 1991. În general, încetarea focului a avut loc după intrarea sa în vigoare la 3 ianuarie, la orele 18:00. Principala excepție a fost  în zona Dubrovnik, unde JNA a ocupat poziții în jurul orașului Dubrovnik și lângă Konavle, până în iulie 1992. Această zonă nu a fost inclusă în programul ONU de menținere a păcii. La 4 ianuarie, Marina Iugoslavă s-a retras din baza navală Lora din apropiere de Split, cantonul Split-Dalmația. La 5 ianuarie, generalul-maior Imra Agotić, comandantul Gărzii Naționale Croate, a luat act de 84 de încălcări ale armistițiului de către partea sârbă. La 7 ianuarie, Forțele Aeriene Iugoslave au doborât un elicopter al Comunității Europene aflat într-o misiunea de monitorizare. A doua zi, Kadijević a demisionat din funcția de ministru al apărării și a fost înlocuit cu general-colonelul Blagoje Adžić.

Planul Vance a fost conceput pentru a opri luptele din Croația și pentru a permite negocierilor să continue fără impactul ostilităților în desfășurare. Nu a oferit în prealabil soluții politice. Planul a implicat desfășurarea Forței de Protecție a ONU de 10.000 de soldați (UNPROFOR) în cele trei zone majore de conflict desemnate ca zone protejate de ONU (UNPAs).  Planul conținea o listă de municipalități specifice care urmau să fie incluse în fiecare zonă protejată de ONU, însă granițele exacte ale fiecărei zone nu erau definite în mod clar, deoarece mai multe municipalități urmau să fie incluse doar parțial. Sarcina de a defini frontierele exacte ale fiecărei zone protejate de ONU a fost delegată ofițerilor de legătură ai ONU desfășurați în prealabil, în cooperare cu autoritățile din fiecare zonă. Crearea acestor zone a fost necesară pentru acceptarea planului de către președinții Milošević și Tuđman. Autoritățile din zonele iugoslave majoritar sârbe au cerut inițial desfășurarea unei forțe a ONU de-a lungul unei zone între părțile sârbe și croate, reflectând dorința sârbilor de a vedea forța de menținere a păcii care să securizeze liniile frontului. Croația a dorit ca forța ONU să se desfășoare de-a lungul frontierelor sale internaționale. Zonele protejate de ONU au servit oficial pentru a satisface în mod formal cerințele ambelor părți.

Consecințe

În ciuda acordului de la Geneva, care impunea retragerea imediată a personalului și a echipamentelor JNA din Croația, JNA a rămas acolo timp de încă șapte-opt luni. Când s-au retras în cele din urmă, ei au lăsat în urmă echipamentul pentru a fi folosit de forțele RSK. Încetarea focului din 2 ianuarie a permis JNA să-și păstreze pozițiile în estul și vestul Slavoniei, care se aflau la limita colapsului militar. Ca o consecință a problemelor de organizare și a încălcărilor acordului precedent de încetare a focului, trupele UNPROFOR au început să sosească abia după 8 martie și a durat două luni pentru a se desfășura pe deplin în cadrul zonelor ONU de protecție. Chiar dacă UNPROFOR a plasat majoritatea armamentului greu al RSK în zone de depozitare controlate în comun de ONU și RSK până în ianuarie 1993, trupele de menținere a păcii nu au reușit să îndeplinească prevederile planului Vance, cum ar fi dezarmarea milițiilor RSK, întoarcerea refugiaților, restaurarea autorității civile și înființarea unei forțe de poliție etnic mixtă. Armata RSK a fost redenumită ca poliție, în timp ce epurarea etnică a zonelor aflate sub controlul său a continuat nesupravegheată. Trupele UNPROFOR au fost obligate să împiedice întoarcerea refugiaților din cauza condițiilor de siguranță scăzute. Nu a fost făcută nicio încercare de a crea o forță de poliție mixtă din punct de vedere etnic. UNPROFOR nu a reușit, de asemenea, să îndepărteze forțele RSK din afara zonelor ONU de siguranță desemnate care erau sub controlul RSK atunci când a fost semnat Acordul de Implementare a încetării focului. Aceste zone - mai bine cunoscute sub numele de "zonele roz" trebuiau readuse de la bun început sub controlul croat. Nerespectarea acestui aspect al implementării planului Vance au transformat zonele roz într-o sursă majoră de fricțiuni între Croația și RSK.

