O que aconteceu com a plataforma da bússola no Titanic?

O que aconteceu com a plataforma da bússola no Titanic?

O que aconteceu com a plataforma Compass no Titanic? Foi alguma vez encontrado no local do naufrágio?

Eu descobri para que era usado, mas nenhuma explicação para se eles encontraram algum sinal dele no campo de destroços, só por curiosidade, porque era uma estrutura única pela qual sempre fui fascinado.


Não, nenhum sinal da plataforma da bússola do Titanic jamais foi encontrado.

A localização da plataforma da bússola é mostrada nesta planta do convés do barco do Titanic e nesta planta do perfil do navio. Você pode ver que ele estava localizado diretamente acima do Lounge da Primeira Classe.

A plataforma da bússola continha a "bússola padrão" do navio, contra a qual todas as outras seriam julgadas durante uma viagem para manter a precisão.


A Compass Platform era uma estrutura construída em madeira, bronze e tela (sem partes ferrosas que pudessem afetar a bússola). É bem provável que tenha sido lavado do telhado da sala da primeira classe quando a seção da proa mergulhou sob a superfície, ou se soltou quando um dos funis ficou à deriva. Certamente não há sinal disso nas fotos tiradas do navio pelo Dr. Robert Ballard ou por aqueles que o inspecionaram desde então.

É claro que a madeira e a tela não teriam sobrevivido no fundo do mar e, embora seja bem possível que os elementos de bronze sobrevivam, não consigo encontrar nenhum registro deles sendo registrados e identificados no campo de destroços.


Minha teoria é que ele foi esmagado pelo compressor de água quando o navio afundou em direção ao fundo do Atlântico. Outra coisa que eu tenho é quando os funis caíram o terceiro pode ter caído no topo da torre da bússola e foi esmagado.


Naquela mesma tarde, a 6.500 quilômetros de distância, no Quênia, Elizabeth e Philip chegaram ao Treetops Hotel, construído nos galhos de uma árvore mgumu gigante. Assim que a noite caiu, eles se ocuparam assistindo elefantes e rinocerontes se reunirem em um bebedouro abaixo da plataforma de observação. O grupo real voltou tarde com planos de se levantar ao amanhecer para retomar sua vigilância sobre a vida selvagem. Durante aquelas poucas horas de descanso, na madrugada de 6 de fevereiro de 1952, o rei George VI morreu pacificamente enquanto dormia.

Devido à diferença horária de três horas, Elizabeth e Philip chegaram a um dia ainda tranquilo. Eles pescaram trutas no riacho Sagana e almoçaram no Outspan Hotel. A notícia da morte do rei foi enviada de Londres para a residência do governador em Nairóbi por meio de uma mensagem codificada, mas o livro de código estava trancado em um cofre e o governador, o único homem com uma chave, partiu para a costa. Dada a localização remota, a comunicação externa era virtualmente inexistente e só depois que um jornalista local perguntou a Martin Charteris, o secretário particular da princesa, se os relatos sobre a morte do rei eram verdadeiros, que o grupo real soube do falecimento de Jorge VI. Elizabeth foi uma das últimas a ser informada. Assim que a notícia foi confirmada, os preparativos para a continuação da viagem foram abandonados e a atenção voltou-se para questões de estado. Chartetis foi encarregado de abrir e preparar os documentos de adesão lacrados, que haviam sido levados em turnê como uma precaução, dada a natureza contínua da doença do rei. O príncipe Albert havia escolhido se tornar o rei George VI em vez do rei Albert, mas quando questionada sobre qual nome real ela escolheria, Elizabeth respondeu a famosa frase: 'Meu próprio nome, é claro - o que mais?' foram redigidas e enviadas a seus anfitriões quenianos, bem como àqueles que a esperavam na Austrália e na Nova Zelândia, e cartas foram escritas para sua mãe e irmã. Quando chegou a hora de ir embora, Elizabeth pediu que nenhuma foto fosse tirada. Ao testemunhar sua partida histórica em primeira mão, os repórteres honraram seu pedido.

Na noite de 7 de fevereiro, Elizabeth voltou para casa, para uma nação de luto. Para muitos britânicos, seu pai restaurou sua fé na monarquia e o choque com sua morte foi generalizado. Na manhã seguinte, vestida de preto, Elizabeth leu sua Declaração de Soberania perante o Conselho de Adesão reunido no Palácio de St. James. A proclamação da rainha ecoou em Londres enquanto Elizabeth e Philip faziam a jornada solene para Sandringham.

Extraído de Rainha Elizabeth II: GIGANTES de bolso por Victoria Arbiter

Anúncio da Proclamação da Rainha Elizabeth II, fevereiro de 1952

CONSIDERANDO que aprouve a Deus Todo-Poderoso chamar a Sua Misericórdia nosso falecido Soberano Senhor Rei George, o Sexto de Bendita e Gloriosa memória, por cujo falecimento a Coroa é única e legitimamente entregue à Alta e Poderosa Princesa Elizabeth Alexandra Mary:
NÓS, portanto, os Senhores Espirituais e Temporais deste Reino, estando aqui assistidos com estes Conselho Privado de Sua Majestade, com representantes de outros Membros da Comunidade, com outros Cavalheiros Principais de Qualidade, com o Senhor Prefeito, Vereadores e Cidadãos de Londres, faça agora com uma só voz e Consent of Tongue and Heart publicar e proclamar que a Alta e Poderosa Princesa Elizabeth Alexandra Mary é agora, pela morte de nosso falecido Soberano de feliz memória, se tornou Rainha Elizabeth II, pela Graça de Deusa Rainha deste Reino e de todos os Seus outros Reinos e Territórios, Chefe da Comunidade, Defensora da Fé, a quem Seus súditos reconhecem toda a Fé e Obediência constante com afeto sincero e humilde, implorando a Deus por quem Reis e Rainhas reinam , para abençoar a Princesa Real Isabel II com longos e felizes anos para reinar sobre nós.
Dado no Palácio de St. James neste sexto dia de fevereiro do ano de nosso Senhor mil novecentos e cinquenta e dois.


Por dentro do Titanic: uma retrospectiva de 1911 e 1912

Na White Star Line & rsquos novos vaporizadores de parafuso triplo olímpico e Titânico são resumidos toda a ciência e habilidade de um século de navegação a vapor.

As figuras falam de forma mais concisa e eloquente da supremacia do olímpico e Titânico. Nada foi deixado ao acaso na construção destes magníficos navios, e além de serem os maiores e mais pesados ​​navios alguma vez construídos, são também, sem dúvida, os mais fortes.

Seus cascos imponentes são moldados para a batalha contra os sete mares e ostentam, em cada navio, a presença de três milhões de rebites (pesando cerca de 1.200 toneladas) segurando juntas as sólidas placas de aço.

O fundo duplo referido se estende por todo o comprimento de cada embarcação, variando de 5 pés 3 pol. a 6 pés 3 pol. em profundidade e confere maior resistência ao casco. A subdivisão dos cascos do olímpico e Titânico em quinze compartimentos separados por anteparas estanques de aço garantem ainda mais a segurança das embarcações.


Jeep está de volta à estrada sob Fiat

A Jeep, marca nascida nos campos de batalha da Segunda Guerra Mundial, passou por um novo tipo de guerra na última década. Primeiro foi desrespeitado por seus padrastos alemães e depois deixado para morrer pelos abutres de Wall Street. Mas agora a marca parece estar encenando um retorno sob a nova propriedade italiana da Chrysler.

A ironia não poderia ser mais espessa. A montadora alemã Daimler, mãe da Mercedes-Benz, fez muitos dos veículos de guerra alemães usados ​​contra as forças aliadas durante o conflito histórico. Mas durante a década em que foi proprietária da Chrysler e da Jeep, ela criou um trio dos piores veículos da marca Jeep na história do maque: The Commander, Compass e Patriot. De acordo com uma pesquisa interna da Chrysler, o valor das franquias dos revendedores da Jeep realmente caiu sob a propriedade da Daimler. Talvez seja ainda mais irônico que uma montadora da Itália, parceira relutante da Alemanha na Segunda Guerra Mundial, esteja trabalhando em estreita colaboração com seus novos colegas americanos para restaurar a Jeep, tanto nos Estados Unidos quanto no mundo, ao que a empresa espera ser uma posição de liderança no mercado de utilidades esportivas.

Para ser justo, no início deste ano a Jeep lançou um Grand Cherokee totalmente novo, indiscutivelmente a melhor iteração do veículo carro-chefe da Jeep. Esta versão veio de um programa de desenvolvimento de produto conjunto com o Mercedes M Class iniciado pela Daimler. Os executivos da Chrysler tiveram que convencer a relutante Cerberus Capital, que possuía a Chrysler de 2007-2009, a financiar a conclusão do Grand Cherokee, mas foi um dinheiro bem gasto.

