Araukanya ve Patagonya Krallığı, (Yeni Fransa olarak da bilinir) Fransız avukat ve maceracı Orelie-Antoine de Tounens tarafından Güney Amerika'da 19. yüzyılın ortalarında kurulmuştur. O tarihlerde Şili ve Arjantin hükûmetleri Mapuçelerin topraklarını tarım alanı için büyük fırsat olarak görmekteydiler. Mapuçeler özgürlüklerini korumak için Şili ve Arjantin hükûmetlerinin askeri ve ekonomik tacizlerine rağmen umutsuz bir silahlı mücadeleye girmişlerdi.

1860 yılında bölgeyi ziyaret eden Orelie-Antoine, Mapuçelerin ülküsüne sempati duymaya başladı. Başarılı olmak için bir Avrupalının daha çok fayda sağlayacağını düşündüklerinden olsa gerek, Mapuçe liderleri tarafından Kral seçildi. Orelie-Antoine hükûmet kurma çalışmalarına başladı, mavi, beyaz ve yeşilden oluşan bir bayrak oluşturdu ve Yeni Fransa adına madeni paralar bastırdı.

Orelie-Antoine'ın Mapuçelerin uluslararası alanda tanınması için verdiği uğraşlar Şili ve Arjantin hükûmetleri tarafından engellendi. Birkaç kez hapsedilen ve sürgün edilen Kral Orelie-Antoine I, fethedilmiş olan krallığındaki kanuni haklarını almak için giriştiği çabalar sonunda beş parasız olarak 1878 yılında Fransa'da öldü.

İlk Araukanyalı kralın şu anki halefi Prens Felipe Fransa'da yaşamaktadır. Selefinin taleplerinden vazgeçmiştir fakat Orelie-Antoine'ın hatırasını canlı tutmaya devam etmektedir.

Hükümdarlar
 Kral Orélie Antoine I (1860 - 1878)
 Kral Aquiles I (1878 - 1902)
 Kral Antonio II (1902 - 1903)
 Kraliçe Laura Teresa I (1903 - 1916)
 Kral Antonio III (1916 - 1951)
 Prens Felipe (1951 - 2014)
 Prens Stanislas I (2014  - şu ana kadar)

Dış bağlantılar

 Tarih
 Krallığın tarihi
 Araukanya hükümdarlığının tarihi
 Araukanya bayrağının tarihi
 Krallığın 19. yüzyıl haritaları
 Krallığın 19. yüzyıl madeni paraları
 Krallığın 20. yüzyıl madeni paraları
 Krallığın başkenti
 Krallığın madalyaları ve şeref rütbeleri

 Kraliyet ailesi
 Kral Orelie-Antoine'nin hayatı
 Kral Orelie-Antoine'nin bildirisi
 Kral Orelie-Antoine'nin mezarı
 Prens Philippe ve Prenses Elisabeth
 Prenses Elisabeth'in ölümü
 Araukanya Kralları'nın müzesi
 Araukanya Kraliyeti galerisi
 Mapuçe Cacique galerisi

 Diğer
 Kuzey Amerika Araucanya kralcı topluluğu
 Kuzey Amerika Araukanya kralcı topluluğu ile ilgili günce
 Araukanya piyasası
 Mapuçe kaynakları ve belgeleri

Patagonya
Arjantin tarihi
Dönemlere göre Şili tarihi
Araucanía bölgesi
Mapuçe
Mikrouluslar
Güney Amerika tarihindeki monarşiler
19. yüzyılda Amerika'nın kolonileştirilmesi
1860'ta kurulan bölgeler ve ülkeler

Araukanya ve Patagonya Krallığı


Die Fraueneishockeyauswahl Schottlands ist eine Auswahl schottischer Spielerinnen, die von Scottish Ice Hockey bestimmt werden, um das Land auf internationaler Ebene zu repräsentieren.

Geschichte
Die schottische Eishockeyauswahl der Frauen hat bislang zwischen 1991 und 2004 vier Spiele bestritten, davon drei gegen die englische Auswahl. Zudem trafen die Engländerinnen ein Mal auf das Auswahlteam von Wales. Bislang ist die Mannschaft sieglos und weist neben einem Unentschieden drei Niederlagen auf.

Sowohl England, als auch Schottland, haben zwar ihre eigenen Landesverbände, jedoch unterstehen diese Ice Hockey UK, das mit der britischen Nationalmannschaft eine gemeinsame Nationalmannschaft für das Vereinigte Königreich aufstellt.

Weblinks
 Schottland bei nationalteamsoficehockey.com (englisch)

Eishockeynationalmannschaft (Frauen)
Eishockey (Schottland)

Schottische Eishockeyauswahl der Frauen


Kerç Boğazı (Rusça: Керченский пролив, Ukraynaca: Керченська протока, Kırım Tatarcası: Keriç boğazı;Adigece:Хы Т1уалэ]). Karadeniz ile Azak Denizi'ni birleştiren deniz geçidi, boğaz.

İlk ve Orta çağ boyunca, su yollarını birleştiren önemli bir ticari yol işlevi görmüştür. MÖ 8. yüzyıldan başlayarak, Kerç Boğazının iki yakası boyunca Grek ticaret kentleri (koloniler) kurulmuştur. Bunların en önemlileri boğazın batı yakasında bulunan ve Bosporos Krallığı'nın başkenti de olan Panticapaeum ile güneyindeki Nymphaion, doğu yakasında da Phanagoria ve Hermonassa idi.

Kerç Boğazı, daha sonra birçok kez el değiştirdi. 1783'te Kırım Hanlığı'nın lağvedilip topraklarının Rusya'ya ilhak edilmesi sonucu, tamamıyla Rus denetimine girdi. Sovyetler döneminde, Rus SFS Cumhuriyetine bağlı bir oblast olan Kırım, 1954'te Ukrayna SSC'ye verildi. 1991 yılı sonunda Sovyetler'in dağılması üzerine, Kerç Boğazının batı yakası Ukrayna, doğu yakası da Rusya Federasyonu sınırları içinde kaldı. 2014'te Rusya'nın Kırım'ı ilhakı sonucu boğazın kontrolü tekrar Rusya'ya geçti. Boğazın iki yakası arasında inşaatı devam eden Kerç Boğazı Köprüsü'nün Aralık 2018'de hizmete girmesi planlanmaktadır.

Ayrıca bakınız
 Türk Boğazları

Kaynakça

Dış bağlantılar

Kırım coğrafyası
Ukrayna'daki su kütleleri
Avrupa'daki boğazlar
Boğaz
Karadeniz'deki boğazlar

Kerç Boğazı


Svijet

Događaji

Osnivanja

Rođenja

Smrti

Hrvatska i u Hrvata

Događaji

 Bujski statut
 Dvigradski statut

Osnivanja

Rođenja

Smrti

Izvori

Vanjske poveznice

Pravo u 1413.


O grou-de-pescoço-branco, (Antigone vipio) é uma ave da família Gruidae.

Distribuição
O grou-de-pescoço-branco reproduz-se no nordeste da Mongólia, no nordeste da China e nas áreas adjacentes do sueeste da Rússia, onde um programa desenvolvido na Reserva Natural de Khingan cria ovos fornecidos por zoos dos EUA para reforçar a população da espécie. Diferentes grupos de aves migram para invernar perto do Rio Yangtzé, na Zona Desmilitarizada Coreana e em Kyūshū no Japão. Eles também atingem o Cazaquistão e Taiwan. Apenas cerca de 3.700 a 4.500 indivíduos permanecem na natureza.

Antigone

Grou-de-pescoço-branco


Allsvenskan 2015 var den 92. udgave af Allsvenskan siden den blev oprettet i 1924.

Personale og sponsorer

Stilling

Statistik

Topscorere
Opdateret ved afslutningen af sæsonen.

Topassistere
Opdateret ved afslutningen af sæsonen.

Referencer

Fodbold i 2016
2016

Allsvenskan 2016


The PZL.37 Łoś (moose) was a Polish twin-engined medium bomber designed and manufactured by national aircraft company PZL. It is also known as "PZL P-37" or "PZL P.37", but the letter "P" was generally reserved for fighters of Zygmunt Puławski's design (such as the PZL P.11).

Upon its introduction to service, it was popularly considered to be not only the most modern and effective weapon then possessed by Poland, but also to be one of the most advanced bombers then operational in the world. From mid-1938 onwards, interest was expressed by various nations in potential export sales of the PZL.37; in response to this highly favourable reception, PZL, being keen to meet the demands, developed additional variants that were intended for the export market, such as the PZL.37C (which was to be powered by a pair of Gnome-Rhone 14N-0/1 radial engines). An improved enlarged derivative, known as the PZL.49 Miś, was also developed for the Polish Air Force.

The Łoś was extensively used in the defense of Poland during the rapid invasion of Poland by Nazi Germany in September 1939. On 1 September 1939, the Polish Air Force had roughly 86 PZL.37s in total, but less than a half of those actually saw active combat use due to aircraft being used by training units, being in maintenance, or having been held in reserve. The bombers suffered from a high attrition rate due to lack of fighter protection, and the final Polish combat missions were performed on 19 September. During October 1940, around 26-27 of the PZL.37s that had been evacuated from Poland were seized by the Romanian government and 23 of these aircraft were subsequently used by the Royal Romanian Air Force, including offensive missions against the Soviet Union.

Development

Background
Throughout the majority of the interwar period, the dominant military philosophies and practices within the leadership of Poland was that aircraft were of a secondary importance and a separate air-oriented service within the Polish Armed Forces would be of questionable value. Instead, it was decided to develop the nation's aviation assets to principally function as a means of providing aerial support to the newly formed Polish Land Forces. As such, a relatively minimal budget was allocated for aviation matters while no dedicated doctrine in respect to air power was developed, neither was an effective bomber force pursued in any form throughout much of this period and, when such a force was established, it was met with controversy and heavy criticism from officers who were sceptical that Poland required any bomber aircraft at all.

Despite this unpromising lack of interest, a separate service, known as the Wojska Lotnicze (Polish Air Force), had been formed during 1918. During the Polish–Soviet War of 1919, there had been proposals mooted for the formation of a specialised bomber group equipped with modified Breguet 14 B2 biplanes; however, these were not quickly followed up upon due to a lack of understanding and appreciation amongst senior officers. During April 1920, the first Polish bomber squadron was stood up at Poznań–Ławica Airport, Greater Poland, equipped with a variety of captured ex-German aircraft such as Gotha G.IVs, AEG G.IVs, and Friedrichshafen G.IIIs. However, following the end of the conflict with the Soviets, this bomber squadron was amalgamated with a reconnaissance-orientated squadron.

During 1920, the Polish Air Force heavily benefited from an extensive re-armament and expansion programme headed by General Włodzimierz Zagórski, under which the formation of dedicated bomber regiments was envisioned. Accordingly, an order was placed for 32 French-built Farman F.68 BN.4 Goliath twin-engined night bombers, with which it was intended to equip and launch these squadrons. An additional pair of army co-operation squadrons were repurposed as light bomber units instead, equipped with French Potez XV B2 aircraft. Unfortunately, Zagórski's reforms were abandoned following the May Coup lead by Józef Piłsudski.

Throughout the 1920s and 1930s, some officials within Poland remained interested in the establishment of a national bomber force, in some cases for prestige value rather than in terms of strict military value. During 1927, the Department of Aeronautics authorised the development of the Lublin R-VIII, a large single-engined reconnaissance bomber. In the following year, the department ordered Polish aviation manufacturer Państwowe Zakłady Lotnicze (PZL) to make preparations towards the development of a heavy multi-engined night bomber; while numerous proposals and design studies were made by both PZL and private factories, but none were approved for further development by the department. Instead, it was decided to procure a number of Dutch-built Fokker F.VII to meet the bomber role, the first of which being delivered during 1929, despite condemnation of the aircraft's poor defensive armament, limited payload capacity, and excessive weight.