În 1993, Croația a lansat mai multe operațiuni militare la scară mică împotriva RSK pentru a cuceri obiectivele locale semnificative și pentru a atrage atenția internațională; Croația era îngrijorată că situația de pe teren ar putea deveni permanentă. În replică, militarii RSK și-au recuperat armele din locurile de depozitare controlate de ONU/RSK, anulând astfel singurul succes major al UNPROFOR. În martie 1995, misiunea UNPROFOR s-a încheiat în urma eforturilor depuse de ambasadorul SUA Richard Holbrooke; Operațiunea de consolidare a încrederii în Organizația Națiunilor Unite a fost desfășurată în Croația cu un nou mandat. Mai târziu în acel an, cea mai mare parte a teritoriului controlat de RSK a fost capturată de HV în timpul operațiunilor Blitz și Furtuna, așa cum a fost prevăzut de Babić atunci când s-a opus planului Vance în 1991. Restul zonelor deținute de RSK au fost recuperate de Croația în urma Acordului de la Erdut, negociat între autoritățile croate și cele sârbe la 12 noiembrie 1995, în timpul discuțiilor de pace care au dus la Acordul de la Dayton.

Note

Cărți

Legături externe

 Planul Vance, arhive ONU

Vezi și
 Acordul de la Geneva (1991)
 Acordul de la Erdut
 Acordul de la Dayton

Războaiele iugoslave
1992 în Europa
Tratate de pace

Acordul de la Sarajevo


Rimowa (  ), ofte stiliseret som RIMOWA, er en kuffertfabrikant. Virksomheden blev grundlagt i 1898, i Köln, Tyskland . I 2016 erhvervede LVMH en 80% aktieandel i selskabet.

Historie
I 1898 grundlagde Paul Morszeck og Heinrich Görtz firmaet under navnet Görtz & Morszeck. I 1900 forblev Paul Morszeck som selskabets eneste direktør. I 1931 blev hans søn, Richard Morszeck, involveret i virksomheden og registrerede varemærket RIMOWA ved Reich Patent Office i Berlin. "Rimowa" er et akronym for Ri chard Mo rszeck Wa renzeichen (med Warenzeichen betyder varemærke ).

I 1930'erne brændte en brand i deres fabrik det meste af deres materialer,  bortset fra aluminium . Som følge heraf brugte Rimowa aluminium til at producere deres kufferter.

I 2000 introducerede virksomheden kufferter fremstillet af polycarbonat.

Rimowa producerer sine produkter i sine egne fabrikker i Tyskland, Tjekkiet, og Canada. I 2013 blev der produceret 5.800 kufferter dagligt.

I 2017 sluttede Rimowa sig til LVMH-koncernen og blev det første tyske datterselskab, hvor Alexandre Arnault blev administrerende direktør for virksomheden.  LVMH erhvervede en 80% aktie for 640 millioner euro.

Produkter
I 1937 blev de første kufferter med riller produceret. Lavet af duraluminium, en legering af aluminium og magnesium. Oprindeligt blev den parallelle rillede aluminiumstruktur  brugt til at stabilisere det tynde aluminium, nu er dette RIMOWA signaturen, beskyttet som et varemærke .

Referencer

eksterne links

RIMOWA's officielle hjemmeside

Luksusmærker
Fremstillingsvirksomheder fra Tyskland
Pages with unreviewed translations
LVMH-selskaber
Etableret i 1898

RIMOWA


طوم سيزمور  ممثل أمريكي من مواليد 29 نوفمبر 1961.

مراجع

مواقع خارجية

أمريكيون من أصل أمريكي أصلي
أمريكيون من أصل فرنسي
خريجو جامعة تمبل
خريجو جامعة ولاية ميتشيغان
خريجو جامعة وين ستيت
رومان كاثوليك أمريكيون
مشاركون أمريكيون في برامج تلفزيون الواقع
ممثلو أداء صوتي رجال أمريكيون
ممثلو أفلام أمريكيون
ممثلو تلفزيون أمريكيون
ممثلون أمريكيون
ممثلون أمريكيون في القرن 20
ممثلون أمريكيون في القرن 21
ممثلون أمريكيون من ولاية ميشيغان
ممثلون من ديترويت
منتجو أفلام من ميشيغان
مواليد 1961
مواليد في ديترويت
وفيات بسبب أم الدم داخل القحف