Atrás do Grand Cherokee estão versões substancialmente atualizadas do Jeep Compass e Patriot, e versões bem melhoradas do Liberty e Wrangler. Essas atualizações foram financiadas e executadas em grande parte sob o controle da Fiat e apontam para sinais de que os italianos têm uma compreensão, apreciação e compromisso muito maior com o Jeep do que os alemães ou a Cerberus jamais tiveram.

Marca forte, apesar da reputação

E porque não? A sabedoria convencional há muito diz que a parte mais valiosa da Chrysler é o Jeep. Sempre que os compradores farejam a sempre problemática Chrysler, seja Nissan, GM ou chinesa - a ordem de interesse é Jeep, picapes Dodge e minivans. De fato, quando a General Motors e a Chrysler estavam indo à falência em 2009, a força-tarefa da Casa Branca propôs possivelmente combinar apenas essas três partes da Chrysler com as três marcas mais fortes da GM para formar uma montadora competitiva.

"No topo da [nossa] lista de ativos que vale a pena economizar [na Chrysler] estava a Jeep, uma marca conhecida em todo o mundo e cujos clientes permaneceram fiéis, apesar do fato de que os produtos eram menos do que inovadores e muitas vezes ficavam para trás tanto internacional quanto doméstico rivais em manuseio e economia de combustível ", escreveu o diretor da força-tarefa automotiva Steven Rattner em seu livro," Revisão: um relato de um insider sobre o resgate emergencial da indústria automobilística do governo Obama ".

A transformação sob a Fiat parece boa e é encorajador ouvir o entusiasmo dos engenheiros e designers da Chrysler novamente. "A Daimler era completamente obcecada por processos, em vez de executar grandes veículos", diz Jim Morrison, chefe de marketing de produto da Jeep for Grand Cherokee, Compass and Patriot. “Quando terminamos de estudar um possível aprimoramento de produto ou ideia de um novo veículo, a tendência que estávamos tentando aproveitar havia acabado”, diz Morrison.

Pesquise veículos de jipe

Um exemplo que ele aponta é o Grand Cherokee Overland Summit, que com todos os seus recursos chega a cerca de US $ 47.000. "Quando o propusemos a Sergio [Machionne, CEO da Chrysler], ele disse: 'Vá fazer até o final do ano. Vocês sabem se vai vender ou não, eu só quero que seja feito rápido e direito,'" disse Morrison.

Depois de um começo turbulento do casamento entre a Fiat e a Chrysler, que incluiu Marchionne demitir os chefes das marcas Chysler e Dodge semanas depois de nomeá-las, parece que a combinação tem grandes chances de superar a propriedade de dez anos da Daimler. "Acho que se resume ao fato de que a Fiat vende os mesmos tipos de veículos que vendemos para os mesmos tipos de clientes", disse Mark Allen, chefe de design de jipes.

Melhorias já

Em 18 meses de propriedade da Fiat, a Chrysler refez o interior da maioria de seus veículos. Na Jeep, talvez nenhum veículo tenha chegado tão longe quanto o Compass e o Patriot, cujas versões atualizadas estarão à venda no primeiro trimestre de 2011. Lançado em 2006 como um modelo de 2007, o carro sofreu em parte com a encomenda de um 40 da Daimler % de corte no custo do interior do veículo, bem como de seus dois companheiros de linha de montagem - Dodge Caliber e Jeep Patriot. Os interiores foram ridicularizados universalmente por seu baixo custo e ruído da estrada que eram intoleráveis ​​para os padrões do século XXI.

O Compass 2012 é totalmente novo do pilar A para a frente, com uma grade revisada, tratamentos de faróis e painéis dianteiros e traseiros. Os faróis foram retirados do Grand Cherokee, enquanto outros aspectos se inspiram nas sugestões de estilo luxuoso do carro-chefe da marca. Os plásticos internos foram refeitos, com um novo volante e quadro de distribuição atualizado. Em suma, o Compass deixou de ser um carro quase ninguém recomendado para um que resiste bem à concorrência, especialmente os poucos no segmento que oferecem tração nas quatro rodas. Os dois níveis de acabamento superiores agora podem ser comparados legitimamente com Subaru Outback e Forester. Foi "do esboço do guardanapo à superfície liberada, geralmente um programa de seis meses, em cinco semanas", disse Allen.

De fato, o Compass e o Patriot ficaram impressionados com sua capacidade de tração nas quatro rodas durante um passeio em Jackson Hole, Wyoming, enquanto os dois veículos percorriam trilhas profundas com neve e terreno rochoso que geralmente é a província do tradicional Wrangler rastejante de Jeep. "A capacidade desses dois veículos sempre foi negligenciada por causa de todas as conversas negativas sobre eles para seus interiores criadas sob a Daimler", disse Allen.

A Jeep está tentando reposicionar o Compass como um veículo um pouco mais premium no segmento de crossover compacto. Também o está separando do Patriot, que compartilha a mesma plataforma, motor e opções e tinha um preço semelhante. Enquanto o Patriot atualizado mantém seu preço inicial de $ 15.995 (menos despesas de destino), o preço inicial do Compass é $ 4.000 mais alto e vai para cerca de $ 26.000 para o Limited topo de linha.

O Patriot também recebeu novos painéis dianteiros e traseiros, junto com materiais de interior atualizados, comutador e volante, e revisões de suspensão para aumentar a altura do passeio. O Wrangler recebe um interior totalmente novo com supressão de ruído de estrada aprimorada, novos controles de volante, estabilidade eletrônica padrão e assistência na partida em subida, e janelas traseiras maiores.

Todas essas melhorias são muito necessárias para reforçar a posição do Jeep. É irritante para os executivos da Chrysler que a Toyota tenha se tornado o campeão de vendas de SUVs nos EUA, em virtude do grande volume de RAV4s que vende. A Toyota também comercializa vários outros SUVs: 4Runner, Sequoia e Highlander. As vendas de Jeep, no entanto, estão em alta, subindo para mais de 260.000 nos EUA até novembro, um aumento de 23% em relação ao ano passado.

Para onde vamos a partir daqui?

Em 2013, a Chrysler lançará substitutos completos para o Compass e o Patriot - um novo veículo para substituir os dois, um substituto para o Liberty e um pequeno Jeep com preço abaixo do substituto do Compass, mas ainda oferecendo tração nas quatro rodas e capacidade de off-road. Todos os três serão baseados nas plataformas de engenharia da Fiat, que Allen diz serem "totalmente à altura da tarefa".

A Fiat também está construindo um SUV baseado na Maserati em Detroit que será baseado na plataforma Jeep Grand Cherokee. Os italianos querem adicionar 500.000 unidades ao volume de produção global da Jeep, em parte por meio de uma joint-venture com a montadora russa OAO Sollers para construir Grand Cherokees, Compasses, Patriots e Wranglers para a Rússia e Europa Oriental. A Fiat também tem planos de construir jipes na Itália.

Sinais de sucesso e impulso do Jeep são a chave para a oferta pública inicial que a Chrysler planeja fazer no próximo ano. A Fiat possui apenas 20 por cento da Chrysler no momento, com o restante pertencendo ao governo dos EUA, ao fundo de saúde United Auto Workers, ao governo canadense e aos detentores de títulos da antiga Chrysler. Mas há relatos de que a Fiat pode refinanciar seus empréstimos do governo no próximo ano, antes do IPO, permitindo que a Fiat compre uma participação maior no segundo trimestre.

"Assumir o controle da Chrysler foi visto como uma prioridade clara durante as reuniões de roadshow de desintegração da Fiat", disse Philippe Houchois, o analista líder baseado em Londres em um relatório do UBS para clientes. A Fiat tem informado analistas como parte de seu esforço para separar suas divisões de caminhões e tratores para se concentrar na fabricação de automóveis.

A Chrysler pode pedir dinheiro emprestado para pagar o Tesouro dos EUA no primeiro trimestre, consolidar com a Fiat durante o segundo trimestre e realizar uma oferta pública inicial no terceiro trimestre, disse Houchois, chamando-o de "um prazo agressivo, mas em nossa opinião, realista".

Em "Revisão", de Steve Rattner, ele elogia o Marchionne da Fiat como um negociador duro e "brilhante". Allen da Jeep disse: "Ele está totalmente motivado para vencer e estou feliz que a Jeep esteja desempenhando um papel tão importante nisso."


Re: Hit na plataforma da bússola POW

Postado por Kwilley & raquo Seg, 05 de junho de 2017 14h35

Re: Hit na plataforma da bússola POW

Postado por Antonio Bonomi & raquo Ter, 05 de dezembro de 2017, 22h40

Acabei de ler agora este último post.

Muito obrigado a você, Keith Willey, por sua valiosa contribuição, que nos fornece uma importante confirmação de quantas pessoas não feridas estavam na plataforma PoW Compass.