Emergence
Despite not being approved for further development, PZL decided to independently continue refining their designs for a multi-engined night bomber. These studies, led by aircraft engineer Wladyslaw Zalewski, developed an advanced concept, known as the PZL 3, for an all-metal low-wing cantilever monoplane bomber, which was intended to be powered by an arrangement of four Bristol Jupiter radial engines positioned in tandem pairs and armed with a pair of side-mounted gun turrets in addition to an internally-stowed bombload of 3,000 kg (6,613 lb). However, during December 1930, all work on this concept was abandoned as an economy measure and the construction of a prototype was abandoned. Reportedly, technical data for the PZL 3 was later received by French manufacturer Potez.

During the 1930s, discussions were held regarding a potential replacement of Poland's Fokker F.VIIs. Numerous concepts were explored by the Department of Aeronautics, the most impressive submission was deemed to have been made by Polish aeronautical engineer Jerzy Dąbrowski, who had produced the initial proposals that would lead to the PZL.37 during spring 1934 and submitted to the department in July 1934. The concept was of a very quick monoplane bomber manned by a crew of four, featuring all-metal stressed-skin construction and powered by a pair of radial engines capable of producing 800-1,200 hp. The airframe was aerodynamically clean and was to be capable of very high performance, far in advance of contemporary bombers; wind tunnel testing using scale models of the aircraft were extremely encouraging.

During October 1934, the instruction to proceed with the proposal, initially designated P.37, was received by PZL. An express priority was placed upon performance over armament and equipment, relying upon its high speed for its defence; as such, only a single 7.7 mm machine gun was allocated to each turret position instead of the twin-guns and 20 mm dorsal cannon previously considered. On 14 April 1935, the department issued its approval of a full-scale wooden mock-up of the aircraft, authorising the construction of a pair of prototypes along with a structural test frame.

During early 1936, the necessity of revising the design's structure delayed the construction of the partially-assembled first prototype. During May 1936, the prototype commenced ground testing and taxiing trials; however, on 15 June, while being rolled out for its intended first flight, an engine failure was sustained prior to the attempt, resulting in its delay. On 30 June 1936, the first PZL.37/I prototype, which was fitted with a single vertical stabilizer, performed its maiden flight successfully. In August 1936, the initial factory tests were completed, after which the first prototype participated in official airworthiness and service trials. These revealed a handful of shortcomings, including rear fuselage flutter, excessive vibration on the instrumentation panel, overheating of the cylinder heads, and criticism of the cockpit's lack of space, however, test pilots were typically highly impressed with the aircraft.

In response to the feedback from the first prototype's testing, several improvements and other modifications were made, some of which was introduced on the original prototype while more extensive changes were introduced upon the second prototype. This second prototype, known as PZL.37/II, featured the adoption of twin-vertical stabilizers, a re-worked cockpit and an altered ventral gun position amongst other changes, functioned as a representative aircraft of the anticipated production bomber and performed its first flight during autumn 1936. Suitably impressed, the department accepted the aircraft for production, placing an initial order for 10 pre-production aircraft, as well as bestowing a name upon the bomber, Łoś.

Production

Production of the Łoś commenced during the winter of 1936-1937. During 1938, the first 10 serial aircraft were manufactured, designated as the PZL.37A; these were furnished with a single vertical stabilizer. The next 19 interim aircraft were constructed to the PZL.37A bis standard, having been outfitted with the newer twin tail configuration. All of these aircraft were powered by the British-developed Bristol Pegasus XII B radial engine, which was produced in Poland under licence.

The main production variant, the PZL.37B (or: Łoś II), was furnished with the twin tail arrangement along with newer Pegasus XX engines. During autumn 1938, production of the PZL.37B commenced for the Polish Air Force. During the initial period of service, 2 prototypes and 6 serial aircraft were lost in separate crashes; these had been caused by several technical problems, most of which involved the rudder. Following the implementation of some structural changes, the PZL.37B became a highly reliable aircraft. By the outbreak of the Second World War, roughly 92 PZL.37 bombers had been produced and delivered to the Polish Air Force, and a further 31 were in different phases of production.

Prior to the Second World War, the PZL.37B Łoś was widely considered to be one of the most advanced bombers then operational in the world. It was able to carry a heavier bombload than considerably larger aircraft, such as the British-built Vickers Wellington, though the dimensions of the individual bombs were limited. Being smaller than most contemporary medium bombers, the Łoś was relatively fast and easy to handle. As a consequence of a favourable landing gear arrangement, having been fitted with double wheels, the bomber could operate from austere airstrips as well as rough fields or meadows. Typically amongst bombers of the late 1930s, its defensive armament consisted of only three machine guns, which subsequently proved too weak against enemy fighters in combat.

Export interest and further development
Starting with a presentation at a salon in Belgrade in June 1938 and in Paris in November, the PZL.37 met with a huge interest. For export purposes, new variants were developed: the PZL.37C with Gnome-Rhone 14N-0/1 radial engines of 985 cv (971 BHP, 724 kW), maximum speed 445 km/h and the PZL.37D with 14N-20/21 of 1,065 cv (1,050 BHP, 783 kW), maximum speed 460 km/h. In 1939, 20 PZL.37Cs were ordered by Yugoslavia, 12 by Bulgaria, 30 PZL.37Ds and license by Romania and 10, raw materials and parts for next 25 and license by Turkey and, finally, 12 aircraft for Greece.

The Belgian company Constructions Aéronautiques G. Renard was granted permission to perform the license production of between 20–50 aircraft for the Second Spanish Republic; however, the venture was abandoneded due to the victory of the opposing Nationalists in the Spanish Civil War. In addition to the Belgian venture, it is known that Denmark, Estonia, Finland and Iran were all at various stages of negotiation for their own acquisitions of the type. The Polish military were not allowed to establish an arrangement with Iran due to "lack of production abilities". Nevertheless, the outbreak of the war acted to prevent the production of any of these aircraft. At that time, PZL developed the next variant for the Polish Air Force, the PZL.49 Miś, but this was not completed before the war. Possessing slightly bigger dimensions, the Miś ("Bear") was to be fitted with Bristol Hercules II radial engines of 1,350 BHP (1,370 cv, 1,007 kW), capable of a maximum speed of 520 km/h along with the addition of an upper turret.

Design

The PZL.37 Łoś was a twin-engined all-metal monoplane medium bomber. It was relatively conventional in layout, being outfitted with low-set wings, a twin tail (on the majority of aircraft), and a metal-covered exterior. The aircraft was quite small for its bomb load and range; its capacity was achieved in part by a lift-generating, airfoil-shaped fuselage, which was another then-unusual feature (previously used e.g. on PZL.26 sports plane). It was much shorter and had smaller wings than many German and French counterparts; it was slightly larger than the Lockheed Model 10 Electra Amelia Earhart used. The crew consisted of four: pilot, commander-bombardier, radio operator and a rear gunner. The bombardier was accommodated in the glazed nose, with a forward machine gun. The radio operator sat inside the fuselage, above the bomb bay, and he also operated an underbelly rear machine gun.

The Łoś featured retractable main undercarriage, which retracted into purpose-built alcoves located within the engine nacelles. The undercarriage was double-wheeled, complete with independent suspension for each wheel. The bomber was powered by a pair of Bristol Pegasus radial engines; the PZL.37A model had Pegasus XII B engines (normal power: 860 BHP (873 cv, 642 kW), maximum: 940 BHP (953 cv, 701 kW)), the PZL.37B variant had Pegasus XX engines (normal power: 905 HP (918 cv, 675 kW), maximum: 970 BHP (984 cv, 723 kW)).

Originally, it was intended for a popular wing profile, designed by Ryszard Bartel (also used in many other successful Polish airframes incl. PZL P.11) to be used for the aircraft; however, the requirement of providing bomb storage with the internal space of the wings necessitated modification to the design. Some publications claim the resulting profile displayed laminar-flow properties (one of the first in the world), but this is disputed – its shape which resembled laminar flow wings developed in later years, but this was largely fortuitous, and at any rate achieving the laminar flow regime would have required additional construction features (most importantly extremely smooth wings shaped with extreme precision) which the aircraft simply lacked. However, the profile did display lower drag than expected and the initial PZL.37A version possessed a maximal speed 10 per cent higher than the originally planned 360 km/h. The modified profile was viewed as highly successful and was later re-used for other projects (sometimes in further modified form; e.g. PZL.46 Sum, PZL.49 Miś, PZL.50).

The bomber's offensive payload was spread across a two-section bomb bay set within the fuselage (providing space for up to 4 bombs) and a total of 8 compact bomb bays located in the central section of the wings (which had space for a maximum of 16 bombs). This arrangement of bomb bays imposed considerable restrictions on the types of bombs that could be carried, especially in the wing bays which were quite small due to the need to fit between the ribs of the wing. The maximum load was 2,580 kg (2 × 300 kg and 18 × 110 kg). Apart from a pair of 300 kg bombs in one of the fuselage bomb bays, it could not carry bombs larger than 110 kg. When flown at the maximum loadout, the majority of the weight of the bombs was carried inside the wings. There were no provisions for mounting bombs on the outside of the aircraft. During the invasion of Poland in 1939, 110 kg was the maximum weight used, since the 300 kg bombs were available only in small quantities, and were difficult to load at improvised airfields with little infrastructure.  50 kg bombs were also used. Maximal bomb load taken from soft surface runways was reduced to about 800–1200 kg.

Operational history

Poland
During early 1938, the Polish Air Force started to receive the Łos A variant; it was followed by deliveries of the improved PZL.37B to operational units, which had been slowed by delays in supply of the Pegasus XX engines and other equipment, during the autumn of 1938. On 1 September 1939, the Polish Air Force had roughly 86 PZL.37s in total, but less than a half of those were used in combat. 36 PZL.37Bs were in four bomber escadres of a Bomber Brigade: the 11th, 12th, 16th and 17th escadres (two escadres with nine aircraft each, constituted a group, in Polish: dywizjon; the PZL.37 were in groups X and XV). The remainder of the Bomber Brigade's aircraft were PZL.23 Karaś. About 50 remaining PZL.37s were assigned to the reserve XX group, training units or in repairs. As a consequence of there only having been a few months available to train the crews and complete the equipping of the bombers, the planes were not fully ready when the war broke out. For example, the extra internal fuel tanks for the type were not yet in service, thus the maximum range of the bomber that had been quoted in specifications was in practice not achievable.

Only the PZL.37s of the Bomber Brigade actively participated in the defence of Poland. By 1 September, they had been deployed to rural improvised airfields, so they were not destroyed on the ground by the Germans in their initial attack on the main Polish airbases. However, because of this move away from developed airfields to short fields with poor surfaces, during the campaign the planes could take off with only a fraction of their maximum bomb load (typically 800 kg or 8 x 100 kg bombs), which limited their effectiveness. During the invasion of Poland, from 4 September onward the planes of the Bomber Brigade were attacking German armoured columns in day attacks, forced by the desperate situation to perform this mission for which they were not designed (the original plans to bomb targets inside Germany were quickly abandoned). Most notably, they hampered the advance of the XVI Army Corps near Częstochowa and Radomsko.

During these engagements, the PZL.37 suffered heavy losses as a result of a lack of adequate fighter protection, which was further amplified by the operational tactics employed, usually flying missions in units of no more than three aircraft at a time. The last combat flights took place on 16 September. During the campaign, the combat units were reinforced with several other aircraft, and about 46 PZL.37s were used in combat. Of the Bomber Brigade aircraft, ten PZL.37s were shot down by fighters, five shot down by enemy anti-aircraft artillery, two bombed on the ground and a further ten lost in other ways. A number of not fully completed, training or reserve PZL.37s were also destroyed on airfields and in factories (18 PZL.37s were bombed in a reserve base in Małaszewicze and in a factory in Warsaw – Okęcie).

