Omori (estilizado como OMORI) é um jogo eletrônico de RPG de 2020 desenvolvido pelo estúdio indie Omocat. Baseado na série de webcomics do diretor, , há destaque para conceitos como ansiedade e depressão e elementos de terror psicológico. Na história, o jogador controla um garoto chamado Sunny e seu alter ego do mundo dos sonhos Omori. Eles exploram o mundo real e o mundo surreal dos sonhos para superar seus medos e segredos. Como eles interagem depende das escolhas feitas pelo jogador, resultando em um dos vários finais. O sistema de batalha baseado em turnos do jogo inclui efeitos de status não convencionais baseados nas emoções dos personagens.

Depois de uma campanha bem-sucedida no Kickstarter em 2014, o jogo foi adiado diversas vezes; com um lançamento inicialmente planejado para o ano seguinte, foi lançado para Microsoft Windows e macOS apenas em dezembro de 2020, e os desenvolvedores também anunciaram planos para uma tradução japonesa, bem como portes para Nintendo Switch, PlayStation 4, e Xbox One. Omori foi aclamado pelos críticos, que o elogiaram por seus gráficos, elementos narrativos, trilha sonora e representação da ansiedade e depressão, comparando-o favoravelmente com EarthBound e Yume Nikki. O jogo foi indicado a vários prêmios, vencendo na categoria "Daringly Dramatic" da DreamHack em 2021.

Jogabilidade

A jogabilidade de Omori é inspirada em jogos de RPG japoneses tradicionais. O jogador controla um grupo de quatro personagens: Omori, Aubrey, Kel e Hero, cada um com suas próprias habilidades em batalha e no overworld. Ao explorar o overworld, o jogo é apresentado de uma perspectiva de cima para baixo. Possui missões secundárias e quebra-cabeças para o jogador resolver, o que lhe permite ganhar recompensas e habilidades. Armas e itens que beneficiam o grupo podem ser obtidos ao longo do jogo, inclusive comprando-os usando a moeda do jogo, Clams. Fora da batalha, o grupo pode se curar e salvar  o progresso ao encontrar um cobertor de piquenique associado à irmã mais velha de Omori, Mari.

As batalhas são jogadas em um formato baseado em turnos, onde cada membro do grupo executa um movimento. Depois de atacar, os membros do grupo podem trabalhar juntos para realizar ataques de "acompanhamento". Personagens e inimigos têm coração, que funciona como pontos de vida; se sofrer dano, ele diminui, e se chegar a zero, o personagem é derrotado e se transforma em torrada. O medidor de suco é usado para executar habilidades especiais que ajudam na batalha. Ao contrário da maioria dos jogos de RPG, efeitos de status são baseados em um sistema de emoção de três pontos. A emoção de um membro do grupo ou oponente pode mudar ao longo de uma batalha, geralmente devido a movimentos de outro membro do grupo ou inimigo. Neutral (neutro) é a linha de base e não tem efeitos, Angry (bravo) aumenta o ataque, mas diminui a defesa, Sad (triste) aumenta a defesa, mas diminui a velocidade e Happy (feliz) aumenta a velocidade, mas diminui a precisão. As emoções são fortes ou fracas uma contra a outra – feliz vence o bravo, bravo vence o triste e triste vence o feliz. Além disso, também existem variantes de maior intensidade de cada emoção.

Enredo
O personagem principal e titular, Omori, desperta no "Espaço Branco", um pequeno quarto branco em que ele viveu "desde que [ele] consegue se lembrar". Ele abre uma porta e entra no mundo vibrante de "Headspace", onde conhece sua irmã mais velha Mari e seus amigos Aubrey, Kel, Hero e Basil. Eles examinam as memórias compartilhadas no álbum de fotos de Basil e decidem ir para a casa dele, embora Mari decida ficar para trás. Ao longo do caminho, o álbum é danificado quando Kel e Aubrey brigam. Ao ver uma foto desconhecida cair dela, Basil entra em pânico, e Omori de repente é teletransportado de volta para o Espaço Branco sozinho. Ele se esfaqueia com sua faca, revelando que os eventos anteriores são os sonhos de um adolescente, Sunny.

Acordando na cama, Sunny descobre que vai se mudar em três dias e desce para um lanche à meia-noite. Confrontado por uma alucinação de pesadelo que simboliza seu medo, ele o dissipa acalmando-se e volta para a cama com sua faca. Despertando mais uma vez no Espaço Branco, Omori se reúne com Aubrey, Kel e Hero, e os quatro descobrem que Basil desapareceu. Decidindo resgatá-lo, eles viajam para várias partes do Headspace para procurá-lo, com Mari ajudando no caminho. O grupo gradualmente se distrai com várias situações que encontram, e suas memórias de Basil e seu objetivo de resgatá-lo desaparecem lentamente.

Enquanto isso, no mundo desperto, Mari havia cometido suicídio há quatro anos, o que levou o grupo de amigos a divergir. Embora Kel e Hero tenham conseguido se recuperar um pouco emocionalmente, Sunny se tornou um recluso distante, Aubrey saiu depois de se sentir traído pela aparente indiferença do grupo pela morte de Mari, e Basil tornou-se neurótico e paranóico. Kel bate na porta de Sunny em uma tentativa de reconectar uma última vez. O jogador pode ignorar Kel ou atender a porta; escolher de forma diferente pode desencadear rotas diferentes. Se escolherem a primeira opção, Sunny fica dentro de casa pelos três dias restantes, fazendo tarefas e focando em seus sonhos em vez de se reconciliar.

Se a última opção for escolhida, Sunny e Kel descobrem Aubrey atacando Basil. Eles descobrem que ela roubou o álbum de fotos da vida real de Basil, ostensivamente para impedi-lo de vandalizá-lo. Depois de lutar com Aubrey novamente e recuperar o álbum, eles o devolvem a Basil com algumas fotos faltando, mas ele deixa Sunny mantê-lo. Enquanto jantam juntos, Basil fica subitamente mortificado ao saber da partida iminente de Sunny, revelando que ele tem alucinações semelhantes. Em outra luta no dia seguinte, Aubrey acidentalmente empurra Basil em um lago. Sunny tenta resgatá-lo, e ambos são salvos do afogamento pela chegada de Hero. No mundo dos sonhos, Omori e seus amigos retornam à casa agora em ruínas de Basil, e ele é transportado para o mais perturbador "Espaço Negro". Basil aparece muitas vezes dentro dele, repetidamente tentando falar com ele sobre algo antes de morrer horrivelmente. Na sala final, Omori mata Basil, colocando-se no topo de um trono de enormes mãos vermelhas.

No último dia antes da partida de Sunny, os outros se reconciliam com Aubrey e encontram as fotos desaparecidas. Chegando a um acordo com a morte de Mari, eles decidem passar sua última noite juntos na casa de Basil, mesmo que ele se recuse a sair de seu quarto. Naquela noite, Sunny confronta a verdade em seus sonhos: durante uma discussão, ele matou Mari acidentalmente empurrando-a escada abaixo. Em negação de que Sunny fez isso, Basil ajudou a enquadrar a morte de Mari como suicídio, enforcando seu cadáver. Depois, eles olharam para trás e viram um olho aberto olhando para eles, moldando suas alucinações subsequentes. Enquanto Basil era consumido pela culpa e auto-aversão, a depressão suicida de Sunny o fez criar o Headspace e sua persona dos sonhos Omori para mascarar seu trauma. Para esconder a verdade, Omori reiniciava o Headspace toda vez que suas memórias escapavam do Espaço Negro. Sunny acorda no meio da noite; o jogador pode optar por entrar no quarto de Basil para confrontá-lo sobre a morte de Mari ou voltar a dormir.

Finais
Se o jogador responder a Kel e então confrontar Basil no último dia, Sunny e um mentalmente instável Basil atacam e lutam entre si, onde no meio da luta Sunny é esfaqueado no olho por Basil usando sua tesoura de jardim e ambos desmaiam. Enquanto inconsciente, Sunny relembra suas memórias com Mari e seus amigos e enfrenta Omori. Recusando-se a morrer, Omori o derrota e o jogador encontra uma tela de game over.

 Caso o jogador opte por tentar novamente, Sunny se levanta e toca o dueto com Mari que estava planejado para o recital. Omori o abraça e desaparece. No mundo real, Sunny acorda no hospital para o qual ele e Basil foram enviados e se dirige para a cama deste último. Enquanto cercado por seus amigos, fica implícito que Sunny conta a verdade sobre a morte de Mari. Além disso, se o jogador regar o jardim de Basil diariamente no Headspace, uma cena pós-créditos mostrará Basil acordando no hospital. Ele e Sunny sorriem um para o outro, e as alucinações desaparecem dos dois meninos.
 Se o jogador optar por não continuar, Sunny desaparece em vez de Omori. Acordando no hospital, ele comete suicídio pulando da varanda.

Alternativamente, se o jogador ignorar Basil no último dia, Sunny e seus amigos acordarão para descobrir que Basil cometeu suicídio. Dependendo da escolha do jogador, Sunny pode se matar com sua faca ou se afastar com sua culpa ainda inabalável enquanto as sirenes soam à distância. Se o jogador inicialmente optar por permanecer dentro e evitar Kel, apenas uma variante desse final estará disponível.

Desenvolvimento e lançamento
Omori foi desenvolvido ao longo de seis anos e meio, dirigido pelo artista Omocat. É baseado em , um webcomic do Tumblr que ele criou para "ajudar [os seguidores] a lidar com [seus] problemas durante uma parte confusa de [sua] vida". Inicialmente planejado como um graphic novel, eles mudaram seu meio para um jogo eletrônico para permitir que o público fizesse escolhas na história. Para o mecanismo do jogo, eles escolheram o RPG Maker, pois consideraram importante oferecer suporte a uma plataforma e comunidade acessíveis.

Uma campanha de crowdfunding foi criada no Kickstarter em 2014 e foi financiada com sucesso em um dia, com uma data de lançamento inicial projetada para maio de 2015. Um porte para Nintendo 3DS foi prometido como uma meta estendida, mas no final das contas nunca se concretizou devido à descontinuação do console; em vez disso, anunciaram um porte para Nintendo Switch. Para ajudar na criação do jogo, Omocat contratou vários membros adicionais da equipe, incluindo um especialista em RPG Maker, mas ainda tinha o objetivo de manter o tamanho da equipe pequeno. Inicialmente, eles recrutaram seus amigos músicos Space Boyfriend e Slime Girls para ajudar na trilha sonora; depois de serem inspirados por "My Time" de Bo En e terem a ideia de faixas de música escondidas, eles o contataram também.

À medida que o desenvolvimento continuava, a equipe teve que mudar sua versão do RPG Maker, usando essa oportunidade para refinar o estilo visual, a história e a jogabilidade do jogo. Depois que o dinheiro do crowdfunding se esgotou, eles se apoiaram em vendas de mercadorias para continuar o desenvolvimento. O jogo seria adiado para 2019 e início de 2020, mas novamente perderia as duas metas. No final de 2020, Omori recebeu sua data de lançamento final em 25 de dezembro. Foi lançado inicialmente para Microsoft Windows e macOS, na Steam. Inicialmente disponível apenas em inglês, a localização em japonês foi lançada em 16 de dezembro de 2021. Depois disso, suporte para chinês simplificado e coreano foi adicionado em 18 de março de 2022.

Versões para Nintendo Switch, PlayStation 4 e Xbox One de Omori foram anunciadas pela primeira vez durante a apresentação do Playism na Tokyo Game Show 2019 em 11 de setembro. Durante uma apresentação do Indie World em dezembro de 2021, foi anunciado que a versão de Switch seria lançada no segundo trimestre de 2022. Portes para Nintendo Switch e Xbox One/Series X/S e um novo porte para Windows 10 foram lançados digitalmente em 17 de junho de 2022, com o porte de PlayStation 4 sendo lançado em 24 de junho de 2022. Essas versões foram desenvolvidas pela MP2 Games e apresentam conteúdo adicional não encontrado na versão original para Steam. A edição física publicada pela Fangamer para Nintendo Switch e PlayStation 4 foi inicialmente planejada para ser lançada na mesma data, mas não foi lançada até o início de julho.