Re: Hit na plataforma da bússola POW

Postado por Wadinga & raquo Quarta, 13 de dezembro de 2017 12h28

É realmente lamentável que Kennedy não tenha detalhado o ferimento do pai de Keith, mas ao contrário do livro de Ash, que é especificamente sobre PoW e Repulse, e onde o autor teve muito contato com sobreviventes de PoW e, assim, ganhou detalhes, Pursuit é mais sobre o Bismarck Chase. É claro que as condições daqueles que não foram mortos imediatamente na Plataforma Compass estavam em péssimas condições imediatamente depois.

Outra pessoa cujos ferimentos são talvez injustamente minimizados é Rowell, o navegador. Embora muitos relatos digam que um oficial foi ferido, ou seja, Esmond Knight, o ferimento de Rowell foi grave o suficiente para que ele também fosse retirado do navio em Hvalfjord, onde o navio parou para reparos temporários, embora ela continuasse então para o Reino Unido.

Isso não foi tudo que Rowell aparentemente fez durante esse período.

Re: Hit na plataforma da bússola POW

Postado por Antonio Bonomi & raquo Quarta, 13 de dezembro de 2017 13h55

será muito interessante saber o que seu pai lhe contou naquela manhã.

Você pode entrar em contato comigo. Obrigado.

parece que na plataforma do HMS Prince of Wales Compass naquele momento havia pelo menos 6 pessoas:

A) Capitão - John Catterall Leach

B) Chefe Yeoman dos Sinais - Alfred Edwin Gilbert

C) Oficial de Navegação - Tenente Comandante George William Rowell

D) Sinalizador Líder - James H Willey

E) Aspirante - Peter Tuthill Dreyer

F) Aspirante - John Bret Ince

Dos quais 2 deles certamente morreram, Ince e Dreyer, Rowell foi ferido e Willey ficou surdo (temporária ou permanentemente?).


10 pessoas cujas advertências foram ignoradas

Na mitologia grega, Cassandra era filha do Rei de Tróia. Ela era tão linda que o Deus Apolo lhe concedeu o dom de ver o futuro, a profecia. Quando Cassandra rejeitou o amor de Apolo, ele lançou uma maldição sobre ela, que ninguém acreditaria em nenhuma de suas previsões. Cassandra era, portanto, uma figura épica e trágica & ndash concedida uma habilidade poderosa, mas impotente para usá-la. Ao longo da história, houve muitas figuras do tipo Cassandra, pessoas que previram a chegada de terríveis tragédias e desastres, mas cujos avisos foram ignorados. Essas pessoas não eram deuses e não estavam usando poderes especiais de profecia. Eles eram pessoas que tinham uma compreensão profunda da realidade de uma situação e tentavam alertar os outros. Em cada caso, outros deixaram de ouvir seus avisos, e tragédias que poderiam ter sido evitadas, não. Aqui estão dez exemplos de pessoas que tentaram alertar os outros, mas cujos avisos foram ignorados.

Em 24 de outubro de 1963, menos de um mês antes de o presidente John F. Kennedy ir a Dallas como parte de uma campanha eleitoral no crítico estado eleitoral do Texas, Kennedy & rsquos embaixador da ONU, Adlai Stevenson, foi a Dallas para falar no Dallas Memorial Auditorium para marcar o Dia da ONU. Muitas pessoas em Dallas odiavam aberta e violentamente as Nações Unidas, o presidente da Suprema Corte, Earl Warren, e os Kennedys. O ódio deles era tão intenso que persuadiram o governador John Connally a declarar um dia antes da visita de Stevenson & rsquos & ldquoUS Day & rdquo em sinal de protesto. Quando Stevenson chegou ao auditório, havia milhares de manifestantes do lado de fora, e muitos dentro, para protestar contra ele e a ONU (e a administração Kennedy). Enquanto Stevenson tentava falar, os manifestantes bateram os pés, gritaram, vaiaram e fizeram barulho para interrompê-lo. Mas Stevenson continuou. Um homem gritou & ldquoKennedy receberá sua recompensa no inferno e Stevenson vai morrer. & Rdquo Após o discurso, a polícia tentou escoltar Stevenson para fora do auditório, mas a multidão furiosa o cercou. A certa altura, Stevenson saiu da proteção policial para tentar falar com uma mulher que estava gritando com ele. A mulher atingiu Stevenson na cabeça com seu sinal de piquete. Stevenson então disse "esses seres humanos ou são animais?"

Ao voltar para Washington, Stevenson avisou Arthur Schlesinger, redator de discursos de Kennedy & rsquos, que Kennedy não deveria ir para o Texas, ou pelo menos evitar Dallas. "Havia algo muito feio e assustador na atmosfera", disse Stephenson a Schlesinger. Schlesinger não transmitiu o aviso. Mesmo se tivesse, é duvidoso que Kennedy teria evitado Dallas, fazê-lo teria parecido covarde. Kennedy pagou por essa decisão com a vida.

Em fevereiro de 2002, o vice-presidente Dick Cheney autorizou a CIA a enviar o ex-embaixador Joseph C. Wilson para a pequena nação africana do Níger para ver se havia alguma coisa nos rumores de que Saddam Hussein e o Iraque estavam tentando comprar urânio yellowcake para uso em armas nucleares armas. Yellowcake é o pó de concentrado de urânio (amarelo brilhante) que é uma etapa intermediária no processamento de minério de urânio bruto em urânio altamente enriquecido usado em armas nucleares. Como o Níger tem depósitos naturais de urânio consideráveis, existia a possibilidade de que o Iraque estivesse tentando comprar secretamente o bolo amarelo para usar em um possível programa de armas nucleares. Wilson consultou o primeiro-ministro do Níger e chegou à conclusão de que não havia nada a relatar que o Iraque tinha acordos de venda com o Níger para comprar urânio de bolo amarelo. Ele relatou isso à CIA em março de 2002.

Em janeiro de 2003, em seu discurso sobre o Estado da União, o presidente George W. Bush afirmou “O governo britânico soube que Saddam Hussein recentemente buscou quantidades significativas de urânio da África.” Após a invasão do Iraque pelos Estados Unidos, em julho de 2003, Wilson escreveu um artigo de opinião para o New York Times, onde divulgou a missão ao Níger. Ele afirmou que examinou a possibilidade de o Iraque comprar urânio e não encontrou nada, e que relatou isso à CIA e à Casa Branca. Ele deixou implícito que a declaração do presidente era enganosa como justificativa para a guerra com o Iraque. O diretor da CIA, George Tenet, diria mais tarde que essas palavras nunca deveriam estar no texto do discurso do presidente sobre o Estado da União, mas ainda acreditava que o Iraque estava tentando colocar as mãos em material nuclear e estava desenvolvendo ou até mesmo tendo desenvolvido uma arma atômica ou outra arma de destruição em massa (ADM).

Após a invasão dos EUA no Iraque, uma busca longa e exaustiva no país foi conduzida para ver se o Iraque de fato possuía material nuclear, uma arma nuclear, um programa de armas nucleares ou alguma das armas de destruição em massa que o governo Bush advertiu o povo americano de. Nenhuma WMD ou qualquer indicação de que o Iraque tivesse um programa nuclear ativo ou mesmo rudimentar foi encontrada.

Um complexo militar-industrial (MIC) é uma espécie de triângulo de ferro composto por forças armadas de uma nação, governo legislativo / administrativo e empresas da indústria de defesa que trabalham juntas para canalizar constantemente os recursos nacionais para mais e mais aquisições militares. Embora tais complexos existam desde que o homem começou a usar a tecnologia para guerrear e desenvolver armas melhores, foi no rescaldo da Segunda Guerra Mundial e do surgimento da era atômica que a versão americana do MIC começou a assustar as pessoas que o preocupavam estava começando a dominar os meios democráticos típicos de restrição, moderação e controle. Ninguém estava mais preocupado do que o presidente e ex-general Dwight Eisenhower. Em seus oito anos como presidente, Eisenhower assistiu ao temível crescimento e ao poder do sempre crescente e poderoso MIC dos Estados Unidos. Ao deixar o cargo em 17 de janeiro de 1961, em seu discurso de despedida à Nação, ele fez o seguinte aviso:

& ldquoUm elemento vital para manter a paz é nosso estabelecimento militar. Nossos braços devem ser poderosos, prontos para ação instantânea, de modo que nenhum agressor em potencial possa ser tentado a arriscar sua própria destruição.

& ldquoEsta conjunção de um imenso estabelecimento militar e uma grande indústria de armas é nova na experiência americana. A influência total & mdash econômica, política, até espiritual & mdash é sentida em cada cidade, cada câmara estadual, cada escritório do governo federal. Reconhecemos a necessidade imperiosa desse desenvolvimento. No entanto, não devemos deixar de compreender suas graves implicações. Nosso trabalho, recursos e meios de subsistência estão todos envolvidos, assim como a própria estrutura de nossa sociedade. Nos conselhos de governo, devemos nos precaver contra a aquisição de influência indevida, desejada ou não, pelo complexo militar-industrial. O potencial para o aumento desastroso de poder mal colocado existe e vai persistir.