Captured aircraft
Twenty-six or twenty-seven Polish Air Force PZL.37s (17 from the Bomber Brigade and ten training ones) were withdrawn in 1939 to Romania. During October 1940, these aircraft were seized by the Romanian government and 23 of these aircraft would be used by the Romanian Air Force in the 4th Group, consisting of the 76th and 77th bomber escadres. Some were uparmed with four machine guns (the Polish PWU machineguns were still used). About one third were lost in crashes due to lack of experience of Romanian pilots with the PZL.37's handling and its high wing loading, and due to engine faults. About 15 were used in combat against the Soviet Union from 22 June 1941. Among others, they first operated in Bessarabia, while they were later used to conduct bombing missions targeting Kiev and Odessa. Some of the bombers were lost on these missions, mostly due to anti-aircraft fire. Because of a lack of spare parts, the remaining planes were withdrawn from the front in October 1941; after this, the type was mainly used for training. During April 1944, the 76th escadrille returned to combat, with nine aircraft, but it was withdrawn from the front on 3 May 1944. After Romania joined the Allies, on 1 September 1944, German aircraft destroyed five PZL.37s on the ground during retaliatory attacks against Romanian targets.

Additionally, a number of captured planes underwent testing by both Nazi Germany and the Soviet Union. Relatively few PZL.37s fell into German hands, probably only two aircraft; this is partially due to the efforts of Polish factory workers who scrapped roughly 30 PZL.37s that remained in factories in Okęcie and Mielec, under the pretext of cleaning up the area, during October 1939, before the German authorities were able to reconnoiter.

Preserved parts and replicas

There are no surviving PZL.37 aircraft.

An original PZL Pegaz 20 engine of the type used in PZL.37 Łoś is in the collection of the Polish Aviation Museum in Kraków.  This engine was sent from Poland to the United States in the spring of 1939 to be exhibited at the 1939 New York World's Fair and thus survived the war, and was returned to Poland in 2006.

A 1:1 scale non-flying model of PZL.37 Łoś was assembled at PZL Mielec factory, in the factory hall used to construct these bombers before the war. The dimensions of the model were determined only from photographs as very little of the original blueprints for the aircraft survive; nevertheless, the model's external shape matches the original very closely. It was constructed from aluminium and steel leftovers from aircraft under construction at the factory and was presented to the public in September 2012. The interior of the plane was not reproduced, except the bombardier's position in the nose.  Currently the model is exhibited outdoors on the grounds of the Mielec factory.()

A number of crash sites of PZL.37 Łoś shot down in September, 1939 have been identified and aircraft parts have been recovered from them.  One crash site has a simple 1:1 model of the aircraft displayed as a monument.

Variants
PZL.37/I
First prototype with a single tail fin.
PZL.37/II
First prototype with a double tail fins and improvements.
PZL.37A
First 10 serial aircraft with single tail, Bristol Pegasus XIIB engines.
PZL.37Abis
Batch of 19 serial aircraft of A version with double tail fins.
PZL.37B version I and II
Main production variant with double tail fins and PZL Pegaz XX engines.
PZL.37C
Planned version with Gnome-Rhône 14N-01 engines.
PZL.37D
Planned version with Gnome-Rhône 14N-21 engines.

Operators

Wartime

Polish Air Force
Brygada Bombowa
10th Bomber Squadron (X Dywizjon Bombowy)
211th Bomber Escadrille (211. Eskadra Bombowa)
212th Bomber Escadrille (212. Eskadra Bombowa)
15th Bomber Squadron (XV Dywizjon Bombowy)
216th Bomber Escadrille (216. Eskadra Bombowa)
217th Bomber Escadrille (217. Eskadra Bombowa)

Luftwaffe operated two captured PZL.37s for testing purposes.

Royal Romanian Air Force
4th Bomber Group (Grupul 4 Bombardament)
76 Squadron (Escadrila 76)
77 Squadron (Escadrila 77)

Soviet Air Force operated three captured PZL.37s for testing purposes.

Planned

Belgian Air Force – Belgium bought a licence to build an unknown number in 1938, none could be built before the fall of Belgium in 1940.

Bulgarian Air Force ordered 12 PZL.37Cs.  The start of World War II did not allow them to be delivered.

Hellenic Air Force ordered 12 aircraft.
 Spanish Republic
Spanish Republican Air Force; not delivered.

Turkish Air Force ordered ten PZL.37Ds, materials for next 25 and license rights.

Yugoslav Royal Air Force ordered 20 PZL.37Cs.

Specifications (PZL.37B Łoś)

See also

References

Citations

Bibliography
Cynk, Jerzy B. The Polish Air Force at War: The Official History, Vol. 1, 1939–1943. Atglen, Pennsylvania: Schiffer Publishing, 1998
 Cynk, Jerzy B. Polish Aircraft, 1893–1939. London: Putnam & Company, 1971. .
 Cynk, Jerzy B. P.Z.L. P.37 Łoś (Aircraft in Profile, Number 258). Windsor, Berkshire, UK: Profile Publications, 1973.
 Cynk, Jerzy B.  Samolot bombowy PZL P-37 Łoś (In Polish). Warszawa, Poland: Wydawnictwa Komunikacji i Łączności, 1990. .
 Cynk, Jerzy B.; Bernad, D.; Braniewski; B.; Glass, A. and Kopański, T. PZL P.37 Łoś (In Polish with English summary). Gdansk, Poland: AJ-Press, 2007.
 Glass, Andrzej. Polskie Konstrukcje Lotnicze Vol. 3 (In Polish). Sandomierz, Poland: Wydawnictwo Stratus, 2008.
 Hawson, Gerald, Arms for Spain: The Untold Story of the Spanish Civil War. New York: St. Martin's Press, 1999.
 "The Elegant Elk...Poland's Unfortunate Bomber". Air International, October 1988, Volume 35, No. 4, pp. 193–198, 216–218.

1930s Polish bomber aircraft
World War II Polish medium bombers
PZL aircraft
Low-wing aircraft
Aircraft first flown in 1936
Twin piston-engined tractor aircraft

PZL.37 Łoś


Oelixdorf er en by og kommune i det nordlige Tyskland, beliggende i Amt Breitenburg under Kreis Steinburg. Kreis Steinburg ligger i den sydvestlige del af delstaten Slesvig-Holsten.

Geografi
Oelixdorf ligger tre kilometer øst for Itzehoe nord for floden Stör. I nærheden går Bundesstraße B206 og motorvejen A23.

Eksterne kilder/henvisninger

 Kommunens websted
 Statistikamt Nord – Bevölkerung der Gemeinden in Schleswig-Holstein 4. Quartal 2014 (XLSX-Data) (Fortschreibung auf Basis des Zensus 2011)

Byer i Slesvig-Holsten
Byer i Kreis Steinburg

Oelixdorf


فيركنيي لوموف  هي مدينة في مقاطعة بانزا أوبلاست في روسيا.

يبلغ عدد سكانها حوالي 4254 نسمة.

مراجع

أماكن مأهولة في مقاطعة بينزا

فيرخني لوموف (بينزا)


التعدين هو استخلاص المعادن القيمة، أو أي مواد جيولوجية أخرى من باطن الأرض، عادة (وليس دائماً) من جسم خام، أو عرق أو شق فحم. المواد التي نحصل عليها بالتعدين تتضمن البوكسيت، الفحم، النحاس، الذهب، الفضة، الألماس، الحديد، الفلزات الثمينة، الرصاص، الحجر الحبري، المكنسيت، النيكل، الفوسفات، الصخر النفطي، الملح الصخري، الصفيح، اليورانيوم والموليدنم. وأي مادة لا يمكن تنميتها بالعمليات الزراعية، أو خلقها اصطناعياً في معمل أو مصنع، فهي عادة يُحَصَّلُ عليها بالتعدين. فالتعدين بمعنى أعم يضم استخراج أي ثروة غير محددة (مثل النفط، الغاز الطبيعي، وحتى الماء).

تعدّ المعادن هي : العناصر الطبيعية، أو المركبات في القشرة الأرضية التي تتكون منها الصخور. يوجد حوالي 3500 نوع من المعادن، ويتشكل منها بلورات جميلة. وتعدّ الأحجار الكريمة والأملاح مثل الذهب وحتى الطلق من المعادن. ويحدد علماء الجيولوجيا نوع المعادن من خلال دراسة بعض خصائصها مثل اللون والشكل والصلابة.

أنواع التعدين :
1- الأشابة القديمة :
البرونز: هو خليط من معدني القصدير والنحاس. وهو صلب وله قدرة كبيرة على الاحتمال. تم صنع هذا الوعاء في الصين في العام 3000 قبل الميلاد تقريبا.

2-المعدن الروماني:
استخدم الرومان لأنابيب المياه معدناً يدعى (الرصاص) ؛ لأنه قابل للالتواء بسهولة، وقد قاموا بتسخين الخامة لاستخراج المعدن الخالص.

3- الألوان في عصر النهضة:

خلال عصر النهضة قام الرسامون بسحق المعادن ذي الألوان الزاهية ؛ ليصنعوا منها الصباغ، ومن ثم مزجوا هذا الصباغ مع الزيت لصنع الدهانات الجديدة.

4- المواد المستخدمة في الكتابة:

حين نكتب بواسطة قلم الرصاص، فنحن نستخدم معدناً و تسمى هذه المادة الرقيقة السوداء التي نجدها في أقلام الرصاص (الغرافيت).

قصة علب الألومنيوم:

1- الألومنيوم : هو معدن خفيف سهل التشكل، يصدر عن خامة «البوكسيت» التي تستخرج من مقالع الحجارة الضخمة ثم تؤخذ الخامة إلى معمل تكرير لاستخراج المعدن.

2- بهدف استخراج المعدن من الخامة، يتم تسخين البوكسيت الخام حتى يتعدى مرحلة الذوبان، وهذا ما يعرف بصهر المعادن، ثم يتم تحويل الألومنيوم المصهور إلى صفائح معدنية مسطحة.

3- وفي معمل آخر، يخضع الألومنيوم لتغييرات إضافية، إذ تتحول الصفائح المعدنية تدريجياً إلى آلاف العلب الصغيرة المستخدمة في حفظ المشروبات الفوّارة أو الأطعمة.

4- تحتوي الأرض على كمية من البوكسيت تكفي لثلاثمائة عام إلى الأمام، إلا أن تذويب نفاية الألومنيوم أقل تكلفة من استخراجه من المناجم، لذا ينبغي جمع وإعادة الدوران لأكبر عدد ممكن من علب الألومنيوم المستهلكة لاستعمالها مجدداً.

الدراسة
التعدين من تخصصات الكيمياء والهندسة الكيميائية. ويتطلب دراسة مواد مثل الغرويات.

أفريقيا
تتصدر شركات كندا الاستثمارات والمشاريع في القارة الإفريقية التي تحظى بدعم حكومي.

السعودية
 شركة التعدين العربية السعودية «معادن» تدير مناجم مهد الذهب والأمار والصخيبرات وبلغة والحجار للذهب ومعادن الأساس، والغزالة والزبيرة (بوكسيت) للمعادن الصناعية. وفي أقصى شمال السعودية يُستخرج الفوسفات من حزم الجلاميد وينقله قطار تعدين إلى معامل راس الخير المطلة على مياه الخليج.

طالع أيضاً
 مخلفات التعدين
 غطاء فوقي
 شوائب معدنية
 تعدين هيدرولي
 تنقيب كهربائي
 تعدين الغرف والأعمدة
 إشعال النيران

مصادر

الصحة والسلامة المهنية
تاريخ التعدين

تعدين


محمد هوائي أُسكفي كاتب وشاعر عجمية من البوسنة. مم اشتهر به تأليفه لأول قاموس للسان البوسني سنة 1632؛ إذ كان قاموسا بوسنيا-تركيا مقفى.

مراجع

أشخاص من توزلا
بشناق عثمانيون
شعراء البوسنة
كتاب بوسنيون
كتاب بشناقيون
كتاب عثمانيون في القرن 17
اللغة البوسنوية
مسلمون بوسنيون في الدولة العثمانية
مواليد 1601
مواليد عقد 1600
مواليد في توزلا
كتاب من توزلا

محمد هفاي أسكفي


Janne Natascha Giese (født 14. juli 1946 i København) er en dansk filminstruktør, filmproducer, journalist, dramaturg og feminist.