طوم سيزمور


Robin John Hyndman (né le ) est un statisticien australien connu pour ses travaux sur les prévisions et les séries chronologiques. Il est professeur de statistique à l'Université Monash. Il a reçu la médaille Moran et  la médaille Pitman pour ses travaux théoriques et méthodologiques qui portent sur les probabilités appliquées, les séries chronologiques, l'inférence statistique, la prévision, l'estimation non paramétrique et les graphiques statistiques.

Formation et carrière
Hyndman a étudié les statistiques et les mathématiques à l'Université de Melbourne, où il a obtenu un baccalauréat ès sciences avec mention très bien et un doctorat, avec une thèse intitulée « Continuous-Time Threshold Autoregressive Modelling » (1992).

Il est professeur de statistique à l'Université Monash et a été rédacteur en chef de l'  de 2005 à 2018.

Travaux
Hyndman est co-créateur et promoteur de l' (Mean absolute scaled error, MASE) de la mesure de l'erreur de prévision indépendante de l'échelle. Les mesures courantes d'erreur de prévision, telles que l', l'erreur absolue moyenne géométrique et l'erreur quadratique moyenne, présentent des lacunes liées à la dépendance à l'échelle des données et/ou à la gestion des zéros et des valeurs négatives dans les données. La métrique MASE de Hyndman résout ces problèmes et peut être utilisée avec n'importe quelle méthode de génération de prévisions. Elle permet la comparaison entre les modèles en raison de sa propriété sans échelle.

Les modèles statistiques qu'il développe qui sont utilisés pour prévoir divers types de données, notamment la demande d'électricité, la mortalité due au cancer, la fécondité, la population, les ventes d'entreprises.

Prix et distinctions
En 2007, il a remporté la médaille Moran de l'Académie australienne des sciences pour ses contributions à la recherche statistique, en soulignant notamment qu'il « a récemment proposé une nouvelle méthode de prévision des courbes de mortalité par âge, qui a déjà eu un impact majeur puisque toutes les prévisions officielles australiennes sur le cancer utilisent désormais cette méthode ». En 2021, il a remporté la médaille Pitman de la Société statistique d'Australie.

Il a été élu membre de l' en 2020 et membre de l'Académie australienne des sciences en 2021.

Publications

 Makridakis, S., Wheelwright, S. et Hyndman, RJ (1998) Forecasting: methods and applications, Wiley.
 Hyndman, RJ, Koehler, AB, Ord, JK et Snyder, RD (2008) Forecasting with exponential smoothing: the state space approach, Springer.
 Hyndman, RJ, et Athanasopoulos, G. (2014) Forecasting: principles and practice, OTexts. (auto-édité)
 Hyndman, RJ (2015) Unbelievable, CreateSpace. (auto-édité)

Références

Liens externes

 Site personnel du professeur Rob J Hyndman

Membre de l'Académie australienne des sciences
Étudiant de l'université de Melbourne
Professeur à l'université Monash
Statisticien australien
Naissance en mai 1967
Lauréat de la médaille Pitman

Rob Hyndman


Agrilus antonii é uma espécie de inseto do género Agrilus, família Buprestidae, ordem Coleoptera.

Foi descrita cientificamente por Obenberger, 1933.

Referências

antonii

Agrilus antonii


Visoka braća (grčki - Μακροἱ οἱ ἀδελφοί) su u petom stoljeću bila četvorica braće među egipatskim redovnicima iz Nitrije, čija su imena bila Amonije, Dioskor, Euzebije i Eutimije (grčki: Διόσκορος, Ευσέβιος, Εὐθύμιος καί Ἀμμώνιος). Naziv "Visoka braća", očito su dobili jer su bili visokog stasa, ali i zbog rigorozne pojave.
Bili su poznati po strogom postu, čistoći i spoznaji Biblije, iako su bili kontroverzni kao pristalice pobijenog teološkog nauka Origena iz Aleksandrije.