& ldquoNunca devemos permitir que o peso dessa combinação coloque em risco nossas liberdades ou processos democráticos. Devemos tomar nada como garantido. Somente uma cidadania alerta e informada pode obrigar o adequado entrosamento do enorme maquinário industrial e militar de defesa com nossos métodos e objetivos pacíficos para que a segurança e a liberdade possam prosperar juntas. & Rdquo

O aviso de Eisenhower e rsquos foi ignorado. Nos EUA hoje, o MIC é maior e mais poderoso do que nunca, tornando difícil ou quase impossível para os EUA parar de fazer programas de armas massivas e gastar grandes quantias de seu tesouro nacional nas forças armadas, mesmo em tempos de relativa paz (como como a década de 1990 após a queda da União Soviética). Hoje, o orçamento militar dos Estados Unidos é quase tão grande quanto o de todas as outras nações juntas.

No final dos anos 1800, um bando de ricos barões industriais liderados por Henry Clay Fricke decidiu que queria seu próprio refúgio privado da fuligem, sujeira e calor da cidade - um lugar nas montanhas do oeste da Pensilvânia. Eles compraram uma represa e um lago que foram construídos no início de 1800 como reservatório no rio Conemaugh, perto de Johnstown, Pensilvânia, e criaram o South Fork Fishing and Hunting Club. Eles chamaram seu lago de & ldquoLake Conemaugh & rdquo e, embora a barragem que o criou tenha sido originalmente bem construída, ao longo dos anos, devido à má manutenção e alterações, ela se tornou cada vez mais instável. Na época em que os industriais o compraram, ele já estava vazando e em mau estado. Em vez de usar parte de sua incrível riqueza para fortalecer e consertar a barragem, eles costumavam fazer remendos usando argila e palha sempre que havia um vazamento, o que acontecia com frequência.

Em 31 de maio de 1889, uma tempestade atingiu a área de Johnstown-South Fork, criando uma das piores chuvas já registradas na história da Pensilvânia. Quinze a dezoito centímetros de chuva caíram em um período de 24 horas e os riachos locais estouraram suas margens, derramando água no já instável Lago Conemaugh.

Naquela manhã, Elias Unger, o presidente do Clube de Pesca e Caça South Fork, acordou e viu que o nível da água do lago estava quase atingindo o topo da represa. Unger rapidamente montou uma equipe para tentar limpar os vertedouros bloqueados, mas eles não conseguiram limpar os destroços. Seus homens então fizeram um esforço frenético para cavar outra forma de derramamento para tirar um pouco da pressão da represa e desviar a água. Isso também falhou.

Temendo que a barragem desabasse a qualquer momento, Unger ordenou a John Parke, um engenheiro do South Fork Club, que cavalgasse até a cidade vizinha de South Fork para o escritório do telégrafo enviar avisos a South Fork e Johnstown. Parke fez isso e telegrafou não um, mas dois avisos, os quais nunca foram repassados ​​aos funcionários de South Fork e Johnstown, que poderiam ter agido e evacuado as cidades. Ao longo dos anos, houve tantos alarmes falsos de rompimento da barragem (por causa dos freqüentes vazamentos e reparos) que ninguém acreditou em Parke quando ele lhes disse que a barragem não iria aguentar.

Por volta das 15h10, a barragem finalmente cedeu. Seu conteúdo, cerca de 20 milhões de toneladas de água do Lago Conemaugh, desceu rapidamente pelo Rio Pequeno Conemaugh. A água chegou primeiro à pequena cidade de South Fork. Felizmente, a maioria dos habitantes ouviu o barulho da água chegando e foi capaz de escalar a encosta da montanha até um terreno elevado e apenas quatro pessoas morreram. O povo de Johnstown não teve tanta sorte. A onda de água, movendo-se a 40 milhas por hora e atingindo uma altura de 18 metros, carregando casas, postes de telefone, pedras, árvores, vagões e tudo mais em seu caminho, atingiu a cidade. Estima-se que 2.209 pessoas morreram, tornando-se o pior desastre da história dos Estados Unidos naquela época.

Em abril de 1912, Cyril Evans trabalhava como operador de telégrafo a bordo do SS Californian em uma viagem através do Atlântico. Na noite de 14 de abril de 1912, o capitão do Californian, Stanley Lord, parou o navio por ter entrado em um amplo campo de gelo com muitos icebergs grandes. Lord entrou na sala do operador sem fio e ordenou a Evans que avisasse outros navios na área do gelo. Evans fez exatamente isso, enviando avisos sem fio para outros navios na área de que eles estavam se aproximando do gelo.

Na sala de comunicação sem fio a bordo do Titanic, os operadores Jack Philips e Harold Bride estavam tentando resolver um acúmulo de mensagens privadas que deveriam enviar do navio para os Estados Unidos, o destino do Titanic em sua viagem inaugural. A Philips recebeu a mensagem de aviso de gelo de Evans & rsquo, mas como o californiano estava tão perto do Titanic e Evans tinha seu aparelho ligado no máximo, ele quase explodiu o fone de ouvido da cabeça da Philips. Um furioso Philips disse a ele para descer e Philips nunca passou o aviso de gelo para a ponte ou para o capitão do navio. Evans sentiu que havia feito o que lhe fora ordenado, desligou o rádio e foi para a cama. Pouco tempo depois, o Titanic, indo a todo vapor para oeste em direção à América, encontrou o gelo sobre o qual Evans havia tentado alertá-los, atingiu um iceberg e afundou com a perda de mais de 1500 pessoas.

Em 2010, as operações na plataforma de petróleo Deep Water Horizon, de propriedade da BP e operada pela Transocean, não estavam indo bem. Na verdade, fazer o poço de petróleo perfurado e produzir petróleo (e receita) foi um pesadelo desde o início e estava atrasado. A Deepwater Horizon estava perfurando um poço exploratório na região do Prospecto Macondo, localizada a cerca de 41 milhas da costa sudeste da Louisiana, em uma profundidade de água de aproximadamente 5.000 pés. Em 20 de abril de 2010, a plataforma de petróleo explodiu, pegou fogo e afundou, matando onze trabalhadores e causando um dos piores desastres ambientais da história.

Na manhã do desastre, o operador da plataforma e funcionário da Transocean Jimmy Harrell foi visto em uma discussão com um oficial sênior da BP. A BP queria que Harrell substituísse a água do mar mais leve para manter o gás no lugar e impedi-lo de subir pelo tubo de perfuração, e não uma embalagem de lubrificante pesada (e mais cara) (chamada & ldquomud & rdquo). Lama era o que normalmente era usado para embalar o fundo do tubo de perfuração da plataforma antes de tampar o poço. Harrell recusou-se a fazê-lo sem realizar dois testes de vazamento. Para ambos os testes, foram encontrados vazamentos no tubo, permitindo que a lama de perfuração flua para fora e para a plataforma de perfuração. Um teste bem-sucedido não deveria apresentar lama vazando do tubo. Por algum motivo, apesar dos vazamentos, Harrell prosseguiu com a retirada da lama pesada da tubulação, substituindo-a por água do mar mais leve. Às 21h45, um gêiser de água do mar, gás metano e lama explodiu do tubo para a plataforma. O gás pegou fogo e a plataforma explodiu e pegou fogo.

Though he would later testify that he could &ldquonot recall&rdquo having a confrontation with the BP official, as soon as the rig exploded and caught fire, and before he abandoned the rig, other crew members heard Harrell shouting into a satellite phone talking to the BP office in Houston and saying: &ldquoAre you fucking happy? Are you fucking happy? The rig&rsquos on fire! I told you this was gonna happen.&rdquo

Though Harrell now states he cannot remember giving BP a warning, others have testified that is exactly what he did. At a meeting with BP officials just before the explosion, a frustrated Harrell told another employee &ldquoI guess that&rsquos what we have the pincers for&rdquo &ndash referring to the automatic blowout preventer which was supposed to slice into and seal the well head if the ultimate disaster happened. The blowout preventer, along with just about every other safety device, failed that day.

Katsuhiko Ishibashi is a well-respected professor and seismologist at Kobe University in Japan. Since the early 2000s he has been warning Japan that the country&rsquos many nuclear power plants are in danger of serious damage or even a melt down because they have been built in earthquake-prone areas.