Recepção

Omori recebeu críticas geralmente favoráveis, com a versão para PC obtendo uma pontuação agregada de 87/100 no Metacritic. O crítico da PC Gamer Rachel Watts elogiou tanto o combate quanto a jogabilidade, dizendo que o jogo tinha "todos os ingredientes para ser um clássico cult moderno". Patrick Hancock da Destructoid afirmou que não "conhecia o último jogo que realmente me atingiu tão emocionalmente quanto [Omori]", mas criticou muitos elementos de jogabilidade, afirmando que eles poderiam arruinar a experiência de alguns jogadores. Várias publicações avaliaram positivamente a representação de ansiedade e depressão do jogo, com a crítica da Rock Paper Shotgun Kat Bailey comparando-a com suas experiências da vida real. De acordo com ela, o jogo conseguiu pegar temas muito usados em relação ao assunto e criar uma "escuridão memorável". Watts (PC Gamer) afirmou que o jogo "captura esse sentimento [de superar a ansiedade] com maestria", mas criticou algumas partes do jogo por serem muito sombrias.

A maioria dos críticos elogiou a escrita e o tom do jogo, comparando-o a jogos como EarthBound, Undertale, e Yume Nikki. Escrevendo para a revista Wired, Julie Fukunaga elogiou a profundidade e os temas psicológicos da narrativa, afirmando que "é nesse meio que Omori prospera". Hancock (Destructoid) elogiou a "justaposição" de temas sérios e desconcertantes com momentos caprichosos, afirmando que às vezes pensava nas piadas do jogo "semanalmente". A opinião dos revisores sobre o combate do jogo variou. Hancock criticou a falta de profundidade estratégica, afirmando que "encontrou uma estratégia que funcionou e basicamente a repetiu ad nauseam", e alegando que o combate era "dificilmente necessário". Ao contrário, Bailey (Rock Paper Shotgun) elogiou o combate "bem executado" do jogo e os chefes "difíceis", afirmando que eles ajudaram a quebrar algumas das masmorras. Watts (PC Gamer) elogiou a forma como as habilidades do jogo fizeram o grupo se sentir como uma unidade coesa.

A direção de arte também foi avaliada positivamente. Watts (PC Gamer) elogiou a direção de arte dos monstros, afirmando que a mistura de diferentes estilos de arte "realmente aumenta o terror". Os "cortes no estilo anime" foram elogiados por Bailey (Rock Paper Shotgun), que os chamou de "surpreendentemente bem animados". Apesar de suas críticas às batalhas do jogo, Hancock (Destructoid) afirmou que muitas vezes as antecipava devido ao estilo artístico, chamando-as de "nada menos do que fenomenal".

Prêmios
Omori recebeu duas menções honrosas no Independent Games Festival de 2021. No mesmo ano, também foi indicado para três categorias nos prêmios "Dreamies" da DreamHack, ganhando o prêmio "Dingly Dramatic" ("sombriamente dramático").

De tradução

Ligações externas

Jogos eletrônicos de 2020
Jogos cancelados para Nintendo 3DS
Jogos financiados por crowdfunding
Jogos eletrônicos independentes
Jogos financiados com Kickstarter
Jogos eletrônicos de RPG
Jogos eletrônicos com RPG Maker
Jogos eletrônicos para um jogador
Jogos para macOS
Jogos para Nintendo Switch
Jogos para Windows
Jogos para PlayStation 4
Jogos eletrônicos desenvolvidos nos Estados Unidos
Jogos para Xbox One

Omori


An Oryzopsis tibetica in uska species han Liliopsida nga syahan ginhulagway ni Roman Julievich Roshevitz, ngan ginhatag han pagkayana nga asya nga ngaran ni Pung Pen Chao Kuo. An Oryzopsis tibetica in nahilalakip ha genus nga Oryzopsis, ngan familia nga Poaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Oryzopsis

Oryzopsis tibetica


Toni Pavičić Donkić, (Vrbanj, 27. veljače 1968.)

Obiteljskog nadimka Briškula, plivač maratonac iz Vrbanja na Hvaru, jedan je od najtrofejnijih i najboljih plivača i maratonaca u povijesti Republike Hrvatske.

Sportska karijera
Plivački put započinje 1981. godine u Plivačkom klubu Faros iz Starog Grada, a 1988. godine prelazi u Splitski Jadran u kojem je pod vodstvom trenera Nikše Tudora ostvario svoje najzapaženije rezultate.

Krajem osamdesetih i početkom devedesetih godina 20. stoljeća suvereno je vladao slobodnim stilom na srednjim prugama u bivšoj Jugoslaviji i samostalnoj Hrvatskoj.

Bio je važan dio nezaboravne Jadranove štafete, jedne od navećih u povijesti Hrvatskog plivanja, u sastavu: Tomislav Karlo, Miloš Milošević, Miro Žeravica, Toni Pavičić–Donkić.

Svoje prve veće uspjehe ostvario je 1984. godine na Juniorskom je prvenstvu Hrvatske osvojivši 6 medalja, od kojih 2 zlatne, na 200 i 400 m slobodno. Iste godine na maratonu u Veneciji (10 km) osvojio je 3. mjesto, u Šapcu (19 km) 2., a na Farosu 4. mjesto. Kruna tog razdoblja bila je pobjeda 1987. godine na jezeru Trassimeno (Italija) na 20 km.

Od 1983. do 1995. bio je višestruki prvak i rekorder Hrvatske u raznim disciplinama od 50 m do daljinskog plivanja na 16 km (39 puta) i bivše Jugoslavije (7 puta), te višestruki reprezentativac Hrvatske i Jugoslavije. Također je bio osvajač brojnih drugih odličja na državnim prvenstvima.

Ostvario je više od pedeset pobjeda na maratonima u zemlji i svijetu, od maratona Preko-Zadar do poznatog međunarodnog maratona Sutomore-Bar kojeg je osvojio čak 3 puta.

Bio je prvi prvak Hrvatske u daljinskom plivanju na 16 km 1991. godine.

Na Faros maraton-u nastupio je ukupno 12 puta, prvi put 1982. a posljednji 2019., po čemu je rekorder među plivačima iz Hrvatske. Najbolji plasman mu je bio 3. mjesto 1995. godine.

2004. godine je prvi preplivao Viški kanal od Visa do Hvara (24 km) za 6 sati i 54 minute.

2005. godine je pobijedio na poznatom maratonu na jezeru Zürisee (27 km) u Švicarskom Zürichu i tako postao međunarodni prvak Švicarske.

2006. godine je kao drugi Hrvat preplivao La Manche (36-40 km) sa 7. rezultatom te godine u svijetu od 9 sati i 45 minuta, pod teškim uvjetima i temperaturi mora od samo 15° C.

2007. godine je kao prvi Hrvat preplivao drugi najpoznatiji kanal na svijetu Gibraltar (16 km) u vremenu od 3 sata i 9 minuta što je tada bio 4. rezultat u povijesti. Ovime je ujedno postao i prvi Hrvat koji je plivajući spojio Europu i Afriku.

2021. u sklopu humanitarne akcije"Daj pet za Perle"  prvi preplivao od Stari Grada do Jelse(28 km) za 7:46h.

2021. Na prvom izdanju Oceanman svjetskog natjecanja u Stari Gradu na Hvaru zauzeo ukupno 2.mjesto na 10km.

Nastupao je na Masters Svjetskim prvenstvima u Perthu 2008., Riccioneu 2012., Montrealu 2014. i Balatonu 2017., te Europskim Masters prvenstvima u Kranju 2006., Cadizu 2009. i Bledu 2018.

U svojoj karijeri nastupao je za sljedeće klubove: Plivački klub Faros, Plivački klub Jadran, Aquatic Masters Team (Zürich)i Faros Sport .

Nagrade i priznanja
Za uspješno preplivavanje Gribraltara 2007. godine kao prvi Hrvat kojem je to uspjelo, je od Hrvatskog olimpijskog odbora dobio Nagradu za sportski pothvat godine.

12 puta je proglašavan najboljim sportašem otoka Hvara, a više puta je bio kandidat i za sportaša Dalmacije.

1990. godine dobio je priznanje Grada Splita za izuzetne uspjehe u sportu, a 2006. godine posebno priznanje Grada Staroga Grada za postignut uspjeh na La Mancheu.

2009. godine je izdana njegova knjiga o preplivavanju La Manchea pod nazivom "Mt.Everest Horizontal".

Ostalo
Slikanje je nakon plivanja njegova druga velika ljubav. Toni je danas priznati slikar i imao je nekoliko zapaženih samostalnih i skupnih izložbi u Švicarskoj, Italiji i Hrvatskoj.

Oženjen je i otac dvoje djece. Nakog dugogodišnjeg života i rada u Švicarskoj (Zürich) sada živi u Jelsi na svom rodnom otoku.

Izvori
https://www.jutarnji.hr/arhiva/hvaranin-preplivao-la-manche-iz-prve/3359219/

https://www.jutarnji.hr/arhiva/hvaranin-toni-pavicic-donkic-preplivao-gibraltar/3794880/

https://www.hoo.hr/hr/print.aspx?id=1494&jezik=0&pageurl=http://www.hoo.hr/1494-v-hrvatski-triatlon-savez.aspx

https://www.24sata.hr/sport/hvarski-supermani-treniramo-sami-u-zabacenim-uvalama-620788

http://www.hvar.hr/portal/izlozba-slikara-tonija-pavicica-donkica/

http://www.arhiva.croatia.ch/kako/Portret-HR.pdf

http://openwaterpedia.com/index.php?title=International_Self-Transcendence_Marathon_Swim

http://www.dailymotion.com/video/x2zsg08

http://www.croatianhistory.net/etf/sport.html),

https://oceanman-openwater.com/races/oceanman-croacia/

http://www.hrvatski-plivacki-savez.hr/Sadrzaj/Plivac.php?id=PliSam&lang=&

Vanjske poveznice
https://www.briskula.ch/

https://www.facebook.com/tonipavicicdonkic

Hrvatski plivači
Životopisi, Vrbanj
Hrvatski slikari

Toni Pavičić-Donkić


Ukyo Katayama (jap.: 片山 右京) (Tokyo, Japan, 29. svibnja 1963.) je bivši japanski vozač automobilističkih utrka. Godine 1991. osvojio je naslov u Japanskoj Formuli 3000. U Formuli 1 je nastupao od 1992. do 1997., a najbolje rezultate je ostvario na Velikoj nagradi Brazila i Velikoj nagradi San Marina 1994., kada je u Tyrrellu osvojio dva peta mjesta. Na utrci 24 sata Le Mansa je nastupio šest puta, a najbolji rezultat je ostvario 1999., kada je sa suvozačima Keiichijem Tsuchiyom i Toshiom Suzukijem u bolidu Toyota GT-One, osvojio drugo mjesto u ukupnom poretku, dok je u svojoj klasi LMGTP bio najbolji.

Izvori

Vanjske poveznice
Ukyo Katayama - Driver Database
Ukyo Katayama - Stats F1

Japanski vozači Formule 1

Ukyo Katayama


EUjet era uma companhia aérea de baixo custo com sede em Shannon, Irlanda. A companhia aérea foi vendida para PlaneStation. Em julho de 2005, a PlaneStation fechou com €40 milhões em dívidas, forçando a EUjet a encerrar as operações.

História
A companhia aérea foi fundada em 2003 e iniciou suas operações em maio de 2003. Em 2004, a empresa mudou para serviços regulares. A PlaneStation concluiu sua aquisição da EUjet em janeiro de 2005. Em 26 de julho de 2005, a companhia aérea encerrou as operações.

