The Morane-Saulnier M.S.406 is a French fighter aircraft developed and manufactured by Morane-Saulnier starting in 1938. It was France's most numerous fighter during the Second World War and one of only two French designs to exceed 1,000 in number. At the beginning of the war, it was one of only two French-built aircraft capable of 400 km/h (250 mph) – the other being the Potez 630.

In response to a requirement for a fighter issued by the French Air Force in 1934, Morane-Saulnier built a prototype, designated MS.405, of mixed materials. This had the distinction of being the company's first low-wing monoplane, as well as the first to feature an enclosed cockpit, and the first design with a retracting undercarriage. The entry to service of the M.S.406 to the French Air Force in early 1939 represented the first modern fighter aircraft to be adopted by the service. Although a sturdy and highly manoeuvrable fighter aircraft, it was considered underpowered and weakly armed when compared to its contemporaries and the M.S.406 was outperformed by the Messerschmitt Bf 109E during the Battle of France.

The type was capable of holding its own during the so-called Phoney War from September 1939 to 10 May 1940. Upon the invasion of France in May 1940, approximately 400 Moranes were lost. Out of these, around 150 were lost to enemy fighters and ground fire, while another 100 aircraft were destroyed on the ground during enemy air raids; the remainder were deliberately destroyed by French military personnel to prevent the fighters from falling into German hands. French M.S.406 squadrons had achieved 191 confirmed victories, along with another 83 probable victories. Limited production of the type continued in France for sometime after the Armistice of 22 June 1940 under German supervision.

The M.S.406 was exported to a range of customers. Out of 160 aeroplanes ordered by Poland, none had reached Polish territory before the outbreak of war, with the first consignment sent on 29 August 1939. Of particular note was its service in the hands of Finnish and Swiss air forces; both operators chose to develop indigenous derivatives of the M.S.406, such as the Finnish Mörkö-Morane). By the end of the war, the majority of M.S.406s and its derivatives were out of service, having been rendered obsolete by rapid advances in fighter aircraft technology. Its final use was as an advanced trainer aircraft in Finland, prior to the last examples of the type being scrapped during 1952.

Design and development

Origins
During 1934, the Service Technique de l'Aéronautique (Aeronautical Technical Service) of the French Air Force issued the "C1 design" requirement for a new and modern single-seat interceptor fighter. Envisaged as a monoplane with a retractable undercarriage, the prospective fighter aircraft was to serve as a replacement for the Dewoitine D.371, Dewoitine D.500, and Loire 46 aircraft. Amongst the various aviation companies who took interest in the specification, to which the potential for a large production order was attached, was French aircraft manufacturer Morane-Saulnier.

The company's design team quickly projected that a low-wing monoplane design would be capable of delivering the desired level of performance; other features were to include an enclosed cockpit, a variable-pitch propeller and landing flaps. It was decided to submit their own response to the requirement, the M.S.405; work on the design was headed by the firm's Engineer-in-Chief, Paul-René Gauthier. The shape and basic configuration of the M.S.405 were hotly contested, particularly between 'traditional' advocates of biplane aircraft and 'modern' monoplane supporters.

The MS.405 was a low-wing monoplane of mixed construction, with fabric-covered wooden tail, with a bonded metal–wood material (Plymax) skin fixed to duralumin tubing. Plymax consisted of a thin sheet of duralumin bonded to a thicker sheet of plywood. Morane-Saulnier had a long history of producing warplanes dating back to the pre-First World War years but in the inter-war period, they had concentrated on civil designs. The aircraft was a departure for them, being their first low-wing monoplane, first with an enclosed cockpit and first with retracting landing gear. Prior to this, their most modern designs were fixed-gear parasol monoplanes.

Into flight

The new  Hispano-Suiza 12Ygrs engine driving a two-pitch Chauvière propeller powered the first M.S405-1 prototype, which flew on 8 August 1935. First flown by French aerobatic pilot Michel Détroyat, the prototype demonstrated the type's favourable flying characteristics from the onset. Early test flights were flown with a fixed undercarriage, which was replaced by a retractable counterpart later on. After 80 hours of test flights, in January 1936, the prototype was delivered with all military equipment fitted to CEMA at Villacoublay to participate in service trials. On 19 June 1937, the first prototype generated substantial publicity when Détroyat flew it from Paris to Brussels in Belgium, to be displayed at the Brussels Aeronautical Exhibition.

Development of the M.S.405 proceeded fairly slowly; testing revealed the need to modify the wing planform and dihedral, while the Chauvière-built propeller was replaced by a Levasseur-built counterpart. The second M.S.405-2 prototype with a  Hispano-Suiza 12Ycrs engine did not make its first flight until 20 January 1937, almost a year and a half behind the first prototype. The second prototype was able to attain a speed of  during testing. During July 1937, both prototypes were flown to the Paris Air Show. On 29 July 1938, the second prototype was lost along with its pilot. During March 1937, having been suitably impressed with its performance, an initial order was placed for the construction of 16 pre-production prototypes, which were to incorporate the design improvements that had been made upon the previous version.

As a consequence of various changes made between the prototypes and the pre-production aircraft, the name M.S.406 was adopted for the type. On 3 February 1938, the first pre-production aircraft made its first flight; during December 1938, the final pre-production M.S.406 was delivered. The pre-production aircraft served to build up experience of manufacturing and testing of the type in advance of production M.S.406s. These 15 aircraft were used for various purposes, such as the third and tenth which served as examples for subcontractors Société nationale des constructions aéronautiques de l'ouest (SNCAO) and Société nationale des constructions aéronautiques du Midi (SNCAM), and the twelfth and thirteenth functioned as prototypes for the Swiss D-3801 and D-3800 export models. Variants of the aircraft, including some which later entered mass production, were first represented amongst the pre-production aircraft.

The two main changes of the M.S. 406 were the inclusion of a new wing structure which saved weight and the fitting of a retractable radiator, underneath the fuselage. Powered by the production  HS 12Y-31 engine, the new design was over  faster than the earlier M.S.405 model. Designed to reach speeds of , examples were tested without encountering any difficulty in reaching up to 730 km/h (454 mph) in a dive. Armament consisted of a  Hispano-Suiza HS.9 or 404 cannon with 60 rounds in the V of the engine, fired through the propeller hub and two  MAC 1934 machine guns (one in each wing, each with 300 rounds). A weakness of the MAC 1934 was its operation at high altitudes. It was found that at altitudes over , the guns had a tendency to freeze. Heaters were added to the guns for high-altitude use.

Further development
Beyond the base M.S.406 design, the development of improved variants and derivatives were emphasised even as mass production of the type was still being established. Perhaps the most significant of these was the M.S.410, which was developed on the basis of very early combat experience gathered during autumn 1939. This model had four MAC 1934 machine guns with 550 rounds per gun, all of which were heated by warm air fed via a heat exchanger placed on the port engine exhausts. The cockpit had a modified windscreen to accommodate a new reflector sight arrangement, as well the adoption of electropneumatic controls of the armaments and provisions for the carriage of under-wing auxiliary fuel tanks.

Following the completion of a pair of prototypes, during February 1940, the French government issued an order authorising the bulk upgrading of 500 M.S.406 fighters to the better armed, stronger and faster ( M.S.410 configuration. It took 15 days to convert each fighter but conversions were stopped in May 1940 to put every available combat aircraft into action during the Battle of France against invading German forces. Only five complete production M.S.410 aircraft, along with 150 pairs of the revised wings, had been completed by this point.

Production

During the late 1930s, there was a growing perception that a major conflict between Germany and France was not only looming but increasingly unavoidable. As part of its rearmament, the French Air Force placed an order for 1,000 M.S406 airframes during March 1938. Morane-Saulnier was unable to produce anywhere near this number at their own factory, thus a second assembly line was established at the nationalized factories of SNCAO at St. Nazaire in order to produce the type. In April 1937, an initial order for 50 SNCAO-built M.S.406 fighters was placed; in August 1937, a follow-up order for 80 aircraft was issued. In April 1938, as a component of the French Air Force's Plan V, a large order for 825 M.S.406 was placed with the various nationalised French aircraft industries.

During late 1938, production of the M.S.406 commenced; the first production example performed its maiden flight on 29 January 1939. Production was initially quite slow; only 18 aircraft were produced at Puteaux, along with 10 fighters built by SNCAO. Deliveries were hampered more by the slow deliveries of engines than by the lack of airframes; while efforts were made to correct this, according to Botquin, the engine shortage was present throughout the manufacturing programme. By April 1939, the production lines were delivering six aircraft per day and when war broke out on 3 September 1939, the rate production had risen to 11 aircraft per day; at this time, 535 M.S.406s had entered squadron service. According to aviation author Gaston Botquin, the rate of production of the type was comparable to the initial model of the British Hawker Hurricane.

Production had reached a high-point of 147 M.S.406 aircraft during August 1939, before declining as manufacturing efforts were progressively re-directed towards other aircraft, such as the Lioré et Olivier LeO 45. Manufacturing of the M.S.406 was wound down during March 1940, by which point the original order for 1,000 fighters had been delivered in full to the French Air Force, along with a further 77 aircraft which had been constructed for foreign users (30 fighters for Finland and 45 for Turkey). Additional M.S.406 orders that had been placed for Lithuania and Poland were cancelled with the outbreak of the war.

According to Botquin, the M.S.406 had attracted considerable foreign attention during the late 1930s, and had shown signs of commercial promise early on. During 1937, negotiations were underway between France and Belgium to undertake the licensed production of the type by Belgian aircraft manufacturer Avions Fairey for both the Belgian and French air forces, but these ultimately came to nothing. Instead, the first major export customer was Switzerland who, in September 1938, acquired a manufacturing licence for the type to be manufactured by Swiss firm Fabrique fédérale d'avions in Emmen.

Operational history

In French service

During May 1938, the 2nd Escadrille of the 7th Groupe de Chasse at Reims conducted operational testing of the type using a handful of pre-production M.S.406 aircraft. In spite of some accidents experienced, pilots were commonly pleased with the type's performance; in response to the accidents, improvements such as the strengthening of the undercarriage and the cabin hood were implemented during mid-1939. In spite of complaints regarding the forward fuselage exterior covering and motor attachments, no corrective actions were implemented to address these concerns.

Production M.S.406s quickly followed the earlier examples. Between December 1938 and January 1939, the 6th Escadre exchanged its obsolete Loire 46 fighters for the type, while other units rapidly followed. By Bastille Day of that year, sufficient production M.S.406 aircraft had been delivered to enable the type to perform the Paris fly-past on 14 July 1939. Overall, the M.S.406 equipped 16 Groupes de Chasse and three Escadrilles, stationed in both mainland France and across its overseas colonies; of these, 12 of the Groupes saw action against the Luftwaffe.

On 23 August 1939, in response to the diplomatic crisis emerging over the Invasion of Poland, all French Air Force units were mobilised as part of preparations to be ready for imminent combat operations. Various M.S.406-equipped units were deployed along the border with Germany stretching between Luxembourg and Switzerland, intended to support the sizable ground elements of the French Army from the air. During the Phoney War opening phase of the Second World War, a time of relatively low combat intensity, the type's activities focused upon air defence operations with the aim of countering the prolific aerial reconnaissance and probing activities of small groups of Axis-aligned fighters coming over the border, in addition to escorting friendly reconnaissance aircraft. Throughout the Phoney War, a total of 10,119 fighter missions were reportedly flown over the Army Zones on the border, around half of which being flown by M.S.406 fighters.

During the Phoney War, isolated skirmishes occurred between the M.S.406 and fighters of the Luftwaffe, particularly early models of the Messerschmitt Bf 109. For 32 claimed 'kills' and 16 'probables' achieved by M.S.406s, including against the Bf 109, 13 were lost in combat along with 33 more that were lost within the border zone under vague circumstances. According to Botquin, by this stage, the weaknesses of the M.S.406 were already apparent, such as the lack of armouring, frequent gun-jamming, inadequate firepower, slow responsiveness of the guns, unreliable radio units, very high rate of engine wear, corrosion of rudder components, cabin glazing breaking under air pressure during certain manoeuvres, loss of exterior panels due to screws deteriorating rapidly, and the lack of rear-view mirrors.