Također su bili poznati i po tome što su iznijeli određene optužbe protiv aleksandrijskog Patrijarha Teofilija, radi čega je 402. godine car Arkadije zahtijevao da se Teofilije ispriča pred sinodom u Konstantinopolu kojim je trebao predsjedavati konstantinopolsni patrijarh Ivan Zlatousti. Teofilije, iako negdašnji prijatelj Visoke braće, iskoristio je njihov dobro poznati origenizam, te se okrenuo protiv njih i počeo ih progoniti kao origeniste. Na kraju je Teofilije, umjesto da se ispriča za prethodne optužbe zašto je i bio pozvan da se pojavi pred sinodom, izbjegao ispriku tako što je zamjenom teza, u srpnju 403. godine, uspio izopćiti Ivana Zlatoustog u montiranom procesu na Sinodi od hrasta, (što je, nekoliko dana kasnije, car Arkadije opozvao). Visoka braća su nakon toga pobjegla iz Aleksandrije u Konstantinopol gdje ih je primio sv. Ivan Zlatousti.

Izvori

Kršćanstvo
Životopisi, Egipat
Bizant

Visoka braća


49700 Mather este un asteroid din centura principală de asteroizi.

Descriere
49700 Mather este un asteroid din centura principală de asteroizi. A fost descoperit pe  la Uccle de Eric Walter Elst și Sergij Ivanovič Ipatov. Asteroidul prezintă o orbită caracterizată de o semiaxă mare de 2,17 ua, o excentricitate de 0,06 și o înclinație de 3,6° în raport cu ecliptica.

Vezi și
 Lista planetelor minore: 49001-50000
 Centura de asteroizi

Referințe

Obiecte astronomice descoperite în 1999
Centura de asteroizi

49700 Mather


Çavuşlu, Karabük ilinin Eflani ilçesine bağlı bir köydür.

Tarihçe
Köy, 1919 yılından beri aynı adı taşımaktadır. Daha önceleri Kastamonu iline bağlı bir köy iken, 3 Mart 1953'te Eflani ilçesine bağlandı.

Coğrafya
Köy, Karabük il merkezine 55 km, Eflani ilçe merkezine 10 km uzaklıktadır.

Nüfus

Kaynakça

Dış bağlantılar

Eflani belde ve köyleri

Çavuşlu, Eflani


يوكابد بنت لاوي الملقبة بـ (المتوكلة)  هي والدة النبي موسى هارون وأختهم مريم وزوجة عمرام «عمران».

ورد ذكرها في الكتاب المقدس: «وَاسْمُ امْرَأَةِ عَمْرَامَ يُوكَابَدُ بِنْتُ لاَوِي الَّتِي وُلِدَتْ لِلاَوِي فِي مِصْرَ، فَوَلَدَتْ لِعَمْرَامَ هَارُونَ وَمُوسَى وَمَرْيَمَ أُخْتَهُمَا».

وورد ذكرها أيضاً في القرآن:  سورة القصص , الآيات 7، أُمرت بإلقاء ابنها موسى في اليمّ (نيل مصر).

والآيات:  سورة القصص , الآيات 10-11-12-13

المراجع

المرأة في الكتاب العبري
المرأة في اليهودية
الإسلام والنساء
زنى المحارم في الأساطير
سبط لاوي
سنة الوفاة غير معروفة
سنة الولادة غير معروفة
شخصيات الكتاب المقدس في الإسلام
شخصيات توراتية
شخصيات ذكرت في القرآن
قديسات مسيحيات من العهد القديم
لاويون
مصريون يهود قدماء
موسى
نساء مبجلات في الإسلام
هارون

يوكابد بنت لاوي


පිහිටීම

රස්නායකපුර ග්‍රාම නිලධාරී වසම කුරුණෑගල දිස්ත්‍රික්කයේ රස්නායකපුර ප්‍රාදේශීය ලේකම් කොට්ඨාශයේ ග්‍රාම නිලධාරි වසම් 28 අතුරින් 17 වැන්න වන අතර කුරුණෑගල දිස්ත්‍රික්කයේ   ග්‍රාම නිලධාරි වසම් 1610 අතුරින් 276 වැන්නයි.