In 2006 he was a member of a government committee that was to revise the national guidelines on making Japan&rsquos nuclear power plants more resistant to earthquakes. He proposed that Japan review its standards for surveying and assessing the danger from active faults, but this proposal was rejected. He later resigned saying the committee&rsquos review process was unscientific and the outcome of the committee findings were rigged in favor of the Japan Electric Association. He also claimed the final guide that the committee produced was flawed because it underestimated the design basis for earthquake ground motion. Ishibashi also stated that Japanese engineers were overconfident in their predictions of plant engineering and safety design to withstand an earthquake.

Ishibashi warned of the danger of an earthquake-induced nuclear disaster at an International Union of Geodesy and Geophysics conference held in Sapporo. He said: &ldquoThe seismic designs of nuclear facilities are based on standards that are too old from the viewpoint of modern seismology and are insufficient. The authorities must admit the possibility that an earthquake-nuclear disaster could happen and weigh the risks objectively.&rdquo

Ishibasi once said: &ldquoI think the situation right now is very scary &hellip it&rsquos like a kamikaze terrorist wrapped in bombs just waiting to explode.&rdquo

All of Ishibasi&rsquos fears came true on March 11, 2011 when a huge off shore earthquake and resulting tsunami damaged the Fukushima Diiachi nuclear power plant resulting in a level 7 International Nuclear Event Scale disaster &ndash the highest level nuclear disaster possible.

In May 2011, he said &ldquoIf Japan had faced up to the dangers earlier, we could have prevented Fukushima.&rdquo

When Brooksley Born took over as head of the Commodities Futures Trading Commission (CFTC), a government agency empowered with the task of monitoring and regulating the commodities exchange in the US, she very quickly discovered something that shocked her. An entire branch of the commodities market known as Over the Counter commodities (OTC commodities) existed that were for all intents and purposes, totally unregulated. Worse, the government (which was supposed to monitor and regulate commodity trading) didn&rsquot even know these types of commodity investments existed. Gargantuan sums of money were being traded as OTC commodities called &ldquoderivatives,&rdquo with no regulation and nobody even aware it was taking place. On Wall Street they called it the &ldquoBlack Box&rdquo of trading, only those involved knew the details. And they wanted it to stay that way.

Born had other ideas. The more she learned about OTC commodities and the derivatives markets, the more frightened she grew that something terrible would happen to the US and world economies. Bond was most worried about the derivatives and swaps markets &ndash where the risk associated with investments were traded as insurance policies. These were complicated financial investments understood by very few people, and banks began to fraudulently sell them to unsuspecting customers who did not fully understand what they were buying, and who ended up losing huge sums of money. Born believed that it was the job of her agency to investigate and prosecute such fraud. Alan Greenspan had other ideas about that. Greenspan, who more then any other single individual can be blamed for the US financial and economic collapse of 2008, believed, foolishly and naively, that regulation and enforcement was unnecessary &ndash that banks, financial firms, and business could &ldquoregulate themselves.&rdquo

Born believed differently and when she tried to move to regulate OTC derivatives for the first time, she was met by the full force of the financial industry lobbying effort. She and her agency were crushed by political power and Born eventually resigned. But the warnings she had made about the unregulated OTC derivatives market becoming far too large and posing a threat to the very structure of the US and world economy did not go away. By 2007 just before the crash, the OTC derivatives market was valued at a mind-numbing $595 trillion. Derivatives were being written to insure derivatives, which were themselves written on derivatives. It was a house of cards of financial debt waiting to fall, all it needed was a triggering event. And the collapse of the housing market did just that. In a matter of months the huge load of debt, most of it in the form of &ldquocredit default swaps&rdquo and derivatives, led to the fall of Lehman Brothers, which triggered an almost complete collapse of the US financial market. Only emergency influx of US taxpayer money to buy the worthless &ldquotoxic assets&rdquo off the books of banks and large investment houses, saved the US economy from plunging into another Great Depression.
As the US financial markets imploded under the weight of derivative trading debt she had warned against and tried to regulate, Born had this to say: &ldquoIt was my worst nightmare coming true. Nobody really knew what was going on in the market. The toxic assets of many of our biggest banks are over-the-counter derivatives and caused the economic downturn that made us lose our savings, lose our jobs, lose our homes. It was very frightening.&rdquo

And she has another warning, even after the collapse of 2008: &ldquoI think we will have continuing danger from these markets and that we will have repeats of the financial crisis. It may differ in details, but there will be significant financial downturns and disasters attributed to this regulatory gap over and over until we learn from experience.&rdquo

John O&rsquoNeil was an FBI agent who, more than anyone else in the agency, was actively investigating the terrorist group Al-Qaeda in the 1990s and the links between state sponsors of terrorism such as Yemen and Saudi Arabia, Al-Qaeda operatives, and attacks on US interests around the world including the 1993 attack on the World Trade Center buildings. The more O&rsquoNeil dug into the shadow world of international terrorism, the more he began to warn anyone in Washington DC that would listen, that Al-Qaeda and Osama bin Laden were major threats to the US. Throughout the 1990s, with the first attack on the World Trade center buildings, the attacks on US embassies, and the attack on the US Cole, all being linked to Al-Qaeda, O&rsquoNeil and his predictions were turning out to be true. Yet his personal style stepped on the shoes of powerful people in Washington DC and FBI headquarters, many of whom were jealous of his successful predictions. By August 2001, his enemies had pushed him out of the FBI. O&rsquoNeil resigned to take the job as head of security for the World Trade Center buildings. One of his friends told him he had taken the perfect job because Al-Qaeda had already attacked there and he was safe. O&rsquoNeil disagreed and said that he thought Al-Qaeda was coming back to the World Trade Centers to finish the job. The night before the attacks in a conversation with another friend, O&rsquoNeil told him that he felt an attack on US soil was going to happen, and happen in a matter of days or weeks. He was still monitoring activities coming out of Afghanistan and felt, in his stomach, that the attack was coming, and soon.

He had good reason to feel this way. Just before he left the FBI, O&rsquoNeil was closing in on the trail of several leads, leads linking terrorists coming out of Yemen into the United States. Information from a terrorist suspect the FBI was tracking should have been setting off red warning lights, but without O&rsquoNeil, no one was shouting the warnings (with the exception of Richard Clarke and a few others who were actively and aggressively trying to warn the new Bush administration that an attack was coming) and no one in the Bush administration was listening, or concerned. This terrorist told the FBI of a meeting in Malaysia attended by two of the Al-Qaeda terrorists who had participated in the attack and bombing of the US Cole. These two had been moving in and out of the United States and practicing on flight school simulators. They would be two of the Al-Qaeda terrorists who on September 11, 2001, crashed flight 77 into the Pentagon.

John O&rsquoNeil was in the south World Trade Center building that day. He survived the initial impact of the plane. He called his wife to tell her conditions were terrible but he was making his way out of the building. He never made it. His body was later found in one of the stair towers of the south building. For more information on John O&rsquoNeil and his incredible story, see the PBS Frontline documentary called &ldquoThe Man Who Knew.&rdquo

In the 1980s Roger Boisjoly worked as an engineer at Morton Thiokol, maker of the solid rocket boosters used in the space shuttle program. In 1985, a year before the space shuttle Challenger disaster, Boisjoly had been warning Thiokol that the joints used to seal the sections of the solid rocket boosters could fail if they became too cold before launch.

The space shuttle used two solid fuel rocket boosters and a central hydrogen gas tank, to fuel the engines for launch. The different sections of the solid rocket boosters were sealed to one another with a rubber material or gasket called an &ldquoo-ring.&rdquo Boisjoly and other Thiokol engineers had found that in cold weather conditions, the rubber material in the o-rings became brittle and did not seal the sections into place. In this case, the o-ring would fail to prevent the flames from reaching the rocket&rsquos metal casing. If this happened, the flames could trigger a huge explosion of the hydrogen fuel tank located right next to the boosters.

On January 27, 1986 the space shuttle Challenger was on the launch pad set for launch the following day. The weather forecast for Cape Canaveral was to be unusually cold with temperatures dropping below freezing. All of that evening and into the morning hours of January 28, Boisjoly and other engineers pleaded with NASA to delay the launch. Senior managers at Thiokol and NASA officials rejected their argument. NASA insisted the shuttle would launch the morning of January 28 as scheduled, even with the cold weather. Only a minute after taking off, the o-ring on one of the solid fuel rocket boosters failed just as Boisjoly had predicted it would. The flames shot out from the booster and hit the hydrogen tank, which exploded, killing all of the astronauts on board. Boisjoly was so sure that the booster o-rings would fail, he could not make himself watch the launch.

The resulting investigation of the Challenger disaster showed NASA had developed an internal culture that all but ignored safety. It was a culture that pushed to launch the Challenger to meet the schedule and keep politicians happy. Astronaut safety took a back seat to NASA and Washington DC politics.

For his testimony exposing NASA and Thiokol, the space engineering community blackballed Boisjoly. He spent the last 17 years of his life lecturing on engineering ethics. In 2003 when an unchanged NASA culture caused the disintegration of the shuttle Columbia, Boisjoly stated that NASA engineers and administrators should be charged with murder and the only way to change the NASA culture was to throw people in jail.