While the aircraft was very manoeuvrable and could withstand high amounts of battle damage, potentially giving possible advantages during combat against Luftwaffe fighters, the M.S.406 was overall outclassed by the Bf 109. Efforts to replace the M.S.406 (by, for example, converting existing aircraft to the improved M.S.410 standard) with a more capable fighter failed to occur prior to the end of the Phoney War on 10 May 1940, the month in which a massive full-scale invasion by German forces of mainland France commenced, resulting in the Battle of France. On the eve of the invasion, a total of 10 Groupes de Chasse were equipped with M.S.406 fighters, along with a number of defensive units which were almost exclusively equipped with either the M.S.406 or Bloch MB.152 aircraft.

During the relentless fighting that followed, Allied forces suffered a high rate of attrition and were unable to keep up with the level of damage being sustained. Of the M.S.406s that saw action against the Germans, heavy losses were incurred; reportedly, 150 aircraft were lost in action while a further 250–300 fighters were recorded as having been lost through other causes. The rapid advance of German forces led to repeated retreats and abandonment of bases, rendering most repair and replacement efforts disorganized, along with ground crews often having to destroy large numbers of their own fighter aircraft on the ground to prevent their capture. The decision to employ small groups of French fighters against larger German formations was mostly ineffective against bombers and often costly.

In combat against enemy fighters, the M.S.406 often experienced mixed results. While there were isolated incidents of favourable results being achieved with the type even against the capable Bf 109 - which was 100 km/h faster than the Morane - the 406 was usually outclassed by the Luftwaffe fighters. The story of GC III/7 was tragically typical. On 15 May, nine Moranes of this fighter unit encountered a dozen Bf 109s over Mézières. The Messerschmitts stayed a few thousand feet above their French opponents and dived in pairs to attack, with a single firing pass, before climbing back and then repeating the attack. Three M.S.406 went spinning down in flames and only one pilot bailed out, severely wounded. A fourth Morane, riddled with bullets, crash-landed at Soissons and was wrecked. A fifth pilot, Sergent Deshons, was wounded in the head by splinters, forcing him to land. Six days later, on 21 May, 17 Morane of the same unit intercepted 50 Dorniers over Compiègne, escorted by as many Bf 109s. Before the Morane could close in to open fire, the Messerschmitts jumped them and shot down four Moranes almost at once. Two more were too badly damaged to be repaired. On their side, the French pilots claimed two Bf 109s. The M.S.406 holds the unfortunate distinction of being the least effective French fighter in service during the Battle of France, which Botquin suggests was due to its relatively low firepower. On 24 June 1940, a M.S.406 flown by Sous Lieutenant Marchelidon of G.C.1/2 scored the French Air Force's last kill in the conflict. Botquin stated of the aircraft: "it would be pointless to pretend, as was often done during the war for propaganda purposes, that the M.S.406 was the finest fighter in the world...but it was certainly a pleasant machine to fly with no vices and great maneuverability".

In the aftermath of the armistice, only a single Vichy unit, GC. 1/7, was equipped with the M.S.406. According to Botquin, the deployment of the type from this point onwards reflected the fighter's relative obsolescence; it was reduced to relatively minor roles, being used mainly for training purposes in mainland France. A handful of Syrian M.S.406 aircraft flew to Egypt, joining up with the Royal Air Force (RAF) and the Free French Air Force, continuing to be operated there until they became unserviceable. Those that remained in Vichy France's control saw action in Syria against encroaching RAF forces, and on Madagascar against the Fleet Air Arm of the Royal Navy, suffering heavy losses against the service's Fairey Fulmar fighters.

Germany took possession of a large number of M.S.406s and the later M.S.410s. The Luftwaffe operated a number of the type for training purposes, while others were sold off to third parties. Finland purchased additional M.S.406s (as well as a few 406/410 hybrids) from the Germans, while others were passed off to Italy and some 48 aircraft were delivered to the Air Force of the Independent State of Croatia during 1943. Both Switzerland and Turkey also operated the type; the Swiss actually downed a number of both German and Allied aircraft during the 1944–45 period.

Before the Pacific campaign proper, Vichy authorities in French Indochina were engaged in a frontier war against Thailand, during 1940–41. A number of M.S.406s stationed in Indochina downed several Thai fighters before all French Air Force units were withdrawn from the theatre.

In Finnish service
The M.S.406 had a parallel career in Finland. In February 1940, the first 30 French fighters were allocated to LeLv 28, commanded by Major Jusu. These aircraft received the Finnish designations MS-301 to MS-330. They were used in combat during the Winter War, against the USSR and carried out 259 operational sorties and shot down 16 Soviet aircraft. In modified form, the M.S.406 were later involved in the Continuation War. Between November 1939 and 4 September 1944, Lv28 scored 118 aerial victories flying the Morane M.S.406 (the unit flew Bf 109Gs for a time, as well). The unit lost 15 aircraft. Total Finnish kills in Moranes were 121. The top Morane ace in all theatres was W/O Urho Lehtovaara, with 15 of his 44.5 total kills achieved in Moranes. The Finnish nicknames were Murjaani ("moor" or "Negro"), a twist on its name, and Mätimaha (roe-belly) and Riippuvatsa (hanging belly) because of its bulged ventral fuselage.

Variants

M.S.405
The M.S.405 was a low-wing monoplane of mixed construction, being furnished with a fabric-covered wooden tail and a bonded metal/wood material (Plymax) skin fixed to duralumin tubing. Plymax consisted of a thin sheet of duralumin bonded to a thicker sheet of plywood. It was the company's first low-wing monoplane design, as well as the first with an enclosed cockpit, and the first to feature retractable landing gear. The new  Hispano-Suiza 12Ygrs engine driving a two-pitch Chauvière propeller powered the first prototype, M.S.405-01, which flew on 8 August 1935. The second prototype, M.S.405-02, powered by a  Hispano-Suiza 12Ycrs engine, performed its first flight on 20 January 1937. Outfitted with the new engine, the fighter was able to attain a speed of .

M.S.406

The M.S.406 designation was adopted following various design changes from the earlier M.S.405 prototypes; two of the principal design changes were the inclusion of a new weight-saving wing structure and the new retractable radiator. Powered by the production  HS 12Y-31 engine, the new M.S.406 was over  faster than the M.S. 405, at , tested with no problem to reach up to  in a dive. Armament consisted of a  Hispano-Suiza HS.9 or Hispano-Suiza HS.404 cannon with 60 rounds in the V of the engine and fired through the propeller hub, and two  MAC 1934 machine guns (one in each wing, each with 300 rounds).

M.S.410
While the M.S.406 was entering squadron service in 1939, an upgrade series was initiated with the aim of improving the design. The result was the M.S.410, which included the adoption of a stronger wing, simpler fixed radiator in place of the earlier retractable design, an arrangement of four belt-fed MAC guns (which were heated by hot air to prevent the frequent jamming of the wing guns at low temperatures suffered by the M.S.406) in place of the earlier pair of drum-fed weapons, and the fitting of exhaust ejectors for additional thrust. The added thrust boosted the top speed to  at , resulting in an improvement of about  over the M.S.406 at the same height. Production of the M.S.410 had only just started in May 1940, when the German attack resulted in the conversion programme being stopped, by which point only five examples of the type had been completed. Production was allowed to continue under German supervision, converting earlier 406s to the 410 standard, but many of these aircraft received only the new wings. Altogether, a total of 74 planes were modified.

M.S.411, M.S.412
A single example of the M.S.411 was constructed by converting the 12th aircraft of the pre-production line with the 406 wing and the  Hispano-Suiza 12Y-45 engine. A later modification was started as the M.S.412 with the  Hispano-Suiza 12Y-51 engine, but this was not completed by the time the war ended.

M.S.450
In 1939, Hispano started prototype deliveries of the new Hispano-Suiza 12Z engine of . One was fitted to a modified M.S.410 to create the M.S.450, giving dramatic improvements in performance, especially at altitude. However the engine did not enter production before France fell, and the similarly modified Dewoitine D.520 (the D.523) was considered a better design for the engine anyway.

Other variants

The M.S.406 airframe was also used in a number of other projects.
M.S.430 a two-seat trainer built by inserting a "plug" in the central fuselage with an extra cockpit for the trainee pilot, and using the much less powerful  Salmson 9AG radial engine.
 M.S.435 a more powerful two-seat trainer version with the  Gnome-Rhône 9K engine.

Swiss variants

D-3800
In 1938, Switzerland obtained a license for local production of the MS.406. Two MS.406H fighters were supplied to Switzerland in September 1938 and April 1939 to serve as pattern aircraft as the D-3800, retaining the earlier wing design of the 405, but powered by the newer Hispano-Suiza 12Y-31 engines as used by the MS.406.

Pre-production started with a run of eight aircraft from EKW with engines built by Adolph Saurer AG driving a new Escher-Wyss EW-V3 fully adjustable propeller. Instruments were replaced with Swiss versions and the drum-fed MAC machine guns with locally designed and built belt-fed guns, eliminating the wing-bulges of the French version, and avoiding the freezing problems encountered by French guns. The first of these aircraft was completed in November 1939. The pre-production models were then followed with an order for a further 74 examples, which were all delivered by 29 August 1940. In 1942, a further two were assembled with spares originally set aside for the original production run.

During 1944, surviving aircraft were modified with new cooling and hydraulic installations, and were fitted with ejector exhausts. These modifications were the same standard as the D-3801 series, making them identical with the exception of the engine installation. At the end of the war the remaining aircraft were used as trainers, until the last one was scrapped in 1954.

D.3801/3803

The Swiss continued development of the MS.412 when French involvement stopped following the June 1940 Armistice. The Dornier-Altenrhein factory completed a prototype powered with a licensed-produced HS-51 12Y engine, generating  together with the fixed radiator and revised exhausts as tested on the MS.411, in October 1940. The new type retained the armament changes and other improvements introduced on the D.3800. This series was put into production in 1941 as the D-3801 with continued deliveries until 1945 with 207 completed. Another 17 were built from spares between 1947 and 1948. Reliability of the new engine was at first extremely poor, with problems with crankshaft bearings causing several accidents. The engine problems slowed deliveries, with only 16 aircraft produced in 1942 and a single aircraft delivered in 1943. The engine problems were eventually resolved in 1944. With  from the Hispano-Suiza 12Y-51, the speed was boosted to , roughly equivalent to the D.520 or the Hurricane. Weights were between . After being retired from operational use as a fighter when the North American P-51 Mustang was acquired in 1948, the type remained in service as a trainer and target tug until 1959.

The D.3802 was based on the MS.450, emerging as the MS.540, with a Saurer YS-2  engine. The prototype flew in the autumn of 1944, revealing several shortcomings, but it was capable of . 12 were produced seeing limited use with Fliegerstaffel 17 and some other units.

The last development of this aircraft was the D.3803, with  Saurer YS-3 engine, and modified dorsal fuselage (with an all-round visibility canopy). The D.3803 was armed with three HS-404  cannon (one in the nose, two in the wings), plus up to  bombs and rockets. Despite not having a powerful engine, the type reached  at . The performance was impressive, but the last development of this 1935 fighter design had several shortcomings and was not entirely successful. Its development was halted as P-51D Mustangs became available.

Finnish variants

Mörkö-Morane

France sent 30 M.S.406s to Finland, between 4 and 29 February 1940. By 1943 the Finns had received an additional 46 M.S.406s and 11 M.S.410s purchased from the Germans. By this point, the fighters were hopelessly outdated, but the Finns were so desperate for serviceable aircraft that they decided to start a modification program to bring all of their examples to a new standard.

The aircraft designer Aarne Lakomaa turned the obsolete "M-S" into a first rate fighter, the Mörkö-Morane (Mörkö is the Finnish for "Bogeyman" or "Bugbear"). It is sometimes referred to as the "LaGG-Morane". The Germans also supplied captured Klimov M-105P engines (a licensed version of the HS 12Y) of  with a fully adjustable VISh-61P propeller to power the Moranes. The airframe required some local strengthening and also gained a new and more aerodynamic engine cowling. These changes boosted the speed to . Other changes included a new oil cooler taken from the Bf 109, the use of four belt-fed guns like the M.S.410, and the excellent  MG 151/20 cannon in the engine mounting. However, supplies of the MG 151 were limited, and several received captured  Berezin UBS guns instead.