Giese blev student i 1968 og gik derefter på Københavns Universitet, hvor hun studerede fransk og filmvidenskab. Hun blev tidligt en af de rigtigt aktive og ledende skikkelser indenfor den nye kvindebevægelse.

Liv og karriere
1968 var et år fuld af oprør, og ungdomsoprøret var allerede godt i gang. Janne Giese deltog i alskens politiske og kulturelle aktiviteter. Både hun og søsteren Suzanne Giese skrev bl.a. i undergrundsbladet Hovedbladet, oversatte amerikanske feministiske bøger, og skrev bl.a. sammen med en større gruppe feminister og professionelle bogen Kvinder og psykiatri (1976).

Rødstrømpebevægelsen (1970) resulterede for Janne Giese i en større produktion af artikler og kronikker om ligestilling, og hun rejste landet rundt, holdt foredrag og sad i mange paneldiskussioner. I 1970 begyndte hun at arbejde på DR's kulturafdeling i radiohuset og senere søgte hun også ind på Filmskolens kurser.

I 1974 lavede hun sin første dokumentarfilm Kvindefestival 74, og i 1976 var hun  medlem af "The Women's Film Festival" i København, som viste kvindefilm fra hele verden.

Janne Giese lavede en række dokumentarfilm og blev i 1982-86 ansat som dramaturg på DRs TV-teatret.

I 1987 instruerede hun fiktionsfilmen Den lykkelige tragedie på DRs TV-teatret. Giese arbejdede også til tider som producer bl.a. på Franz Ernsts film Mellem himmel og jord og på Ove Nyholms Ondskabens anatomi. Senere var hun producer på ATAWULFF, en tv-serie i 4 dele på TV 2 instrueret af Esben Høilund-Carlsen. Af Gieses egne dokumentarfilm kan bl.a. nævnes titlerne En by uden hukommelse om en jødisk by i Polen og den skæbne, der overgik den, da nazisterne besatte landet, og Skæbnebilledet om en galleriejer i Firenze, som ejer et maleri, som han hævder er malet af Velázquez i ca. 1650 og dermed meget værdifuldt. Filmen tester via specialister denne påstand.

Foruden filmarbejdet var Giese også aktiv i Danske Filminstruktørers bestyrelse (1995-2000) og blev i en årrække den danske repræsentant i FERA (1995-2002), den internationale europæiske filminstruktørorganisation med hovedkvarter i Bruxelles, og i de sidste par år var hun vicepræsident. I 1999 var Giese medstifter af og bestyrelsesmedlem i WIFT (Women In Film And Television).

Som initiativtager til en ny international filmfestival blev hun festivaldirektør for Copenhagen International Film Festival (CIFF) i 2002-2007. Filmfestivalen blev som den første danske et internationalt mødested for filmfolk, med etablering af juryer af professionelle filmfolk fra flere lande, og mange store navne blev bragt til København. På den første filmfestival i 2003 var den græske filmkunstner Theo Angelopoulos således juryformand og med bl.a. Jan Troell som jurymedlem og Liv Ullmann som æresgæst. CIFF blev finansieret af Filminstituttet, Københavns Kommune, Kulturministeriet m.fl.

Herefter var Giese executive producer på European Film Academys Award show i København i 2008, som leder af det danske crew.

Fra 2010 genoptog Giese arbejdet som filmproducer og dramaturg, og hun sidder desuden i bestyrelsen for kunstnerhuset Skandinavisk Forening i Rom.

Janne Giese er mor til Morten Giese, Louise Giese og Sara Giese Camre.

Filmografi
Følgende film er instrueret af Janne Giese:
 Kvindefestival '74 (1974)
 Plantagens lange skygger (1979)
 Ni måneder – en beslutningsproces (1982)
 Den lykkelige tragedie (1987)
 En plads i skolen (1990)
 Sagen på spidsen (1992)
 En by uden hukommelse (1994/95)
 Skæbnebilledet (1998)
 Prinsen af Firenze (1999)
Som producer:
 Mellem himmel og jord, instrueret af Franz Ernst (1988)
 ATAWULFF, instrueret af Esben Høilund Carlsen (1996/97)
 Mik Schacks Hjemmeservice (2001)
 Ondskabens anatomi, instrueret af Ove Nyholm (2005)

Eksterne henvisninger

Personer fra København
Kvindelige filminstruktører fra Danmark
Filmproducere fra Danmark
Personer i Kraks Blå Bog

Janne Giese


Teologia morții lui Dumnezeu se referă la o serie de idei ale unor diverși teologi și filosofi care încearcă să explice creșterea secularismului și abandonarea credinței tradiționale în Dumnezeu. Ei susțin că Dumnezeu a încetat să existe și răspândesc această ipoteză. Deși teologii au folosit ocazional expresia "Dumnezeu este mort" a lui Friedrich Nietzsche pentru a evidenția reducerea credinței în Dumnezeu, acest concept a dobândit o popularitate tot mai mare în anii 1950 și 1960, după care a început din nou să fie uitat. Curentul teologic care propovăduiește moartea lui Dumnezeu este menționat, uneori, sub denumirea de teotanatologie, care derivă din cuvintele grecești theos (Dumnezeu) și thanatos (moarte). Principalii susținători ai acestei teologii radicale au fost teologii creștini Gabriel Vahanian, Paul van Buren, William Hamilton, John Robinson, Thomas J. J. Altizer, Mark C. Taylor, John D. Caputo și Peter Rollins, precum și rabinul Richard L. Rubenstein.

Istoric

Interpretări revizioniste
Tema "morții" lui Dumnezeu a devenit mai explicită în teozofia misticului William Blake din secolele al XVIII-lea și al XIX-lea. În cărțile sale ornate cu miniaturi el a respins dogmatismul creștinismului contemporan și, ghidat de viziunile sale, a examinat ideile teologice apocaliptice, distructive și întunecate. În plus, Blake a refuzat să privească răstignirea lui Isus ca o simplă moarte trupească și a văzut în acest eveniment mai degrabă o kenoză, o "golire" de slava divină. După cum scrie Altizer, Blake "celebrează o mișcare istorică și cosmică a dumnezeirii, care culminează cu moartea lui Dumnezeu".

Filozofia secolului al XIX-lea
În secolul al XIX-lea, ideea morții lui Dumnezeu a intrat în conștiința filosofică prin intermediul scrierilor filosofului german Georg Wilhelm Friedrich Hegel. Bazându-se pe misticismul lui Jakob Böhme și pe idealismul lui Johann Gottlieb Fichte și Friedrich Wilhelm Schelling, Hegel a încercat să revizuiască idealismul lui Immanuel Kant prin introducerea unei metodologii dialectice. Hegel a adaptat această dialectică la problema teologică principală, natura lui Dumnezeu, și a susținut că Dumnezeu (Absolut sau Tatăl) este negat radical de întruparea concretă a lui Dumnezeu (Hristos sau Fiul). Această negare este negată ulterior cu ocazia Răstignirii lui Isus, care a determinat apariția Duhului Sfânt, o formă atât concretă (biserica), cât și absolută (comunitatea spirituală) a lui Dumnezeu. Prin urmare, conform gândirii hegeliene, moartea lui Dumnezeu nu are ca rezultat o negativitate strictă, ci, mai degrabă, permite apariția unei revelații depline a lui Dumnezeu: Conștiința Absolută.

Unul dintre cei mai cunoscuți susținători ai "morții lui Dumnezeu" a fost filozoful protoexistențialist german Friedrich Nietzsche, care a fost responsabil în mare măsură cu răspândirea expresiei "Dumnezeu este mort" () în conștiința publică. Această expresie apare pentru prima dată în volumul volumul Știința voioasă (în ) (1882) al lui Nietzsche, în secțiunile 108 (Noi lupte), 125 (Nebunul) și pentru a treia oară în secțiunea 343 (Seninătatea noastră). Este întâlnită, de asemenea, în cartea Așa grăit-a Zarathustra (în ) a lui Nietzsche, care a contribuit la popularizarea acestei afirmații. Ideea este menționată în secțiunea "Nebunul", astfel:

Dumnezeu a murit! Dumnezeu rămâne mort! Și noi l-am ucis! Cum să ne consolăm noi, ucigașii ucigașilor? Cel mai sfânt și mai puternic din tot ce-a avut lumea până acum și-a pierdut sângele sub cuțitele noastre - cine ne spală de acest sânge? Cu ce apă ne-am putea curăța? Ce ispășiri, ce jocuri sfinte va trebuie să inventăm? Nu este oare dimensiunea acestei fapte prea mare pentru noi? Nu trebuie să devenim noi înșine zei pentru a părea cel puțin demni de ea?Nietzsche, Știința voioasă, secțiunea 125, traducere de Simion Dănilă

Teologia și filozofia secolului al XX-lea
Deși a precedat mișcarea formală care susținea moartea lui Dumnezeu, proeminentul teolog protestant din secolul al XX-lea Paul Tillich a continuat să aibă o influență ridicată în acest domeniu. Inspirat de scrierile lui Friedrich Nietzsche, Friedrich Wilhelm Schelling și Jakob Böhme, Tillich a dezvoltat noțiunea de Dumnezeu ca "fundament al Ființei" și ca răspuns la nihilism. O idee centrală o constituie respingerea de către Tillich a teismului tradițional și insistența cu privire la "un Dumnezeu deasupra Dumnezeului teismului". În cartea Curajul de a fi el scrie:

Curajul de a accepta anxietatea lipsei de sens este linia de frontieră până la care poate merge curajul de a fi. Dincolo de el este doar neființa. Aici toate formele de curaj sunt restabilite în puterea unui Dumnezeu deasupra Dumnezeului teismului. Curajul de a fi își are fundamentul în Dumnezeul care apare atunci când Dumnezeu a dispărut în neliniștea îndoielii.

În 1961 a fost publicat studiul "The Death of God" al lui Gabriel Vahanian. Autorul, un teolog creștin protestant francez, susținea că cultura seculară modernă a pierdut capacitatea de percepție a sacrului, nemaifiind capabilă să înțeleagă semnificația sacramentelor sau sensul providenței și nici să aibă un scop transcendental. El a concluzionat că "Dumnezeu este mort" pentru omul modern. În viziunea lui Vahanian era necesară o cultură postmodernă și postcreștină pentru a crea o experiență nouă a divinității.

Altizer a elaborat o teologie radicală a morții lui Dumnezeu care a atras atenția asupra lui William Blake, asupra gândirii hegeliene și a ideilor lui Nietzsche. El a conceput teologia ca o formă de poezie în care imanența (prezența) lui Dumnezeu putea fi întâlnită în comunitățile de credință. Cu toate acestea, el nu a mai acceptat posibilitatea afirmării credinței într-un Dumnezeu transcendent. Altizer a concluzionat că Dumnezeu s-a întrupat în Hristos și și-a răspândit spiritul imanent care a rămas în lume, chiar dacă Isus a murit. Spre deosebire de Nietzsche, Altizer credea că Dumnezeu a murit cu adevărat. El a fost considerat principalul exponent al mișcării care propovăduia moartea lui Dumnezeu.

Richard L. Rubenstein a reprezentat acea margine radicală a gândirii evreiești care a apărut sub impactul Holocaustului. El a afirmat, pe baza Cabalei, că Dumnezeu a "murit" într-un sens tehnic atunci când a creat lumea. Cu toate acestea, pentru cultura evreiască modernă, moartea lui Dumnezeu a avut loc la Auschwitz. Deși moartea propriu-zisă a lui Dumnezeu nu a avut loc atunci, acesta a fost momentul în care omenirea a înțeles ideea că un Dumnezeu teist nu poate exista. Potrivit celor afirmate în scrierile lui Rubenstein, nu mai era posibil să crezi într-un Dumnezeu teist ortodox/tradițional al legământului avraamic; Dumnezeu este, mai degrabă, un proces istoric.

