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America's Very First Aircraft Carrier

here have been many great naval warfare ships over the history of the U.S. Navy. Many aircraft carriers went on to great distinction especially in the heroic battles that were part of World War II Naval warfare history. Names like the Lexington, the Saratoga, the Yorktown and the Enterprise fill the history books of great warships of World War 2 naval warfare. But the humble USS Langley has a long and distinguished career that included becoming the first ship to be retrofitted into an aircraft carrier that make the Langley worth of its own place in U.S. Naval history as well.

The Langley actually started out as the USS Jupiter when it was first commissioned in 1911. The Jupiter was a collier level ship and once it was put into action, it spent some time South America helping to establish a military presence during the difficult Veracruz crisis in 1914. But once that tension passed, the Jupiter got its first historic distinction of becoming the first ship to go through the Panama Canal from west to east. This was the beginning of some quiet accomplishments of this fine naval ship.

For the next decade, the Jupiter served primarily support functions mostly doing cargo duty and that was the service it provided during World War I. The Jupiter did see many ports performing support functions throughout Europe before returning to Norfolk Virgina to start a new life. On December 12, 1919, the life of "the Jupiter" came to an end when it was decommissioned. But for the vessel itself, this was only the beginning of its long and honorable career as a US naval warship.

It was in Norfolk that the former USS Jupiter underwent a transformation. Not only did it take on the name USS Langley in honor of Samuel Pierpont Langley, the ship underwent a dramatic transformation into the very first prototype of a U.S. naval aircraft carrier. The final configuration of the overhauled naval vessel was compete in 1922. Her very first commander in this new assignment was Kenneth Whiting and it was he who proudly put the Langley to work helping the navy develop the Navy's powerful aviation warfare capabilities that would make such a huge difference in winning the war against the axis powers that lay ahead.

As the first aircraft carrier ever in what would become the backbone of the American naval aircraft infrastructure, the Langley racked up plenty of firsts. October 17, 1922, was the first time a pilot took off from the deck of a ship. Just nine days later Lieutenant Commander Godfrey de Courcelles Chevalier was the first pilot to land on an aircraft carrier deck when he set down on the deck of the Langley.

The Langley continued to be a valuable part of the US naval arsenal even after it was converted to a seaplane trader in 1936. Then on February 27th, 1942, while supporting antisubmarine maneuvers during World War II, The Langley was struck by an onslaught of nine Japanese bombers, which tragically damaged the ship critically causing it to sink in the line of duty. But it is worthwhile to take some time as we have done here today to look back on an important part of our US naval history at a ship that through many evolutions served its country honorably and ushered in the era of the US Navy aircraft carrier. And that historic ship was the USS Langley.

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American Eye Witness: D-Day: June 6, 1944

Among the more than 320,000 Allied soldiers participating in Operation Overlord was a young Harvard Business School graduate, Lieutenant John Bentz Carroll. Assigned to the regimental advance headquarters of the 16th Infantry, 1st Division, he was in the second wave of landing craft to splash onto the "Easy Red" sector of Omaha Beach on June 6, 1944.

Lieutenant Carroll was one of the few members of his headquarters detachment to survive the first terrifying minutes of the D-Day assault on Normandy. His harrowing account of the chaotic scene amid a storm of shot and shell has been adapted from an interview by Brian C. Pohanka.

I was assigned to the regimental advance headquarters, which would go in with the first and second waves. Colonel George Taylor was the 16th regimental commander-old Army, a good man, hardened by battle. The officer in charge of the advance command post was Lt. Col. Bob Matthews, regimental executive officer. I was to go in as part of the advance command post with Colonel Matthews. We were to establish an advance regimental CP [command post] on the beach and assist in sorting out the companies and battalions after landing.

About a week to 10 days before shoving off, General [Omar] Bradley paid an off-the-record visit to 16th regimental head-quarters. In his inimitable warm way, he told the officers assembled for dinner that we were one of four such regiments chosen to be an "assault" regiment on D-Day at Omaha or Utah beaches, and explained in detail what we might be faced with on that memorable day. He concluded with his prayers for our success. He then spent the night at headquarters and talked for several hours in front of a huge fireplace to a dark room full of concerned officers. Among other famous visitors was [British] General [Bernard] Montgomery, who at the time really believed he was the top commander for the invasion. We had stood in the rain for more than an hour and a half, the entire regiment gathered in formation, as he stood in his jeep. He ordered us to all take off our helmets so that he could see our faces and remember us for the heroes we were destined to be. And so help me, he seemed to look into each of our faces as if he would imprint them in his memory.