පැමිණිම

කුරුණෑගල පුත්තලම මාර්ගයේ  නිකවැරටිය සිට කි.මි.3ක් පමණ පුත්තලම දිසාවට යනවිට හමුවන නැබඩාව හංදියෙන් වමට හැරීහලාවත මාර්ගයේ කි.මි.10 ක් පමණ පැමිණිවිට මෙම ග්‍රාම නිලධාරී වසම හමුවේ. මෙම නව නගරය රස්නායකපුර ප්‍රාදේහීය ලේකම් කොට්ඨාශයේ ප්‍රධාන නව නගරයයි.

භෞතික පාරිසරික ලක්ෂණ
මුහුදු මට්ටමේ සිට අඩි 0 සහ 100 අතර පිහිටි තැනිතලා ප්‍රදේශයකි. වර්ෂාපතනය මි.මි. 1200 ට අඩු වියළි කලාපීය ප්‍රදේශයකි.
ඊසාන දිග මෝසම් වර්ෂාව වැඩිපුර ලැබෙයි.

පස්වර්ග
වැලිලෝම පස බහුලව

ආනතිය
නැගෙනහිර සිට බටහිර

ජනගහනය
මුඑ ජනගහනය - 1497 කි

සිංහල- 1487
දෙමළ- 10

පවුල් 526 කි

රස්නායකපුර ග්‍රාම නිලධාරී වසම


A process theory is a system of ideas that explains how an entity changes and develops. Process theories are often contrasted with variance theories, that is, systems of ideas that explain the variance in a dependent variable based on one or more independent variables. While process theories focus on how something happens, variance theories focus on why something happens. Examples of process theories include evolution by natural selection, continental drift and the nitrogen cycle.

Process theory archetypes

Process theories come in four common archetypes. Evolutionary process theories explain change in a population through variation, selection and retention—much like biological evolution. In a dialectic process theory, "stability and change are explained by reference to the balance of power between opposing entities" (p. 517). In a teleological process theory, an agent "constructs an envisioned end state, takes action to reach it and monitors the progress" (p. 518). In a lifecycle process theory, "the trajectory to the final end state is prefigured and requires a particular historical sequence of events" (p. 515); that is, change always conforms to the same series of activities, stages, phases, like a caterpillar transforming into a butterfly.

Applications and examples
Process theories are important in management and software engineering. Process theories are used to explain how decisions are made  how software is designed and how software processes are improved.

Motivation theories can be classified broadly into two different perspectives: Content and Process theories.
Content theories deal with "what" motivates people and it is concerned with individual needs and goals. Maslow, Alderfer, Herzberg and McClelland studied motivation from a "content" perspective.
Process theories deal with the "process" of motivation and are concerned with "how" motivation occurs.  Vroom, Porter & Lawler, Adams and Locke  studied motivation from a "process" perspective.

Process theories are also used in education, psychology, geology and many other fields; however, they are not always called "process theories".

See also
 Interactions of actors theory
 Process-oriented psychology
 Process philosophy
 Process architecture

Notes

References
 A Brief Introduction to Motivation Theory

Management science

Process theory


Benestare ist eine süditalienische Gemeinde (comune) mit  Einwohnern (Stand ) in der Metropolitanstadt Reggio Calabria in Kalabrien.

Lage
Die Gemeinde liegt etwa 60 Kilometer östlich von Reggio Calabria. Durch Benestare fließt der Careri. Das Ionische Meer liegt in etwa 5 Kilometer Entfernung im Südosten. Das Gemeindegebiet grenzt im Süden an San Luca, im Osten an Bovalino, im Norden an Ardore und Platì und im Westen an Careri.

Einzelnachweise

Weblinks

Ort in Kalabrien

Benestare


جوفاني غالّـي  ، (بيزا، 29 ابريل 1958) ، لاعب كرة قدم إيطالي سابق.

لعب مع منتخب إيطاليا لكرة القدم.