Destinos

Frota
A frota da EUJet consistia nas seguintes aeronaves (Maio de 2004):

Ver também

 Lista de companhias aéreas fora de operação

Ligações externas

 Sítio oficial

Empresas aéreas extintas em 2005
Empresas aéreas fundadas em 2003

EUjet


This is a list of aviation-related events from 1933:

Events
 The United States Coast Guard requests authorization to construct its first cutters with a capability of carrying aircraft.
 Tokyo conducts its first blackout exercise.
 The Berliner-Joyce Aircraft Corporation is absorbed into North American Aviation.
 The Royal Air Force declares the Avro 504 obsolete after 20 years of service.

January
 January 2 – After modifications, HMS Courageous reenters service with the Royal Navy as the worlds first aircraft carrier equipped with hydraulically controlled arresting gear.
 January 2–3 – During the Battle of Shanhai Pass, a squadron of Imperial Japanese Army bombers provides close air support to Japanese Kwantung Army ground forces in action against the Nationalist Chinese National Revolutionary Army at the Shanhai Pass at the fortified eastern end of the Great Wall of China.
 January 7 – Bert Hinkler dies in the crash of his de Havilland Puss Moth on the north slope of the Pratomagno in Italy's Apennine Mountains on the first leg of his attempt to break the time record for a flight from the United Kingdom to Australia. His body is not found until 27 April.
 January 12 – Marcel Lalouette and Jean de Permangle fly a Farman F.231 from Istres, France, to Villa Cisneros, French West Africa in 22 hours, setting a new distance record by flying .
 January 16 – With aircraft manufacturer René Couzinet on board, Jean Mermoz and crew make a non-stop flight across the South Atlantic Ocean from Saint-Louis, Senegal, to Natal, Brazil, in 17 hours 27 minutes in the Couzinet 70 Arc-en-ciel III.

February
 February 2 – Spartan Air Lines is formed to make use of the Spartan Cruiser airliner. The airline will begin flight operations on April 12.
 February 6–8 – Royal Air Force Squadron Leader Oswald Gayford and Flight Lieutenant Gilbert Nicholetts make the first non-stop flight from England to South Africa in a Fairey Long-range Monoplane. The  flight is a new distance record and takes 57 hours 25 minutes.
 February 6–9 – Jim Mollison flies a de Havilland Puss Moth from England to Brazil, via Senegal, across the South Atlantic Ocean, making him the first person to fly solo across both the North and South Atlantic.
 February 25 – , the United States Navy's first ship designed from the outset as an aircraft carrier, is launched.

March
 March 28 – The Imperial Airways Armstrong Whitworth Argosy airliner City of Liverpool catches fire in the air over Belgium and crashes, killing the crew of three and all 12 passengers, the deadliest accident in the history of British civil aviation up to this date. The fire may have been started deliberately.
 March 31 – The Ford 4-AT-B Trimotor NC7686, carrying members of the Winnipeg Toilers basketball team from Tulsa, Oklahoma, to Winnipeg, Manitoba, Canada, on a charter flight, crashes near Neodesha, Kansas, probably while attempting a forced landing in a field. The crash kills both crew members and five of the 11 passengers.

April
 April 1 – The Indian Air Force is formed.
 April 3
 Two British aircraft, the Westland PV-3 and Westland PV-6 piloted by Squadron Leader the Marquess of Clydesdale and Flight Lieutenant David MacIntyre, make the first flight over Mount Everest, sponsored by Lucy, Lady Houston.
 The Royal Air Force reinstates the squadron of nine to 12 planes as the basic organizational unit for its aircraft assigned to Royal Navy aircraft carriers, retaining the six-plane flight as the basic organizational unit only for aircraft assigned to operate from battleship and cruiser catapults.
 April 4 – The U.S. Navy dirigible  crashes during a storm off the coast of New Jersey, killing 73 of its 76 crewmen. It is the worst aviation accident in history at the time, and no greater loss of life will occur in a single air crash until 1950.
 April 10 – Francesco Agello sets a new airspeed record of  in the Italian Macchi M.C.72 seaplane.
 April 11 – Departing England on April 11 in the Avro Mark VIA Avian Southern Cross, William N. "Bill" Lancaster begins an attempt to set a speed record for a flight to South Africa. He crashes in the Sahara Desert on April 12 and dies on April 20 while awaiting rescue. His mummified body and wrecked aircraft will not be discovered until February 1962.
 April 12
Spartan Air Lines begins flight operations, offering service from Heston Aerodrome outside London to Cowes on the Isle of Wight using three Spartan Cruiser airliners.
William Besler makes the first successful flight in a fixed-wing aircraft powered by a steam engine. The aircraft, a Travel Air 2000 biplane, is powered by an oil-fired, reversible 90°-angle V-twin angle-compound engine he and his brother George designed. The seven-minute trial flight is certified by the National Aeronautical Association.
 April 17 – At Oakland Municipal Airport in Oakland, California, George and William Besler unveil their aviation steam engine to the public for the first time, with William flying the steam-powered Travel Air 2000 in a public demonstration that consists of three flights totaling a combined 15 minutes in the air, banking over San Francisco Bay before returning to the airport. The engine is virtually silent, allowing William to call down to the crowd while passing over it at an altitude of . He reaches  and demonstrates the engine's braking power by reversing the propeller on landing and coming to a stop in only . Despite the engine's success and speculation by aviation reporters that steam engines could economically power the airplanes of the future, the Beslers make no further public flights and do not develop the engine further.
 April 19 – The U.S. Navy conducts the first mass seaplane flight from Oahu to French Frigate Shoals, a 759-mile flight. The aircraft return via the Gardner Pinnacles, completing the round trip in 8 hours 10 minutes.
 April 20 – George D. Besler and William J. Besler's prototype steam biplane, based on a Travel Air 2000, makes the first of several demonstration flights at Oakland airport in the San Francisco Bay Area.
 April 29 – The Nazi government in Germany forms the Reichsluftfahrtministerium ("Reich Aviation Ministry").
 April 30 – The first air service internal to Scotland, Renfrew–Campbeltown, begins, operated by Midland & Scottish Air Ferries Ltd. Winifred Drinkwater, "the world's first female commercial pilot", is hired to fly the route.

May
 Turkish Airlines is formed under the name "State Airlines".
 Erhard Milch, State Secretary of the German Reich Air Ministry, receives a major study of the future of a new German air force written by Dr. Robert Knauss. Knauss projects that the main threat to the reestablishment of Germany as a great power will be a preventive attack by France and Poland before Germany can fully rearm, and he recommends the creation of a force of 400 four-engined bombers which could deter such an attack with an ability to attack enemy population and industrial centers and destroy enemy morale.
 May 7–8 – Stanislaw Skarzynski flies the South Atlantic from Senegal to Brazil in a small single-seater tourist airplane RWD-5bis, in 20 hours 30 minutes, over a distance of . The RWD-5bis was the smallest plane to have ever flown the Atlantic - empty weight below , loaded 1100 kg. It is a part of 17,885 km Warsaw - Rio de Janeiro flight from April 27 to June 24.
 May 13 – The founder of the British Aircraft Company, Charles H. Lowe-Wylde, is killed while flying a B.A.C. Planette at Maidstone Airport near West Malling, Kent, England.
 May 24 – French intercontinental aviation pioneer Ludovic Arrachart dies when his Caudron C.362 suffers engine failure during preliminary trails for the 1933 Coupe Deutsch de la Meurthe race.
 May 29 – Flying a Potez 53, George Detré wins the 1933 Coupe Deutsch de la Meurthe race, covering the  two-stage closed-circuit course in 6 hours 11 minutes 45 seconds at an average speed of .
 May 31 – The first regular civil air service from Northern Ireland to Renfrew Airport in Glasgow, Scotland, begins.

June
 Flying the Northrop Gamma Texaco Sky Chief, Frank Hawks sets a new west-to-east transcontinental airspeed record for a flight across the United States, flying from Los Angeles, California, to Floyd Bennett Field in Brooklyn, New York, in 13 hours, 26 minutes, 15 seconds at an average speed of .

July
 Misr Airlines, which later will become Egyptair, begins flight operations, using de Havilland DH.84 Dragon airliners to serve Cairo, Alexandria, and Mersa Matruh.
 July 14–22 – Wiley Post, flying a Lockheed Vega, makes the first solo flight around the world. His flight begins and ends at Floyd Bennett Field in New York, with stops at Berlin, Moscow, Irkutsk and Alaska - a total distance of .
 July 15–17 – Lithuanian-American pilots Steponas Darius and Stasys Girėnas fly nonstop  in the Bellanca CH-300 Pacemaker Lituanica in an attempt to fly nonstop from New York City to Kaunas, Lithuania, but die when Lituanica crashes  short of Kaunas in Kuhdamm, Germany, on July 17 after 37 hours 11 minutes in the air.
 July 22 – British pilots Amy Johnson and Jim Mollison, flying de Havilland DH.84 Dragon I G-ACCV Seafarer, begin the first non-stop flight from Great Britain to the United States, taking off from Pendine Sands in South Wales and crash landing at Bridgeport, Connecticut.

August
 The French Army's aviation branch, the Aéronautique Militaire, becomes an independent service, the French Air Force (Armée de l'Air).
 August 4 – United States Navy Lieutenant Commander Thomas G. W. Settle attempts to set a new human altitude record in A Century of Progress, a 105-foot- (32-meter-) diameter, 600,000-cubic foot (16,990-cubic meter) balloon with a sealed and pressurized gondola. Launched from Soldier Field in Chicago, Illinois, his flight reaches only  and lasts only 15 minutes before the balloon sinks back to the ground because of a valve that sticks open.
 August 5–7 – French aviators Maurice Rossi and Paul Codos fly the Blériot 110 Joseph le Brix from Floyd Bennett Field in New York City to Rayak in the French Mandate for Syria and the Lebanon, establishing a new unrefueled distance record of .
 August 7 – One of the earliest Korean female aviators, Park Kyung-won, dies in a plane crash near Hakone, Japan.
 August 11
One of the largest bombers ever made, the Soviet Union's Kalinin K-7, makes its first flight.
 Boston-Maine Airways, the future Northeast Airlines, becomes a National Airways contract carrier.
 August 29 – The Transcontinental & Western Air Ford 5-AT-B Trimotor NC9607 flies into the side of Mesa Mountain near Quay, New Mexico, during a storm, killing all five people on board.

September
 September 2 – Italian aviator Francesco de Pinedo dies when his Bellanca monoplane Santa Lucia crashes on takeoff at Floyd Bennett Field in New York City as he begins a flight to Baghdad in an attempt to set a new nonstop solo distance flight record of .
 September 4 – The American aviator Florence Klingensmith dies in the crash of her Gee Bee Model Y Senior Sportster racer (tail number NR718Y) during the Frank Phillips Trophy Race at Chicago, Illinois, leading race organizers to ban women from future races.
 September 7 – The prototype of the French Dewoitine D.332 airliner, named Emeraude and registered as F-AMMY, sets a world record for an aircraft in its class by logging an average speed of  over a  course carrying a useful load of .
 September 7–8 – Six United States Navy Consolidated P2Y flying boats make a non-stop formation flight from Norfolk, Virginia, to the Panama Canal, covering  in 25 hours 20 minutes.
 September 24 – The Soviet sealed cabin balloon USSR-1, intended to carry Georgi Prokofiev, Konstantin Gudenoff, and Ernest Birnbaum in an attempt to set a new altitude record for human flight, fails to launch on the first attempt at making the record flight.
 September 28 – Gustave Lemoine, using oxygen but had no pressure suit, sets a new world altitude record of  in a Potez 506, unable to go higher because of icing of his eyes as he sits in his open cockpit. His flight, made from Villacoublay, France, lasts 2 hours 5 minutes.
 September 30 – The Soviet balloonists Georgi Prokofiev, Konstantin Gudenoff, and Ernest Birnbaum fly in the sealed cabin balloon USSR-1 to an altitude of  in a flight of 8 hours 19 minutes, setting a new altitude record for human flight. Although the flight exceeds the previous record for human altitude – set by Auguste Piccard and Max Cosyns in August 1932 – by , the Fédération Aéronautique Internationale (FAI) does not recognize the record as official because the Soviet Union is not an FAI member.