Deși legătura directă între teoria critică lacanian-marxistă a lui Slavoj Žižek și curentul de gândire care propovăduia moartea lui Dumnezeu nu este neapărat evidentă, lectura hegeliană a creștinismului, susținută cel mai vizibil în The Monstrosity of Christ (2009), se pretează puternic acestei tradiții. Influențat în mare măsură de Dietrich Bonhoeffer și G. K. Chesterton, Žižek susține o variantă de ateism creștin, care depinde mai mult sau mai puțin de context. Cartea Žižek and Theology (2008) a lui Adam Kotsko a subliniat o legătură directă între Žižek și acest curent de gândire teologică. Inițial, comentatorii au respins energic această legătură, dar după publicarea cărții The Monstrosity of Chris și dezbaterile ulterioare, relația directă dintre Žižek și Thomas Altizer a devenit clară.

Teologie

Secularismul
Vahanian, Van Buren și Hamilton sunt de acord că ideea transcendenței și-a pierdut locul semnificativ în gândirea modernă. Conform normelor gândirii moderne seculare contemporane, Dumnezeu este mort. În a răspunde la acest colaps de transcendență, Vahanian propune un radical post-Creștină alternativă la tradiționale teismul. Ca răspuns la colapsul transcendenței, Vahanian propune o alternativă postcreștină radicală la teismul tradițional. Van Buren și Hamilton au oferit poporului secularist modelul uman al lui Isus care a propovăduit iubirea semenilor și a acționat pe baza acestei iubiri.

Existența lui Dumnezeu
Adepții teoriei morții lui Dumnezeu dezbat aprins măsura în care Dumnezeu poate fi considerat ca fiind "mort". Potrivit celor mai vehiculate ipoteze, Dumnezeu ar fi murit literalmente întrupat pe cruce sau în momentul creației. Thomas J. J. Altizer rămâne principalul susținător al acestei teorii. O altă ipoteză susține că "moartea lui Dumnezeu" este o metaforă a existenței lui Dumnezeu fără legătură cu specia umană.

Coperta revistei Time
Coperta ediției din 8 aprilie 1966 a revistei americane Time a pus întrebarea: "Dumnezeu este mort?" ("Is God Dead?"), iar articolul însoțitor analiza creșterea ateismului în America în acea vreme, precum și popularitatea în creștere a teologiei morții lui Dumnezeu.

Note

Bibliografie

Lectură suplimentară

Legături externe
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 .

Ateism
Mișcări teologice creștine

Teologia morții lui Dumnezeu


Los Dioses Exteriores son un tipo de deidad de los Mitos de Cthulhu, basados en los relatos de H.P. Lovecraft. Si bien fue Lovecraft quien creó a los Dioses Exteriores más conocidos, muchos de ellos también fueron inventados por otros escritores, incluso después de la muerte de Lovecraft.

Descripción
Los Dioses Exteriores son las más grandiosas deidades de los Mitos, quienes son descritos como auténticos dioses o simplemente como fuerzas o principios del cosmos. Los Dioses Exteriores son conocidos y temidos en casi todo el universo y son regidos por Azathoth, dios exterior que tiene su corte en el centro del universo; donde un grupo de Dioses Exteriores bailan rítmicamente alrededor de él, al son de la melodía de una flauta. Entre los Dioses Exteriores presentes en la corte de Azathoth también existen Dioses Exteriores menores. Nyarlathotep, el "caos reptante", es el avatar y el alma de los Dioses Exteriores, y sirve de intermediario entre las deidades del panteón y sus cultos. Este es el único Dios Exterior en tener una verdadera personalidad, aunque Nyarlathotep posee, desde el punto de vista humano, una inteligencia maligna.

Lista de Dioses Exteriores aparecidos en textos de Lovecraft
 Azathoth
 Yog-Sothoth
 Shub-Niggurath
 Nyarlathotep
 Tulzscha
 Tru'nembra
 Nyog'Sothep
 cthulhu

Véase también
 Primigenio

Referencias

Razas de los Mitos de Cthulhu
Deidades ficticias

Dioses Exteriores


Norbert Gerwald Hofer (n. 2 martie 1971, Vorau, Steiermark, Austria) este un politician austriac, candidatul partidului populist FPÖ la alegerile prezidențiale din 2016.

Note

Nașteri în 1971
Nașteri pe 2 martie
Austrieci

Norbert Hofer


São Miguel dos Campos es un municipio brasileño del Estado de Alagoas. Su población estimada en censo 2010 era de 54.522 habitantes.
Su economía se basa en la explotación del petróleo, gas natural, agricultura y ganadería.

Referencias

Localidades de Alagoas

São Miguel dos Campos


Daniel Colby Lopez (28. svibnja, 1986.) je američki profesionalni hrvač. On je trenutno pod ugovorom za WWE gdje na Raw brendu nastupa pod imenom u ringu Seth Rollins.

Rani život
Colby Lopez je rođen 28. svibnja 1986. u Buffalu, Iowi. On je armenskog, njemačkog i irskog podrijetla. Njegovo prezime Lopez dolazi od njegovog meksičko-američkog očuha. On je pohađao Davenport West High School i završio svoju srednju školu u 2004. Kao tinejdžer bio je povučeni obožavatelj  roka i heavy metala koji je živio povučenim stilom života. Rollins je trenirao u školi profesionalnog hrvanja koju je osnovao Danny Daniels na granici između Chicaga i Oak Parka u Illinoisu.

Privatni život
Lopez živi u Molini, Illinoisu. On je ateist.

Izvori

Vanjske poveznice

 Seth Rollins na WWE.com
 Seth Rollins na Facebooku
 Seth Rollins na Twitteru
 Colby Lopez na IMDB-u

Američki kečeri

Seth Rollins


An Triphora hassleriana in uska species han Liliopsida nga syahan ginhulagway ni Célestin Alfred Cogniaux, Robert Hippolyte Chodat ngan Emil Hassler, ngan ginhatag han pagkayana nga asya nga ngaran ni Schltr.. An Triphora hassleriana in nahilalakip ha genus nga Triphora, ngan familia nga Orchidaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Triphora (Orchidaceae)

Triphora hassleriana


Bess Meredyth (12. februar 1890 – 13. juli 1969) var en amerikansk manuskriptforfatter og stumfilmsskuespiller. Hun var gift med instruktør Michael Curtiz.
Meredyth skrev Florentinske Nætter (1934) og Ikke mistænkt, baseret på romanen The Unsuspected af Charlotte Armstrong. Hun var en ud af de 36 stiftere af Academy of Motion Picture Arts and Sciences.

I 1930 blev hun nomineret til to Oscar for bedste manuskript for filmene En Kvinde uden Moral og Kvindens Magt.

Biografi
Meredyth startede i en ung alder som performer og forfatter. Hendes far var chef for et lokalt teater, og hun spillede klaver gennem hele hendes barndom.
På opfordring fra hendes engelsklærer, begyndte Meredyth også at skrive fiktion.
Som 13-årig henvendte hun sig til den lokale avisredaktør for at komme til at skrive en fiktionsklumme. For hver historie hun skrev til avisen, fik hun 1 dollar, hvilket gjorde dette til hendes første betalte arbejde som forfatter.

Meredyth startede sin karriere i underholdningsbranchen i Vaudeville som komiker. For det meste sang hun og udførte monologer, mens hun selv spillede klaver. En form hun kaldte en "pianolog".

Meredyth startede sin filmkarriere som statist hos D. W. Griffiths Biograph-studio i New York, indtil hun flyttede til Los Angeles i 1911.

Meredyth mødte Wilfred Lucas i 1911, da han opfordrede hende til at forfølge filmskuespil.
Året efter arbejdede de sammen på kortfilmen A Sailor's Heart, den første af mange kunstneriske samarbejder. Parret blev gift i 1917 sammen fik de sønnen, John Meredyth Lucas.

I 1918 rejste Meredyth og Lucas til Australien for at arbejde med den australske sportsmand Snowy Baker. De lavede tre film sammen: The Man from Kangaroo (1920), The Jackeroo of Coolabong (1920) og The Shadow of Lightning Ridge (1921). På de første to film var Meredyth medinstruktør.
Hun var nok den første professionelle manuskriptforfatter til at arbejde i Australien.
De blev gift i 1929 og prøvede, uden held, at starte en produktionsenhed hos MGM studier i 1946.

Meredyth og Lucas blev skilt i 1927.

Meredyth mødte instruktøren Michael Curtiz kort tid efter han var ankommet til USA, mens de begge arbejdede på Warner Brothers Studio
Selvom hun ofte var ukrediteret, har Meredyth bidraget til flere af Curtiz' projekter. Mest bemærkelsesværdigt var at han flere gange om dagen spurgte efter inputs fra Meredyth mens han filmede sin mest succesfulde film casablanca.

Meredyth og Curtiz blev separeret to gange; først i 1941 og igen i 1960. Men de holdt kontakten efter denne separation, og CUrtiz inkluderede hende i sit testamente inden sin død i 1962.

I hele sin tid på MGM studios havde Meredyth hovedsagelig arbejdet under Irving Thalberg. Da han døde i 1936, droppede de nye MGM chefer Meredyths kontrakt. Meredyth besluttede sig for at stoppe som professionel manuskriptforfatter. På trods af dette er hun krediteret på tre filmproduktioner efter hun trak sig tilbage: Zorros mærke (1940), En Nat i Rio (1941)
og Ikke mistænkt (1947)

Meredyth døde i 1969, 79 år gammel.

Referencer

Eksterne henvisninger

Manuskriptforfattere fra USA
Filmskuespillere fra USA

Bess Meredyth


Teurgia (; din Greaca veche θεουργία, teourgia) descrie practicarea ritualurilor, descrise uneori ca fiind de natură magică, efectuate pentru a invoca acțiunea sau a evoca prezența lui Dumnezeu sau a mai multor zei (sau divinități), cu scopul principal de a efectua henoza (uniunea cu divinul) și perfecționarea propriului sine.

Definiții
Proclus (cca. 480): teurgia este "o putere mai înaltă decât întreaga înțelepciune umană, cuprinzând binecuvântările divinației, puterile purificatoare ale inițierii și, într-un cuvânt, toate operațiile posesiunii divine"
Keith Thomas: "Magia spirituală sau teurgia se baza pe ideea că cineva poate ajunge la Dumnezeu într-o ascensiune pe scala creației prin intermediul riguros curs de rugăciune, post și devotament elaborat."
Pierre A. Riffard: "Teurgia este un tip de magie. Aceasta constă într-o serie de practici magice efectuate pentru a evoca spirite benefice pentru a le vedea sau cunoaște sau pentru a le influența, de exemplu forțându-le să animeze o statuie, să rezide în ființa umană (precum un medium), sau să dezvăluiască mistere."

Neoplatonism
Teurgie înseamnă "lucrare divină". Prima utilizare înregistrată a termenului se găsește în lucrarea neo-platonică de la jumătatea celui de-al doilea secol Oracolele din Caldeea (Fragment 153 des Places - Paris, 1971): "Deoarece teourgoí nu cad sub turma condusă de soartă". Rădăcina teurgiei vestice poate fi găsită în filozofia ultimilor neoplatoniștilor, în special Iamblichus din Chalkis. În ultima etapă a neoplatonismulului, Universul spiritual este privit ca o serie de emanații provenite din Unu. Din Unul a emanat Mintea Divină (Nous) și în schimb, din Mintea Divină a emanat Sufletul Lumii (Psyche). Neoplatoniștii au pretins că Unul este absolut transcendent și, în emanații, nimic din mai înalt (sus) nu s-a pierdut sau transmis în mai jos (sub), care a rămas nemodificat de către emanațiile inferioare.

Deși neoplatoniștii sunt considerați polteiști, aceștia au îmbrățișat o formă de monism.

Pentru Plotin, cât și pentru învățătorii lui Iamblichus Anatolie din Laodiceea și Porfir, aceste emanații sunt:
 La Tot (La Hen) (τό ἕν), Unul: Zeitate fără calități, denumită uneori Binele.
 Nous (Νοῦς), Mintea: Conștiință universală, din care începe
 Psihe (Ψυχή), Suflet: Include atât sufletul individual cât și pe cel al lumii, conducând în final la
 Fizis (Φύσις), Natură.