روابط خارجية

مراجع

لاعبو كرة قدم من بيزا
حراس مرمى كرة قدم رجالية
أشخاص على قيد الحياة
رياضيون من بيزا
لاعبو الدوري الإيطالي
لاعبو الدوري الإيطالي الدرجة الثانية
لاعبو المنتخبات الفائزة بكأس العالم
لاعبو إيه سي ميلان
لاعبو بارما
لاعبو بطولة أمم أوروبا 1980
لاعبو تورينو
لاعبو فيورنتينا
لاعبو كأس العالم 1982
لاعبو كأس العالم 1986
لاعبو كرة قدم إيطاليون
لاعبو كرة قدم من توسكانا
لاعبو لوتشيزي
لاعبو منتخب إيطاليا تحت 21 سنة لكرة القدم
لاعبو منتخب إيطاليا في كأس العالم 1982
لاعبو منتخب إيطاليا لكرة القدم
لاعبو منتخب إيطاليا لكرة القدم للشباب
لاعبو نابولي
لاعبون فائزون بكأس الاتحاد الأوروبي
مواليد 1958
مواليد في بيزا

جوفاني غالي


El Supercúmulo Perseo-Piscis (SCL 40) es una de las estructuras más grandes conocidas en el universo. Incluso a una distancia de 250 millones de años luz, esta cadena de cúmulo de galaxias se extiende más de 40° a través del cielo de invierno boreal. En la constelación de Perseo y la constelación de Piscis el Supercúmulo es una de las dos concentraciones dominantes de galaxias en el universo cercano (dentro de la esfera de 300 millones de años luz), que se sitúa a lo largo del plano de la Vía Láctea. Este supercúmulo también limita con un vacío importante, el Vacío de Tauro. Es parte integrante de la Cadena Perseo-Pegaso, una de las 5 partes del Complejo de Supercúmulos Piscis-Cetus.

Los principales cúmulos del supercúmulo de Perseo-Piscis son el Abell 262, Abell 347 y Abell 246.

Véase también
 Supercúmulo
 Estructura del Universo a gran escala

Enlaces externos
 Atlas of the universe page on the Perseus-Pisces Supercluster

Supercúmulos de galaxias

Supercúmulo Perseo-Piscis


Great Bear Lake (; ) is a lake in the boreal forest of Canada. It is the largest lake entirely in Canada (Lake Superior and Lake Huron are larger but straddle the Canada–US border), the fourth-largest in North America, and the eighth-largest in the world. The lake is in the Northwest Territories, on the Arctic Circle between 65 and 67 degrees of northern latitude and between 118 and 123 degrees western longitude,  above sea level.

The name originated from the Chipewyan word , meaning "grizzly bear-water people". The Sahtu, a Dene people, are named after the lake. Grizzly Bear Mountain, or Sahoyue, on the shore of the lake also comes from Chipewyan, meaning "bear-large hill".

Sahoyue (Grizzly Bear Mountain), a peninsula on the south side of the lake, and Edacho (Scented Grass Hills), another peninsula on the west side, form the Saoyú-ʔehdacho National Historic Site of Canada.

Geography

The lake has a surface area of  and a volume of . Its maximum depth is  and average depth . The shoreline is  and the catchment area of the lake is . Great Bear Lake is covered with ice from late November to July.

The lake is known for its considerable clarity. Explorer John Franklin wrote in 1828 that a white rag placed in the water did not disappear until it exceeded a depth of .

Arms
Arms of Great Bear Lake include the Smith Arm (northwest), the Dease Arm (northeast), the McTavish Arm (southeast), the McVicar Arm (south) and the Keith Arm (southwest). The community of Délı̨nę is located on the Keith Arm near the outflow of the Great Bear River that flows west into the Mackenzie River at Tulita.

Tributaries
Rivers flowing into Great Bear Lake include the Whitefish River, Big Spruce River, Haldane River,  Bloody River, Sloan River, Dease River and the Johnny Hoe River.

Geology and geomorphology
Great Bear Lake lies between two major physiographic regions: the Kazan Uplands portion of the Canadian Shield and the Interior Plains. It was part of glacial Lake McConnell in the pre-glacial valleys reshaped by erosional ice during the Pleistocene. Since, the lake has changed from post-glacial rebound following the ice melting. Precambrian rocks of the Canadian Shield form the eastern margin of the McTavish Arm. These rocks of the Precambrian are sedimentary and metamorphic deposits supplemented by igneous intrusions forming dikes and sills.

Climate

Human use

The community of Délı̨nę is on the lake, near the headwaters of the Bear River. There is an ice crossing from Délı̨nę to the winter road on the far side of the Great Bear River.

On 5 March 2016, a tank truck fell partway through the ice road just a few days after the government had increased the allowed maximum weight limit to  on the road. The truck, which was  outside of Délı̨nę and close to the community's fresh water intake, as well as a major fishing area, contained approximately  of heating fuel and was one of 70 truck loads intended to resupply the community. The fuel was removed from the truck by 2 am, 8 March.