October
 Flying a Farman F.239, French aviators Jean Réginensi and André Bailly set three world airspeed records over distances of , , and .
 October 4 – The French aviators Jean Assolant and René Lefèvre take from Oran in French Algeria in the Bernard 81 GR L'Oiseau Canari II, hoping to set a new unrefueled nonstop straight-line world distance record by flying to Saigon in French Indochina. Unexpectedly high fuel consumption puts the record out of reach, and they land in Karachi, having flown  in 27 hours.
 October 4–11 – Sir Charles Kingsford Smith, in a Percival Gull, sets a new solo flight record between England and Australia of 7 days 4 hours 44 minutes.
 October 7 – Air France is formed by the merger of five French airline companies – Air Orient, Air Union, Compagnie Générale Aéropostale, Compagnie Internationale de Navigation Aérienne (CIDNA) and Société Générale des Transports Aériens (SGTA) – beginning operations with 250 planes.
 October 10 – A bomb destroys a United Airlines Boeing 247 in mid-air near Chesterton, Indiana, during a transcontinental flight across the United States. killing all seven people on board. It is the first proven case of sabotage in civil aviation, although no suspect is ever identified.
 October 15 – The Rolls-Royce Merlin engine is started for the first time.
 October 18 – The American Ford 4-AT-B Trimotor NC4806, operating over Nicaragua as an executive aircraft, crashes into Lake Managua from an altitude of , killing all three people on board.
 October 30
 Returning from a tour of Africa, the Couzinet 33 Biarritz crashes at Blaisy-Bas, France.
 During an air show at Amarillo, Texas, two aircraft belonging to a flying circus troupe collide over the city while flying through streamers dropped by a third aircraft. Four people aboard the two aircraft die.

November
 November 2 – The Government of Colombia issues a decree making the Ministry of Agriculture and Commerce responsible for the regulation of civil aviation in Colombia.
 November 4 – The Brazilian airline VASP is established.
 November 7 – In the Soviet Union, the first air terminal in what will one day be Belarus opens in Minsk in the Byelorussian Soviet Socialist Republic.
 November 20 – Ascending from Akron Municipal Airport in Akron, Ohio, United States Navy Lieutenant Commander Thomas G. W. Settle and United States Marine Corps Major Chester L. Fordney set a new official world altitude record for human flight in the balloon 'A Century of Progress, reaching  before landing near Bridgeton, New Jersey. The altitude is  lower than that reached by the Soviet balloon USSR-1 in September, but the Fédération Aéronautique Internationale (FAI) had not recognized the Soviet record because the Soviet Union is not an FAI member country.
 November 21 – The only completed Kalinin K-7, which had made its first flight only a little over three months before on 11 August, crashes near Kharkov in the Soviet Union after one of its tail booms suffers a structural failure, killing 15 of the 20 people on board. Although two more K-7s are planned, neither is built before the project is cancelled in 1935.

December
 December 1 – Indian National Airways commences the first daily service in India, between Calcutta and Dacca.
 December 13 – President Franklin D. Roosevelt makes Northwest Airways pilot Mal Freeburg the first recipient of the Air Mail Medal of Honor.
 December 19–23 – The Fédération Aéronautique Internationale-sponsored Second International Aviation Meeting takes place in Egypt. The 32 competitors take part in three competitions – a 900-mile (1,450-km), two-day touring event called the "Circuit of the Oases;" a 230-mile (370-km) speed contest; and an "Oasis Trophy" competition in which the contestants compete for the trophy based on the number of point they scored in the other two events. Competitors are handicapped under an extremely complex scoring system that takes into account fuel consumption, speed of wing folding, comfort, picketing, take off and landing distances, luggage, engine starting, safety appliances, controls and instruments, refueling, ease of maintenance, and a safety criterion that requires them to shut their engines off at an altitude of  and glide to a landing.
 December 20–30 – Flying the Curtiss Thrush Outdoor Girl, Helen Richey and Frances Harrell Marsalis employ aerial refueling to remain airborne continuously for 237 hours 43 minutes. They fall short of their goal of remaining in the air until January 1, 1934, but nonetheless shatter the previous continuous flight record of 196 hours set in August 1932 by Marsalis and Louise Thaden.
 December 30 – The Imperial Airways Avro Ten Apollo (G-ABLU) strikes a radio mast and crashes at Ruysselede, Belgium, killing all 10 people on board. King Albert I of Belgium will award Camille van Hove, who is hospitalized with serious burns suffered while trying to rescue victims from the airliners wreckage, the Civic Cross (1st Class).
 December 31
The Latécoère 300 flying boat Croix du Sud ("Southern Cross") sets a world nonstop distance record for seaplanes, flying  from Étang de Berre, France to Saint-Louis, Senegal.
The Government of Venezuela purchases the airline Aeropostal Alas de Venezuela after the Government of France stops subsidizing it.

First flights
 Avro 639 Cabin Cadet
 Arado Ar 67
 Farman F.270
 Farman F.380
 Kawasaki Ki-3
 Stinson Reliant

January
 Douglas XFD-1
 January 30 – Curtiss T-32 Condor II

February
 Aichi AB-6
 February 1 – Boeing XF6B-1, later redesignated Boeing XBFB-1
 February 6 – Kawanishi E7K (Allied reporting name "Alf")
 February 8 – Boeing 247
 February 10 – Hawker Demon
 February 19 – Vultee V-1

March
 March 1 – Consolidated P-30 (later PB-2)
 March 29 – Miles M.2 Hawk

April
 Cierva C.30
 April 10 – Airspeed Courier G-ABXN
 April 21 –
 April 22 – Farman F.370
 April 26 – Potez 53
 April 29 – Latécoère 550

May
 Avro 638 Club Cadet
 Farman F.221
 Mitsubishi Ki-2 (Allied reporting name "Louise")
 Northrop Delta
 Stinson Model O
 May 4 – Grumman XJF-1, prototype of the Grumman JF Duck and J2F Duck
 May 9 – Vought XF3U-1
 May 27 – De Havilland Leopard Moth

June
 Seversky SEV-3
 June 11 – Cessna CR-3
 June 21 – Supermarine Walrus
 June 23 – Couzinet 100

July
 Bloch MB.200
 Curtiss XF12C, first United States Navy fighter with folding wings
 July 1 – Douglas DC-1

August
 Avia B.534
 Short Scion
 August 11
 Blériot 5190
 Kalinin K-7
 August 14 – Tupolev ANT-14
 August 24 – Blackburn Shark

September
 September 10 – Mignet HM.14 Pou-du-Ciel
 September 11 – Breguet 521 Bizerte
 September 14 – Boeing XF7B-1

October
 Polikarpov I-15
 October 6 – Pander S-4 Postjager
 October 11 – Blackburn Perth
 October 18 – Grumman XF2F-1, Grummans first single-seat, enclosed-cockpit aircraft and prototype of the Grumman F2F

November
 Focke-Wulf Fw 56
 Between November 11 and 18 – Couzinet 101
 November 14 – Potez 54, prototype of the Potez 540

December
 Curtiss XF13C-2, prototype of the biplane version of the Curtiss XF13C
 Farman F.1020
 Mitsubishi Ki-7 (Allied reporting name "Pine")
 Yokosuka K5Y (Allied reporting name "Willow")
 December 18 – Northrop XFT
 December 31 – Polikarpov I-16

Entered service
 Arado Ar 65 with the still-secret German Luftwaffe
 Arado Ar 66 with the still-secret German Luftwaffe
 Avro 621 Tutor with the Royal Air Force
 Avro 638 Club Cadet
 Avion Fairey Fox IIM with the Belgian Air Force
 Berliner-Joyce OJ-2 with United States Navy Scouting Squadrons 5 (VS-5B) and 6 (VS-6B)
 Levasseur PL.15 with French Naval Aviation aboard the seaplane carrier Commandant Teste
 PZL P.7a with the Polish Air Force
 Yokosuka K4Y with the Imperial Japanese Navy
 Early 1933 – Westland Wallace with the Royal Air Force

February
 Curtiss F11C Goshawk with United States Navy Fighter Squadron 1 (VF-1B) aboard , the last Curtiss fighter to enter service with the U.S. Navy

June
 June 21 – Grumman FF with the U.S. Navy

August
 Saro Cloud with the Royal Air Force

November
 November 14 – Handley Page Heyford, the last Royal Air Force biplane heavy bomber, with No. 99 Squadron

December
 Stinson Model O with the National Aviation School, forerunner of the Honduran Air Force

Retirements
 Curtiss F7C Seahawk by the United States Marine Corps

September
Avro 604 Antelope by the Royal Air Force

References

Aviation by year

1933 in aviation


, (d. 1804 - ö. 1 Mart 1865), Mito Roninlerinden.

Mito Roninlerinin başbuğu Tokugawa Nariaki'nin emrinde çalıştı. 1864'te Tsukubasan silahlı ayaklanmasında Fucita Koşiroğ ile birleşip Tenkudoğ Birliklerine komuta etti. Kyoto'ya ilerlerken Kaga Han'ına teslim olmak zorunda kaldı. Kafası uçuruldu.

1804 doğumlular
1865 yılında ölenler
Samuraylar

Takeda Kounsai


The Farmers Insurance Open is a professional golf tournament on the PGA Tour, played in the San Diego, California, area in the early part of the season known as the "West Coast Swing".

The tournament was noted for having singer-actor Andy Williams as a celebrity host from 1968 through 1988. It originated as the San Diego Open in 1952 and used that name in its title through 1985. Title sponsors were added in 1981, first with Wickes for two years, then three with Isuzu. Shearson Lehman Brothers became the title sponsors in 1986, replaced by Buick in 1992 and Farmers Insurance in 2010. The event is organized by The Century Club of San Diego.

Although the San Diego Open began in 1952, the PGA Tour recognizes two earlier events of the same name: Leo Diegel won both events, in December 1927 and January 1929. It was an autumn event in 1956 and 1957, not held in 1958, and returned as a winter event in early 1959.

Course history
Founded  in 1952, the first two editions were played at San Diego Country Club in Chula Vista. In 1954, the San Diego Open was at Rancho Santa Fe Golf Club, which had hosted the Crosby Pro-Am prior to World War II.

The event was played at Mission Valley Country Club in San Diego in 1955, then went to Singing Hills Country Club in El Cajon in October 1956. The tournament returned to Mission Valley C.C. in 1957, where it stayed through 1963. Mission Valley changed its name to Stardust Country Club in 1962 (and now is known as Riverwalk Golf Club). After one edition in 1964 at Rancho Bernardo Country Club (now Rancho Bernardo Inn) in San Diego, it returned to Stardust  for three years, through 1967.

In 1968, the event began its present relationship with Torrey Pines Golf Course in La Jolla, a 36-hole public facility owned by the City of San Diego. During those early editions at Torrey Pines, the course length was under . In the current tournament set-up, players split the first 36 holes between the North and South Courses, then play the final 36 holes on the South Course. The South Course has hosted the U.S. Open twice: Tiger Woods won in a playoff in 2008, and Jon Rahm won in 2021.

Winners

Note: Green highlight indicates scoring records.
Sources:

Multiple winners
Through 2023, nine players have won this tournament more than once:

7 wins
Tiger Woods: 1999, 2003, 2005, 2006, 2007, 2008, 2013
3 wins
Phil Mickelson: 1993, 2000, 2001
2 wins
Tommy Bolt: 1953, 1955
Arnold Palmer: 1957, 1961
J. C. Snead: 1975, 1976
Tom Watson: 1977, 1980
Steve Pate: 1988, 1992
Brandt Snedeker: 2012, 2016
Jason Day: 2015, 2018

Records and trivia
Tournament course record:
 Torrey Pines, North Course - 61, Mark Brooks, 1990, and Brandt Snedeker, 2007;
 Torrey Pines, South Course - 62, Tiger Woods, 1999
Tiger Woods is the only seven-time winner of the tournament, and Phil Mickelson the only other to win more than twice.
Hall of Famer and San Diego native Gene Littler is the only amateur winner, achieving the feat in 1954, and awarded a five-piece tea set. Subsequently, as a professional, Littler was a runner-up three times (1969, 1974, 1978).
A memorable year in the tournament's history was 1982, when Johnny Miller outdueled Jack Nicklaus to win by one stroke.
Tiger Woods (2005–08) won four straight years, then won his fifth consecutive Torrey Pines tournament at the 2008 U.S. Open on the South Course that June.
J. C. Snead (1975–76) and Phil Mickelson (2000–01) won in consecutive years.
Heavyweight boxer Joe Louis was invited to play in the San Diego Open in 1952 on a sponsor's exemption;
Louis became the first African American ever to play in this PGA Tour event.