Plotin a îndemnat la contemplație pe cei ce doreau să practice teurgia, scopul căreia era reunificarea cu Divinul (denumită henoză). În acest fel, cursurile sale se aseamănă unei școli de meditație sau contemplație.

Vezi și
 Ermetism

Note

Misticism
Neoplatonism

Teurgie


Grup Pan, 1989 yılında Lozan'da düzenlenen 34. Eurovision Şarkı Yarışması'nda Türkiye'yi temsil eden müzik grubudur.

Hazal Selçuk, Sarper Semiz, Vedat Sakman ve Arzu Ece'den oluşan Pan, adını ulusal elemeden sonra almıştır. Grup, 6 Mayıs 1989'da düzenlenen yarışmada, aynı zamanda üyelerden Hazal Selçuk'un babası olan ünlü müzisyen Timur Selçuk'un yazdığı "Bana Bana" adlı şarkıyı seslendirmiştir. Türkiye aldığı beş puanla 22 ülke arasında 21. olmuştur.

Kaynakça

Dış bağlantılar
 Discogs'ta Pan
 Last.fm'de Pan

Türk müzik grupları
1989 Eurovision Şarkı Yarışması yarışmacıları
Türkiye'nin Eurovision Şarkı Yarışması yarışmacıları

Grup Pan


Abu Nasri Mansur ibn Ali ibn Iraq al-Jaʿdī (; c. 960 – 1036) was a Persian Muslim mathematician and astronomer. He is well known for his work with the spherical sine law.

Abu Nasr Mansur was born in Gilan, Persia, to the ruling family of Khwarezm, the Afrighids. He was thus a prince within the political sphere. He was a student of Abu'l-Wafa and a teacher of and also an important colleague of the mathematician, Al-Biruni. Together, they were responsible for great discoveries in mathematics and dedicated many works to one another.

Most of Abu Nasri's work focused on math, but some of his writings were on astronomy.  In mathematics, he had many important writings on trigonometry, which were developed from the writings of Ptolemy. He also preserved the writings of Menelaus of Alexandria and reworked many of the Greeks theorems.

He died in the Ghaznavid Empire (modern-day Afghanistan) near the city of Ghazna.

References

Further reading
  (PDF version)

External links
 Digitized manuscript () - Folios 8A-12A, Sprenger 1876 (Berlin State Library)

10th-century Iranian mathematicians
960s births
1036 deaths
Scientists who worked on qibla determination
10th-century Iranian astronomers
11th-century Iranian astronomers
Astronomers of the medieval Islamic world
Scholars from the Ghaznavid Empire
People from Gilan Province

Abu Nasr Mansur


Guy Mountfort  (4 December 1905 – 23 April 2003) was an English advertising executive, amateur ornithologist and conservationist. He is known for writing the pioneering A Field Guide to the Birds of Britain and Europe, published in 1954.

Biography

Born in London, Mountfort was the writer of the 1954 A Field Guide to the Birds of Britain and Europe, with illustrations by Roger Tory Peterson and distribution maps by Philip Hollom. The book was the first to provide a portable, accurate, illustrated guide to essentially all birds likely to be seen in Britain, and its design influenced all subsequent field guides.

In 1961 he created the World Wide Fund for Nature (back then the World Wildlife Fund) with Victor Stolan, Sir Julian Huxley, Sir Peter Scott and Max Nicholson. In 1956 he led a n expedition to the Coto Donana with the resulting Book Portrait of a Wilderness illustrated by Eric Hosking. In 1963, he led a party of naturalists and including Huxley, George Shannon James Ferguson-Lees and D. Ian M. Wallace which made the first ornithological expedition to Azraq in Jordan. The expedition's recommendations eventually led to the creation of the Azraq Wetland Reserve and other protected areas. Papers from the expedition are in the United Kingdom's National Archives. He was appointed an OBE in 1970, for services to ornithology. In 1972 he led the campaign to save the Bengal tiger, persuading Indira Gandhi to create nine tiger reserves in India, with eight others in Nepal and Bangladesh.

Bibliography

 The Hawfinch (1957) New Naturalist Monograph No.15. Collins: London.
 Portrait of a Wilderness: The story of the Coto Doñana Expeditions (1958) Hutchinson: London.
 2nd edition (1968) David & Charles: Newton Abbott.
 Portrait of a River: the wildlife of the Danube from the Black Sea to Budapest (1962) Hutchinson: London.
 Portrait of a Desert: the story of an expedition to Jordan (1965) Collins: London.
 The Vanishing Jungle: the story of the World Wildlife Fund Expeditions to Pakistan (1969) Collins: London.
 Tigers (1973) David & Charles: Newton Abbott.
 So Small a World (1974) Hutchinson: London.
 Back from the Brink – Successes in wildlife conservation (1978) Hutchinson: London.
 Saving the Tiger (1981) Michael Joseph: London.
 A field guide to the birds of Britain and Europe by Roger Peterson, Guy Mountfort, P.A.D. Hollom. Collins, 1954
 1965 edition: revised and enlarged in collaboration with I.J. Ferguson-Lees and D.I.M. Wallace
 1971 impression:
 2004 edition:
 With a foreword by Sir Peter Scott
 Dedicated: "For Anna, Paul, Oliver and Stephen, who one day will know why Grandpa thought the protection of wildlife so important for their future."
Wild India – The Wildlife and Landscapes of India by Guy Mountfort, Hashim Tyabji and Gerald Cubitt, New Holland Publishers – 2007 – 3rd Edition:

References

External links
Guardian obituary
 Guy Mountfort, Julian Huxley and others started WWF

1905 births
2003 deaths
Scientists from London
English ornithologists
New Naturalist writers
Officers of the Order of the British Empire
20th-century British zoologists

Guy Mountfort


is a Japanese multinational engineering, electrical equipment and electronics corporation headquartered in Tokyo, Japan. MHI is one of the core companies of the Mitsubishi Group and its automobile division is the predecessor of Mitsubishi Motors.

MHI's products include aerospace and automotive components, air conditioners, elevators, forklift trucks, hydraulic equipment, printing machines, missiles, tanks, power systems, ships, aircraft, railway systems, and space launch vehicles. Through its defense-related activities, it is the world's 23rd-largest defense contractor measured by 2011 defense revenues and the largest based in Japan.

History

In 1857, at the request of the Tokugawa Shogunate, a group of Dutch engineers were invited, including Dutch naval engineer Hendrik Hardes, and began work on the Nagasaki Yotetsusho (), a modern, Western-style foundry and shipyard near the Dutch settlement of Dejima, at Nagasaki. This was renamed Nagasaki Seitetsusho () Nagasaki Iron (Steel) Foundry in 1860, and construction was completed in 1861. Following the Meiji Restoration of 1868, the shipyard was placed under control of the new Government of Meiji Japan. The first dry dock was completed in 1879.

In 1884, Yataro Iwasaki, the founder of Mitsubishi, leased the Nagasaki Seitetsusho from the Japanese government, renamed it the Nagasaki Shipyard & Machinery Works () and entered the shipbuilding business on a large scale. Iwasaki purchased the shipyards outright in 1887. In 1891, "Mitsubishi Heavy Industries - Yokohama Machinery Works" was started as Yokohama Dock Company, Ltd. Its main business was ship repairs, to which it added ship servicing by 1897. The works was renamed Mitsubishi Shipyard of Mitsubishi Goshi Kaisha in 1893 and additional dry docks were completed in 1896 and 1905.

The "Mitsubishi Heavy Industries - Shimonoseki Shipyard & Machinery Works" was established in 1914. It produced industrial machinery and merchant ships.

The Nagasaki company was renamed Mitsubishi Shipbuilding & Engineering Company, Ltd. in 1917 and again renamed as Mitsubishi Heavy Industries in 1934. It became the largest private firm in Japan, active in the manufacture of ships, heavy machinery, airplanes and railway cars. Mitsubishi Heavy Industries merged with the Yokohama Dock Company in 1935. From its inception, the Mitsubishi Nagasaki shipyards were heavily involved in contracts for the Imperial Japanese Navy. The largest battleship Musashi was completed at Nagasaki in 1942. These connections made Nagasaki a target for strategic bombing during World War II by the Allied air forces, which later dropped an atomic bomb on the city on August 9, 1945. This attack, following the atomic bombing of Hiroshima three days earlier, dealt a devastating blow to the Japanese leadership, contributing to the surrender of Japan six days later.

The Kobe Shipyard of Mitsubishi Goshi Kaisha was established in 1905. The Kobe Shipyard merged with Mitsubishi Heavy Industries in 1934. The Kobe Shipyard constructed the ocean liner Argentina Maru (later repurposed as the aircraft carrier Kaiyo), and the submarines the I-19 and I-25.

Following the dissolution of the zaibatsu after the surrender of Japan at the end of World War II, Mitsubishi divided into three companies in January 1950: Mitsubishi Nagasaki became West Japan Heavy Industries, Ltd, the Kobe Shipyard became Central Japan Heavy-Industries, Ltd., and the Yokohama branch became East Japan Heavy-Industries, Ltd. On 28 April 1952 the Occupation of Japan ended, which meant that the ban on using zaibatsu names was lifted. Accordingly, all three companies changed names again on 7 May 1952: West Japan Heavy Industries (the Nagasaki Shipyard) was renamed Mitsubishi Shipbuilding & Engineering Co., Ltd., Central Japan Heavy Industries, Ltd. was renamed Shin-Mitsubishi Jukogyo K.K. (also trading as Mitsubishi Heavy Industries, Reorganized, Ltd.; shin meaning "New"), while East Japan Heavy-Industries became Mitsubishi Nippon Heavy Industries.

In 1964, the three independent companies from the 1950 break-up were merged into Shin-Mitsubishi Jukogyo and became Mitsubishi Heavy Industries, Ltd. The Nagasaki works was renamed the Nagasaki Shipyard & Engine Works. The Kobe works was renamed the 'Mitsubishi Heavy Industries - Kobe Shipyard & Machinery Works'.

In 1970, MHI's automobile parts department became an independent company as Mitsubishi Motors.

In 1974, its Tokyo headquarters was targeted in a bombing that killed eight people.

MHI participated in a ¥540 billion emergency rescue of Mitsubishi Motors in January 2005, in partnership with Mitsubishi Corporation and Mitsubishi Tokyo Financial Group. As part of the rescue, MHI acquired ¥50 billion of Mitsubishi Motors stock, increasing its ownership stake to 15 percent and making the automaker an affiliate again. The emergency rescue was carried out 4 years after a product recall scandal in Japan that was triggered by accusations of Mitsubishi Motors allegedly trying to systematically hide manufacturing defects to avoid recalls, and marketing problems in the US.

In October 2009, MHI announced an order for up to 100 regional jets from the United States-based airline Trans States Holdings.

MHI entered talks with Hitachi in August 2011 about a potential merger of the two companies, in what would have been the largest merger between two Japanese companies in history. The talks subsequently broke down and were suspended.

In November 2012, MHI and Hitachi agreed to merge their thermal power generation businesses into a joint venture to be owned 65% by MHI and 35% by Hitachi. The joint venture began operations in February 2014 and ended in 2020, as Hitachi transferred its shares to MHI.

In June 2014 Siemens and MHI announced their formation of joint ventures to bid for Alstom's troubled energy and transportation businesses (in locomotives, steam turbines, and aircraft engines). A rival bid by General Electric (GE) has been criticized by French government sources, who consider Alstom's operations as a "vital national interest" at a moment when the French unemployment level stands above 10% and some voters are turning towards the conservative party. GE's proposal ultimately prevailed.

MHI had entered the high-speed train business in 1995, with the manufacture of the MLX01 SCMaglev car, a business it exited in 2017 after struggling with the development costs of the Mitsubishi SpaceJet, and disagreements with Central Japan Railway Company over the manufacturing costs of the SCMaglev cars.

In February 2021, MHI sold its machine tools business MHI Machine Tool Co. to Nidec.