The first example of the modified fighter, MS-631, made its first flight on 25 January 1943, and the results were startling: the aircraft was  faster than the original French version, and the service ceiling was increased from  to .

Originally, it was planned to convert all the 41 remaining M.S.406s and M.S.410s with the Soviet engine, but it took time, and the first front-line aircraft of this type did not reach LeLv 28 until July/August 1944. By the end of the Continuation War in September 1944, only three examples had been converted (including the original prototype). Lieutenant Lars Hattinen (an ace with six victories) scored three kills with the Mörkö-Morane, one with each Mörkö-Morane in the squadron. More fighters arrived from the factory, though, and the Mörkö-Moranes took part in the Lapland War as reconnaissance and ground attack aircraft. Not all the Mörkö-Morane conversions were completed before March 1945, when the entire re-engining programme was halted. After the end of the war, the total was brought to 41, which served as advanced trainers with TLeLv 14 until September 1948. In 1952 all remaining Finnish Moranes were scrapped.

Operators

 Nationalist Chinese Air Force ordered 12 aircraft in 1938 and they were shipped to Haiphong, but diverted to Escadrille EC 2, which fought against the Japanese and Thai in December 1940 One or two aircraft may have reached the Chinese Air Force

 Zrakoplovstvo Nezavisne Države Hrvatske received 48 aircraft.

 Ilmavoimat received 76 M.S.406 and 11 M.S.410

 French Air Force
 French Navy
 Vichy France
 Vichy French Air Force

 Luftwaffe operated captured aircraft.

 Regia Aeronautica

 Lithuanian Air Force ordered 13 Moranes, but none were delivered.

 Polish Air Force ordered 160 aircraft, but none were delivered, due to the fall of Poland.
 Polish Air Force in exile in France operated at least 91 aircraft in several training and combat units:
 Groupe de Chasse de Varsovie
 Section no.1 Łaszkiewicz GC III/2
 Section no.2 Pentz GC II/6
 Section no.3 Sulerzycki GC III/6
 Section no.4 Bursztyn GC III/1
 Section no.5 Brzeziński GC I/2
 Section no.6 Goettel GC II/7
 Jasionowski Koolhoven Flight
 DAT section Krasnodębski GC I/55 based at Châteaudun and Étampes
 DAT section Skiba GC I/55
 DAT section Kuzian based at Nantes
 DAT section Opulski based at Romorantin
 DAT section Krasnodębski based at Toulouse-Francazal
 Centre d'Instruction d'Aviation de Chasse at Montpellier
 Ecole de Pilotage No 1 (Chasse) at Etampes
 Ecole de Pilotage at Avord
 Centre d'Instruction at Tours
 Depot d'Instruction de l'Aviation Polonaise at Lyon-Bron
 Montpellier Flight

 Swiss Air Force

 Turkish Air Force received 45 Moranes. At least 30 of them were originally intended for shipment to Poland and had Polish stencilling.

 Royal Yugoslav Air Force ordered 25 aircraft, but the fall of France precluded their delivery

Specifications (M.S.406 C1)

See also

References

Bibliography
 Belcarz, Bartłomiej. Morane MS 406C1, Caudron Cyclone CR 714C1, Bloch MB 151/152 (Polskie Skrzydła 2) (in Polish), Sandomierz, Poland: Stratus, 2004. . About the use of the MS.406 by Polish Pilots of the Armée de l'Air.

 Botquin, Gaston. M.S.406 (Monografie Lotnicze No. 28) (in Polish). Gdańsk, Poland: AJ-Press, 1996. .
 Botquin, Gaston. The Morane Saulnier 406. Leatherhead, Surrey, UK: Profile Publications Ltd., 1967. No ISBN.

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 Brindley, John. F. French Fighters of World War Two. Windsor, UK: Hylton Lacy Publishers Ltd., 1971. .
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 Gunti, Peter. "Alpine Avenger". Air Enthusiast, Forty-seven, September to November 1992, pp. 22–27. ISSN 0143-5450.
 Keskinen, Kalevi, Kari Stenman and Klaus Niska. Hävittäjä-ässät (Finnish Fighter Aces) (in Finnish). Espoo, Finland: Tietoteos, 1978. .
 Keskinen, Kalevi, Kari Stenman and Klaus Niska. Morane-Saulnier M.S. 406/Caudron C.714, Suomen Ilmavoimien Historia 4 (in Finnish). Helsinki, Finland: Tietoteos, 1975. .
 Jackson, Robert. Aircraft of World War II: Development – Weaponry – Specifications. Enderby, Leicester, UK, Amber Books, 2003. .
 Jackson, Robert. Fighter! The Story of Air Combat 1936-1945. London, Artur Barker Limited. 1979. .

 Neulen, Hans Werner. In the Skies of Europe: Air Forces Allied to the Luftwaffe 1939–1945. Ramsbury, Marlborough, UK: The Crowood Press, 2000. .
 Pelletier, Alain. French Fighters of World War II. Carrollton, TX: Squadron/Signal Publications, Inc., 2002. .
 Ries, Karl. Deutsche Luftwaffe über der Schweiz 1939–1945 (German Luftwaffe over Switzerland 1939–1945) (in German). Mainz, Germany: Verlag Dieter Hoffmann, 1978. .
 Stenman, Kari and Kalevi Keskinen. Finnish Aces of World War 2 (Aircraft of the Aces 23). Oxford, UK: Osprey Publishing, 1998. .
 Wheeler, Barry C. The Hamlyn Guide to Military Aircraft Markings. London: Chancellor Press, 1992. .

Further reading

Low-wing aircraft
World War II French fighter aircraft
1930s French fighter aircraft
MS.406
Single-engined tractor aircraft
Aircraft first flown in 1935
Retractable conventional landing gear
World War II aircraft of Finland
World War II aircraft of Switzerland

Morane-Saulnier M.S.406


Heart 2 Heart fue un dúo islandés, formado por las cantantes Sigríður Beinteinsdóttir y Sigrún Eva Ármannsdottir, que participó en el Festival de la Canción de Eurovisión 1992.

Festival de Eurovisión
El 22 de febrero de 1991, Sigríður Beinteinsdóttir y Sigrún Eva Ármannsdottir participaron en el Söngvakeppni Sjónvarpsins, consiguiendo ganar con su canción "Nei eða já" (Sí o no), lo que supuso que fueran las representantes de Islandia en el Festival de la Canción de Eurovisión 1992. El Festival se celebró el 9 de mayo en Malmö, Suecia, allí Heart 2 Heart obtuvieron la 7ª plaza, con 80 puntos.

Referencias

Representantes de Islandia en Eurovisión
Participantes en Eurovisión 1992
Grupos de música de Islandia
Dúos de música de Islandia

Heart 2 Heart


Duboki kostelji (lat. Centrophoridae) porodica morskih pasa kojoj pripadaju dva roda s ukupno 18 vrsta. U Jadranu živi jedino Centrophorus granulosus (Kostelj dubljinac),

Žive na jako velikim dubinama po svim ocreanima, na Jadranu samo na jugu, na dubinama od 350 – 1200 metara; obično na muljevitom i pijeskovitom dnu. Hrane se svim organizmima.

Rodovi
 Centrophorus Müller & Henle, 1837
 Deania Jordan & Snyder, 1902

Izvori

Vanjske poveznice

Kosteljke

Duboki kostelji


عدلي رفعت صالح يعيش (وُلد في 30 يونيو 1952 في نابلس) هو رئيس بلدية نابلس الأسبق.

حياته
وُلد يعيش في مدينة نابلس، وكان الأصغر من بين اخوته الثمانية. نشأ وترعرع في المدينة, قبل ان ينتقل إلى المملكة المتحدة ويتم دراسته الجامعية من جامعة ليفربول ويتخرج بدرجة البكالوريوس في الهندسة الميكانيكية مع مرتبة الشرف.

عاد يعيش بعدها إلى مدينته وعمل مع عائلته في مجال تجارة السيارات وقطعها، وانضم إلى المؤسسات المجتمعية والوطنية في مدينته.

الانتخابات
ترشّح يعيش للانتخابات البلدية التي عَقدت عام 2005م, حيث كانت أول انتخابات تَعقد في المدينة منذ ما يقارب ال 30 عاما، وفاز هو وقائمته بالغالبية الساحقة في الانتخابات, ليصبح رئيسا لبلدية نابلس حتى عام 2012م ثم رفض أن يترشح لدورة انتخابية جديدة بسبب الظروف السياسية المتوترة في الضفة الغربية.

في عام 2017م قرر يعيش مرة أخرى الترشح للانتخابات البلدية، وفاز بثلثي مقاعد المجلس البلدي ليصبح رئيسًا لبلدية نابلس للمرة الثانية واستمر في المنصب حتى 2019.

المراجع

أسرى فلسطينيون في إسرائيل
أشخاص على قيد الحياة
أعضاء حركة المقاومة الإسلامية (حماس)
رؤساء بلدية نابلس
مهندسون ميكانيكيون فلسطينيون
مواليد في نابلس

عدلي يعيش


Naiara Egozkue Extremado (født d. 21. Oktober 1983 i Pamplona) er en spansk håndboldspiller som spiller for Zuazo Barakaldo og Spanien håndboldlandshold.

Hun deltog under VM i håndbold 2013 i Serbien og ved Sommer-OL 2016 i Rio de Janeiro. I september 2015 blev hun månedens spiller i Division de Honor Femenina i Spanien.

Kilder

Håndboldspillere fra Spanien

Naiara Egozkue


USS Arthur W. Radford (DD-968) was a  in the United States Navy. She was named for Admiral Arthur W. Radford USN (1896–1973), the first naval officer to be Chairman of the Joint Chiefs of Staff. She was decommissioned on 18 March 2003 after serving for 26 years,<ref name=Decom>{{cite news |url= http://www.navy.mil/submit/display.asp?story_id=6392 |title= Arthur W. Radford decommissions |publisher= Navy News |first= LTJG Kelley |last= Anderson |date= 20 March 2003 }}</ref> and on 10 August 2011 her hull was scuttled off the coast of Delaware to form part of an artificial reef.

Construction and commissioningArthur W. Radford was laid down 31 January 1974 by the Ingalls Shipbuilding Division of Litton Industries at Pascagoula, Mississippi, and launched on 1 March 1975, sponsored by Mrs. Arthur Radford, the admiral's widow. Arthur W. Radford was commissioned on 16 April 1977,

 Early operations
Underway for the United States East Coast the day she was commissioned, Arthur W. Radford was forced to return to her builder's yard for repairs soon thereafter, but got underway again on 30 April. Touching at Charleston, South Carolina, on 3 and 4 May, the ship proceeded to her home port Norfolk, Virginia, which she reached on 6 May.

Three days later, she steamed for Newport, Rhode Island, to provide support for the Naval Surface Warfare Officer Training Command. While the ship proceeded north, a LAMPS helicopter practice-landed on her helo deck to prepare for the embarkation of a LAMPS III detachment. The helicopter returned to Norfolk later that day 11 May. Mooring at Newport on 13 May, the destroyer remained there until 17 May, when she headed home. Soon after returning to Norfolk, she conducted gunnery exercises and helicopter operations off the Virginia Capes.

The ship headed down the coast on 24 May and reached Port Canaveral, Florida, the following day. After embarking Capt. R. K. Albright, Commander, Destroyer Squadron 22 (DesRon 22) the destroyer got underway on 27 May and, for the next few days, conducted air, surface, and sub-surface surveillance of the surrounding waters while President Jimmy Carter, observed operations on board the attack submarine . The destroyer rendezvoused with the submarine prior to her initial dive and then again when the submarine surfaced. Throughout the operation, she provided support services for local and national press covering the Chief Executive's voyage.

Underway for Norfolk on 31 May, Arthur W. Radford reached her home port on 2 June for local operations. While returning from waters off the Virginia Capes on 6 June, the ship ran into low-visibility conditions and winds in excess of 90 knots (170 km/h) which disabled a radar antenna and drove the ship outside the main shipping channel. At one point her fathometer read only 30 centimeters of water under the keel.