Notes

References

External links

Coverage on the PGA Tour's official site

PGA Tour events
Golf in California
Sports competitions in San Diego
Recurring sporting events established in 1952
1952 establishments in California

Farmers Insurance Open


Les Acta Borussica (latin : rapports/protocoles/actes prussiens) sont un recueil de sources sur l'histoire de la Prusse. De nombreux volumes sont parus depuis 1887, et une nouvelle série d'Acta Borussica existe depuis 1994.

Constitution et organisation
Au printemps 1887, des membres de l'Académie royale des sciences (plus tard: prussienne) soumettent une demande à la classe philosophique et historique pour publier un ouvrage complet sur l'État prussien. Cette demande est approuvée et les travaux sur l'Acta Borussica commencent.

D'une part, les Acta Borussica sont destinées à compléter la correspondance politique de Frédéric le Grand et, d'autre part, à enregistrer le développement de l'État prussien. L'histoire des sciences de plus en plus importante a également une influence sur le fait qu'un ouvrage aussi complet a été écrit.

Initialement, l'Acta Borussica doit être financée uniquement par l'Académie royale des sciences, mais bientôt une demande de subventions de l'État est déposée.

Contenu
Les Acta Borussica s'étendent sur de nombreux domaines étatiques et économiques tels que l'administration des douanes et de l'accise, le système tarifaire, la politique commerciale des céréales, l'administration des magazines de guerre, l'organisation de l'administration de l'État, l'administration de la monnaie, la police, la circulation, les routes, les canaux et le réseau d'eau, le commerce, la ville. système et industrie de la soie. En raison de leur grande taille, les descriptions n'impriment souvent pas le libellé exact, mais des efforts sont néanmoins faits pour présenter les faits pertinents de la manière la plus objective et scientifique possible.

En outre, les procès-verbaux contiennent un registre détaillé des personnes avec des informations biographiques sur les personnes impliquées dans les réunions et les décisions.

Nouvelle série
Depuis 1994, l'Académie des sciences de Berlin-Brandebourg perpétue l'ancienne tradition. Le premier projet réalisé dans ce cadre est la publication des registres des archives du  depuis 1817. Ce faisant, l'académie s'est appuyée sur les travaux préliminaires d'historiens de la RDA, qui ont déjà traité de manière intensive les dossiers d'État prussiens avant 1989. Dans les années qui suivent la réunification, entre 1994 et 2003, « Les Protocoles du ministère d'État prussien (1817-1934/38) » sont créés en 12 volumes de documents. En tant que source centrale de la politique prussienne aux 19e et 20e Au début du XXe siècle, plus de 5 200 procès-verbaux de réunions sont scientifiquement répertoriés.

Ouvrages associés
 Académie royale des sciences (éd. ): Acta Borussica. Monuments de l'administration de l'État prussien au  (38 vol. ). Berlin 1892 À partir de
 L'organisation des pouvoirs et l'administration générale de l'État de Prusse au .
 Les différents domaines de l'administration
 Politique commerciale des céréales.
 La monnaie prussienne au .
 Politique commerciale, douanière et accise.
 industrie de la soie.
 L'industrie de la laine en Prusse sous Friedrich Wilhelm je

Liens externes

 Acta borussica (nouvelle série) édition Internet

Recueil

Acta Borussica


Teegarden B é um exoplaneta do tipo Super Terra e foi descoberto em 2019 por uma equipe de cientistas do consórcio internacional CARMENES. Esse planeta orbita a estrela de Teegarden, uma anã vermelha de classe M na Constelação de Áries que está localizada a 12 anos luz do sistema solar.

O exoplaneta está a uma distância de 0,0252 UA de sua estrela hospedeira o que corresponde a aproximadamente 3,7 milhões de quilômetros e completa uma volta em torno dela em 4,9 dias terrestres. Apesar de orbitar muito próximo de sua estrela anfitriã, Teegarden B está localizado na zona habitável do sistema.

Propriedades
Teegarden B possui dimensões muito parecidas com as da Terra, tendo 1,05 massas terrestres e raio de aproximadamente 1,02 vezes o da Terra e essas características lhe confere um Índice de Similaridade com a Terra de 0,95, fazendo deste exoplaneta o mais habitável conhecido.
Teengarden B é o planeta mais interno desse sistema estelar.

Depois de Próxima B, localizado a 4,24 anos-luz da Terra, e de Ross 128 b, a 11 anos-luz, Teegarden B e seu irmão Teegarden C são os exoplanetas potencialmente habitáveis mais próximos do nosso sistema solar.

Exoplanetas descobertos em 2019
Constelação de Aries
Exoplanetas detectados por velocidade radial

Teegarden B


The Grumman F6F Hellcat is an American carrier-based fighter aircraft of World War II. Designed to replace the earlier F4F Wildcat and to counter the Japanese Mitsubishi A6M Zero, it was the United States Navy's dominant fighter in the second half of the Pacific War. In gaining that role, it prevailed over its faster competitor, the Vought F4U Corsair, which initially had problems with visibility and carrier landings.

Powered by a  Pratt & Whitney R-2800 Double Wasp, the same powerplant used for both the Corsair and the United States Army Air Forces (USAAF) Republic P-47 Thunderbolt fighters, the F6F was an entirely new design, but it still resembled the Wildcat in many ways. Some military observers tagged the Hellcat as the "Wildcat's big brother".

The F6F made its combat debut in September 1943. It subsequently established itself as a rugged, well-designed carrier fighter, which was able to outperform the A6M Zero and help secure air superiority over the Pacific theater. In total, 12,275 were built in just over two years.

Hellcats were credited with destroying a total of 5,223 enemy aircraft while in service with the U.S. Navy, U.S. Marine Corps, and Royal Navy Fleet Air Arm (FAA). This was more than any other Allied naval aircraft. After the war,  Hellcats were phased out of front-line service in the US, but radar-equipped F6F-5Ns remained in service as late as 1954 as night fighters.

Design and development

XF6F

Grumman had been working on a successor to the F4F Wildcat since 1938, and the contract for the prototype XF6F-1 was signed on 30 June 1941. The aircraft was originally designed to use the Wright R-2600 Twin Cyclone two-row, 14-cylinder radial engine of  (the same engine used with Grumman's then-new torpedo bomber under development), driving a three-bladed Curtiss Electric propeller. Instead of the Wildcat's narrow-track, hand-cranked, main landing gear retracting into the fuselage inherited from the F3F ( a design from the 1930s Grumman FF-1 fighter biplane), the Hellcat had wide-set, hydraulically actuated landing-gear struts that rotated through 90° while retracting backwards into the wings, but with full wheel doors fitted to the struts that covered the entire strut and the upper half of the main wheel when retracted, and twisted with the main gear struts through 90° during retraction. The wing was mounted lower on the fuselage and was able to be hydraulically or manually folded, with each panel outboard of the undercarriage bay folding backwards from pivoting on a specially oriented, Grumman-patented "Sto-Wing" diagonal axis pivoting system much like the earlier F4F, with a folded stowage position parallel to the fuselage with the leading edges pointing diagonally down.

Throughout early 1942, Leroy Grumman, along with his chief designers Jake Swirbul and Bill Schwendler, worked closely with the U.S. Navy's Bureau of Aeronautics (BuAer) and experienced F4F pilots, to develop the new fighter in such a way that it could counter the Zero's strengths and help gain air dominance in the Pacific Theater of Operations. On 22 April 1942, Lieutenant Commander Butch O'Hare toured the Grumman Aircraft company and spoke with Grumman engineers, analyzing the performance of the F4F Wildcat against the Mitsubishi A6M Zero in aerial combat.  BuAer's Lt Cdr A. M. Jackson  directed Grumman's designers to mount the cockpit higher in the fuselage. In addition, the forward fuselage sloped down slightly to the engine cowling, giving the Hellcat's pilot good visibility.

Change of powerplant
Based on combat accounts of encounters between the F4F Wildcat and A6M Zero, on 26 April 1942, BuAer directed Grumman to install the more-powerful, 18-cylinder Pratt & Whitney R-2800 Double Wasp radial engine – which was already in use with Chance Vought's Corsair since 1940 – in the second XF6F-1 prototype. Grumman complied by redesigning and strengthening the F6F airframe to incorporate the  R-2800-10, driving a three-bladed Hamilton Standard propeller. With this combination, Grumman estimated the XF6F-3s performance would increase by 25% over that of the XF6F-1. The Cyclone-powered XF6F-1 (02981) first flew on 26 June 1942, followed by the first Double Wasp-equipped aircraft, the XF6F-3 (02982), which first flew on 30 July 1942. The first production F6F-3, powered by an R-2800-10, flew on 3 October 1942, with the type reaching operational readiness with VF-9 on  in February 1943.

Further development

The F6F series was designed to take damage and get the pilot safely back to base. A bullet-resistant windshield was used and a total of  of cockpit armor was fitted, along with armor around the oil tank and oil cooler. A  self-sealing fuel tank was fitted in the fuselage. Standard armament on the F6F-3 consisted of six .50 in (12.7 mm) M2/AN Browning air-cooled machine guns with 400 rounds per gun. A center-section hardpoint under the fuselage could carry a single  disposable drop tank, while later aircraft had single bomb racks installed under each wing, inboard of the undercarriage bays; with these and the center-section hard point, late-model F6F-3s could carry a total bomb load in excess of . Six  High Velocity Aircraft Rockets (HVARs) could be carried – three under each wing on "zero-length" launchers.

Two night-fighter subvariants of the F6F-3 were developed; the 18 F6F-3Es were converted from standard-3s and featured the AN/APS-4 10 GHz frequency radar in a pod mounted on a rack beneath the right wing, with a small radar scope fitted in the middle of the main instrument panel and radar operating controls installed on the port side of the cockpit. The later F6F-3N, first flown in July 1943, was fitted with the AN/APS-6 radar in the fuselage, with the antenna dish in a bulbous fairing mounted on the leading edge of the outer right wing as a development of the AN/APS-4; about 200 F6F-3Ns were built. Hellcat night fighters claimed their first victories in November 1943. In total, 4,402 F6F-3s were built through until April 1944, when production was changed to the F6F-5.

The F6F-5 featured several improvements, including a more powerful R-2800-10W engine employing a water-injection system and housed in a slightly more streamlined engine cowling, spring-loaded control tabs on the ailerons, and an improved, clear-view windscreen, with a flat armored-glass front panel replacing the F6F-3's curved plexiglass panel and internal armor glass screen. In addition, the rear fuselage and tail units were strengthened, and apart from some early production aircraft, most of the F6F-5s built were painted in an overall gloss sea-blue finish. After the first few F6F-5s were built, the small windows behind the main canopy were deleted. The F6F-5N night-fighter variant was fitted with an AN/APS-6 radar in a fairing on the outer-starboard wing. A few standard F6F-5s were also fitted with camera equipment for reconnaissance duties as the F6F-5P. While all F6F-5s were capable of carrying an armament mix of one 20-mm (.79-in) M2 cannon in each of the inboard gun bays (220 rounds per gun), along with two pairs of .50-in (12.7-mm) machine guns (each with 400 rounds per gun), this configuration was only used on later F6F-5N night fighters. The F6F-5 was the most common F6F variant, with 7,870 being built.