It was a 1,000-man transport-attack boat that I was on, and that Navy craft held a reinforced infantry battalion, plus a few extra troops-up to 1,600 or 1,700 men. There were all kinds of boats carrying American troops. Tanks, artillery, corps artillery and corps specialists were carried by all kinds of vintage 1920 boats; anything that floated was carrying troops. Some of those poor devils were on those ships a week to 10 days. They had pulled in and lined up at the harbor in Portsmouth while we were loading, so we could move as one body.

The living conditions were very hampered and very limited. There was a lot of talking when we first went aboard; by the second night, when we definitely knew we were going in on D-Day the following morning, everything became quiet. Men got out pencil and paper and started to write their loved ones at home. Most of the crap games disappeared, the card games disappeared to a large extent, and the men started to become quite sober about what they were about to go into.

We arrived five to six miles offshore about 2:30 a.m. and immediately transferred to landing craft, unloading down the ropes. These ropes were great big mats down the side of the boat. It was a 30-foot drop if you caught the boat at the bottom of a wave. If you caught it at the top you could walk aboard. The waves were very choppy when I loaded, about 3:15 a.m.

I was in an LCM [landing craft, mechanized], which held 75 to 100 men maximum. There were also LCIs [landing craft, infantry], which were larger; they held a company of infantry. LCTs [landing craft, tank] brought in four tanks, I believe.

We started to line up the echelons or waves going in. It was a weird sight in the pre-dawn to see tiny lights bobbing in a broken line as far as one could see. The first wave was already departing; it hit the beach about 6:30 on the nose, when it was supposed to. The second wave was to come in at H-Hour plus something like 20 minutes, and it was starting to get late. We came in right behind the second wave, before the third wave, in our advance CP boat. People were throwing up all over the boat, trying to avoid each other. Some just stood stoically and said not a word the whole way in. It took us a long time to cover those six miles, a long time!

Colonel Matthews was in charge of the advance CP detachment. We had a radioman, also an Army Air Forces major named McGovern and his own radioman, to call in the 9th Tactical Air Force for shore support. Other communication outfits from HQ_Company and special assignees were there.

Enemy fire was knocking off the boats up to a mile out, here and there, spottily at best, although they were shelling, I am sure, as fast as they could throw it in. There wasn't any doubt then that all the German forces knew the attack was on. It was full light by now, around 7 to 7:15 a.m. Two hundred yards out we took a direct hit. It knocked out an ensign and a sailor beside him who were steering the craft in the rear. They disappeared along with the controls. The boat started to get out of control, to weave and wobble. We were about two blocks from the shoreline.

Heavy fire was shooting a rat-tat-tat on the front of the boat. Somehow or other, the ramp opened up, probably due to the loss of the controls, and the men in the front were being struck by the machine gun fire. Everyone started to jump off into the water. They were being hit as they jumped, the machine gun fire was so heavy. The water was at least 10 to 15 feet deep, but I didn't wait long. I saw men getting hit and went over the side. As I was going over, I thought I saw the colonel being hit in the water.

Every man acted for himself, on his own instinct. I think when they saw the colonel go over, everybody went over. I remember getting my bandoleers off, struggling for air and trying to get to the surface. I didn't figure I would have any trouble swimming the short distance to the beach. My big trouble was with the tide. The machine gun bullets were hitting all around us and killing a lot of men in the water. But the tide was moving us so rapidly we would have to grab out at some of those underwater obstructions and mines built on telephone poles and girders, and hang on. We'd take cover, then make a dash through the surf for the next one, 50 feet beyond.

The men would line up behind those poles. They'd say, "You go-you go-you go," and then it got so bad that everybody just had to go anyway, because the waves were hitting with such intensity on these things. Somehow I got up onto the beach, but I couldn't remember anything for five or 10 minutes. I was just groping and trying to find my way around the beach. Later I learned that when I was briefly knocked unconscious, another soldier had pulled me above the waterline. The tide had us all pressed onto a short strip of shore between it and the minefields. It was just a line of rock rubble-no cover from German enfilade fire because of the curve of the beach.

The men had piled up right on the beach. There was maybe a foot or two of sand behind which the men could catch their breath. Many were trying to dig shallow foxholes, but they offered little protection. The Germans were shooting us in the back from the bluffs of the deeply curved beach. And they had beautifully constructed crossfires enfilading us from the sides of the cliff where they had built concrete gun emplacements. The Air Forces bombed them, I'm sure, but never hit them. We were taking a lot of fire, 88s and everything. The mortar fire was tremendous.