Three lodges around the lake are destinations for fishing and hunting. In 1995, a  lake trout was caught, the largest ever caught anywhere by angling.

Mining
In 1930, Gilbert LaBine discovered uranium deposits in the Great Bear Lake region. The former mining area Port Radium, site of the Eldorado Mine, where pitchblende was discovered, was located on the eastern shore. Echo Bay Mines Limited leased the old camp and mill at Port Radium to recover silver and copper values from 1965 to 1981.

Cultural significance

The Prophecy
Great Bear Lake is paramount in the Délı̨nę peoples' identity, laws and culture. Hence, conserving it is critical for the Délı̨nę people. ɂehtsǝ́o Erǝ́ya, a Dene Elder, is widely regarded as a prophet, making over 30 prophecies which have been interpreted as having come true. His prediction for the end of times claims that, as the world dries up, the little remaining life will flock to, and end on the banks of the Great Bear Lake, a lake seen as a physical beating heart to humanity. The Délı̨nę people have followed these prophecies closely, the cultural considerations being a driving force for self-governance and environmental sustainability.

Gallery

References

External links

1867 account of the lake by William Carpenter Bompas

Lakes of the Northwest Territories

Great Bear Lake


Québec, ville dépressionniste est un pamphlet collectif paru en 2008 chez Moult éditions. Lancé en pleine célébration du 400 anniversaire de fondation de Québec, le livre dresse une critique des élites politiques, économiques et culturelles de la ville et de la médiocrité résultant des choix de planification, mêlant les champs de l'histoire, la sociologie et la morphologie urbaine.

Résumé
Le livre comprend une dizaine de textes, rédigés à travers le prisme du dépressionnisme, soit la critique de l'organisation volontaire des éléments spirituels et matériels visant la déshumanisation des éléments de la société. Les textes prennent principalement deux formes : des analyses et des témoignages.

Dans leur propos, les auteurs remettent en question l'idée de célébrer la ville de Québec en dénonçant . Ils dénoncent en outre le temps passé à réparer les erreurs des administrations passées, notamment la transformation du Vieux-Québec .

Parution et accueil
L'ouvrage est lancé en juillet 2008, pendant les célébrations du 400 anniversaire de fondation de Québec. Il est publié comme numéro hors-série de la revue La Conspiration dépressionniste.

Dans Le Devoir, Isabelle Porter qualifie l'ouvrage de  rédigée dans un  avec des . Son collègue Gilles McMillan salue la . Il retient du propos des auteurs que . Dans Le Soleil, le chroniqueur Jean-Simon Gagné note aussi la qualité de la rédaction. Il apprécie particulièrement le texte « Hommage à Xi'an » à propos de l'ancien quartier chinois, qui, pour le chroniqueur, .

À Radio-Canada, les critiques sont moins élogieuses : l'ouvrage apparaît . Gagné soulève le manque de finesse du propos; Gabriel Béland dans La Presse abonde dans le même sens. Porter note plutôt une  et un .

Le livre est réédité en 2018, bonifié de quelques textes dont une postface de Jean-Pierre Garnier.

Notes et références

Pamphlet
2008 au Québec
Œuvre littéraire québécoise
Histoire urbaine
Historiographie du Québec
Sociologie urbaine

Québec, ville dépressionniste


Projektil zrak-zemlja AGM-179 (JAGM) je američki vojni program za razvoj projektila zrak-zemlja koji bi trebao zamijeniti BGM-71 TOW, AGM-114 Hellfire i AGM-65 Maverick rakete koji se lansiraju iz zraka. Američka vojska, mornarica i marinci planiraju kupiti tisuće JAGM-ova.

Opis
Program združenih projektila zrak-zemlja (JAGM) nastavak je neuspješnog programa zajedničkih projektila AGM-169 koji je otkazan zbog smanjenja proračuna. JAGM će u osnovi dijeliti iste ciljeve i tehnologije kao JCM, ali će se razvijati tijekom dužeg vremenskog razdoblja.