Leach was injured!

Postado por dunmunro » Mon Apr 14, 2014 8:24 am

I'm just reading through Wills' In the Highest Traditions of the Royal Navy , and on page 90 it states: "Unknown to many Captain Leach had received an internal injury when the 15in shell struck the compass platform. " ( p.90) and "On 16 June Captain Leach was admitted to Bovery Tracery Hospital for Hernia Surgery, a more serious operation in 1941 than it is today. He was not discharged until 25 June and went to Yarner on sick leave. He and his wife had much to celebrate and this time of recovery was his longest stay at Yarner during the war. Leach did not return to PoW until 1 August." (p.95)

So not only was Leach knocked unconscious he also suffered a hernia probably from the shock wave generated by the passing 38cm shell, and was on sick leave for 2.5 months after returning to England.

I have to say that I'm not much impressed by Wills biography. A good biographer would have presented the medical report rather than just mentioning it in passing. Wills also states that Leach was the Director of Naval Ordnance for two years from early 1939 to early 1941 (exact dates are not given) yet manages to write a whole paragraph about on this very interesting topic and period in Leach's career without quoting Leach even once.

Re: Hit on POW compass platform

Postado por Alberto Virtuani » Mon Apr 14, 2014 8:33 am

@ Dunmunro, we already discussed the hernia of Capt. Leach in the thread "Articles of War", thanks to Paul medical experience and my own experience with 2 hernia.

Without minimizing the fact that he received an injury, such a disease is not preventing any normal reaction during the battle as the hernia was not a strangulated one (that would have required an emergency surgery). I didn't realise when I got the hernia (no pain) and I planned my first hernia surgery 2 months in advance).

BTW: I agree with your overall evaluation on Wills biography, however some interesting info are in it.

" It takes three years to build a ship it takes three centuries to build a tradition " (Adm.A.B.Cunningham)

" There's always a danger running in the enemy at close range " (Adm.W.F.Wake-Walker)

Re: Hit on POW compass platform

Postado por dunmunro » Mon Apr 14, 2014 8:47 am

Alberto Virtuani wrote: @ Dunmunro, we already discussed the hernia of Capt. Leach in the thread "Articles of War", thanks to Paul medical experience and my own experience with 2 hernia.

Without minimizing the fact that he received an injury, such a disease is not preventing any normal reaction during the battle as the hernia was not a strangulated one (that would have required an emergency surgery). I didn't realise when I got the hernia (no pain) and I planned my first hernia surgery 2 months in advance).

BTW: I agree with your overall evaluation on Wills biography, however some interesting info are in it.

Re: Hit on POW compass platform

Postado por Paulcadogan » Mon Apr 14, 2014 1:02 pm

Not sure how correct the latter part is as that might refer to the HACS hit.

Shell “A”—15”. Entered starboard forward corner of compass platform and left through port searchlight control position. It is uncertain whether it passed overboard whole or whether partial detonation occured [sic misspelling in original] near the port after corner of the compass platform.

Damaged [sic] caused. Captain’s T.B.I.’s damaged chart table destroyed all instruments, V.Ps and wiring in port after section of compass platform destroyed port searchlight sights, control instruments and wiring destroyed majority of personnel on compass platform and port side A.D.Os position killed or wounded: VG/VP gear and signal deck multiphones damaged.

Strange. the "Captain's T.B.I's" (what are those?) and the chart table are not mentioned in the scans of the original document posted by Antonio.

Re: Hit on POW compass platform

Postado por Antonio Bonomi » Mon Apr 14, 2014 5:50 pm

my friend, you know that when I state something, especially lately on this very delicate argument, . usually I have my reasons and related evidence supporting it.

Did you take a look at my latest post attachments with the Compass Platform layout, the original Compass Platform photo and were the main communication Voice Pipes were located on PoW Compass Platform ?

Than please take a good look at the damage photos, . check the drawings and instruments, .. check the real damages occurred.

Hopefully you will realize and agree that the Voice Pipes needed by Capt. Leach to give the order were still ALL there : intact ! . untouched by the Bismarck shell.

There was NO reason, . for a Captain " in urgency " like Leach was in that moment to provide that order . to move away from there and NOT to use them.

YES, the Compass Platform was damaged as far as some communication were related to, some telephones and Voice Pipes, but ONLY in the AFT PORT corner as available photos shows !

Everything else was just perfectly available and still usable . like always, . before and after.

That is why Esmond Knight made it that way on the movie . with a bit of drama on it . since he showed a body on the compass and Leach using the compass Voice Pipes, . in reality he used the Pelorus side voice pipes . the ones ahead of the Compass . more distant from were the Bismarck shell passed and consequently even on a better state than the Compass ones . for reference just compare the after damage photos with the original PoW compass platform one I have posted above, . and for help on realize were they were, just use the original PoW Compass Platform drawing above.

NOTE : for this shell damage, the Hit Nr. 1 on PoW damage report ADM267/111 , I have posted on page 4 of this thread the original full page (on 2 pics ) analysis of the damage report. From that detailed report you can realize there were NO damages on the center/forward main communication instruments ( Compass and Pelorus ) of the PoW, . but as said, . the images themselves speak a thousand words.

Re: Hit on POW compass platform

Postado por Antonio Bonomi » Mon Apr 14, 2014 8:11 pm

Here the HMS Prince of Wales Compass Platform center forward looking to the bow the photo shows the side of the Compass and the Pelorus, . plus 4 of the 5 forward Kent glasses , . the last one on port is hidden by the Compass sphere. The Pelorus in centered on the third and middle Kent glass.
Please notice on the Pelorus the Voice Pipes.

NO need to go 2 levels down below to give an URGENT order thru a Voice Pipe still well available at 1 meter from were you are.

Re: Hit on POW compass platform

Postado por dunmunro » Mon Apr 14, 2014 9:08 pm

Strange. the "Captain's T.B.I's" (what are those?) and the chart table are not mentioned in the scans of the original document posted by Antonio.

Re: Hit on POW compass platform

Postado por Paulcadogan » Tue Apr 15, 2014 5:12 am

Come now Antonio! Those photographs were taken days after the battle when the ship was in for repairs. Everything had been cleaned up. They cannot possibly be used to represent the condition immediately after the shell went through at 1000 miles per hour! Were those instruments even accessible? Vocês não pode presume to know that.

And I can't believe you're actually trying to use the Sink the Bismarck movie to support your point! Esmonde Knight did not witness the state of the compass platform after the hit - he was temporarily blinded! He was an actor playing a role according to his director's wishes.

Hmmmm! But if you really want to use it - why not use the "gawk time" as well for Hood's explosion! :

(Group of officers/ratings along with Leach on the CP of PoW stand in shocked silence) "Good God!" mutters Leach eventually as he lowers his binoculars with Hood disappearing under a cloud of smoke. "Yeoman! Make to Admiralty from Prince of Wales. Tell them..(he swallows). Tell them the Hood has blown up."

"Aye Aye sir!" responds the Yeoman who then turns to go send the report. (The wail of approaching shells grows)

"Starboard 15!" yells Leach. (Cuts to the Admiralty in London)

Great script-writing, but hardly what really happened.

Levity aside now, the fact is LEACH HIMSELF thought AT THE TIME the damage was worse than it actually was and wrote as much in his narrative. He had 7 months of life left to tell what he did to others and they reported as such. You cannot simply, 70-odd years later, look at a diagram and photographs and presume to say that those reports are incorrect and that he did something else just to suit your timeline.

Sorry my friend. as we say in Jamaica. "Try yuh bess!!" (Try your best!). I'm not buying this one!

@ Duncan. obrigado! Hood's equivalent would have been the "Evershed Bearing Indicator" then. Same thing? Or were PoW's more technologically advanced? We can see in the diagram that one of those was very close to the shell's entry point and would have been taken out by the sheer force of the blast from the shell's passage even if it was not hit directly.

I saw a scan of part of Garzke & Dulin's description of the damage and they also say, like Grenfell, that communications with the steering was cut off.

Re: Hit on POW compass platform

Postado por Antonio Bonomi » Tue Apr 15, 2014 6:36 am

of course you are free to have your opinion about those photo evidences, . I keep mine and it is conclusive for me as you may have realized.

The movie is just a representation of what really happened . and more or less the time is correct as well, . a couple of minutes.

You may read again the page I have attached above about the damage report caused by this shell focusing in particular to the damages on the front forward part of the Compass Platform, . which state that basically there were NO damages.

Than I think the last phrase about the real impact on the fighting efficiency will make it all clear.

It is NOT the reference of some damages on the AFT PORT side of the Compass Platform communication links that we can see on other available damage photos that will sustain any theory that Capt Leach cannot use what he had at hand 1 meter from him and still intact.