I thought we were never going to get off the beach. Then the cruisers and destroyers opened up. They were 600 yards offshore and firing flat trajectory at the German gun emplacements above us with 8- to 12-inch shells. The emplacements were being completely destroyed, and chunks of cement as big as a foot square were falling all around us and on us. The shells were coming in no higher than 100 feet over our heads. They hit and blew that cliff right out.

Only two or three from my detachment made it to the beach alive. I think most of them were killed at the time the boat was hit. Later, the Army said all were killed on the boat, but I made it. You know how Army reports are. The radioman got ashore but lost his radio out in the water. The other lieutenant in the boat was killed, and when I looked around there were only two or three other men there who were on my boat. I felt somebody tapping me on the leg, and I looked around and here was a GI who was 100 percent naked. all his clothes had been blown off, and he was wounded in the neck. I pulled him up on the sand and tried to dig him in, if only a foot or so.

About this time the veneer of experience began to assert itself-"Here comes the 1st Division"-and you could see the men starting to realize they had major objectives ahead of them and they had to get from the water to the beach to the bluff. What really got us going was the hard core of young lieutenants who had experienced Sicily and Africa, and the old Regular Army noncoms they had with them. That combination attracted the remnants of their companies, and anyone else nearby. As we moved through the minefields, across the beach and into the ravines on the hillside, we seemed to work our way along a path outlined by wounded men who hadn't been reached by the medics. These wounded were giving directions to the oncoming infantry, pointing out where it was safe to step.

I really think it took between 72 and 98 hours to get the companies straightened out again. You'd find an E Company man in "I" or something like that, or an "F" in "C" and so forth, and we didn't have time to sort them out on the beach. The officers and NCOs just gathered men by bodies, maybe 25 to 50 together, and began operating all along the beach like that. It was that "gang" leadership that I think saved the day at Omaha.

We began the move off the beach about 8 or 9 o'clock. That's when Colonel George Taylor made the famous remark, "Two kinds of people are staying on this beach, the dead and those who are going to die-now let's get the hell out of here!" The men started running, and pretty soon the troops below the bluff were three and four deep trying to fight their way inland. As we crossed the beach, the Air Forces communications major was struck while he was running about 35 or 40 feet behind me. I was looking back over my shoulder at him when he was hit by a shell; he had a hole right through him.

The mortality among the tanks was terrible, absolutely terrible. They had this illconceived idea that they could float a tank with canvas balloons in combat. Now, no matter where they practiced in England, when they got down to the ocean, I had serious doubts that this was going to be effective. But I don't think they had any other way of getting the tanks in there in a hurry. Lots of our friends from the 741st and 745th Tank battalions drowned in the tanks. Three to five tanks got on our beach. One of them that came into action was fired by a 1st Division man who pulled the dead out of the tank, got in and fired it himself. he knocked out a German 75mm gun emplacement that was raking the beach, and he got the Medal of Honor for it.

I was going from one group to the next trying to find out what kind of strength we had left so that Colonel Taylor and the regimental headquarters under the bluff could coordinate and restructure units. At that point, the headquarters CP consisted of Colonel Taylor, Adjutant Friedman and several enlisted men under the cliff; everyone else was out as runners, trying to maintain communication. It was sometime between 9 and 10 o'clock, I believe, that we pushed up the slope. There were three draws that had to be cleaned out before the units could get to the top and move onto the plateau. Getting up there was anywhere from a city block to three blocks in length. Going up those draws we had to go through German minefields, and I often wonder how the hell we got through them. Some of our men were literally blown to pieces. They knew they would be blown up but knew they had to keep going. They were the true heroes. One lieutenant in the regiment threw his body down to help clear the end of the minefield; nobody else would do it.

I reached the top of the bluff about 11 a.m. By that time our lead elements had reached a road that parallels the shoreline, and they were trying to get their bearings. Keep in mind that they had gone through a tremendous ordeal getting up there, and the whole unit was shot with confusion. It was operating like groups of commandos until some semblance of regimental control began to assert itself, which I would say wasn't until around 4 to 5 p.m. at the earliest. Colonel Taylor set up his CP in the yard of a farmhouse atop the bluff. The shelling was still heavy. I remember I was walking near one wall, and when a shell came in, I dove for cover and landed in a huge pile of manure along with the colonel, which caused a laugh at the time.