Operations

Aerospace
MHI has aerospace facilities in Nagoya, Aichi, Komaki, Aichi and Mississauga, Canada.

In the 1950s the company began to re-enter the aerospace industry in earnest. Along with other major Japanese companies it was involved in design and production of the NAMC YS-11, the first Japanese airliner to enter production after World War II. In 1956 work started on the design of the Mitsubishi MU-2, which became the company's first postwar aircraft design.

In the defense sector, MHI has produced jet fighters for the Japan Air Self-Defense Force and anti-submarine helicopters for the Japan Maritime Self-Defense Force, as well as aero-engines, missiles and torpedoes. It produced North American F-86 Sabre, Lockheed F-104 Starfighter and McDonnell Douglas F-4 Phantom II fighters. It manufactured 139 Mitsubishi F-15J fighter aircraft from 1981 and produced 200 Sikorsky S-70 family Mitsubishi H-60 helicopters from 1989, in both cases under license production. The company also plays an important role in the Japanese Ballistic Missile Defense System program.

In the space systems sector, MHI is the producer of the H-IIA and H-IIB launch vehicles, Japan's main rockets, and provides launch services for national institutions and companies around the world. The clients include JAXA, KARI, Mohammed bin Rashid Space Centre, and Inmarsat. The company is also involved in the International Space Station program as a cargo spaceship contractor.

On 1 April 2008, MHI established Mitsubishi Aircraft Corporation as a subsidiary to develop and produce the MRJ or Mitsubishi Regional Jet, a 70 to 90 passenger regional airliner. MHI is the majority shareholder of the new company, with Toyota Motor Corporation owning 10%.

On December 12, 2012, MHI acquired Pratt & Whitney Power Systems, the small gas turbine business of United Technologies.

In the civil aircraft sector, MHI develops and manufactures major airframe components, including fuselage panels for the Boeing 777 and composite-material wing boxes for the 787. In June 2014, the company joined four other major Japanese companies in signing an agreement to build parts for Boeing's 777X aircraft.

On 25 June 2019, MHI announced the acquisition of Bombardier Aviation's CRJ programme, in a deal expected to close in the first half of 2020, subject to regulatory approval. MHI will benefit from Bombardier's global expertise in areas ranging from engineering and certification to customer relations and support, boosting its SpaceJet (formerly MRJ) programme, and potentially enabling the SpaceJet to be produced in North America. The deal includes two service centres in Canada and two in the US, as well as the type certificates for the CRJ. Bombardier will retain its assembly facility at Mirabel, near Montreal, Canada, and will continue to produce the CRJ on behalf of MHI until the current order backlog is complete. In early May 2020, MHI confirmed that all conditions had been met and that the transaction would be closed on 1 June. The acquired aviation unit was then renamed MHI RJ Aviation Group.

MHI recorded a loss in FY 2020 partly because of the continuous delays of the first delivery of the SpaceJet. At the height of the COVID-19 pandemic that crippled the aviation industry, MHI decided to put a halt to the project.

Defense
In 2010, MHI commenced production of the Type 10 advanced main battle tank, at a cost of $11.3 million per unit, to replace the Type 90 tank.

Energy

The nuclear business of MHI operates facilities in the cities of Kobe and Takasago in Hyogo Prefecture and in Yokohama, Kanagawa Prefecture. It also operates a nuclear fuel manufacturing plant in Tōkai, Ibaraki which processes 440 Metric tons of Uranium per year.

MHI has also developed the Mitsubishi APWR design.  MHI has also signed a memorandum of understanding with Areva for the establishment of a joint venture, Atmea, for their next reactor design ATMEA1.

MHI has also been selected as the core company to develop a new generation of Fast Breeder Reactors (FBR) by the Japanese government.  After that announcement was made, MHI established a new company, Mitsubishi FBR Systems, Inc. (MFBR) specifically for the development and realization of FBR technology, starting what is likely to be the most aggressive corporate venture into FBR and Generation IV reactor technology.

As of 2015, MHI was developing a $15.8 billion nuclear power plant in Sinop, Turkey in partnership with Itochu and Engie, which would be its first overseas nuclear project. The deal has been officially scrapped in January 2020, after the feasibility of the project was doubted.

MHI unsuccessfully attempted to acquire the energy business of Alstom in 2014 in order to develop its service network in Southeast Asia. MHI remains interested in acquisitions in the crude oil and gas sectors as of 2015. Following financial difficulties at Areva, MHI announced in 2015 it would make a proposal to take a minority ownership stake in a new entity called inheriting Areva's nuclear reactor business and acquired a 19% stake in the entity in 2017. In 2018, the entity has been named Framatome.

In 2020, MHI eventually acquired Hitachi's gas turbine business unit after the two companies had merged their businesses to form a joint venture.

Shipbuilding
Shipbuilding has been a core and historical founding activity for MHI. It was formally started in 1884 when Mitsubishi leased and then acquired the 'Nagasaki Shipyard & Machinery Works' company (founded in 1857 as 'Nagasaki Yotetsusho Foundry'). Subsequently, Mitsubishi progressively became one of the major Japanese shipbuilding companies, building both commercial as well as military ships, including the Yamato-class battleship, Musashi, of the Imperial Japanese Navy during World War II.

MHI has shipbuilding facilities in Nagasaki, Kobe and Shimonoseki, Japan.  is the primary shipbuilding division of MHI. It primarily produces specialized commercial vessels, including LNG carriers, and passenger cruise ships.

On 1 December 2017, MHI announced that it will launch two new wholly owned companies on 1 January 2018 in conjunction with reorganization of its shipbuilding business:

 A new subsidiary, Mitsubishi Shipbuilding Co., Ltd., was created to primarily undertake construction of ships that require intensive outfitting and advanced technologies, mainly based on the Yokohama, Shimonoseki and Nagasaki shipyards.
 Separately, Mitsubishi Heavy Industries Marine Structure Co., Ltd. will mainly engage in the manufacture of large ships and marine structures.
In late 2019, MHI, exploring a withdrawal from LNG carrier construction, started to negotiate with Oshima Shipbuilding to divest its historic shipyard located in Koyagi, Nagasaki.

On 24 December 2019, Mitsubishi Shipbuilding delivered its first fuel gas supply system for a marine LNG engine.

In June 2020, MHI entered talks with Mitsui Engineering & Shipbuilding to acquire the latter's naval and patrol ship business. The deal would strengthen MHI's defense sector, effectively consolidating Japan's defense industry as well. The deal is expected to be reached by the end of 2020, with the parties closing the transaction by October 2021, if approved by regulators.

On January 17, 2022, the first successful sea voyage of an unmanned, fully autonomous vessel was successfully carried out by the Soleil, built by MHI. The demonstration, conducted in cooperation of Shin Nihonkai Ferry, sailed 240 kilometres, from Shinmoji in Northern Kyushu, to the Iyonada Sea, over seven hours, with a maximum speed of 26 knots.

In the LIMA 2023 convention, MHI unveiled the Multi-Role Support Ship concept for visitors.

Wind power
MHI has installed more 3,282 MW worldwide until December 2009, mainly turbines with 1 and 2.4 MW. The company is developing 7-MW-turbines for offshore wind power. Tests are planned for 2013 in Europe.

On September 27, 2013, MHI and Vestas Wind Systems announced a joint-venture named MHI Vestas Offshore Wind to develop offshore wind energy based on Vestas' V164 8.0MW turbine. In 2020, MHI acquired 2.5% of Vestas by transferring its 50% of MHI Vestas to Vestas, and receiving 5 million new Vestas shares.

Products

MHI's products include:
 Aerospace systems
 Aircraft
 Mitsubishi F-1
 Mitsubishi F-2
 Mitsubishi F-15J
 Mitsubishi H-60
 Mitsubishi MH2000
 Mitsubishi MU-2
 Mitsubishi MU-300 Diamond
 Mitsubishi RP-1
 Mitsubishi T-2
 Mitsubishi Regional Jet
 Mitsubishi X-2 Shinshin
 CRJ Series - acquired from Bombardier Aerospace models 700 series onward in 2019 and completed mid 2020; renamed as MHI RJ Aviation Group.
 Space launch vehicles:
H-II
 H-IIA
 H-IIB
 H-III
N-I (with license from McDonnell-Douglas)
N-II (with license from McDonnell-Douglas)
H-I (with license from McDonnell-Douglas)
 Spacecraft and satellites:
HTV-1
Hayato (satellite)
HYFLEX
Kibo (ISS module)
Kounotori 2
Kounotori 3
Kounotori 4
Kounotori 5
Kounotori 6
Kounotori 7
Negai
SDS-1
SDS-4
SELENE
Waseda-SAT2
WINDS
Spacecraft components
AMAZ
Air conditioning and refrigeration systems
 Defense

 Armoured fighting vehicles
 Type 16 maneuver combat vehicle
 Type 99 155 mm self-propelled howitzer
 Tanks
 Type 10
 Type 90 Kyū-maru
 Type 87 self-propelled anti-aircraft gun
 Mitsubishi Type 89 IFV
 Missiles
 AAM-1 (Japanese missile) infrared homing air-to-air missile
 AAM-2 all-aspect infrared homing air-to-air missile
 AAM-3 all-aspect infrared homing air-to-air missile
 AAM-4
 AAM-5
 Nike J surface-to-air missile
 Type 12 Surface-to-Ship Missile
 Type 80 Air-to-Ship Missile
 Type 88 Surface-to-Ship Missile
 Type 90 Ship-to-Ship Missile
 Type 91 Air-to-Ship Missile
 Type 93 Air-to-Ship Missile
 Warships
Atago-class destroyer
 Harushio-class submarine
 Hatakaze-class destroyer
 Kongō-class destroyer
 Kongō-class battlecruiser
 Tachikaze-class destroyer
 Takanami-class destroyer
 Natsushio-class submarine
 Oyashio-class submarine
 Sōryū-class submarine
 Hayabusa-class patrol boat
Yamato-class battleship
Unryū-class aircraft carrier
 Torpedoes
 Desalination equipment
 Diesel engines
 Electric buses
 Energy equipment
 Fossil fuel electricity generation equipment
 Boilers
 Combined cycles
 Gas turbines
 Steam turbines
 Fuel cells
 Renewable energy equipment
 Wind turbines
 Traction batteries.
 Forklifts
 Industrial machinery
 Injection molding machine
 Machine tools
 Compressors
 Paper and printing machinery
 Pepsi Spire
 Railway vehicles
 Crystal Mover
 K-stock metro cars with Rotem - MTR
 Manila Metro Rail Transit System Line 3 RT8D5 LRVs with ČKD Tatra
Traction motors
 Robots
 MEISTeR (Robot)
 Ships and marine structures
Cruise ships
Sapphire Princess
 Diamond Princess
 M/S Amadea
 M/S Asuka II
O'Mega, built as a small cruise ship, but was converted into a luxury yacht between 2002 and 2003.
AIDAprima
AIDAperla
 Ferries
 LNG carriers
 LPG carriers
 Oil tankers
 Deep-submergence vehicles
DSV Shinkai 2000
 DSV Shinkai 6500
Chikyū (Ocean-going Drilling Vessel)
 Turbochargers

Controversies

Mitsubishi Heavy Industries apologized and compensated victims of Chinese forced labor by Japan during World War II in 2015. Yonhap News Agency criticized Mitsubishi for rescuing Chinese victims while turning a blind eye to Korean victims.

On November 28, 2018, MHI was ordered by the South Korea Supreme Court to pay 150m won ($133,000; £104,000) in compensation to 10 surviving Koreans who were victims of forced labor which the company oversaw during the Japanese occupation of Korea. Eighteen family members of other victims of the forced labour overseen by MHI, who had previously sued sometime before 2008, were now able to receive the compensation as well by the decision. All twenty-eight plaintiffs had previously filed a lawsuit in Japan, but had their lawsuit dismissed by the Supreme Court of Japan in 2008.