Other prototypes in the F6F series included the XF6F-4 (02981, a conversion of the XF6F-1 powered by an R-2800-27 and armed with four 20-mm M2 cannon), which first flew on 3 October 1942 as the prototype for the projected F6F-4. This version never entered production and 02981 was converted to an F6F-3 production aircraft. Another experimental prototype was the XF6F-2 (66244), an F6F-3 converted to use a Wright R-2600-15, fitted with a Birman-manufactured mixed-flow turbocharger, which was later replaced by a Pratt & Whitney R-2800-21, also fitted with a Birman turbocharger. The turbochargers proved to be unreliable on both engines, while performance improvements were marginal. As with the XF6F-4, 66244 was soon converted back to a standard F6F-3. Two XF6F-6s (70188 and 70913) were converted from F6F-5s and used the 18-cylinder  Pratt and Whitney R-2800-18W two-stage supercharged radial engine with water injection and driving a Hamilton-Standard four-bladed propeller. The XF6F-6s were the fastest version of the Hellcat series with a top speed of , but the war ended before this variant could be mass-produced.

The last Hellcat rolled out in November 1945, the total production being 12,275, of which 11,000 had been built in just two years. This high production rate was credited to the sound original design, which required little modification once production was under way.

Operational history

U.S. Navy and Marines
The U.S. Navy much preferred the more docile flight qualities of the F6F compared with the Vought F4U Corsair, despite the superior speed of the Corsair. This preference was especially noted during carrier landings, a critical success requirement for the Navy. The Corsair was thus released by the Navy to the Marine Corps, which without the need to worry about carrier landings, used the Corsair to immense effect in land-based sorties. The Hellcat remained the standard USN carrier-borne fighter until the F4U series was finally cleared for U.S. carrier operations in late 1944 (the carrier landing issues had by now been tackled largely due to use of Corsair by the Royal Navy Fleet Air Arm, which started in 1943). In addition to its good flight qualities, the Hellcat was easy to maintain and had an airframe tough enough to withstand the rigors of routine carrier operations. Like the Wildcat, the Hellcat was designed for ease of manufacture and ability to withstand significant damage.

The Hellcat first saw action against the Japanese on 1 September 1943, when fighters off  shot down a Kawanishi H8K "Emily" flying boat. Soon after, on 23 and 24 November, Hellcats engaged Japanese aircraft over Tarawa, shooting down a claimed 30 Mitsubishi Zeros for the loss of one F6F. Over Rabaul, New Britain, on 11 November 1943, Hellcats and F4U Corsairs were engaged in day-long fights with many Japanese aircraft including A6M Zeros, claiming nearly 50 aircraft.

When trials were flown against a captured A6M5 model Zero, they showed that the Hellcat was faster at all altitudes. The F6F out-climbed the Zero marginally above  and rolled faster at speeds above . The Japanese fighter could out-turn its American opponent with ease at low speed and enjoyed a slightly better rate of climb below . The trials report concluded:

Hellcats were the major U.S. Navy fighter type involved in the Battle of the Philippine Sea, where so many Japanese aircraft were shot down that Navy aircrews nicknamed the battle the "Great Marianas Turkey Shoot". The F6F accounted for 75% of all aerial victories recorded by the U.S. Navy in the Pacific. Radar-equipped Hellcat night-fighter squadrons appeared in early 1944.

A formidable opponent for the Hellcat was the Kawanishi N1K, but it was produced too late and in insufficient numbers to affect the outcome of the war.

Sortie, kill, and loss figures
U.S. Navy and Marine F6F pilots flew 66,530 combat sorties and claimed 5,163 kills (56% of all U.S. Navy/Marine air victories of the war) at a recorded cost of 270 Hellcats in aerial combat (an overall kill-to-loss ratio of 19:1 based on claimed kills). Claimed victories were often highly exaggerated during the war. Even so, the aircraft performed well against the best Japanese opponents with a claimed 13:1 kill ratio against the A6M Zero, 9.5:1 against the Nakajima Ki-84, and 3.7:1 against the Mitsubishi J2M during the last year of the war. The F6F became the prime ace-maker aircraft in the American inventory, with 305 Hellcat aces. The U.S. successes were not just   attributed to superior aircraft; from 1942 onwards, they faced increasingly inexperienced Japanese aviators and had the advantage of increasing numerical superiority. In the ground-attack role, Hellcats dropped 6,503 tons (5,899 tonnes) of bombs.

The U.S. Navy's all-time leading ace, Captain David McCampbell, scored all his 34 victories in the Hellcat. He once described the F6F as "... an outstanding fighter plane. It performed well, was easy to fly, and was a stable gun platform, but what I really remember most was that it was rugged and easy to maintain."

During the course of World War II, 2,462 F6F Hellcats were lost to all causes – 270 in aerial combat, 553 to antiaircraft ground and shipboard fire, and 341 due to operational causes. Of the total figure, 1,298 were destroyed in training and ferry operations, normally outside of the combat zones.

Hamilton McWhorter III, a Navy aviator and a flying ace of World War II, was credited with shooting down 12 Japanese aircraft. He was the first U.S. Navy aviator to become an ace while flying the Grumman F6F Hellcat and the first Navy carrier pilot to achieve double ace status.

Arthur Van Haren, Jr., a Navy combat Hellcat ace of WWII from Arizona, was credited with shooting down 9 Japanese planes. He was awarded a DFC, and a Gold Star in lieu of a second DFC. In 2012, Van Haren, Jr. was inducted into the Arizona Aviation Hall of Fame.

British use

The British Fleet Air Arm (FAA) received 1,263 F6Fs under the Lend-Lease Act; initially, it was known as the Grumman Gannet Mark I. The name Hellcat replaced it in early 1943 for the sake of simplicity, the Royal Navy at that time adopting the use of the existing American naval names for all the U.S.-made aircraft supplied to it, with the F6F-3 being designated Hellcat F Mk. I, the F6F-5, the Hellcat F Mk. II and the F6F-5N, the Hellcat NF Mk. II. They saw action off Norway, in the Mediterranean, and in the Far East. Several were fitted with photographic reconnaissance equipment similar to the F6F-5P, receiving the designation Hellcat FR Mk. II. The Pacific War being primarily a naval war, the FAA Hellcats primarily faced land-based aircraft in the European and Mediterranean theaters, so experienced far fewer opportunities for air-to-air combat than their USN/Marines counterparts; nevertheless, they claimed a total of 52 enemy aircraft kills during 18 aerial combats from May 1944 to July 1945. 1844 Naval Air Squadron, on board  of the British Pacific Fleet was the highest-scoring unit, with 32.5 kills.

FAA Hellcats, as with other Lend-Lease aircraft, were rapidly replaced by British aircraft after the end of the war, with only two of the 12 squadrons equipped with the Hellcat at VJ-Day still retaining Hellcats by the end of 1945. These two squadrons were disbanded in 1946.

Postwar use
After the war, the Hellcat was succeeded by the F8F Bearcat, which was smaller, more powerful (powered by uprated Double Wasp radials) and more maneuverable, but entered service too late to see combat in World War II.

The Hellcat was used for second-line USN duties, including training and Naval Reserve squadrons, and a handful were converted to target drones. In late 1952, Guided Missile Unit 90 used F6F-5K drones, each carrying a  bomb, to attack bridges in Korea. Flying from , the Hellcat drones were radio controlled from an escorting AD Skyraider.

The F6F-5 was the first aircraft used by the U.S. Navy's Blue Angels official flight demonstration team at its formation in 1946.

The French Navy (Aéronavale) was equipped with F6F-5 Hellcats and used them in combat in Indochina. These were painted in Gloss Sea Blue, similar to post-World War II US Navy aircraft until about 1955, but had a modified French roundel with an image of an anchor. The French Air Force also used the Hellcat in Indochina from 1950 to 1952. The plane equipped four squadrons (including the Normandie-Niemen squadron of WWII fame) before these units transitioned to the F8F Bearcat.

The Uruguayan Navy also used them until the early 1960s.

Variants

XF6F prototypes
XF6F-1
First prototype, powered by a two-stage  Wright R-2600-10 Cyclone 14 radial piston engine.
XF6F-2
The first XF6F-1 prototype revised and fitted with a turbocharged Wright R-2600-16 Cyclone radial piston engine. R-2600 replaced by turbocharged R-2800-21.

XF6F-3
 Second prototype fitted with a two-stage supercharged  Pratt & Whitney R-2800-10 Double Wasp radial piston engine.
XF6F-4
One F6F-3 fitted with a two-stage, two-speed supercharged  Pratt & Whitney R-2800-27 Double Wasp radial piston engine.
XF6F-6
Two F6F-5s that were fitted with the  Pratt & Whitney R-2800-18W radial piston engine, and four-bladed propellers.

Series production
F6F-3 (British designation Gannet F. Mk. I, and then later, renamed Hellcat F. Mk. I, January 1944)
Single-seat fighter, fighter-bomber aircraft, powered by a  Pratt & Whitney R-2800-10 Double Wasp radial piston engine.
F6F-3E
Night fighter version, equipped with an AN/APS-4 radar in a fairing on the starboard outer wing.

F6F-3N
Another night fighter version, equipped with a newer AN/APS-6 radar in a fairing on the starboard outer wing.

F6F-5 Hellcat (British Hellcat F. Mk. II)
Improved version, with a redesigned engine cowling, a new windscreen structure with an integral bulletproof windscreen, new ailerons and strengthened tail surfaces; powered by a  Pratt & Whitney R-2800-10W (-W denotes Water Injection) radial piston engine.
F6F-5K Hellcat
A number of F6F-5s and F6F-5Ns were converted into radio-controlled target drones.

F6F-5N Hellcat (British Hellcat N.F. Mk II)
Night fighter version, fitted with an AN/APS-6 radar. Some were armed with two 20 mm (0.79 in) AN/M2 cannon in the inner wing bays and four 0.50 in (12.7 mm) M2 Browning machine guns in the outer.
F6F-5P Hellcat
Small numbers of F6F-5s were converted into photo-reconnaissance aircraft, with the camera equipment being fitted in the rear fuselage.
Hellcat FR. Mk. II
This designation was given to British Hellcats fitted with camera equipment.
FV-1
Proposed designation for Hellcats to be built by Canadian Vickers; cancelled before any built.

Operators

French Navy
French Air Force

Royal Navy Fleet Air Arm
Training units, and non-operational units
706 Naval Air Squadron Crew Pool & Refresher Flying Training School.
709 Naval Air Squadron Ground Attack School.
731  Naval Air Squadron Night Fighter Training School.
778 Naval Air Squadron Service Trials Unit (STU)
891 Naval Air Squadron not operational at war's end.
1847 Naval Air Squadron merged into 1840, not operational.
East Indies units
800 Naval Air Squadron , first operational unit
804 Naval Air Squadron , , ,
808 Naval Air Squadron
888 Naval Air Squadron detachments only
896 Naval Air Squadron
898 Naval Air Squadron /
Atlantic & Mediterranean units
881 Naval Air Squadron
892 Naval Air Squadron
1832 Naval Air Squadron
Pacific units
885 Naval Air Squadron
1839 Naval Air Squadron NAS Eglington/
1840 Naval Air Squadron
1844 Naval Air Squadron

United States Navy
United States Marine Corps

Uruguayan Navy

Surviving aircraft
A relatively large number of Grumman F6Fs survive to this day, either in museums or in flyable condition. In order of Bu.No. they are:

United Kingdom

On display
F6F-5
 79779 – Fleet Air Arm Museum in RNAS Yeovilton.