There were a few Germans dead right on the beach. Once I got to the top of the bluffs, the colonel sent me down the road to the east to see if there were any of our troops on our left flank. I had gone about a mile up that road with two GIs when we saw the Germans dug in, and they started firing on us. So we came back and reported. This road remained segmented by the enemy pockets until night, when lateral U.S. attacks cleaned them out.

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SDkfz 251?

What does sdkfz mean (it is some kind of a german ww2 wehicle)?

It stands for :

Sonder Kraftfahrzeug. Literally means, "special purpose vehicle." 251 is the model/type.

The 251 series was the standard armored Personnel Carrier of German forces during WW2. They are also known in German as "Hanomags" after the prime contractor. The post-war Czech army manufactured them until the 1970s IIRC.
Extra trivial stuff:
The vehicle itself was a little ahead of its time. It has sloped armor, which not only deflects bullets, but against armor-piercing rounds effectively adds to the armor protection. It was the first vehicle to carry an infantry squad at about the same speed as tanks. All later armored personnel carriers up to today are descendants of this vehicle.

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Film Review: Letters From Iwo Jima

After viewing the mediocre FLAGS OF OUR FATHERS I wasn’t expecting much from this film possibly because in the past few years producer/director Clint Eastwood has put out some of his best work ever (MYSTIC RIVER, MILLION DOLLAR BABY) and he was bound to have a few less then satisfactory films on the horizon. LETTERS FROM IWO JIMA is not that film; in fact, it is one of Eastwood’s best films.

Lead by General Kuribayashi (Ken Watanabe) he and his men set up a planned attack the American soldiers during the pivotal battle that took place of Iwo Jima during WWII. Iwo Jima is not just s strategic battleground but a place of spiritual honor to the Japanese soldiers who would rather die then to give up their island to the Americans. Thematically-wise the film is linked to FLAGS OF OUR FATHERS by having the soldiers question their place in the war and what the war does to the psyche of a soldier. And like the former film this film explores all the possibilities by comparing and contrasting the motives and actions of the soldiers against themselves as a group and to that of their superior officers. This film goes one step further by also giving the Japanese soldiers’ impression of the American soldiers verses what they have been told the American soldiers are like, which are savages (nicely contrasted through several of the Japanese soldiers’ encounter with American soldiers).

The one great thing about viewing an Eastwood film is the lack of an overbearing cinematic style that can over power the story of the film itself (i.e. John Woo, Terrance Malick, Oliver Stone). He simply lets the story unfold in its own time, in its own way, which leads to a more satisfying and emotional viewing experience.

Like FLAGS, LETTERS doesn’t give a pretty picture of the war or its effect on the people and cultures that it effected and still affects. It is an uncompromising glimpse into the evil that is war and once we open our eyes to its true nature we’ll never be able to close them again.

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An Interview with Mihaly Tapolyai

Listening to Mihály Tapolyai is like hearing a panoramic of Eastern European history. He is a psychiatrist adventurer who likes to be where the action is. As a young man he resisted the Nazis and the Communists, smuggled Bibles when they were contraband, spent time in prison, took part in several freedom movements, and was present when Russian tanks rumbled into Prague to quell the Czech Rebellion. After the following interview, when war was tearing through Kosovo, he sent me an email expressing his sadness at not being able to get through to Yugoslavia where he has spoken at several conferences and knew people who were in need. One of his books, Hymn from Prison, is a fascinating tale of his faith, dependence on God, and impact on the lives of others during his incarceration for trying to cross a border during the days of Communism.

He has been active in developing the Hungarian Christian Alcoholics Anonymous Fellowship, has worked in prisons, counseled and preached  to traumatized victims of war in several eastern European countries, and become a pioneer radio broadcaster, hosting the first call in program in Transylvania, Romania. He has practiced as a Christian child psychiatrist and taught psychology and counseling at the State University of Babes Bolyai as well as the Protestant Seminary in Cluj, Transylvania. Mih ¡ly Tapolyai lives alone in a third floor apartment in Budapest. Standing in his apartment late one night, we looked at the snow covered park below, aglow in the faint light of a street lamp. I stand here often and watch the children, he said. It is a scene that brings peace to a lonely old man. He may be elderly and lonely, but he continues to make a difference as an unsung hero in his part of the world.

 

*Tell us about your background.*

*MT:* I was born in Hungary, in the region of Tokaj, which is famous form wine. I went to university during the WWII and finished at the University of Budapest Medical School just after the war. It was very hard, but we made jokes about the problems, even about the bombing.