Just as many other aspects of this battle also in this case the truth and the reality has been a lot altered in order to fit what they wanted to sell about this event.

The truth was very different . . and I am afraid I am NOT done yet discovering " can of worms " here .

Re: Hit on POW compass platform

Postado por Alberto Virtuani » Tue Apr 15, 2014 7:15 am

@Paul Cadogan and Antonio Bonomi: again I insist that we will never possibly know from where the order for disengaging was given. No evidence for this point is available and Leach never said from where he gave the order.

However, the voicepipes in the front of the compass platform were for sure in place and a voicepipe is a VERY reliable equipment: if it is in place (even if damaged at its end), then it works and the Captain knows it.
I agree with Paul: the damage was overestimated in the minutes after the shell passed (mostly due to the communication switchboard destroyed in the port aft corner), however one thing is to conduct the ship for a long time in action from a damaged bridge and one (very different) is to just give an order at the voicepipe and then to leave quickly to gain a better position.

So, IMHO, no need for Leach, being in urgency, to descend to another place to give the order while over events could need important decisions. If he did, then he was really unhurt (not unconscious at all) as 40 seconds are enough but for sure not a long time to take the decision, to descend and to have the ship starting the turn. If he was knocked slightly unconscious, then the order was given from the compass front voicepipe.

" It takes three years to build a ship it takes three centuries to build a tradition " (Adm.A.B.Cunningham)

" There's always a danger running in the enemy at close range " (Adm.W.F.Wake-Walker)

Re: Hit on POW compass platform

Postado por Antonio Bonomi » Tue Apr 15, 2014 10:05 am

I agree with you my friend, . your way to see the events is in line with what I think.

Still if I can put a percentage on the 2 possibilities based on today knowledge and evidences : 90% order given from Compass Platform and 10 % from the Conning Tower.

Here following the photo damages from Hood website :

Please notice that on the first photo, showing the entrance of the Bismarck 15 inch ( 381 mm ) shell from the starboard upper corner of the Compass Platform were we can see the legs of a workman we can see a very important detail.

There are 2 Voice Pipes we can see just below the legs of the workman, . the one on the left more forward has been broken on the end and bent down a bit by the Bismarck shell since it was on the shell path inside the compass platform ( it is still usable anyway as we can see ) . the one more back on the right, . just some centimeters distant from the other that has been broken, . but OUT of the shell path by few centimeters, . is still intact and perfect.

What this tell us ? Very simple, the photo shows the status of the HMS Prince of Wales Compass Platform BEFORE the repair activities started.
In fact they are attached as damage report and they have been a lot requested as evidences from the Admiralty as we can read on the document package itself.

More, the Bismarck shell path, so 38 cm ( 15 inches ) with some more centimeters around her is the only area that has been really impacted by the shell path inside the Compass Platform from the shell entrance hole on starboard side, until the shell reached the exit point aside the door on port side aft ( photos 2 and 3 ).

No fire, No explosion neither outside the port side bridges, . damages limited to the ones we can see on the available photos, . perfectly listed on the report.

There were NO reasons NOT to use the Compass Platform Voice Pipes to give the order : " Hard to Port ! " by Capt Leach.

Just as a curiosity, . on the movie the elapsed time between the hit received and the order given was just around 30 seconds . more or less just how much it took on reality that morning . 06.00 and 50 seconds ( hit received ) ---> 06.01 and 20/5 seconds ( order issued ) . so you can have a good idea on how it went .

Re: Hit on POW compass platform

Postado por wadinga » Tue Apr 15, 2014 12:08 pm

Perhaps you are letting an old movie's squeamishness about depicting the horrors of real-world naval combat cloud your understanding of the real-world situation on the Compass Platform. Decamping to the inadequately-armoured ,cramped and visually-impaired Conning Tower in the middle of an action, when split second decisions were required, is not a thing Leach would have done unless absolutely necessary. You guessing about whether his communications were operational, at that moment, is not valid, and we know comms with the DCT were broken.

This whole "Order given before leaving" scenario is a quick fix just to shore up the increasingly ludicrous 40 sec timetable between hit and turn. Sam Woods had time to make a phone call from the Conning Tower about Hood's demise as well, before he got blown up.

No-one was depicted in the movie with a large wooden splinter piercing his face. We have no way of knowing what body parts of how many victims were redistributed over the interior of the Compass Platform. The gory dribbling of blood through the voicepipe to the plot was something that did make through to the movie, although not in such quantities as to make the action plot indecipherable. Short circuits blow fuses, nobody knows what repairs were done, before the Con went back to the Compass Platform.

Suddenly there was a blinding flash in front of my eyes and I felt enveloped in a pocket of searing heat.

I heard no explosion and everything appeared in slow motion.
I was sucked up the ladder and seemed to float across the bridge area.
After floating for what seemed an age I finally came to rest on the deck amidst a shambles of torn steel fixtures, collapsed searchlights and human bodies.
As I regained my senses, the sweet smell of burned flesh mingled with the acrid stench of high explosives assailed my nostrils, gradually my brain cleared and the red fog lifted from my eyes.
Everything was enveloped in dark grey smoke.

This is first-hand eye-witness evidence of an explosion. The fact that the dockyard report didn't find evidence, days later, doesn't mean anything. Undoubtedly, Woods, who was far further away than Leach, also considered himself "unhurt". BTW all the other witnesses were dead, mortally wounded or unconscious and blinded.

I note yet another spurious use of statistics ie "90%" to try and give a biased speculation more validity.

those who go out looking for worms, want to find to find worms. I haven't seen a single wriggler yet.


Conteúdo

The Lincoln MKS made its first appearance as a concept car at the 2006 North American International Auto Show in Detroit, Michigan. The MKS Concept provided a preliminary view of the design direction that Lincoln was taking for their new full-size flagship sedan of the same name.

The MKS included Lincoln's signature waterfall grille with a crosshatching that was later used in the grille for the 2007-2009 Lincoln MKZ. The concept car's headlights featured adaptive lighting that pivoted the headlight projectors in concert with steering inputs. The headlight assemblies incorporated a series of LEDs that would blink in sequence for turn indication. Side vents at the rear of the front wheel wells were adorned with the Lincoln star. The MKS Concept featured a large sunroof and moonroof combination that takes the place of a conventional roof. The MKS Concept's rear were LED-based parking and brake lamps and dual chrome, trapezoidal-shaped exhaust tips. The MKS Concept rode on 20x8.5-inch, ten spoke wheels. [8]

The MKS Concept seats were covered in cream-colored Aniline leather while the doors and interior panels were covered in pearl-white suede. The dashboard was covered in dark grey suede. Instrumentation and controls featured satin nickel inserts and chrome trim with backlighting provided by white LEDs. An applique of real maple wood ran across the instrument panel, dividing it into upper and lower sections. Features included Bluetooth device connectivity, a DVD-based navigation system, a 14-speaker, 500-watt audio system, a passive entry system that identifies the driver and allows starting the vehicle by carrying its key fob, and a push button ignition system. Safety was provided by dual front airbags, driver and passenger side airbags, and side curtain airbags. [8]

The MKS Concept was based on Ford's front-wheel drive, Volvo-derived D3 Automobile platform that was already in use in the then-Ford Five Hundred, Ford Freestyle, and Mercury Montego (the version used for the MKS in particular was coded D385) It has independent suspension with MacPherson struts and rearward-facing lower L-arms with a stabilizer bar in the front and a multilink coil over shock setup with a stabilizer bar in the rear. The MKS Concept featured an active all-wheel drive system. Powering the MKS Concept was a Ford/Yamaha 4.4 L DOHC V8 producing 315 hp (235 kW) at 4500 rpm and 320 lb·ft (433 N·m) of torque at 3000 rpm. The engine was mated to a 6-speed automatic transmission. [9]

The production version of the Lincoln MKS was unveiled to the public in November 2007 at the LA Auto Show. Sales began in the summer of 2008 as a 2009 model. The front fascia of the production version received a new grille, a chrome, split-wing design. The trapezoidal-shaped chrome exhaust tips of the MKS Concept were replaced with more common circular chrome tips. [10]

The production MKS uses leather seating surfaces, thermoplastic olefin door and interior panels, as well as leatherette for the top of the dashboard. The maple wood instrument panel applique from the concept car was replaced with olive-ash or ebony wood. [10]

The MKS was the first series production Lincoln with radar autonomous cruise control system. Other features include intelligent access system with a push button start, a keyless entry keypad that is mounted flush inside the driver-side B-pillar with buttons that only appear when touched, and optional adaptive HID headlights. [11] Other features include automatic HID headlights, foglights, an Easy Fuel capless fuel filler, foldable power adjustable mirrors with memory, 18x7.5-inch machined aluminum wheels, a 6-speaker audio system with an AM/FM radio and 6-disc in-dash CD changer, Sirius satellite radio with a six-month prepaid subscription, dual-zone automatic climate control, an auto-dimming rear view mirror with compass, 12-way, heated and cooled power driver and passenger seats, heated rear seats, a power tilt and telescoping steering wheel with memory, a universal garage door opener, and Lincoln SYNC.