Dana 30. kolovoza 2022. JAGM je proglašen spremnim za redovnu proizvodnju. Tisuću projektila proizvedeno je do veljače 2022., proizvodnjom po minimalnoj stopi održivosti u okviru niske stope proizvodnje. Poboljšanja JAGM-a se razvijaju, kao što je inačica srednjeg dometa s dometom od 16 km bez promjene protežnosti projektila.

Platforme za lansiranje

 AH-64 Apache
 MQ-1C Gray Eagle
 MH-60R/S Seahawk
 MH-60 Black Hawk Defensive Armed Penetrator (DAP)
 AH-1Z Viper
 OH-58F Kiowa
 AH-6 Little Bird
 MQ-9 Reaper
 Lockheed Martin F-35 Lightning II
 Mk 41 sustav za okomito lansiranje

Osobitosti

 Masa:49 kg
 Duljina:1800 mm
 Promjer:180 mm
 Operativni domet: 8,0 km
 Sustav navođenja sustav: poluaktivni laser i radar milimetarskih valova

Izvori

Stranice s nepregledanim prijevodima
Američko protuoklopno raketno oružje

AGM-179 JAGM


Božena Šurina (1924. - 25. listopada 2015.), hrvatska povjesničarka umjetnosti

Magistrirala na Filozofskom fakultetu u Zagrebu na temi likovne kritike u Hrvatskoj u 19. stoljeću. Napisala je natuknice za Hrvatski biografski leksikon, Likovnu enciklopediju Jugoslavije. Sastavila Bibliografiju akademika dr Anđele Horvat kronološkim redom od 1932. do 1985.

Izvori

Vanjske poveznice
WorldCat

Hrvatski povjesničari umjetnosti

Božena Šurina


An Anthurium binotii in uska species han Liliopsida nga ginhulagway ni Jean Jules Linden. An Anthurium binotii in nahilalakip ha genus nga Anthurium, ngan familia nga Araceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Anthurium

Anthurium binotii


නීපා වෛරසය යනු, වවුලන්-මගින්-බෝ වන, සත්වාසාදිත වෛරසයක් වන අතර, අධික මර්ත්‍යතා අනුපාතිකත්වයක් සහිත රෝගයක් වන  නීපා වෛරස ආසාදනය මිනිසුන් සහ අනෙකුත් සතුන් අතර ඇති කරයි. නීපා වෛරසය මගින් ඇති කල බොහෝ රෝග ව්‍යාප්තීන්,  ඊසාන දිග අප්‍රිකාවෙහි සහ අග්නිදිග ආසියාවෙහි සිදුවී ඇත. රෝග ව්‍යාප්තීන් ඇතිකල  හෙන්ඩ්‍රා වෛරසයද හා සමගින් නීපා වෛරසය අයත් වන්නේ හෙනිපවෛරස් නමැති ගණයටය.

යොමු කිරීම්

නීපා වෛරසය


Yoweri Museveni (born 1944), ninth president of Uganda since 1986

Museveni may also refer to:
Janet Museveni (born 1948), Ugandan politician
Muhoozi Kainerugaba Museveni (born 1974), Ugandan general

Surnames of Ugandan origin

Museveni (disambiguation)


Velimir Hlebnikov (9. studenoga 1885. – 28. lipnja 1922.) ruski pjesnik i dramatičar, središnja osoba ruskoga futurizma.

Životopis

Hlebnikov je rođen 1885. u ruskoj Kalmičkoj Republici kao Viktor Vladimirovič, Velimir mu je knjižno ime, nadimak.

Suvremenici na vlasti, potkraj njegova kratkoga života (umro je s 36 godina), nisu ga voljeli, jer nije odgovarao socrealističkim uzusima.

Djela

Za života su mu na ruskome objavljene četiri knjige:

 Učitelj i učenik (Учитель и ученик), 1912.
 Творения, Moskva, 1914.
 Ladomir, (Ладомир), Harkov, 1920.
 Zangezi, (Зангези), Moskva, 1922.

U prijevodu u bivšoj Jugoslaviji 1964. objavljen je "Kralj vremena".

Hlebnikov je futurist, ali ništa lošiji liričar (129., 1921. godina):

Vanjske poveznice

 Prevođenje poezije: Velimir Hlebnikov (Prijevod i interpretacija)
 http://hlebnikov.ru/ - na ruskome jeziku

Izvori

Ruski književnici
Ruski pjesnici

Velimir Hlebnikov