Fighting her way back to the channel in the teeth of the gale Arthur W. Radford sighted a capsized motor vessel, Dixie Lee II, 300 yards south of Thimble A Shoals Channel buoy 21. Unable to assist due to the shallow water and high winds, the destroyer notified the United States Coast Guard of bodies seen floating in the water. The destroyer then anchored in Hampton Roads until the wind had dropped and shipping, adrift in the vicinity, had moved off.Arthur W. Radford then proceeded to the West Indies for training operations including gunfire support. En route to Frederickstad, Saint Croix, in the U.S. Virgin Islands, in late June she conducted further weapons tests. Firing a gunnery exercise at Vieques, Puerto Rico, the destroyer returned to the eastern seaboard with a port visit to Fort Lauderdale, Florida on Independence Day 1977.  During this firing exercise, a dummy shell hit  which was towing a target sled. Further work in the Bahamas, and at Guantanamo Bay, preceded her return to Charleston, South Carolina, on the last day of July. She then headed home where she arrived on 3 August.

The ship returned to Pascagoula on 11 September for post-shakedown availability and remained in her builder's hands until she returned to Norfolk in mid-October. Entering the Norfolk Naval Shipyard on 25 October for restricted availability, she remained there into the spring of 1978 before resuming local operations out of her home port. She principally engaged in ship qualification trials and underway training before steaming south to Guantanamo Bay and Vieques for refresher training and gunfire support practice, respectively. Following these evolutions, the ship returned to Norfolk on 30 July 1978.

On 23 August, Arthur W. Radford got underway from the Naval Weapons Station Yorktown Virginia, and headed for NATO exercises in the North Atlantic. En route, she participated in Exercise "Common Effort", carrying out escort duties in an "opposed Atlantic transit", and briefly embarked Vice Admiral Wesley L. McDonald, Commander, U.S. 2nd Fleet. Next came Operation "Northern Wedding" a joint NATO exercise which began on 4 September and involved several carrier groups in an amphibious landing and many other facets of simulated naval warfare. During that operation, Arthur W. Radford operated alongside Royal Navy, Royal Danish Navy, Royal Norwegian Navy, Swedish Navy, West German Navy, and Canadian Forces Maritime naval units. During this exercise, the ship encountered huge seas from Hurricane Flossie.

Following the conclusion of "Northern Wedding", the destroyer visited Copenhagen, Denmark; Rotterdam, the Netherlands, and Portsmouth, England. She again embarked VADM McDonald at Portsmouth on 16 October and wore his flag during the return voyage to Norfolk. The admiral disembarked upon her arrival at Norfolk on 25 October. The destroyer then operated locally through the winter, varying periods between in port for upkeep and getting underway for training.

 First deployment and interim Arthur W. Radford cleared Norfolk on 13 March 1979, bound for the Mediterranean and a tour with the U.S. 6th Fleet. Over the next six months, she participated in a variety of exercises and visited the ports of Catania, Sicily; Split, Yugoslavia; Trieste, Italy; Alexandria, Egypt; Cannes, France, Palma, Spain; Barcelona, Spain; Toulon, France, Théoule, France, Rota, Spain and Valencia, Spain. During the deployment, the vessel fired her first Harpoon missile in the Mediterranean on 28 July. Her target was the hulk of a destroyer, ex- (later the Turkish TCG Gaziantep (D-344)). Arthur W. Radford also participated in Exercise "Multiplex 1-79" in the Ionian Sea, Exercise "Dawn Patrol" in the Tyrrhenian Sea and Ionian Seas, Exercise "Tridente" out of Alexandria, and Exercise "National Week" XXVII, Phases 1 and 2. While en route from Toulon to Theoule, France, she rescued the French ketch, Laurca, adrift  from the French resort of St. Tropez.

Clearing Rota on 12 September, Arthur W. Radford reached Norfolk on 22 September. Underway for Miami, Florida on 23 October, she served as the platform for deck landing qualifications for helicopter pilots en route, and, after touching at Mayport, Florida to unload a crippled H 3 helicopter from HSL-30, reached Miami on 27 October for a two-day port visit.

After returning briefly to Norfolk from 31 October to 5 November, the destroyer proceeded to Halifax, Nova Scotia, and participated in a training exercise with American and Canadian warships. During the course of Exercise "Canus-Marcot" she logged her 1,000th helicopter landing of 1979. Returning to Norfolk on 21 November, she remained in port for the remainder of the year 1979.

For the first half of 1980, the warship principally operated off the eastern seaboard of the United States, and ranged as far north as Halifax and as far south as the Caribbean, working briefly out of Vieques and Roosevelt Roads Naval Station, as well as out of Jacksonville, Florida. During this time, she also visited Annapolis, Maryland, where United States Naval Academy midshipmen toured the ship's engineering plant on an orientation visit. Admiral James L. Holloway III, the former Chief of Naval Operations, visited the ship as well.

 Second deployment and interim
[[File:USS ARTHUR W. RADFORD (DD-968) Panama Canal during Unitas XXI.jpg|thumb|Arthur W. Radford (DD-968) transits the Panama Canal during Unitas XXI.]]
Following a brief period at the Norfolk Naval Shipyard, Arthur W. Radford prepared for another extended deployment. She departed Norfolk on 21 June 1980, embarking HSL-34, Detachment 2 and proceeded to Roosevelt Roads, where she embarked Rear Admiral Peter K. Cullins, Commander, South Atlantic Force and his staff to become Cullins' flagship for UNITAS XXI. Visits to Saint Kitts and to Bridgetown, Barbados, followed before the destroyer sailed for Venezuelan waters.

Over the next four months, Arthur W. Radford operated with elements of the Venezuelan, Ecuadorian, Peruvian, Colombian, Trinidad and Tobagonian, Argentine, Uruguayan, and Brazilian navies. Her ports of call included Puerto La Cruz and La Guaira, Venezuela, Rodman, Panama, Manta, Ecuador, Paito and Callao, Peru, Cartagena, Colombia; Trinidad and Tobago, Puerto Belgrano, and Bahía Blanca, Argentina, Montevideo, Uruguay, and the Brazilian ports of Santos, Rio de Janeiro, Salvador and Recife. She also transited the Panama Canal twice during UNITAS XXI, the first time on 21 July 1980 and the second on 24 August.

Completing UNITAS XXI on 4 November, Arthur W. Radford sailed for Gabon, as a unit of the West Africa Training Cruise (WATC), reaching Libreville, the capital of Gabon, on 12 November. Over the next few weeks, she visited Tema, Ghana Freetown, Sierra Leone, and Dakar, Senegal. Clearing Dakar on 1 December, the destroyer stopped at Guadeloupe and at Roosevelt Roads on the return voyage and arrived at Norfolk on 15 December.

The ship spent the next two years engaged in operations along the East Coast and in the West Indies mostly in underway training out of Norfolk, Roosevelt Roads, and Vieques and in refresher training at Guantanamo Bay. During the summer of 1981, she operated out of Annapolis, training midshipmen. She underwent upkeep at Norfolk and Boston, Massachusetts, and received an overhaul at her builder's yard. En route to Puerto Rico, the ship had a Coast Guard detachment embarked from 20 to 23 September 1982, and cooperated with the Coast Guard on drug interdiction duties.

Third deployment and interim
For the first few months of 1983, Arthur W. Radford operated primarily in the Virginia Capes area, but ranged into the Atlantic as far as the Bahamas. After embarking Commander, Destroyer Squadron 26, at Norfolk on 7 March to begin a nine-month period on board, Arthur W. Radford hosted Secretary of the Navy John F. Lehman, Jr., on 29 March. A little less than one month later the destroyer cleared Norfolk on 27 April for a six-month deployment in the Mediterranean.

Touching at Gibraltar on 10 May, Arthur W. Radford proceeded to Augusta Bay, Sicily, and thence moved to waters off the coast of Lebanon. After supporting the multinational peacekeeping force in Beirut from 20 to 28 May, the destroyer visited Taranto, Italy, before returning to Lebanese waters for another brief period. During a port call at the Romanian port of Constanţa along with guided-missile frigate , the destroyer served as flagship for Vice Admiral William H. Rowden, Commander, 6th Fleet.

Visiting Catania, Sicily, Monte Carlo, Monaco, and Livorno, Italy, Arthur W. Radford exercised with U.S. 6th Fleet battle groups later that summer, later visiting Gaeta and Naples, Italy. While visiting Istanbul, Turkey, she hosted the retired Army leader and former presidential advisor General Alexander M. Haig.

Arthur W. Radford returned to the waters off Beirut on 18 September 1983 to assume duty as ready gunfire support ship. She conducted gunfire support missions against forces threatening the peacekeeping force on 21 and 22 September until relieved on station by the battleship  on 8 October. Visits to La Maddalena, Sardinia, and to Tangier, Morocco rounded out the destroyer's time in the U.S. 6th Fleet. Operating briefly with Spanish Navy units en route to the turnover port of Rota, Arthur W. Radford cleared Rota on 10 November with the battle group formed around the carrier . She arrived at Norfolk 11 days later, remaining there for the rest of 198

3.

Arthur W. Radford operated briefly in the Virginia Capes area in January 1984 before undergoing an overhaul at the Metro Machine Shipyard at Portsmouth, Virginia, between 16 February and 27 April. Subsequently, undergoing sea trials and repairs in the floating drydock , Arthur W. Radford conducted routine training out of Norfolk through early August.

The destroyer next operated out of Roosevelt Roads and off St. Croix before returning to Norfolk at the end of August and becoming flagship for Destroyer Squadron 10. After then conducting underway training in the Virginia Capes area in September and October, Arthur W. Radford accompanied the recommissioned battleship  to Roosevelt Roads. She later conducted gunfire support exercises off Vieques. Returning northward the destroyer took part in exercises off the coast of North Carolina before reaching to Norfolk on 20 November.

Fourth deployment and interim
After local operations, Arthur W. Radford sailed for a deployment with the Middle East Force (MidEastFor) on 4 February 1985, in company with . Rendezvousing with  and  near Bermuda two days later, and refueling from , the destroyer reached Rota on 16 February. She then visited Naples before heading for Egypt to transit the Suez Canal on 27 February 1985.

The destroyer touched briefly at Raysut, Oman, on 8 March before transiting the Strait of Hormuz the following day and entering the Persian Gulf. After touching briefly at Bahrain Arthur W. Radford got underway on 14 March for the Persian Gulf radar picket station. Five days into her time on station, she responded to a "Mayday" from the Liberian-flag tanker Caribbean Breeze which had been attacked and set afire in the central Persian Gulf. The destroyer provided medical advice over the emergency radio channel and launched a helicopter to render assistance.

Refueling on 25 March at Sitrah Anchorage, Bahrain, Arthur W. Radford got underway to resume her radar picket duty later the same day, remaining employed thus until she moored alongside  for availability. The destroyer resumed steaming on radar picket station again on 8 April, also conducting surveillance operations simultaneously.

Arthur W. Radford embarked Rear Admiral John Addams, Commander, Middle East Force, on 17 April, and served as his flagship until 5 June. During that time, the destroyer served twice on radar picket duties in the Persian Gulf, the first from 17 to 26 April and the second from 23 to 29 June, and once on routine cruising. She visited the Sitrah anchorage twice during this period, and visited Manama, Bahrain, twice.

After Rear Admiral Addams shifted his flag from Arthur W. Radford, the ship served two more tours of radar picket duty in the Persian Gulf from 6 to 16 June and 20 to 29 June. During the first of these periods, on 7 June, the destroyer's embarked Sikorsky SH-3 "Sea King" helicopter from squadron HS-1 transported a civilian rescued from drowning and in need of medical attention to Bahrain hospital, saving the person's life.

Arthur W. Radford underwent her final upkeep in the Persian Gulf at Mina Sulman, Manama, Bahrain, from 29 June to 4 July observing Independence Day there before getting underway that afternoon to transit the Persian Gulf for the Strait of Hormuz. She conducted turnover to the destroyer  the following day, and exited from the gulf.

Stopping for fuel at Mina Raysut, Oman, on 8 July, Arthur W. Radford transited the Strait of Bab-el-Mandeb in company with Antrim on 10 July, and the two warships conducted freedom of navigation operations off the coast of the People's Democratic Republic of Yemen on 11 July. The destroyer transited the Suez Canal on 14 July, and replenished from the oiler  that same day. Fueling from  the following day, Arthur W. Radford conducted a port visit to Benidorm, Spain, from 20 to 23 July before reaching Rota on 24 July. Proceeding thence with Antrim, Barney, and Charles F. Adams, the destroyer sailed for Norfolk on 24 July. After visiting Ponta Delgada, Azores, and Bermuda en route, Arthur W. Radford reached her home port on 5 August 1985.