 

*Was Hungary at war on the German side?*

*MT:* Yes. After the WWI, Hungary was divided into six parts. Some areas went to Slovakia, some to Yugoslavia, others to Austria and Poland. The only part that remained was in the center. It was just for cows and farming. We were surrounded by a federation of anti-Hungarian countries such as Czechoslovakia, Romania, and Yugoslavia, who wanted to divide the country further. But before the WWII, Hitler came down to the Hungarian-inhabited regions to bring us political justice so we were on the German side during the war.

 

*How did you get into psychiatry?*

*MT:* After I got my diploma in 1947, I became a village doctor, a general practitioner because I enjoyed helping people in the small villages. Then, after three years of country practice, I went to the next town, got my specialization in psychiatry after four years, and three years later I got a neurological specialization. After several more years I got the child psychiatry specialization also. I still like to study, to learn.

 

*Were you a Christian during all this time?*

*MT:* In 1943, when I was 22 years old, a friend in the dormitory where I lived in Budapest gave a testimony about his conversion and guided me to listen to a very important medical professor who was a believer. I became a believer as well.

 

*What did you do once you had completed all your training?*

*MT:* I came to Budapest and tried to work here, but slowly I also became involved in rescuing prisoners. My first rescue mission began during the war. The Christian students used to visit the Jews, examine them, and bring them medication. We had to keep passports and switch passports to save people who were guarded by SS soldiers. This was my first inspiration to do this work. And after the war, when the communists took over and the Russians were here, I decided to do something similar with Christians. It started first with my own pastor, who had been sentenced almost to death because he supposedly had formed a conspiracy, but it was not true. I had a team of young people, and we started smuggling Bibles, bread, food, and small written tracks to the many Christians who were put in concentration camps.

 

*You smuggled things into those concentration camps? How did you get out?*

*MT:* The same way that I got in! Under the wires. That was my mission. I think we helped a lot of people.

 

*Were you also practicing psychiatry at the time?*

*MT:* Yes, on the weekends, I went to the countryside and visited my clients in the name of the church. Sometimes I took letters hidden in my shoes.

 

*Did the authorities know that you were doing this?*

*MT:* No. Once I was caught, but I resisted with words. That was in the 1950s. In the 60s, I smuggled Bibles into Romania. One time I was caught at the Romanian border with the Bibles. I was arrested, I escaped, I was again arrested, and I was imprisoned in Poland. I wrote about this in a book called Hymn from Prison.

 

*Remember how Paul and Silas sang hymns? How long were you in prison?*

*MT:* Three months, but Amnesty International intervened through the help of Dr. Paul Tournier! He wrote this letter: Thank you for your kind letter, and I am in great sympathy with you. I remember with honor your father. I sent your letter forward to Amnesty International, which will be the most able to help. With best wishes to you, very sincerely, Paul Tournier. One of my own children wrote to him.

 

*So you were practicing psychiatry, doing evangelism, and smuggling Bibles all at the same time. When you were practicing psychiatry, was it uniquely Christian in any way? Did you bring your faith into your counseling?*

 

*MT:* Of course! For example, we had special healing conferences for a week in the summer regularly. I've been doing this for 50 years since 47 or 48. Every morning we have a Bible study, that is problem oriented. Then, later in the morning, I give a lecture. The next conference, for example, has the theme Healing for Nervous People. We will talk about why people are nervous, how to handle loss and frustration, ways to cope, and issues of maturity and identity. After the lectures we do role playing, and in the evening before going to bed, we have a devotional meditation, a short preaching, and praying together.

 

*When you studied psychiatry, the theories you studied were opposed to religion. You were a Christian. How did you bring your faith and your psychiatry together?*

*MT:* In those early days, the pastors and churches ignored the human soul. They knew much about hermeneutics but did not understand people, emotions, or the causes of human actions. One pastor said to me We learned in the theological seminary that Freud, Jung, and Adler the classical psychologists were not just atheists but occultists. I replied that these people searched for the truth in the occult, ignoring the church. But they were able to explain things that the church could not. For instance, Freud spoke about emotions in ourselves that we cannot control but that possess us.

 

*Was it difficult to practice Christian psychiatry in Eastern Europe?*

*MT:* Yes, after my arrest I stayed in Hungary for two years, but there were some provocations, and I did not want to die, so I escaped to the West with the help of a Venezuelan Indian doctor. He had come here to learn how to make his country communistic, but he became a Christian through my testimony. He helped me escape. If I had been caught, I would have been in prison for life, because I had already been in prison. Instead I went to Paris and then to America, where I lived for eight years and worked in a mental institution in Cleveland. Later I was invited to be a counselor in a church, but they did not report me to the Social Security people and never paid me anything so I did not have money. Even now I have no pension.