United States

Airworthy
F6F-3
 41476 – based at the Collings Foundation in Stow, Massachusetts.
 41930 – privately owned in Houston, Texas.
F6F-5
 70222 – based at Commemorative Air Force (Southern California Wing) at Camarillo Airport (former Oxnard AFB) in Camarillo, California.
 78645 – based at Fagen Fighters WWII Museum in Granite Falls, Minnesota.
 79863 – based at Flying Heritage Collection in Everett, Washington.
 94204 – based at Erickson Aircraft Collection in Madras, Oregon.
 94473 – based at Palm Springs Air Museum in Palm Springs, California.
On display
F6F-3
 25910 – National Naval Aviation Museum at NAS Pensacola in Pensacola, Florida.
 41834 – Steven F. Udvar-Hazy Center of the National Air and Space Museum in Chantilly, Virginia.
 42874 – San Diego Aerospace Museum in San Diego, California.
 66237 – Naval Air Station Wildwood Aviation Museum at Cape May Airport in Lower Township, New Jersey.
F6F-5

 77722 – Naval Air Facility Washington at Joint Base Andrews<ref>"Grumman F6F Hellcat/Bu. 77722." Warbird Directory: Grumman Page 12." Retrieved: 21 September 2022.</ref>
 79192 – New England Air Museum in Windsor Locks, Connecticut.
 79593 – /Patriots Point Naval & Maritime Museum in Mount Pleasant, South Carolina.
 79683 – Air Zoo in Kalamazoo, Michigan.
 94203 – National Naval Aviation Museum at NAS Pensacola in Pensacola, Florida.
 94263 – Cradle of Aviation Museum in New York. It is on loan from the USMC Museum in Quantico, Virginia.
Under restoration or in storage
F6F-3
 43014 – in storage at the Fantasy of Flight in Polk City, Florida.
F6F-5
 72094 – to airworthiness by private owner in Caldwell, Idaho.
 79133 – to airworthiness by private owner in Wilmington, Delaware.
 80040 – to airworthiness by private owner in Wilmington, Delaware.
 93879 – to airworthiness by Yanks Air Museum in Chino, California."FAA Registry: N4994V" Federal Aviation Administration. Retrieved: 15 July 2021.
 94038 – to airworthiness by private owner in Wilmington, Delaware.
 94385 – to airworthiness by private owner in Livermore, California.

Specifications (F6F-5 Hellcat)

See also

References

Notes

Citations

Bibliography

 Anderton, David A. Hellcat. London: Jane's Publishing Company Ltd., 1981. .
 Barber, S.B. Naval Aviation Combat Statistics: World War II, OPNAV-P-23V No. A129. Washington, D.C.: Air Branch, Office of Naval Intelligence, 1946.
 Bridgman, Leonard, ed. "The Grumman Hellcat." Jane's Fighting Aircraft of World War II. London: Studio, 1946. .
 Brown, Eric, CBE, DCS, AFC, RN., William Green and Gordon Swanborough. "Grumman Hellcat". Wings of the Navy, Flying Allied Carrier Aircraft of World War Two. London: Jane's Publishing Company, 1980, pp. 167–176. .
 Dann, Lcdr. Richard S., USNR. F6F Hellcat Walk Around. Carrollton, Texas: Squadron/Signal Publications Inc., 1996. .
 Dean, Francis H. America's Hundred Thousand. Atglen, Pennsylvania: Schiffer Publishing Ltd., 1997. .
 Donald, David, ed. American Warplanes of World War II. London: Aerospace Publishing, 1995. .
 Drendel, Lou. "Grumman F6F Hellcat". U.S. Navy Carrier Fighters of World War II. Carrollton, Texas: Squadron/Signal Publications Inc., 1987, pp. 45–68. .
 Ewing, Steve. Reaper Leader: The Life of Jimmy Flatley. Annapolis, Maryland: Naval Institute Press, 2002. .
 Ewing, Steve. Thach Weave: The Life of Jimmie Thach. Annapolis, Maryland: Naval Institute Press, 2004..
 Ewing, Steve and John B. Lundstrom. Fateful Rendezvous: The Life of Butch O'Hare. Annapolis, Maryland: Bluejacket Books, (Naval Institute Press), 2004. .
 Faltum, Andrew. The Essex Aircraft Carriers. Baltimore, Maryland: The Nautical & Aviation Publishing Company of America, 1996. .
 Ferguson, Robert G. "One Thousand Planes a Day: Ford, Grumman, General Motors and the Arsenal of Democracy."History and Technology, Volume 21, Issue 2, 2005.
 Francillon, Réne J. Grumman Aircraft Since 1929. Annapolis, Maryland: Naval Institute Press, 1989.  .
 Graff, Cory. F6F Hellcat at War (The At War Series). Minneapolis, Minneapolis: Zenith Press, 2009. .
 Green, William. Famous Fighters of the Second World War. Garden City, New York: Doubleday & Company, 1975..
 Green, William and Gordon Swanborough. "Grumman F6F Hellcat". WW2 Fact Files: US Navy and Marine Corps Fighters. London: Macdonald and Jane's Publishers Ltd., 1976, pp. 47–56. .
 Gunston, Bill. Grumman: Sixty Years of Excellence. London: Orion Books, 1988. .
 Hill, Richard M. Grumman F6F-3/5 Hellcat in USN-USMC-FAA-Aeronavale & Uruguayan Service. Reading, Berkshire, UK: Osprey Publications Ltd., 1971. .
 Jackson, Robert.  Air War Korea 1950–1953. Shrewsbury, UK: Airlife Publishing, 1998. .
 Jarski, Adam and Waldemar Pajdosz. F6F Hellcat (Monografie Lotnicze 15) (in Polish). Gdańsk, Poland: AJ-Press, 1994. .
 Jarski, Adam and Waldemar Pajdosz. F6F Hellcat (Aircraft Monograph 20). Gdańsk, Poland: AJ-Press, 2007.
 Kinzey, Bert. F6F Hellcat in detail and scale (D&S Vol.26). Shrewsbury, UK: AirLife Publishing Ltd., 1987..
 Kinzey, Bert. F6F Hellcat in detail and scale: Revised edition (D&S Vol.49). Carrollton, Texas: Squadron/Signal Publications Inc., 1996. .
 Kit, Mister and Jean-Pierre DeCock. F6F Hellcat (in French). Paris, France: Éditions Atlas s.a., 1981.
 Krist, Jan. Bojové Legendy: Grumman F6F Hellcat (in Czech). Prague, Czech Republic: Jan Vašut s.r.o., 2006. .
 Mendenhall, Charles A. Wildcats & Hellcats: Gallant Grummans in World War II. St. Paul, Minnesota: Motorbooks International, 1984. .
 Mondey, David. American Aircraft of World War II (Hamlyn Concise Guide). London: Bounty Books, 2006. .
 Norton, Bill. U.S. Experimental & Prototype Aircraft Projects: Fighters 1939–1945. North Branch, Minnesota: Specialty Press, 2008, pp. 80–85. .
 O'Leary, Michael. United States Naval Fighters of World War II in Action. Poole, Dorset, UK: Blandford Press, 1980. .
 "OPNAV-P23V No. A129, 17 June 1946." Naval Aviation Combat Statistics World War II. Suitland, Maryland: Air Branch, Office of Naval Intelligence, Office of the Chief of Naval Operations, 1946.
 Spick, Mike. Fighter Pilot Tactics . The Techniques of Daylight Air Combat. Cambridge, UK: Patrick Stephens, 1983. .
 Styling, Mark. Corsair Aces of World War 2 (Osprey Aircraft of the Aces No 8). London: Osprey Publishing, 1995. .
 Sullivan, Jim. F6F Hellcat in action. Carrollton, Texas: Squadron/Signal Publications Inc., 1979. .
 Taylor, John W. R. "Grumman F6F Hellcat." Combat Aircraft of the World from 1909 to the present. New York: G.P. Putnam's Sons, 1969. .
 Thetford, Owen. British Naval Aircraft Since 1912, Fourth Edition. London: Putnam, 1994. .
 Thomas, Geoff. US Navy Carrier Aircraft Colours: Units, Colours, Markings, and Operations during World War 2. New Malden, UK: Air Research Publications, 1989. .
 Thruelsen, Richard. The Grumman Story. Westport, Connecticut: Praeger Publishers, 1976. .
 Tillman, Barrett. Hellcat Aces of World War 2. London: Osprey Aerospace, 1996. .
 Tillman, Barrett. Hellcat: The F6F in World War II. Annapolis, Maryland: Naval Institute Press, 1979. .
 White, Graham. R-2800: Pratt & Whitney's Dependable Masterpiece. Warrendale, Pennsylvania: Society of Automotive Engineers Inc., 2001. .
 Winchester, Jim, ed. "Grumman F6F Hellcat." Aircraft of World War II (Aviation Fact File). Rochester, UK: Grange Books plc, 2004. .
 Zbiegniewski, Andre R. Grumman F6F Hellcat (Kagero Monografie No.10)'' (Bilingual Polish/English). Lublin, Poland: Kagero, 2004. .

External links

 RIM-2 Terrier SAM intercepts a F6f drone

Final flight test report of F6F-3, USN Air Station, Patuxent River (pdf file)
F6F Hellcat Performance Trials, Aircraft and Armament Experimental Establishment (A&AEE), Boscombe Down
Performance test, each 1,00th aircraft; F6F-5 No 58310, USN Air Station, Patuxent River (pdf file)
USN & USMC Aircraft Serial and Bureau Nos. 1911 to present
"How The Hellcat Got That Way", Popular Science, December 1943, World War Two article which is large and detailed

F06F Hellcat
Grumman F6F
Grumman F6F
Single-engined tractor aircraft
Low-wing aircraft
Carrier-based aircraft
Aircraft first flown in 1942

Grumman F6F Hellcat


Rašporski kapetanat je bilo mletačko vojno zapovjedništvo u Istri.

Nastalo je kad je Mletačka Republika ukinila dotad postojeće pazenatike u Grožnjanu i Svetom Lovreču. Godine 1394. odredila je Rašpor za sjedište istoimenoga kapetanata. Kapetanat je trebao jamčiti mir i sigurnost, osobito duž granice. Kapetanatom je upravljao mletački Senat preko rašporskoga kapetana. Protivno mletačkoj političkoj praksi, Signoria ga je zadržala u svojoj neposrednoj eksploataciji.

Na čelu kapetanata bio je rašporski kapetan, visoki mletački činovnik i jedan od najznačajnijih rektora mletačke uprave u Pokrajini Istri. Nakon rušenja kaštela Rašpora, stolovao je u Buzetu. Bio je najviši vojni i politički autoritet seoskoga područja, kojemu se trebalo obratiti za sva upravna i pravna pitanja.

Njegovi su vojnici rješavali prijepore između istarskih mjesta. Hitnim porukama i izvješćima bio je u izravnoj vezi s mletačkim Senatom. Osim što se brinuo za sigurnost cijeloga pazenatika (mletačkoga izvangradskog područja), obavljao je i dužnost buzetskoga podestata, a u njegovoj su nadležnosti od 1592. odlukom Senata bili i upravni i sudski prerogativi nad novim doseljenicima, te daljnje provođenje kolonizacije. Imao je zadaću osigurati slanje trupaca za mletački arsenal. Kapetani su bili članovi uglednih mletačkih plemićkih obitelji: Emo, Malipiero (XIV. st.); Donà, Lombardo, Basadonna, Da Mosto, Barozzi, Morosini, Bon, Priuli (XV. st.); Contarini, Gradenigo, Navagero, Marcello, Bondumier, Zorzi, Loredan, Giustinian, Corner, Badoer, Cicogna, Renier, Tiepolo (XVI. st.); Grimani, Barbarigo, Valier, Soranzo (XVII. st.); Balbi, Pasqualigo, Querini, Bembo, Dandolo, Moro, Trevisan, Foscari, Dolfin (XVIII. st.).

Izvori

Hrvatska vojna povijest
Povijest Istre

Rašporski kapetanat


Calificarea la Turneul Olimpic de Handbal Feminin din 2016 are loc din decembrie 2014 până în martie 2016. Douăsprezece echipe se vor califica: țara gazdă, campioana mondială, patru campioane continentale și șase echipe din turneele olimpice de calificare.

Sumarul calificărilor

1. Întrucât Norvegia s-a calificat la Jocurile Olimpice prin câștigarea Campionatului Mondial din 2015, locul nefolosit de la Campionatul European i-a fost acordat Spaniei din postura de finalistă a competiției.