The destroyer remained at Norfolk into late October, preparing for a command inspection and operating locally in the Virginia Capes operating area. Early in this period, Hurricane Gloria prompted Arthur W. Radford to depart Norfolk on 13 September 1985, and proceed to the upper Chesapeake Bay anchorage to ride out the storm. The destroyer returned to her home port on 21 September.

Departing Norfolk on 25 October, Arthur W. Radford sailed for Nova Scotia, and arrived at Halifax on 28 October. After being briefed for her participation in an exercise, SHAREM 62, the ship departed Halifax on the following day for Notre Dame Bay Newfoundland. Transiting the Strait of Belle Isle on 31 October Arthur W. Radford reached her destination on 1 November, and took part in SHAREM 62 until 6 November, when she sailed for Halifax.

Following the post-exercise debriefing, Arthur W. Radford sailed for Norfolk, arriving at her home port on 13 November. Moving up the eastern seaboard, the destroyer visited Boston, Massachusetts (5 to 8 December) before spending a brief period at Newport serving as Surface Warfare Officer School school ship from 9 to 12 December. Arthur W. Radford then returned to the Norfolk area, unloading weapons at Naval Weapons Station Yorktown from 15 to 18 December before conducting a dependents' cruise on 18 December.

The destroyer underwent a restricted availability until late March 1986, running her post-repair trials on 29 and 30 March before proceeding to Yorktown to take on weapons. Arthur W. Radford operated locally out of Norfolk into late July, interspersing this work with a drydocking in Sustain from 30 May to 17 June, for repairs to her struts and stern tubes, as well as an inspection of her sonar dome. Following refresher training in Guantanamo Bay, the ship touched at Roosevelt Roads before operating at Vieques for gunfire support practice, surface gunnery exercises, and missile shoots. After visiting Fort Lauderdale, and Florida en route, the ship returned to Norfolk on 12 September.

Arthur W. Radford returned to Guantanamo Bay soon thereafter to embark HSL-36, detachment 6, and then proceeded to Roosevelt Roads, where she arrived on 6 October to load ammunition, to take on fuel, and to embark a Coast Guard law enforcement detachment along with Commander, Caribbean Squadron and his staff. The ship operated in her assigned waters from 6 to 19 October, returning to Roosevelt Roads to debark Commander, Caribbean Squadron and his staff.

Detaching the Coast Guardsmen at Nassau, Bahamas, on 22 October at the commencement of the ship's port visit there, Arthur W. Radford sailed for Norfolk on 25 October, arriving two days later. As before, her stay in port proved brief, for she got underway on 3 November for the Bermuda operating area for exercises. One day out of Norfolk, she assisted  in searching for a crewman who had been lost in the Cape Hatteras area.

Arthur W. Radford conducted her exercises, SHAREM 1-87, before returning to Norfolk on 16 November. With the exception of a period underway in the Virginia Capes operating area on 9 and 10 December, Arthur W. Radford spent the month of December in port in Norfolk. In early 1987, the ship participated in a major FLEETEX and other exercises, and from 20 July to 10 December 1987, the ship took part in UNITAS XXVIII.

A vertical launching system (VLS) was installed in January 1990 during a major overhaul at Avondale Shipyard. On 26 September 1991, the ship departed for a six-month deployment to the Persian Gulf with the  battle group, returning 26 March 1992. It was her first deployment in five years.

The ship deployed to the Mediterranean sea in 1994 and in 1996. The ship and crew received awards for service relating to Bosnia during both deployments.

Later career and collision

As of 31 August 1995, Arthur W. Radford was to become part of Destroyer Squadron 26.

In May 1997, Arthur W. Radford received the first shipboard installation of the Advanced Enclosed Mast/Sensor System which fully integrates advanced materials, structures, and manufacturing technologies with sensor technology, electromagnetics, and signature reduction to achieve improved warfighting capabilities.

On 4 February 1999 at about 23:34, Arthur W. Radford collided with the Saudi Riyadh, () a 29,259-ton, -long, roll-on/roll-off container ship, which was preparing to enter the Chesapeake Bay bound for Baltimore. According to the Navy, Arthur W. Radford was conducting calibration tests on electronic warfare equipment at the time of the collision. As a part of that test, the ship had been sailing in circles around an electronic buoy for six hours prior to the collision. Saudi Riyadh, meanwhile, was approaching the Chesapeake Bay from the northeast, preparing to line up in the shipping lanes before taking on a marine pilot for its eventual trip to Baltimore.

When the two ships collided, Saudi Riyadhs bow struck the starboard side of Arthur W. Radford, about  behind its bow. Saudi Riyadh sustained a four-foot-high, -long gash along the port and starboard sides of its bow, with most of the damage to its port side. Arthur W. Radford, more heavily damaged, sustained a deep gash on its starboard side, penetrating nearly  into the main deck, ripping a pie-shaped gash and penetrating into the centerline of Arthur W. Radford. A hole ran from the deck to the waterline. The collision toppled its 5-inch 54-caliber gun and damaged Tomahawk cruise missile tubes. One sailor aboard suffered a broken arm, and 12 more had various injuries. The ship entered Norfolk Naval Shipyard Drydock #3 25 February 1999.

Arthur W. Radford sustained an estimated $32.7 million in damages and the damage prevented the ship from leaving 26 March on a scheduled six-month deployment to the Mediterranean Sea with the carrier  battle group. Repairs aboard Arthur W. Radford were completed on 13 September and the destroyer then deployed with the  battle group. As a result of the collision, the commanding officer was relieved 13 February 1999. In June 2000, a US court affixed liability at 65% Saudi Riyadh / 35% Arthur W. Radford. Neither the US Navy commanding officer nor the cargo ship's master were on the bridge or consulted prior to the collision.

Arthur W. Radford deployed to the Mediterranean Sea and Persian Gulf 3 April to 1 October 2000.

Arthur W. Radford was decommissioned 18 March 2003, then stricken from the Naval Vessel Register on 6 April 2004 and eventually assigned to the Inactive Ship Maintenance Facility at Philadelphia, Pennsylvania. On 8 June 2010, the ex-Arthur W. Radford was transferred to the State of Delaware for preparation for eventual sinking as an artificial reef onto the Del-Jersey-Land Inshore Reef site on a project led by Captain Tim Mullane of The American Marine Group (), about  southeast of Cape May, New Jersey, and northeast of Ocean City, Maryland.

After being scuttled on 10 August 2011, the ship became part of the largest artificial reef on the U.S. East Coast and the longest vessel to be used for this purpose in the Atlantic.

Gallery

Awards
From the Navy Unit Award website:
 Navy Expeditionary Medal, 20-May-1983 to 27-May-1983, Lebanon
 Navy Unit Commendation, 28-May-1983 to 19-Nov-1983
 Armed Forces Expeditionary Medal, 05-Jun-1983 to 07-Jun-1983, Lebanon
 Armed Forces Expeditionary Medal, 27-Jul-1983 to 29-Jul-1983, Lebanon
 Armed Forces Expeditionary Medal, 17-Sep-1983 to 27-Sep-1983, Lebanon
 Coast Guard Unit Commendation, 01-Nov-1985 to 28-Feb-1986
 Coast Guard Meritorious Unit Commendation, 01-Oct-1986 to 30-Jun-1987
 Southwest Asia Service Medal, 13-Oct-1991 to 07-Mar-1992
 Navy E Ribbon, 01-Jan-1992 to 31-Dec-1992
 Navy E Ribbon, 01-Jan-1994 to 31-Dec-1994
 Armed Forces Service Medal, 09-Jul-1994 to 13-Aug-1994, Bosnia
 Armed Forces Service Medal, 17-Feb-1996 to 26-Feb-1996, Bosnia
 Armed Forces Service Medal, 14-May-1996 to 22-May-1996, Bosnia
 Armed Forces Service Medal, 28-May-1996 to 29-May-1996, Bosnia
 Meritorious Unit Commendation, as part of the  battle group, 01-Jan-1999 to 10-Sep-2001
 Armed Forces Expeditionary Medal, 20-May-2000 to 30-Jul-2000, coded "V. Bosnia"
 Meritorious Unit Commendation, as part of TF 60, 01-Apr-2002 to 30-Sep-2002, Iraqi Freedom

See also
List of United States Navy destroyers
, for ships with similar names.

Notes

References

External links

 united-states-navy.com: USS Arthur W. Radford
 navysite.de: USS Arthur W. Radford (DD 968) – includes a description of the AEM/SS mast

Spruance-class destroyers
Cold War destroyers of the United States
1975 ships
Maritime incidents in 1999
Maritime incidents in 2011
Ships sunk as artificial reefs
Ships sunk as dive sites

USS Arthur W. Radford


فرانسيس مينيو ( في بوردو)  لاعب كرة قدم فرنسي معتزل كان يجيد اللعب في خط الدفاع .

لعب مينيو في أندية بوردو (1971-1980) تور (1980-1983) .

شارك مينيو مع منتخب فرنسا في مباراة دولية واحدة في سنة 1976 .

روابط خارجية

مراجع

لاعبو كرة قدم رجالية فرنسيون
مدافعو كرة قدم رجالية
أشخاص على قيد الحياة
رياضيون من بوردو
لاعبو الدوري الفرنسي
لاعبو بوردو
لاعبو تورز
لاعبو كرة قدم فرنسيون
لاعبو كرة قدم فرنسيون أولمبيون
لاعبو كرة قدم في الألعاب الأولمبية الصيفية 1976
لاعبو منتخب فرنسا لكرة القدم
مواليد 1953
مواليد في بوردو
لاعبو كرة قدم من بوردو

فرانسيس مينيو


Lancelot du lac est un drame musical en trois actes et cinq tableaux d'Augusta Holmès composé en 1870.

Contexte historique
Augusta Holmès compose Lancelot du lac en 1870. Elle en écrit elle-même l'argument, reposant sur l'histoire de Lancelot du Lac. Elle termine la composition en octobre 1870. Seul le premier acte est conservé à la Bibliothèque nationale de France.

Personnages

Résumé

Critiques

Tout comme Astarté, Lancelot du lac est un opéra encore inédit d'Augusta Holmès en 1895, de même qu'elle n'a pas réussi non plus à le faire jouer et qui est resté , ni même à faire publier l'œuvre.

Références

Liens externes

Œuvre d'Augusta Holmès
Opéra français
Opéra des années 1870
Livret d'Augusta Holmès
Opéra d'Augusta Holmès

Lancelot du lac d'Holmès


Simone Créantor (* 2. Juni 1948 in Grand-Bourg; † 16. Januar 2020 in Montreuil (Seine-Saint-Denis)) war eine französische Kugelstoßerin.

Bei den Leichtathletik-Halleneuropameisterschaften wurde sie 1982 in Mailand Fünfte, 1983 in Budapest Siebte, 1984 in Göteborg Achte und 1985 in Piräus Achte. Bei den Leichtathletik-Hallenweltspielen 1985 in Paris kam sie auf den sechsten Platz.

1983 und 1987 gewann sie bei den Mittelmeerspielen Silber.

Fünfmal wurde sie französische Meisterin im Freien (1972, 1981, 1985–1987) und achtmal in der Halle (1972, 1975, 1977, 1979, 1983–1986).

Persönliche Bestleistungen

 Kugelstoßen: 17,45 m, 23. Juni 1984, Créteil
 Halle: 17,45 m, 19. Februar 1983, Paris

Weblinks

 Athletenporträt bei der FFA

Kugelstoßer (Frankreich)
Franzose
Geboren 1948
Gestorben 2020
Frau

Simone Créantor


الاتحاد البنكي للتجارة والصناعة، هو تاسع بنك تونسي من حيث الإيرادات. أسس البنك في ديسمبر 1961 وهو فرع لمصرف بي إن بي باريبا الفرنسي. يدير البنك شبكة تتكون من 85 فرعا بنكيا عبر تراب الجمهورية  أساسا في المدن الكبرى أين يتواجد أغلب عملاءه الذين ينتمون خصوصا إلى الطبقة البرجوازية. يملك مصرف ب. ن. ب. باريباه 50% من رأس مال البنك وشركة قابضة يمتلكها رجل الأعمال بشير تمرزست مع عائلته 10.9%. يدير البنك منذ 1997 وزير الصناعة السابق صلاح الدين بوقرة. تتبع البنك عدد من الشركات الفرعية من أبرزها الاتحاد التونسي للإيجار المالي والاتحاد البنكي للتجارة والصناعة للمالية المتخصص في الوساطة بالبورصة. يبلغ رأس مال البنك حاليا 50 مليون دينار تونسي فيما بلغت أصوله سنة 2007 1.5 مليار دينار. مدرج منذ 1990 في البورصة التونسية.