Safety features include dual front airbags, driver and passenger side airbags, and side curtain airbags. Three equipment packages include the Navigation Package (a DVD navigation system, a THX II-Certified, 14-speaker, 600-watt audio system with an AM/FM radio and six-disc in-dash CD player, and a rearview camera) Technology Package (adaptive HID headlights, rain-sensing windshield wipers, a forward-sensing system, [ esclarecimento necessário ] a power sunshade for the rear window, and the intelligent access system with push button start) the Ultimate Package includes everything in the Navigation and Technology packages and a dual panel moonroof, premium 19x8-inch painted alloy wheels, Ultimate seating trim with color-keyed suede strip in the center of the seat back, and a Lincoln Star logo embroidered into the front seat headrests an Aluminum Applique Package (aluminum dash trim in the place of wood, as well as a leather-wrapped steering wheel and shift knob), is also available but requires the Navigation, Technology, or Ultimate packages. Options include all-wheel drive, 19x8-inch machined aluminum wheels, 20x8-inch polished aluminum wheels, adaptive cruise control, and a PowerCode remote starter. [12]

Active Park Assist, a system which uses ultrasonic sensors to find and measure a parking space, then operate the steering wheel to accomplish the parallel parking task, will be available in mid-2009 as an option on the 2010 MKS. [13] This feature is accomplished by using software control of the Electric Power Steering (EPS) system. [14]

The production MKS rides on Ford's D3 platform. The MKS features an independent suspension with MacPherson struts and rearward-facing lower L-arms with a 26 mm (1.0 in) stabilizer bar in the front and a multilink coil over shock setup with stamped steel lower control arms and cast upper control arms in the rear "Lincoln Drive Control" with continuously controlled damping (CCD) available as optional feature. The car features four-wheel antilock disc brakes (12.25-inch (311 mm) rotors in the front and 12.75-inch (324 mm) rotors in the rear) with standard AdvanceTrac traction control and Roll Stability Control (RSC). Front-wheel drive (FWD) is standard while all-wheel drive (AWD) is optional. In a significant departure from the MKS Concept and past Lincoln flagship sedans, the production MKS does not offer a V8 engine. In the place of the 4.4 L Ford/Yamaha V8 found in the MKS Concept, the production MKS is powered by an all-aluminum 3.7 L Duratec DOHC V6, a larger bore derivative of the Duratec 35 and a member of Ford's Cyclone engine family. The engine was designed to accept either regular grade, 87 octane gasoline or premium grade, 91 octane gasoline. Using regular grade gasoline, the 3.7 L V6 produces 273 hp (204 kW) at 6250 rpm and 270 lb·ft (366 N·m) of torque at 4250 rpm. Using premium grade gasoline results in a small boost in output to 275 hp (205 kW) at 6250 rpm and 276 lb·ft (374 N·m) of torque at 4250 rpm. Power from the MKS' V6 is transmitted to the wheels via Ford's 6F50 6-speed automatic transmission. The transmission is equipped with SelectShift which simulates the operation of a manual transmission. [12] A road test by Carro e motorista magazine of an AWD-equipped MKS recorded acceleration from zero to 60 mph in 7.5 seconds and a quarter-mile in 15.7 seconds at 90 mph (140 km/h). Testers noted the MKS' heavy weight of over 4300 lbs. [15] Ford introduced its EcoBoost V6, an all-aluminum, twin-turbocharged, direct injection 3.5 L DOHC V6, in the 2010 MKS [16] arriving in showrooms in the summer of 2009. [6]

The EcoBoost engine provides 355 hp (265 kW) and 350 lb⋅ft (475 N⋅m) of torque. [17]


Where We Are Going

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Fieldsheer is leading the digital revolution of a human technology -- apparel -- that has remained fundamentally unchanged for thousands of years.


Conteúdo

The Lincoln MKX made its first appearance as the Lincoln Aviator concept vehicle at the 2004 North American International Auto Show as a successor to the first generation Aviator. The concept vehicle was smaller and more car-like with a V6 that was rated at 245 hp (183 kW) and 240 lb⋅ft (330 N⋅m). The Aviator Concept also differed from the production model stylistically and with its panoramic sunroof. The production model received the MKX nameplate, with Lincoln management suggesting a "mark ex" pronunciation during the 2006 auto show circuit, which was then changed to the phonetic M-K-X. [6] Due to the similarity of the MKX name to the MDX name used by Acura for their competing luxury crossover, Honda, Acura's parent company, filed a lawsuit against Ford in January 2006, eventually settling the case out of court. [7]

The 2007 MKX debuted in December 2006 as a rebadged variant of the Ford Edge. In addition to the chrome grille, the MKX's front fascia features projector-beam headlight assemblies with standard chrome-accented fog lights mounted in the lower fascia. The MKX features an optional adaptive headlight system that pivots the aim of the light projectors to match the steering inputs of the driver. In the rear, the MKX features dual chrome exhaust tips and brake lights backlit by LEDs with a light bar that crosses the MKX's liftgate. The optional sunroof, marketed as a Panoramic Vista Roof, is the production version of the glass roof feature shown on the 2004 Aviator Concept. The Vista Roof features a forward power sunroof and a fixed rear moonroof with dual power sunshades.

The interior of the MKX features leather seating surfaces and wood accents in the steering wheel, dash area, and door panels. as well as carpeting, sound-deadening, [8] automatic headlights, dual power heated mirrors with puddle lamps, an auto-dimming rearview mirror, power windows with single touch up and down function and all-window capability, power locks, remote keyless entry with keypad, theater dimming for the interior lights, cruise control, air conditioning with automatic climate control, 8-way power driver and passenger seats, message center with compass, and a six speaker, AM/FM stereo radio with a 6-disc CD changer. Interior options include power driver and passenger lumbar supports, heated front seats, heated and cooled front seats (separate option), heated rear seats, an Easy Fold automatic folding second-row seat, a reverse sensing system, a power liftgate, a DVD-based navigation system, Sirius satellite radio, and a THX II-Certified audio system with 14 speakers. MKX's safety features include a tire pressure monitoring system, three-point seat belts, dual front-side airbags, front seat-deployed side airbags, and Safety Canopy curtain airbags. [9]

As a rebadged variant of the Ford Edge, the MKX also shares Ford's CD3 platform, unibody construction, four-wheel independent suspension with a MacPherson strut front suspension with L-shaped lower control arms and a four-link rear suspension with stamped steel control blades and monotube shocks. Both the front and rear suspensions feature an isolated subframe and stabilizer bar. Four-wheel anti-lock disc brakes are standard in all models with Ford's AdvanceTrac traction control system with Roll Stability Control (RSC) optional. Front-wheel drive is standard and all-wheel drive is optional. [10]

The MKX comes with standard 18-inch machined aluminum wheels with 18-inch chrome wheels optional. The sole powertrain in the MKX is an all-aluminum, 3.7 L Duratec DOHC V6 mated to Ford's 6F50 6-speed automatic transmission. Like the Edge, which shares the powertrain, the MKX's engine produces 265 hp (198 kW) at 6,250 rpm and 250 lb⋅ft (340 N⋅m) of torque at 4,500 rpm noticeable improvements over what the Aviator Concept's engine was rated at. The MKX, Edge, and Lincoln MKZ were the first recipients of Ford's 3.5 L Duratec V6. Front-wheel drive versions of the MKX come with a 19 US gal (72 L 16 imp gal) fuel tank while all-wheel drive models come with a 20 US gal (76 L 17 imp gal) fuel tank. The MKX has a base curb weight of 4,220 lb (1,910 kg) when front-wheel drive only and 4,420 lb (2,000 kg) when equipped with all-wheel drive. [9]

For 2008 changes for the MKX included Lincoln badges added near the front doors as well as Ford Sync, Limited Edition e Monochromatic Limited Edition packages with unique styling elements and 20-inch chrome wheels, and a voice-activated DVD navigation system. Previously optional features that were now standard included AdvanceTrac with RSC, a reverse sensing system, Sirius satellite radio, the THX II-Certified audio system, heated and cooled front seats, and driver and passenger power lumbar supports. No major changes were made for the 2009 MKX.

Refresh (2011–2015) Edit

For the 2011 model year, the MKX was refreshed with a new interior, a new front-end resembling the 2010–2012 MKZ, a new rear end and a 3.7-liter DOHC V6 which boosts the MKX's power up to 305 hp (227 kW) and 280 lb⋅ft (380 N⋅m) of torque.

The 2011 MKX featured the first application of the all-new MyLincoln Touch driver connect technology system.


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