Legendă pentru modalitatea de calificare

Țara gazdă

Campionatul Mondial

{| class="wikitable"
!width=40|Loc
!width=180|Echipa
|-bgcolor=ccffcc
|align=center|||
|-bgcolor=ccccff
|align=center|||
|-bgcolor=ccccff
|align=center|||
|-bgcolor=ccccff
|align=center|4||
|-bgcolor=ccccff
|align=center|5||
|-bgcolor=ccccff
|align=center|6||
|-bgcolor=ccccff
|align=center|7||
|-
|align=center|8||
|-
|align=center|9||
|-
|align=center|10||
|-
|align=center|11||
|-
|align=center|12||
|-
|align=center|13||
|-
|align=center|14||
|-
|align=center|15||
|-
|align=center|16||
|-
|align=center|17||
|-
|align=center|18||
|-
|align=center|19||
|-
|align=center|20||
|-
|align=center|21||
|-
|align=center|22||
|-
|align=center|23||
|-
|align=center|24||
|}

Calificări continentale

Europa (Primul continent din clasament)

America (Al doilea continent din clasament)

2. Întrucât Brazilia s-a calificat la turneul final ca țară organizatoare, locul pentru continentul american a revenit următoarei clasate, Argentina.

Asia (Al treilea continent din clasament)

Competiția s-a desfășurat la Nagoya, Japonia.
Toate orele sunt locale (UTC+9).

Africa (Al patrulea continent din clasament)
Competiția s-a desfășurat la Luanda, Angola.
Toate orele sunt locale (UTC+1).

Turneele olimpice de calificare
Turneele olimpice de calificare vor avea loc în perioada 17-20 martie 2016. Doar douăsprezece echipe care încă nu s-au calificat prin cele cinci competiții menționate mai sus pot juca în turnee:
Primele șase echipe de la Campionatul Mondial care nu s-au calificat deja prin campionatele continentale sunt eligibile pentru a participa la turneu.
Cele mai bine clasate echipe din fiecare continent de la Campionatul Mondial vor reprezenta continentul pentru a determina clasamentul pe continente. Primul continent clasat va primi două locuri în plus pentru turneu. Cel de-al doilea, al treilea și al patrulea continent vor primi câte un loc. Ultimul loc aparține unei echipe din zona Oceania, în cazul în care s-a clasat pe unul din locurile de la 8 la 12 la Campionatul Mondial. Cum nici o echipa din Oceania nu a îndeplinit această condiție, al doilea continent clasat a primit un loc în plus. Echipele care și-au câștigat deja locul lor prin clasamentul de la Campionatul Mondial, nu vor fi luate în considerare pentru a primi locuri prin criteriul continental.
Cele douăsprezece echipe vor fi dispuse în trei urne de câte patru echipe, conform tabelului de mai jos. Primele două echipe din fiecare bazin se vor califica pentru Jocurile Olimpice 2016.

Turneul Olimpic de calificare 2016 #1

Turneul Olimpic de calificare 2016 #2

Turneul Olimpic de calificare 2016 #3

Referințe

2016
2015 în handbal
2016 în handbal

Handbal la Jocurile Olimpice de vară din 2016 – Calificări turneul feminin


La cuenta atrás es el cuarto álbum de estudio de la cantante española Vega. De nuevo producido por Sebastian Krys, y grabado en sus estudios de Los Ángeles, es el segundo compuesto íntegramente por Vega. La artista comenzó el proyecto como artista independiente, sin el respaldo de ninguna compañía discográfica, tras el rechazo al proyecto por parte de su anterior discográfica. Una vez el disco ya estaba grabado, llegó a un acuerdo con la discográfica Sony Music para que "La Cuenta Atrás" saliera a la venta bajo su sello el 20 de septiembre de 2011 en formato digital, físico (ediciones digipack y cristal) y una edición de coleccionistas que incluía un vinilo y merchandising relacionado con el mismo. Debutó en las listas de ventas en el nº 6, proporcionándole a Vega el mayor éxito en el estreno de uno de sus discos en toda su carrera. El primer sencillo extraído fue "Como yo no hay dos", estrenado en el mes de julio de 2011. El videoclip cuenta con la colaboración especial de Alexandra Jiménez y Jordi Mestre. El álbum fue presentado en Fnac de Callao (Madrid) y Las Arenas (Barcelona) el 20 y 21 de septiembre, y en un gran concierto agotando las entradas en la Joy Eslava de Madrid el 28 de octubre del mismo año. A esos conciertos le siguieron tres más (Valladolid, Salamanca y Toledo) antes de lanzar el segundo sencillo del álbum: "Requiem" en marzo de 2012, con el que inicia la gira de primavera por salas de 12 ciudades españolas (Madrid, Alicante, Barcelona, Zaragoza, León, Sevilla, Valladolid, Vigo, Gijón, Málaga, Badajoz y Santander), a la que siguieron dos conciertos especiales en el mes de julio en Sevilla y Málaga, retomando la gira en septiembre de 2012 por otras 7 ciudades más (Granada, Murcia, Bilbao, Barcelona, Valencia, Elche y Madrid), habiendo agotado entradas en la mayoría de los conciertos. El álbum, compuesto por 12 temas, fue relanzado en diciembre de 2011 por su discográfica en formato digital, incluyendo una canción extra: "Let's open the door", compuesta por Vega para una campaña de telefonía móvil. También Vega en mayo de 2012 ofrece la posibilidad de descargar gratuitamente el tema "Nueva Orleans", que finalmente quedó fuera de La Cuenta Atrás. Es destacable durante esta etapa, que paralelamente al álbum, Vega participó como promotora del "Festival de la Luz" que tuvo lugar el 22 y 23 de septiembre de 2012 en Galicia. El álbum ha recibido una nominación para los Premios Grammy Latinos 2012 en la categoría Mejor Álbum Pop/Rock.

Lista de canciones

Posiciones y certificaciones

Semanales

Copias y certificaciones

Referencias

Álbumes de 2011
Álbumes en español
Álbumes de Vega

La cuenta atrás (álbum)


Cornell Township ist der Name folgender Townships in den Vereinigten Staaten:

 Cornell Township (Michigan)
 Cornell Township (North Dakota)

Cornell Township


An Valiha perrieri in uska species han Liliopsida nga syahan ginhulagway ni Aimée Antoinette Camus, ngan ginhatag han pagkayana nga asya nga ngaran ni Soejatmi Dransfield. An Valiha perrieri in nahilalakip ha genus nga Valiha, ngan familia nga Poaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Valiha

Valiha perrieri


Ghidirim se poate referi la următoarele:

Localități:

În Republica Moldova
Ghidirim, sat din Unitățile Administrativ-Teritoriale din Stînga Nistrului

În Ucraina
Ghidirim, Bârzula

Persoane
Gheorghe Ghidirim

Ghidirim (dezambiguizare)


Ahd 54 (), "Generation of '54", is a minor Algerian party led by human rights-activist Ali Fawzi Rebaine, who claims to have founded the first Algerian human rights organization. Its name is an allusion to the start of the Algerian War of Independence, in November 1954. In the 2007 election, it won 2.26% of the vote and two seats in the Algerian parliament.

Electoral history

Presidential elections

People's National Assembly elections

References

External links
 Ahd 54 website archive from 2010.

Political parties in Algeria

Ahd 54


Advanced Audio Coding, zvučni format
 Autoridad de Aviación Civil (Salvador)
 Autoridad de Aviación Civil (Panama)
 United States Army Acquisition Corps

AAC


Nickolas Butler (n. 2 octombrie 1979, Allentown, Pennsylvania) este un scriitor american.

Biografie
Nickolas Butler a crescut în Eau Claire, Wisconsin și a studiat la Universitatea din Wisconsin-Madison. El a frecventat Writer's Workshop de la Universitatea din Iowa.

Povestirile sale au apărut în reviste ca Ploughshares, The Kenyon Review Online, The Lumberyard, The Christian Science Monitor, Narativ, Sixth Finch. În 2013 a apărut primul său roman.

Butler a primit diverse burse și premii la nivel regional, premiul literar fundații.

Butler este căsătorit, are doi copii și locuiește la țară, în Wisconsin.

Lucrări (selecție)
 Shotgun Lovesongs. New York: Thomas Dunne Books, 2013
 Beneath the Bonfire. New York: Thomas Dunne Books, 2015
 The Hearts of Men. New York: Harper, 2017

Literatură
 Jonathan Evison: Turneu De Reunire, Rezension Shotgun  Lovesongs. NYT, 3 aprilie 2014

Legături externe
  Nickolas Butler în Catalogul Bibliotecii Naționale a Germaniei (Informații despre Nickolas Butler • PICA • Căutare pe site-ul Apper)

 Danelle Butler, site-ul
 Danelle Butler, Random House (de)

Nașteri în 1979
Romancieri americani

Nickolas Butler


Le tribunal judiciaire de Toulouse est une juridiction française de l'ordre judiciaire, de première instance et de droit commun, compétente pour la partie nord du département de la Haute-Garonne, correspondant à l'arrondissement judiciaire de Toulouse. Il appartient au ressort de la cour d'appel de Toulouse.

Organisation
Le tribunal est composé de six pôles pour le siège, de quatre pôles pour le parquet, et d'une direction de greffe. Le président, le procureur de la République et le directeur de greffe, sont tous les trois dotés d'un secrétariat.

Siège

Le siège est composé d'un président, de plusieurs vice-présidents, d'un certain nombre de magistrats de grade divers, et de magistrats à titre temporaire.

 Pôle I - Pôle civil : service civil de l'urgence, service civil général, et service de l'exécution civile
 Pôle II - Pôle de la famille : service des affaires familiales, service de la chambre du conseil, et service de la protection des mineurs
 Pôle III - Pôle social : service du contentieux social, et service de la départition sociale et du contentieux du travail
 Pôle IV - Pôle pénal : service pénal de l'urgence, service correctionnel et de police, service des victimes d'infraction, service de l'instruction, et service de l'application des peines
 Pôle V - Pôle justice des mineurs
 Pôle VI - Pôle de la protection et de la proximité : service de la protection et de la proximité de Toulouse, et tribunal de proximité de Muret

Parquet

Le parquet est composé d'un procureur de la République, de plusieurs procureurs de la République adjoints, de plusieurs vice-procureurs, et de substituts du procureur.

 Pôle I - Pôle des contentieux spécialisés, des affaires criminelles et de la coopération judiciaire : service criminalité et délinquance organisée, et service économique, commercial, et des contentieux spécialisés.
 Pôle II - Pôle affaires générales et réponses pénales : service de l'exécution des peines, et service du traitement direct.
 Pôle III - Pôle protection des personnes, des mineurs, et de la famille : service civil, et service mineurs et contentieux familial.
 Pôle IV - Pôle politiques publiques

Greffe

Le directeur de greffe est assisté d'une quinzaine de directeurs des services de greffe judiciaires, de quelques greffiers fonctionnels, et d'un peu moins de trois cents agents (greffiers et autres agents de greffe, secrétaires administratifs, et adjoints techniques).

Localisation et historique

Le tribunal siège dans un ensemble de bâtiments dont l'entrée principale est située au 2, Allée Jules Guesde, dans de centre de Toulouse, près de la station de la ligne B du métro Palais-de-Justice, au sein du Palais de justice de Toulouse, dans lequel se situe notamment la Cour d'appel de Toulouse.

Au début du  une grande partie du tribunal est reconstruite sous la direction de l'architecte Pascal Prunet. Il est inauguré en 2008 et comprend des bâtiments neufs, une salle des pas perdus composée de verre, de béton et d'acier, et une voute de 25 mètres de hauteur. La verrière surplombant la salle des pas perdus possède une superficie de 700m².

Depuis la reconstruction, le tribunal est composé de sept salles d'audience.

Avant 2020, cette juridiction était le tribunal de grande instance de Toulouse. Le tribunal de proximité de Muret anciennement tribunal d'instance, en était détaché.

Annexes

Notes et références

Voir aussi

 Palais de justice de Toulouse
 Cour d'appel de Toulouse
 Tribunal judiciaire

Bibliographie

Liens externes

Toulouse
Justice à Toulouse
Haute-Garonne
Toulouse

Tribunal judiciaire de Toulouse