المصادر

بنوك تونس
بي إن بي باريبا
شركات أسست في 1961

الاتحاد البنكي للتجارة والصناعة


An Lagenocarpus verticillatus in uska species han Liliopsida nga syahan ginhulagway ni Spreng., ngan ginhatag han pagkayana nga asya nga ngaran ni Tetsuo Michael Koyama och Bassett Maguire. An Lagenocarpus verticillatus in nahilalakip ha genus nga Lagenocarpus, ngan familia nga Cyperaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Lagenocarpus

Lagenocarpus verticillatus


Vladimir Cvijan (srpska ćirilica: Владимир Цвијан; Beograd, 24. studenoga 1976. – Beograd, 5. siječnja 2018.) je bio srbijanski odvjetnik i političar, narodni poslanik u Narodnoj skupštini Republike Srbije od 2012. do 2013. i član predsjedništva Srpske napredne stranke (SNS). Prije toga obnašao je funkciju pravnog savjetnika i glavnog tajnika predsjednika Republike Srbije Borisa Tadića.

Nestao je iz javnog života 2014. godine. Preminuo je 5. siječnja 2018. godine, nakon što se pod sumnjivim okolnostima utopio u rijeci Dunav u Beogradu. Njegova je smrt bila skrivena od javnosti tri godine, sve dok nije otkrivena u ožujku 2021. Razlozi zbog kojih je njegova smrt toliko dugo bila skrivena od javnosti još uvijek nisu poznati.

Izvori

Političari iz Beograda
Srbijanski političari od 1989.

Vladimir Cvijan


أورانغ كوفي  هي إحدى مدن مقاطعة فريسنو، كاليفورنيا. عدد سكانها 7،722 نسمة في تعداد عام 2000. أغلب سكان أورانغ كوفي هم من أصل لاتيني ، وكثير منهم من المزارعين. تم إعطاؤها لقب مدينة في 20 يناير، 1948.

التركيبة السكانية
حدّد مكتب تعداد الولايات المتحدة بيانات التركيبة السكانية لأورانغ كوفي في تعداد الولايات المتحدة. في ما يلي، التركيبة السكانية حسب تعدادي 2000 و2010.

تعداد عام 2000
بلغ عدد سكان أورانغ كوفي 7,722 نسمة بحسب تعداد عام 2000، وبلغ عدد الأسر 1,694 أسرة وعدد العائلات 1,512 عائلة مقيمة في المدينة. في حين سجلت الكثافة السكانية . وبلغ عدد الوحدات السكنية 1,767 وحدة بمتوسط كثافة قدره .
وتوزع التركيب العرقي للمدينة بنسبة 33.55% من البيض و0.31% من الأمريكيين الأفارقة و2.42% من الأمريكيين الأصليين و1.49% من الأمريكيين ذوي الأصول الآسيوية و58.84% من الأعراق الأخرى و3.38% من عرقين مختلطين أو أكثر و90.60% من الهسبانيون أو اللاتينيون من أي عرق.

بلغ عدد الأسر 1,694 أسرة كانت نسبة 69.6% منها لديها أطفال تحت سن الثامنة عشر تعيش معهم، وبلغت نسبة الأزواج القاطنين مع بعضهم البعض 61.2% من أصل المجموع الكلي للأسر، ونسبة 18.6% من الأسر كان لديها معيلات من الإناث دون وجود شريك، بينما كانت نسبة 9.4% من الأسر لديها معيلون من الذكور دون وجود شريكة وكانت نسبة 10.7% من غير العائلات. تألفت نسبة 7.1% من أصل جميع الأسر من عدة أفراد يعيشون في نفس المنزل ونسبة 3.7% كانت تتألف من شخص يعيش بمفرده يبلغ من العمر 65 عاماً أو أكثر. وبلغ متوسط حجم الأسرة المعيشية 4.56، أما متوسط حجم العائلات فبلغ 4.66.

بلغ العمر الوسطي للسكان 22.8 عاماً. وكانت نسبة 40.4% من القاطنين تحت سن الثامنة عشر، وكانت نسبة 13.9% بين الثامنة عشر والرابعة والعشرين عاماً، ونسبة 28.1% كانت واقعةً في الفئة العمرية ما بين الخامسة والعشرين والرابعة والأربعين عاماً، ونسبة 12.6% كانت ما بين الخامسة والأربعين والرابعة والستين، ونسبة 5% كانت ضمن فئة الخامسة والستين عاماً فما فوق. يوجد لكل 100 أنثى 107.7 ذكر، ويوجد لكل 100 أنثى في الثامنة عشر من عمرها فما فوق 108.7 ذكر.

بلغ متوسط دخل الأسرة في المدينة 22,357 دولارًا، أما متوسط دخل العائلة فبلغ 22,525 دولارًا. وكان متوسط دخل الذكور 21,042 دولارًا مقابل 16,821 دولارًا للإناث. وسجل دخل الفرد الخاص بالمدينة 7,126 دولارًا. وكانت نسبة 39.9% من العائلات ونسبة 44.5% من السكان تحت خط الفقر، وكان من هؤلاء نسبة 55.3% تحت سن الثامنة عشر ونسبة 20% في الخامسة والستين من العمر وما فوق.

تعداد عام 2010
بلغ عدد سكان أورانغ كوفي 9,078 نسمة بحسب تعداد عام 2010، وبلغ عدد الأسر 2,068 أسرة وعدد العائلات 1,854 عائلة مقيمة في المدينة. في حين سجلت الكثافة السكانية . وبلغ عدد الوحدات السكنية 2,231 وحدة بمتوسط كثافة قدره .
وتوزع التركيب العرقي للمدينة بنسبة 43.40% من البيض و0.79% من الأمريكيين الأفارقة و1.44% من الأمريكيين الأصليين و1.11% من الأمريكيين ذوي الأصول الآسيوية و0.03% من سكان جزر المحيط الهادئ و49.36% من الأعراق الأخرى و3.86% من عرقين مختلطين أو أكثر و92.67% من الهسبانيون أو اللاتينيون من أي عرق.

بلغ عدد الأسر 2,068 أسرة كانت نسبة 70.6% منها لديها أطفال تحت سن الثامنة عشر تعيش معهم، وبلغت نسبة الأزواج القاطنين مع بعضهم البعض 58.1% من أصل المجموع الكلي للأسر، ونسبة 20.8% من الأسر كان لديها معيلات من الإناث دون وجود شريك، بينما كانت نسبة 10.7% من الأسر لديها معيلون من الذكور دون وجود شريكة وكانت نسبة 10.3% من غير العائلات. تألفت نسبة 8.4% من أصل جميع الأسر من عدة أفراد يعيشون في نفس المنزل ونسبة 4.3% كانت تتألف من شخص يعيش بمفرده يبلغ من العمر 65 عاماً أو أكثر. وبلغ متوسط حجم الأسرة المعيشية 4.39، أما متوسط حجم العائلات فبلغ 4.53.

بلغ العمر الوسطي للسكان 23.6 عاماً. وكانت نسبة 39.9% من القاطنين تحت سن الثامنة عشر، وكانت نسبة 12.3% بين الثامنة عشر والرابعة والعشرين عاماً، ونسبة 26.4% كانت واقعةً في الفئة العمرية ما بين الخامسة والعشرين والرابعة والأربعين عاماً، ونسبة 15.8% كانت ما بين الخامسة والأربعين والرابعة والستين، ونسبة 5.7% كانت ضمن فئة الخامسة والستين عاماً فما فوق. وتوزع التركيب الجنسي للسكان بنسبة 50.2% ذكور و49.8% إناث.

مراجع

أماكن مأهولة أسست في 1914
مدن مقاطعة فريسنو (كاليفورنيا)
مدن كاليفورنيا

أورانغ كوفي (كاليفورنيا)


ماريا أوينغز شريفير  هي صحافية ومؤلفة أمريكية حائزة على جائزتي بيبودي وإيمي. وُلدت في 6 نوفمبر 1955 وهي أحد أفراد عائلة كينيدي. هي السيدة الأولى في ولاية كاليفورنيا منذ تعيين زوجها آرنولد شوارزنيجر حاكمًا للولاية في 17 نوفمبر 2003.

انفصلت عن آرنولد شوارزنيجر حيث نقلت صحيفة 'لوس أنجلس تايمز' عن حاكم ولاية كاليفورنيا السابق الممثل أرنولد شوازينغر الثلاثاء إنه انفصل وزوجته ماريا شرايفر بعدما علمت أن عاملة في منزلهما أنجبت طفلاً منه قبل أكثر من عقد من الزمن.
وقالت الصحيفة إن شرايفر غادرت منزل العائلة في وقت سابق هذه السنة بعد أن اعترف زوجها بأبوته لطفل من امرأة عملت في منزلهما لـ20 سنة وتقاعدت في كانون الثاني(يناير) الماضي.
وأوضحت التايمز أنها تلقت بياناً من شوازينغر قال فيه 'بعد مغادرة منصبي كحاكم أخبرت زوجتي عن هذا الحدث الذي وقع قبل أكثر من عقد'، وأضاف 'أتفهم وأستحق الشعور بالغضب وخيبة الأمل تجاهي من أصدقائي وعائلتي، وليس لديّ أعذار وأتحمل كامل المسؤولية عن الألم الذي سببته، لقد اعتذرت من ماريا ومن أولادي وعائلتي، وأنا آسف فعلاً'.
وقد رفض متحدث باسم شرايفر التعليق على بيان شوازينغر.
وكانت المرأة التي عملت في منزل شوازينغر قد قالت في مقابلة سابقة إن رجلاً آخر كانت متزوجة منه هو والد ابنها، غير أنها رفضت التعليق حين أبلغتها التايمز عن بيان الممثل في وقت لاحق.
وقال مصدر أن شوازينغر تحمل مسؤولياته المادية تجاه الطفل منذ ولادته واستمر في إعالته.
وكان شوازينغر وشرايفر قد أعلنا عن انفصالهما في 10 (أبريل) بعد 25 سنة من الزواج.
يشار إلى ان شوازينغر (63 سنة) وشرايفر (55 سنة) متزوجان منذ العام 1986 ولديهما 4 أولاد في الـ14 والـ18 والـ20 والـ21 من العمر.

حياتها المهنية
كتبت شريفير في كتابها عشرة أشياء أردت معرفتها قبل خروجي إلى العالم الحقيقي في سنة 2000 بأن شغفها بالبث الصحفي بدأ بعد تطوعها للعمل مع مراسلي الأخبار في الحملة الرئاسية عام 1972 والتي ترشح فيها والدها لمنصب نائب الرئيس، واصفةً إياه بـ «أفضل شيء حدث لي على الإطلاق».
بدأت عملها في قناة كيه واي دبليو - تي في في فيلادلفيا،

روابط خارجية

مراجع

كتاب من بيثيسدا
أشخاص على قيد الحياة
أشخاص من بيثيسدا
أشخاص من شيكاغو (إلينوي)
أشخاص من لوس أنجلوس (كاليفورنيا)
أمريكيون من أصل ألماني
أمريكيون من أصل أيرلندي
حائزون على جائزة إيمي
حائزون على جائزة بيبودي
خريجو جامعة جورجتاون
خريجو كلية مانهاتنفيل
خريجو مدارس في قلب يسوع الأقدس
ديمقراطيون من ولاية إلينوي
ديمقراطيون من ولاية كاليفورنيا
رومان كاثوليك أمريكيون
صحفيات تلفزيون أمريكيات
صحفيون من إلينوي
صحفيون وصحفيات أمريكيون
عائلة كينيدي
قناة أخبار هيئة الإذاعة الوطنية التلفزيونية
كاتبات أطفال
كاتبات أطفال أمريكيات
كاتبات أمريكيات في القرن 20
كاتبات أمريكيات في القرن 21
كاثوليك من إلينوي
كاثوليك من ماريلند
كتاب أدب أطفال أمريكيون
كتاب أمريكيون متخصصون في مساعدة الذات
كتاب غير روائيين أمريكيون في القرن 21
كتاب كاثوليك
كتاب من شيكاغو
كتاب من لوس أنجلوس
كتاب من ماريلند
كتاب وكاتبات أمريكيون في القرن 20
كتاب وكاتبات أمريكيون في القرن 21
مذيعو أخبار تلفزيونية أمريكيون
مراسلو تلفزيون أمريكيون
مواليد 1955
ناشطات أمريكيات
ناشطو حقوق معاقين أمريكيون
ناشطو صحة أمريكيون
ناشطون أمريكيون
ناشطون في مكافحة الفقر
نسويون أمريكيون
نسويون رومان كاثوليك

ماريا شريفير


La secchia rapita (título original en italiano; en traducción literal al español, El cubo raptado) es un dramma heroicomico en tres actos con música de Antonio Salieri y libreto de Gastone Boccherini, basado a su vez en el poema de Alessandro Tassoni. Se estrenó el 21 de octubre de 1772 en el Burgtheater de Viena.