The Japanese government has officially disputed the lawsuit and defined the verdict as "a breach of the international law", citing the 1965 agreement which was made by the two nations to establish diplomatic relations, since all of the "problems concerning property, rights, and interests" that had been existed between the two countries and respective peoples thereof during the occupation era "have been settled completely and finally".

During the 2022 Russian invasion of Ukraine, MHI refused to join the international community and withdraw from the Russian market. Research from Yale University updated on April 28, 2022 identifying how companies were reacting to Russia's invasion identified MHI as one of the companies "defying demands for exit/reduction of activities".

Notes

References

External links

 WW2DB: Mitsubishi Military Aircraft of World War II

Aircraft engine manufacturers of Japan
Gas turbine manufacturers
Steam turbine manufacturers
Anti-Japanese sentiment in South Korea
Aircraft manufacturers of Japan
Aerospace companies of Japan
Manufacturing companies established in 1950
1950s initial public offerings
Companies listed on the Osaka Exchange
Companies listed on the Tokyo Stock Exchange
Defense companies of Japan
Electric bus manufacturers
Electric vehicle battery manufacturers
Electrical engineering companies of Japan
Forklift truck manufacturers
Helicopter manufacturers of Japan
Heating, ventilation, and air conditioning companies
Japanese imperialism and colonialism
Manufacturing companies based in Tokyo
Rocket engine manufacturers of Japan
Japanese brands
Military vehicle manufacturers
Mitsubishi companies
Nuclear technology companies of Japan
Printing press manufacturers
Robotics companies of Japan
Rolling stock manufacturers of Japan
Shipbuilding companies of Japan
Diesel engine manufacturers
Marine engine manufacturers
Electric vehicle manufacturers of Japan
Wind turbine manufacturers
Turbocharger manufacturers
Japanese companies established in 1950
Commercial launch service providers
Engine manufacturers of Japan
Construction equipment manufacturers of Japan
Pump manufacturers
Heavy industry
Shipyards building World War II warships

Mitsubishi Heavy Industries


Willi Kemmler (* 1941) ist ein deutscher Unternehmer und Politiker der SPD aus Baden-Württemberg.

Leben
Willi Kemmler nahm als Mitglied der 15. Bundesversammlung und Delegierter des Landes Baden-Württemberg am 18. März 2012 an den Wahlen des deutschen Bundespräsidenten teil.

Ehrungen und Auszeichnungen
 2010 – Bundesverdienstkreuz am Bande

Einzelnachweise

Politiker (20. Jahrhundert)
Träger des Bundesverdienstkreuzes am Bande
Deutscher
Geboren 1941
Mann

Willi Kemmler


An Masdevallia buccinator in uska species han Liliopsida nga ginhulagway ni Heinrich Gustav Reichenbach ngan Josef Ritter von Rawicz Warszewicz. An Masdevallia buccinator in nahilalakip ha genus nga Masdevallia, ngan familia nga Orchidaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Masdevallia

Masdevallia buccinator


Pobožnost sedam crkava je katolička molitvena i hodočasnička pobožnost koja se obično vrši na Veliki četvrtak u Poljskoj, Filipinima, Italiji i državama Latinske Amerike. Uspostavio ju je sv. Filip Neri u XVI. stoljeću u Rimu.

Sastoji se od hodočasničkog pohoda sedmerim crkvama nakon sudjelovanja na Misi Večere Gospodnje odn. liturgiji Velikoga četvrtka te ti posjeti označavaju mjesta na kojima se Isus našao od uhićenja do smrti na križu. Vjernik tj. vršitelj pobožnosti ulaskom u svaku od sedam crkvi klekne pred svetohranište, u kojemu je izložen Presveti oltarski sakrament posvećen prethodno na euharistijskom slavlju Posljednje večere u misi Velikoga četvrtka.

U prvoj crkvi vjernici se prisjećaju Isusova puta od dvorane posljednje večere do Getsemanskog vrta, u kojemu se žarko molio krvavo se znojeći, pozvao apostole na molitvu i budnost te potvrdio služenje Očeve volje. U drugoj crkvi razmatra se nasilno odvođenje Krista iz Getsemanskoga vrta u Aninu kuću, gdje je Isus bio ispitivan. Treća crkva mjesto je prisjećanja na Isusovo ispitivanje pred velikim svećenikom Kajfom gdje je izudaran, popljuvan, vrijeđan te proveo večer u zatočeništvu. Na četvrtoj hodočasničkoj postaji razmatra se o Kristovom prvom izvođenju pred Poncija Pilata. U petoj crkvi vjernici u molitvi slijede Krista do Heroda koji ga je sa svojom stražom ismijao. Šesta crkva mjesto je prisjećanja Kristova drugoga izvođenja pred Pilata, bičevanja, krunidbe trnovom krunom, ismijavanja rimskih vojnika i osude na smrt. U posljednjoj crkvi razmatra se Kristovo izvršenje izrečene Mu kazne odn. nošenje križa od Pretorija, mjesta smrtne osude, do Kalvarije, mjesta Kristova raspeća.

Izvori

Veliki tjedan

Pobožnost sedam crkava


An op-ed piece is a short newspaper column that represents the strong, informed, and focused opinion of a writer on an issue of relevance to a targeted audience. It is a written prose piece which expresses the opinion of an author or entity with no affiliation with the publication's editorial board. The term is short for "opposite the editorial page", deriving its name from originally having appeared physically opposite the editorial page in a newspaper. The New York Times is often credited with developing and naming the modern op-ed page.

Origin

A theorized origin of the modern op-ed page is the "Page Op.," created in 1921 by Herbert Bayard Swope of The New York Evening World. When Swope took over as main editor in 1920, he opted to designate a page opposite letters from editorial staff as "a catchall for book reviews, society boilerplate, and obituaries". He wrote:

With the development and availability of radio and television broadcasting as major information outlets, stakeholders and print journalism workers sought to increase or maintain their audience and relevance. According to the Grolier Multimedia Encyclopedia, major newspapers such as The New York Times and The Washington Post began including more opinionated journalism, adding more columns and increasing the extent of their opinion pages to drive public participation and readership.

The "modern" op-ed page was developed in 1970 under the direction of The New York Times editor John B. Oakes. The first op-ed page of The New York Times appeared on 21 September 1970.  Media scholar Michael J. Socolow writes of Oakes' innovation:

 The Times' effort synthesized various antecedents and editorial visions. Journalistic innovation is usually complex, and typically involves multiple external factors. The Times' op-ed page appeared in an era of democratizing cultural and political discourse and of economic distress for the company itself. The newspaper's executives developed a place for outside contributors with space reserved for sale at a premium rate for additional commentaries and other purposes.

Possible conflicts of interest

The various connections between op-eds, editors, and funding from interest groups have raised concern.  In 2011, in an open letter to The New York Times, a group of U.S. journalists and academics called for conflict of interest transparency in op-eds.

See also

 Opinion piece
 Feuilleton
 Pundit

References

External links

 A robot wrote this entire article. Are you scared yet, human? - the first op-ed completely written by an artificial intelligence (AI), published in September 2020 by The Guardian
How to Write an Op-ed or Column
Classic Op-Ed Structure
The Op-Ed Project
How to Write an Op-Ed video

Opinion journalism
Newspaper content
Essays

Op-ed


El pibí boreal (Contopus cooperi), también denominado pibí colicorto (en Nicaragua), papamoscas boreal (en México), atrapamoscas boreal (en Colombia), pibí de rabadilla oliva o mosquero lados olivos, es una especie de ave paseriforme de la familia Tyrannidae, perteneciente al numeroso género Contopus. Se reproduce en América del Norte y migra hacia América Central y del Sur en los inviernos.

Descripción

Es un tiránido de tamaño medio. Mide en promedio 18 cm de longitud. Los adultos tienen la cara, partes superiores y flancos de color pardo oliváceo, mientras que sus partes inferiores son de color gris claro. Tienen el pico oscuro y la cola corta.

Distribución y hábitat
Esta especie cría en Alaska hacia el este por Canadá (centro norte de Yukón, Territorios del Noroeste, Columbia Británica, Alberta, Saskatchewan, Manitoba, Ontario, centro de Quebec, sur de Labrador, e Isla de Terranova, al sur  hasta el sur hasta el sur de Nuevo Brunswick y sur de Nueva Escocia); desde la frontera con Estados Unidos por el oeste, hacia el sur a través de Washington, Oregón, California, Nevada, hasta el norte de Baja California en México; desde Idaho, por el oeste de Montana, Utah, centro y oeste de Wyoming, oeste de Colorado hasta Arizona, Nuevo México y oeste de Texas; por el este desde el sur y centro de Minnesota, norte de Wisconsin, Michigan, sur de Vermont, sur de Nuevo Hampshire y sur de Maine, centro y oeste de Massachusetts, noroeste de Connecticut, Nueva York, hasta el centro este de Virginia Occidental, centro este de Tennessee y centro oeste de Carolina del Norte.

En los inviernos migra principalmente hacia el sur desde Panamá y a lo largo de la cordillera de los Andes desde el norte y oeste de Venezuela, hacia el sur por Colombia (donde es más abundante), Ecuador, hasta el sureste de Perú y oeste de Bolivia. Ocasionalmente se ha registrado en Guyana, Surinam, Guayana Francesa, Trinidad y Tobago, sur de Venezuela, en la Amazonia brasileña y en el sureste de Brasil. Es un visitante invernal poco común en el sur de México, Guatemala y Belice y se registra solamente como pasaje migratorio en El Salvador, Honduras, Nicaragua y Costa Rica.

El hábitat reproductivo de esta especie son los bosques de coníferas montanos y boreales; puede ocurrir a cualquier altitud entre el nivel del mar y el límite del bosque, pero generalmente en bosques de elevaciones media a alta, entre 920 y 2130 m. Durante la temporada no reproductiva utiliza principalmente hábitats montanos, aunque durante la migración utiliza una gran variedad de ambientes, substancialmente más riparios y no de coníferas que durante la estación reproductiva.

Estado de conservación
El pibí boreal ha sido calificado como casi amenazado por la Unión Internacional para la Conservación de la Naturaleza (IUCN) debido a que su población, todavía no cuantificada, se presume estar en decadencia moderadamente rápida.

Comportamiento

Alimentación
Cazan al acecho posados en perchas en la copa de los árboles y alzando el vuelo para atrapar insectos.

Reproducción
La hembra generalmente pone tres huevos en un nido en forma de cuenco situado en las ramas horizontales del árbol. El macho defiende una amplio territorio alrededor de su nido. Ambos miembros de la pareja alimentan a los polluelos.

Sistemática

Descripción original
La especie C. cooperi fue descrita por primera vez por el zoólogo británico Thomas Nuttall en 1831 bajo el nombre científico Muscicapa cooperi; su localidad tipo es: «Sweet Auburn woods, Georgia».

Etimología
El nombre genérico masculino «Contopus» se compone de las palabras del griego «kontos» que significa 'percha', y «podos» que significa 'pies'; y el nombre de la especie «cooperi», conmemora al zoólogo y recolector estadounidense William Cooper (1798–1864).

Taxonomía
Es monotípica, a pesar de que las poblaciones que crían en el oeste son en promedio más grandes que las que crían al este de la Montañas Rocosas, y aunque la población disjunta que cría en el sur de California y norte de Baja California tiene las alas y la cola más largas, descrita como C. cooperi majorinus , 1921  pero las diferencias se consideran mínimas para distinguirla como subespecie.

Referencias

Bibliografía
 (1993) «Olive-sided Flycatchers in Southeastern Brazil.» Wilson Bulletin 105(1):

Enlaces externos
 Videos, fotos y sonidos de Contopus cooperi en eBird.
 Sonidos y mapa de distribución de Contopus cooperi en xeno-canto.
 Fotos y sonidos de  piuí-boreal Contopus cooperi en Wikiaves.
 Pibí boreal - Contopus cooperi - USGS Patuxent Bird Identification InfoCenter (en inglés).

Aves de América del Norte
Aves de América Central
Aves de América del Sur
Aves del Neártico
cooperi
Taxones descritos por Thomas Nuttall
Animales descritos en 1831

Contopus cooperi