Inusualmente la instrumentación de esta obra se muestra muy vivaz: Salieri incluyó en la partitura entre otros numerosos efectos musicalmente descriptivos y pasajes instrumentales extensos y sorpresas empleando por primera vez en la historia de la música tres timbales cuando lo habitual eran solo dos.

Argumento
El tema del poema de Tassoni era la Guerra del Cubo que los habitantes de Módena declararon contra los de Bolonia, ante la negativa de estos últimos a restituirles algunas ciudades que habían estado ocupado desde la época del emperador Federico II . El autor se valió maliciosamente de una tradición popular, según la cual se creía que cierto balde de madera, guardado en el tesoro de la catedral de Módena, procedía de Bolonia, y que los modeneses se lo habían llevado a la fuerza. Cada episodio del poema, aunque comienza de manera épica, termina en un divertido absurdo.

Historia de la Ópera
Después del estreno vienés en el año 1772, la obra se puso en escena en Mannheim (1774), Dresde (1775) y en Modena (1787). Posteriormente el libretista Angelo Anelli revisó el texto, el cual fue musicado entonces por Nicola Antonio Zingarelli en el año 1793 y por Giuseppe Francesco Bianchi en el año 1794. Una posterior y más moderna partitura para el libreto, revisado por Renato Simoni, lleva la firma de Giulio Ricordi, bajo el seudónimo de Jules Burgmein, en el año 1910.

La única representación moderna de La secchia rapita tuvo lugar el 30 de diciembre de 1990 en el Teatro Comunale de Modena bajo la dirección de Frans Brüggen, donde fue también grabada.

Aparte la obertura y un aria de la ópera (cantada por la mezzosoprano Cecilia Bartoli) están disponibles comercialmente en CD.

Referencias

Enlaces externos

Óperas de Antonio Salieri
Óperas en italiano
Óperas de 1772
Óperas estrenadas en Viena

La secchia rapita (Salieri)


Thelma Alice Todd (July 29, 1906 – December 16, 1935) was an American actress and businesswoman who carried the nicknames "The Ice Cream Blonde" and "Hot Toddy". Appearing in about 120 feature films and shorts  between 1926 and 1935, she is remembered for her comedic roles opposite ZaSu Pitts, and in films such as Marx Brothers' Monkey Business and Horse Feathers and a number of Charley Chase's short comedies. She co-starred with Buster Keaton and Jimmy Durante in Speak Easily. She also had roles in several Wheeler and Woolsey and Laurel and Hardy films, the last of which (The Bohemian Girl) featured her in a part that was cut short by her sudden death in 1935 at the age of 29.

Early life
Todd was born in Lawrence, Massachusetts, to John Shaw Todd, an upholsterer from Ireland, and later, a superintendent of streets, an alderman, and Lawrence's commissioner of health and charities in 1912 and Alice Elizabeth Edwards, an immigrant from Canada. She had an older brother, William, who died in an accident in 1910. She was a bright and successful student. Intending to become a schoolteacher, she enrolled at the Lowell Normal School (now University of Massachusetts, Lowell) after graduating from high school in 1923. As a student, she earned money as a model, entered beauty pageants in her late teens, gained the attention of Elks Lodge 65, was crowned 1925 Miss Lawrence, and won the title of 1925 Miss Massachusetts. While representing her home state, she was spotted by a Hollywood talent scout. She was offered a slot at the Paramount Players School in Astoria, Queens, New York City, at a time when Paramount Studios was training would-be-actors in acting, diction, athletics and manners. Of the 16 members of her cohort, only Charles "Buddy" Rogers also made it to Hollywood. Todd later found work, in 1929, at Hal Roach Studios.

Career

Film

During the silent film era, Todd appeared in numerous supporting roles that made full use of her beauty but gave her little chance to act. With the advent of the talkies, she was able to expand her roles when producer Hal Roach signed her to appear with comedy stars such as Harry Langdon, Charley Chase, and Laurel and Hardy.

In 1931, Roach cast Todd in her own series of 17-to-27-minute slapstick comedy shorts. In an attempt to create a female version of Laurel and Hardy,  Roach teamed Todd with ZaSu Pitts for 17 shorts, from Let's do Things (June 1931) through One Track Minds (May 1933). When Pitts left in 1933, she was replaced by Patsy Kelly, who appeared with Todd in 21 shorts, from Beauty and the Bus (September 1933) through An All American Toothache (January 1936). These shorts often cast Todd as a levelheaded working girl doing her best to remain poised and charming despite numerous problems and her ditzy sidekick's embarrassing antics.

In 1931, Todd starred in Corsair, a film directed by Roland West, with whom she become romantically involved.

Todd became highly regarded as a capable film comedian, and Roach loaned her to other studios to play opposite Wheeler & Woolsey, Buster Keaton, Joe E. Brown, and the Marx Brothers. She also successfully appeared in dramas, such as the original 1931 version of The Maltese Falcon starring Ricardo Cortez as Sam Spade, where she played Miles Archer's treacherous widow. She appeared in around 120 feature films and shorts in her career.

Todd continued her short-subject series through 1935 and was featured in the full-length Laurel and Hardy comedy The Bohemian Girl. It was her last role before her untimely death at age 29. Although she had completed all of her scenes, producer Roach had them re-shot, fearing negative publicity. He deleted all of Todd's dialogue, and limited her appearance to one musical number.

Sidewalk Cafe
Originally built in 1928, by architect Mark Daniels, as the Castellammare housing tract business block, in August 1934, Todd opened, in partnership with Jewel Carmen and Roland West, Thelma Todd's Sidewalk Cafe, at 17575 Pacific Coast Highway, Castellammare, Pacific Palisades, Los Angeles. The ground floor of the building housed the restaurant. On the second floor, Todd and West lived in adjoining ocean-view apartments—with only a sliding wooden door separating their bedrooms— and held parties in the adjacent, private nightclub named Joya (for West's ex-wife Jewel Carmen) that took up the rest of the second floor. The third floor, hexagonally shaped, had a dance floor and bandstand. It attracted a diverse clientele of Hollywood celebrities, and many tourists.

Personal life
Todd was briefly married to Pat DiCicco, who supposedly had ties to the mob. The relationship was volatile with DiCiccio being very abusive to Todd, resulting in her filing for divorce and changing her will to only leaving him $1.

Death
On the morning of Monday, December 16, 1935, Todd was found dead, wearing a mauve and silver gown, mink wrap and expensive jewelry, in her chocolate-colored 1934 Lincoln Phaeton convertible inside the garage of Jewel Carmen, a former actress and wife of Todd's lover and business partner Roland West. Carmen's house was approximately a block from the topmost side of Todd's restaurant. Her death was determined to have been caused by carbon monoxide poisoning. West is quoted in a contemporaneous newspaper account as having locked her out, which may have caused her to seek refuge and warmth in the car. Todd had a wide circle of friends and associates and a busy social life.

Police investigations revealed that she had spent the previous Saturday night (December 14) at the Trocadero, a popular Hollywood restaurant, at a party hosted by entertainer Stanley Lupino and his actress daughter Ida. She had a brief but unpleasant exchange there with her ex-husband, Pat DiCicco. However, her friends stated that she was in good spirits and were aware of nothing in her life that suggested a reason for her to commit suicide. She was driven home from the party in the early hours of December 15 by her chauffeur, Ernest O. Peters.

LAPD detectives concluded that Todd's death was accidental, the result of her either warming up the car to drive it or using the heater to keep herself warm. A coroner's inquest into the death was held on December 18, 1935. Autopsy surgeon A. P. Wagner testified that there were "no marks of violence anywhere upon or within the body" with only a "superficial contusion on the lower lip." There are informal accounts of greater signs of injury. The jury ruled that the death appeared accidental, but recommended "further investigation to be made into the case, by proper authorities."

A grand jury probe was subsequently held to determine whether Todd was murdered. After four weeks of testimony, the inquiry concluded with no evidence of foul play. The case was closed by the Homicide Bureau, which declared the death "accidental with possible suicide tendencies."  However, investigators found no motive for suicide, and Todd left no suicide note.

Todd's memorial service, which drew large crowds to view the open casket, was held at Pierce Brothers Mortuary at 720 West Washington Blvd in Los Angeles. The body was cremated. After her mother's death in 1969, Todd's remains were placed in her mother's casket and buried in Bellevue Cemetery in her hometown of Lawrence, Massachusetts.

Legacy
For her contribution to the motion picture industry, Todd has a star on the Hollywood Walk of Fame at 6262 Hollywood Blvd.

Filmography

See also
 Jewel Carmen § Death of Thelma Todd
 List of unsolved deaths
 Pitts and Todd
 Patsy Kelly
 White Hot: The Mysterious Murder of Thelma Todd, 1991 TV movie

Further reading

References

External links

1906 births
1935 deaths
20th-century American actresses
Actresses from Massachusetts
Accidental deaths in California
American film actresses
American silent film actresses
Burials in Massachusetts
Deaths from carbon monoxide poisoning
Hal Roach Studios actors
People from Lawrence, Massachusetts
Unsolved deaths in the United States
University of Massachusetts Lowell alumni
American people of Canadian descent
American people of Irish descent
1935 suicides

Thelma Todd


علم التصادم علم يعني بالبحث عن أفضل الطرق للبقاء على قيد الحياة في حالة حوادث السيارات والتخفيف من حدة الخسائر الناتجة عن الحوادث.

انظر أيضًا

 قائمة أسماء العلوم

وصلات خارجية
 علم التصادم / السيارات، قناة الجزيرة الوثائقية
 سلسلة علم التصادم، الجزيرة الوثائقية

علوم

علم التصادم


An Typhonium jinpingense in uska species han Liliopsida nga ginhulagway ni Z.L.Wang, H.Li ngan F.H.Bian. An Typhonium jinpingense in nahilalakip ha genus nga Typhonium, ngan familia nga Araceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Typhonium

Typhonium jinpingense


An Leptochloa mucronata in uska species han Liliopsida nga syahan ginhulagway ni André Michaux, ngan ginhatag han pagkayana nga asya nga ngaran ni Carl Sigismund Kunth. An Leptochloa mucronata in nahilalakip ha genus nga Leptochloa, ngan familia nga Poaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Leptochloa

Leptochloa mucronata


القافلة هي مجموعة من الاٍبل محملة بالبضائع المتنوعة كالكتان والعطور والبهارات وقد تحمل بضاعة ثمينة كالذهب والأحجار الكريمة وتكون القافلة محروسة من قبل مجموعة من أفراد القبيلة.

أسماء القوافل
 ريذجان هي القافلة التي تنقل شحنة تجارية
 لطيمة: هي القافلة التي تنقل العطر والمسك والحرير
 عسجدية هي القافلة التي تنقل الفضة والذهب

المراجع

جمال (حيوانات)
النقل بواسطة الحيوانات
حبك
طرق تجارية

قافلة إبل


Konservatoriet er en dansk dokumentarfilm fra 1978 instrueret af Ole John.

Handling
Klassisk ballet

Referencer

Eksterne henvisninger

Dokumentarfilm fra Danmark
Danske film fra 1978

Konservatoriet (dokumentarfilm)


Mnogocvjetni Salamunov pečat (zmijino mliko, mnogocvjetna pokosnica, zaliz, mnogocvjetna stojka; lat. Polygonatum multiflorum),  ljekovita trajnica iz porodice šparogovki. Raširena je po velikim dijelovima Europe, uključujući i Hrvatsku.

Izvori

Nolinoideae
Flora Europe
Flora Turske
Flora Sjevernog Kavkaza
Flora Zakavkazja
Flora Hrvatske

Mnogocvjetni Salamunov pečat


An Bewsia biflora in uska species han Liliopsida nga syahan ginhulagway ni Eduard Hackel ngan Schinz, ngan ginhatag han pagkayana nga asya nga ngaran ni Antonie Petrus Gerhardy Goossens. An Bewsia biflora in nahilalakip ha genus nga Bewsia, ngan familia nga Poaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Mga sumpay ha gawas

Bewsia

Bewsia biflora


José Pinto Fonseca fue un sertanista —explorador— portugués en el Virreinato del Brasil.

Biografía
El 26 de julio de 1773 descubrió la Isla del Bananal, la mayor isla fluvial del planeta, situada entre los actuales estados de Tocantins y Mato Grosso ——, con una superficie de unos dos millones de hectáreas.

Enlaces externos

Sertanistas

José Pinto Fonseca


Santiago Moncada Mercadal (Madrid, 1928-Ib., 6 de julio de 2018) fue un escritor, dramaturgo y guionista español, presidente de la Fundación Autor y de la Sociedad General de Autores y Editores de España.

Biografía
Comenzó su carrera como escritor de novelas, con las que consiguió el Premio Elisenda de Montcada por Carta a nadie, quedando como finalista del Premio Planeta por El stress, en 1966.

Como dramaturgo, obtuvo el Premio Nacional de Teatro Calderón de la Barca consecutivamente en los años 1962 y 1963. En su trayectoria destacan más de cuarenta comedias estrenadas, algunas traducidas a diferentes idiomas, con títulos como Cena para dos, Juegos de medianoche o Violines y trompetas. Sus mayores éxitos fueron Entre mujeres (1988). Esta obra permaneció en cartel durante diez años consecutivos en Buenos Aires y otros tres años en Ciudad de México, y Esmoquin (2001), de la que escribió una secuela en 2003.

Y como guionista, escribió más de ochenta guiones para películas rodadas en Estados Unidos, Italia, Alemania, Inglaterra, Francia y España. Una docena de las ellas fueron producidas por él mismo. En su prolífica carrera —desarrollada entre los años sesenta y los noventa del — destacan títulos como Querido profesor (1966), El hombre que supo amar (1976), Despido improcedente (1980) y La familia... 30 años después.

Santiago Moncada fue miembro de la junta directiva, vicepresidente de la Sociedad General de Autores y Editores por el Colegio de Dramáticos. Además, formó parte del Consejo de Dirección y de numerosas comisiones de trabajo dentro de la polémica entidad de gestión.

Dramaturgia (parcial)
 Paulina y los pingüinos (1956)
 Tránsito de madrugada (1958)
 Juegos de medianoche (1971)
 La muchacha sin retorno (1974)
 Violines y trompetas (1977)
 Siempre no es toda la vida (1979)
 Salvar a los delfines (1979)
 Vivamos hoy (1979)
 Las orejas del lobo (1980)
 El hombre del atardecer (1981)
 Las tormentas no vuelven (1982)
 Punto y coma (1987)
 Entre mujeres (1988), retitulada como Brujas (2010)
 Cena para dos (1991)
 Siempre en otoño (1993)
 Mejor en octubre (1994)
 Esmoquin (2001)
 Esmoquin 2 (2003)
 Desconcierto (2005)

Cinematografía
 Querido profesor (1966)
 Black story (La historia negra de Peter P. Peter) (1971)
 La campana del infierno (1973)
 La corrupción de Chris Miller (1973)
 Cuando el cuerno suena (1974)
 Cazar un gato negro (1976)
 El hombre que supo amar (1976)
 Despido improcedente (1980)
 Gorilas a todo ritmo (1982)
 Descanse en piezas (1987)
 La familia... 30 años después (1999)

Premios

 Premio Nacional de Teatro Calderón de la Barca, 1962 y 1963 —compartido—.

Referencias

Enlaces externos

 MONCADA, Santiago: Óscar y Sherlock (1993), comedia en la que Sherlock Holmes, ya sin el Doctor Watson, acude a la casa de Lady Windermere para investigar la muerte del hijo de ella: Óscar.
 Representación ofrecida por TVE en la emisión del 21 de agosto de 1996 de Función de noche, con actuación de Paco Morán, Francisco J. Basilio, José Luis San Juan, Laura Jou y Manuel Solàs; la función, a partir de los 35 seg.
 Véanse "Oscar Wilde" y "El abanico de Lady Windermere".

Escritores de España del siglo XX
Dramaturgos de España del siglo XX
Escritores de Madrid
Dramaturgos de la Comunidad de Madrid
Santiago Moncada
Escritores de España del siglo XXI
Dramaturgos de España del siglo XXI
Nacidos en Madrid
Fallecidos en Madrid

Santiago Moncada


Die Veckefjärden ist ein See in der schwedischen Gemeinde Örnsköldsvik.

Geographie
Die Veckefjärden ist die letzte der drei Fjärden im Unterlauf des Moälven, bevor dieser durch Domsjö zu seiner Mündung in die Örnsköldsviksfjärden fließt. An der Själevadsfjärden liegt die Solängets travbana, eine Trabrennbahn und der Väckefjärdens GC ein Golfclub. Am unteren Ende der Veckefjärden liegt der Veckedammen, dahinter fließt der Moälven an den Domsjö Fabriker vorbei, bevor er in die Örnsköldsviksfjärden und damit in den Bottnischen Meerbusen mündet.

Einzelnachweise

SVeckefjarden
Geographie (Gemeinde Örnsköldsvik)

Veckefjärden


La Línea del Norte (Linha do Norte) es una vinculación ferroviaria entre las ciudades de Lisboa y Oporto, en Portugal. Se presenta como la principal línea férrea en este país, uniendo las regiones Norte, Centro y Sur, y enlazando con otras conexiones de elevada importancia, como las Líneas de Beira Baixa, Miño y Beira Alta.

Historia

Las obras para la construcción de la conexión ferroviaria entre Lisboa a Oporto y a la frontera desde  el 17 de  septiembre de 1853, siendo el primer tramo, hasta Carregado, abierto a la explotación  el 29 de  octubre de 1856. La línea del Norte fue concluida con la inauguración del Puente D. Maria Pia, el 5 de noviembre de 1877. En 1992, entró en servicio el Puente de São João, y, en 1998, la Plataforma del Oriente, en Lisboa.

Características

Descripción
La Línea del Norte es la espina dorsal del sistema ferroviario portugués. Esta importante vía férrea, con 336,050 quilómetros de extensión, es la más modernizada del país en infraestructuras y material circulante, y su construcción contribuyó enormemente al desarrollo de las poblaciones por ella atravesadas.

Saliendo de Lisboa por la zona más oriental de la ciudad, a partir de la principal estación ferroviaria de Lisboa y, del país, la Estación del Oriente, sigue siempre junto al Tajo, en la dirección noreste, atravesando y sirviendo localidades densamente urbanizadas de la región de la Gran Lisboa, tales como Sacavém, Bobadela, Alverca y Vila Franca de Xira. A continuación, siguiendo también en dirección noreste, entra por los bellos parajes de las lezírias ribatejanas, atravesando y sirviendo localidades como Azambuja, Cartaxo, Santarém y Torres Novas. Poco después, en la plataforma de Entroncamento, da lugar a la conexión de la Línea de Beira Baixa que, une a Abrantes, Castelo Branco y Covilhã y, también da conexión al Ramal de Tomar, que, termina en el centro de la misma ciudad. En Entroncamento, gira de noreste a norte, donde entra en un trayecto rural y montañoso, hasta la zona de Coímbra, pasando por localidades como Ourém y Pombal. Sirve a Coímbra con una estación situada cerca del centro de la ciudad, la estación de Coímbra-B. Después, más al norte, entra en una zona de tramo mixto rural e industrializado. Pasa junto a parques industriales como Souselas, Pampilhosa (desde donde se une con la Línea de Beira Alta, dando acceso a localidades como Santa Comba Dão, Nelas, Celorico da Beira, Guarda, entre otras, y, consecuentemente a España y, a Europa), Aveiro y, Ovar. Entre Ovar y Vila Nova de Gaia, sigue junto al mar, interrumpiéndose este recorrido sólo en Espinho, cuya nueva estación es subterránea. En el ayuntamiento de Vila Nova de Gaia atraviesa de nuevo una zona densamente urbanizada, perteneciente al Gran Oporto. La entrada en la ciudad invicta es realizada por el Puente de São João, desde donde se puede vislumbrar la bella panorámica de la zona histórica de Porto. Su extremo norte es en la estación ferroviaria de Campanhã, desde donde sigue por la Línea del Miño.

Obras de arte principales

Puente D. Maria Pia

Puente de São João

Referencias

Bibliografía

Enlaces externos

Línea del Norte


Padma Shri (IAST: padma śrī), also spelled Padma Shree, is the fourth-highest civilian award of the Republic of India, after the Bharat Ratna, the Padma Vibhushan and the Padma Bhushan. Instituted on 2 January 1954, the award is conferred in recognition of "distinguished contribution in various spheres of activity including the arts, education, industry, literature, science, acting, medicine, social service and public affairs". It is awarded by the Government of India every year on India's Republic Day.

History

Padma Awards were instituted in 1954 to be awarded to citizens of India in recognition of their distinguished contribution in various spheres of activity including the arts, education, industry, literature, science, acting, medicine, social service and public affairs. It has also been awarded to some distinguished individuals who were not citizens of India but did contribute in various ways to India.

The selection criteria have been criticised in some quarters with the claim that many highly deserving artists have been left out in order to favour certain individuals. India has now created an online nomination platform for the common citizens to recommend the nomination for the annually given civilian "Padma" awards.

On its obverse, the words "Padma", meaning lotus in Sanskrit, and "Shri", a Sanskrit-derived honorific equivalent to 'Mr.' or 'Ms.' (i.e., "Noble One in Blossom"), appear in Devanagari above and below a lotus flower. The geometrical pattern on either side is in burnished bronze. All embossing is in white gold.

, 3421 people have received the award. In 2023, 91 people received the Padma Shri.

Refusals

Several intended recipients, including musician Hemanta Kumar Mukherjee, sitar player Vilayat Khan, academic and author Mamoni Raisom Goswami, journalist Kanak Sen Deka and noted Bollywood screenwriter Salim Khan, have declined the Padma Shri for various reasons. Some intended recipients, such as environmental activist Sunderlal Bahuguna and English billiards champion Michael Ferreira, have refused the honour but have subsequently accepted a more prestigious one such as the Padma Bhushan or Padma Vibhushan. Other individuals, such as film-maker Aribam Syam Sharma, author Phanishwar Nath 'Renu', Punjabi author Dalip Kaur Tiwana and noted poet Jayanta Mahapatra, have returned the honour after initially accepting it.

In 2022, renowned Bengali singer "Gitashri" Sandhya Mukhopadhyay, aged 90, turned down her offer for the Padma Shri award on the eve of the 73rd Republic Day of India. As per media reports, the veteran singer turned down the offer since she believes that her career spanning eight decades deserved a higher award than the Padma Shri. "Padma Shri is more deserving for a junior artiste", her daughter said. Based on her refusal, her name was not included in the Padma awardees list for 2022.

Awards by decade
 List of Padma Shri award recipients (1954–1959)
 List of Padma Shri award recipients (1960–1969)
 List of Padma Shri award recipients (1970–1979)
 List of Padma Shri award recipients (1980–1989)
 List of Padma Shri award recipients (1990–1999)
 List of Padma Shri award recipients (2000–2009)
 List of Padma Shri award recipients (2010–2019)
 List of Padma Shri award recipients (2020–2029)

Awards by field/occupation

See also
List of recipients of the Padma Shri in sports

References

External links

Awards established in 1954
Civil awards and decorations of India
Recipients of the Padma Shri

Padma Shri