*What you think about Christian psychiatry and Christian counseling today?*

*MT:* Here in Hungary, counseling is very structured, very theoretical. I prefer the practical American counseling system. It is pure, clear, and really helpful. I am trying to make some changes here. Tomorrow evening, for example, some young pastors will come who are very interested in counseling. They are good Christians, but they have lost contact with the world. They cannot relate to the very atheistic and almost demonic world around them. Christians here are overly pious, and therefore isolated from the realistic life. In Hungary, we need teachers who teach sound spirituality.

*I know you have a radio ministry, you still do the conferences, and you meet with pastors, but what else can be done to make Christian counseling better in Hungary?*

 

*MT:* Hold conferences. But there is a big resistance on the part of the churches. Many of the positions in the churches were filled by the communist party, so they don't trust others and they are not trustworthy. *What about young pastors of good churches? They teach from the Bible and talk to their parishioners on Sunday. Cant they help individuals or couples who have problems?*

 

*MT:* They could, but they do so without training or qualifications.

They do what they do instinctively.

*Let me ask you about Hungarian psychiatrists and psychologists. How do they respond to somebody like you being a Christian?*

 

*MT:* They accept that I am a Christian, but they ignore me. Sometimes I get resistance, most often from Christians. They say, You have this call-in radio program that does counseling. I was born here, I lived always here, but nobody has ever asked me to say a word on the radio. You came here from America and now you are always speaking through the radio. What you do is terrible. You haven't mentioned your wife.

 

*MT:* My wife was a nice person, and I loved her. After three years in

Romania, she asked me How long should we live here? That was a big misery at that time. She said to me, You work here among these people who want to stone you . And I said, Well, this is my task, I have to stay. She left me and ran back to America, where she found a counseling position with the Mennonite church. She does not want to come back. But if I go there as a 77-year-old person, what can I do in the United States? I cannot start a new life. I have no Social Security. I have more security here, and I can continue my work in Yugoslavia, Romania, Slovenia, and in other places where people need my help.

*What would you say to Christian counselors in the United States?*

*MT:*

I read American books, but most authors want to please the evangelical mentality. As it happened here with the communists, everybody uses the same phrases, the same words, the same expressions, and thinks in the same ways. We central and Eastern European Christians have experienced such horrors, wars, deportations, and concentration camps that the ideal lemonade pictures we get in books can never grasp us. Find a therapist for immediate help.

These books deal too much with self-justification and turn everyday readers against God. Life is harsh here. We need realistic answers from the Scriptures. I am a Hungarian by birth, but I became also an American, so I know both sides, and I love both. My heart is Hungarian; my mind is mostly American. I like the American lifestyle. But I cannot go back now. How could I exist there alone? So I am here, ready to share in writing, in speaking, in helping. Online therapy can be helpful to get rid of such problems.

About the Author

<!--[if gte mso 9]><xml> Normal 0 false false false EN-US X-NONE X-NONE </xml><![endif]--><!--[if gte mso 9]><xml> </xml><![endif]--> <!-- /* Font Definitions */ @font-face {font-family:"Cambria Math"; panose-1:2 4 5 3 5 4 6 3 2 4; mso-font-charset:1; mso-generic-font-family:roman; mso-font-format:other; mso-font-pitch:variable; mso-font-signature:0 0 0 0 0 0;} @font-face {font-family:Calibri; panose-1:2 15 5 2 2 2 4 3 2 4; mso-font-charset:0; mso-generic-font-family:swiss; mso-font-pitch:variable; mso-font-signature:-1610611985 1073750139 0 0 159 0;} /* Style Definitions */ p.MsoNormal, li.MsoNormal, div.MsoNormal {mso-style-unhide:no; mso-style-qformat:yes; mso-style-parent:""; margin-top:0in; margin-right:0in; margin-bottom:10.0pt; margin-left:0in; line-height:115%; mso-pagination:widow-orphan; font-size:11.0pt; font-family:"Calibri","sans-serif"; mso-ascii-font-family:Calibri; mso-ascii-theme-font:minor-latin; mso-fareast-font-family:"Times New Roman"; mso-fareast-theme-font:minor-fareast; mso-hansi-font-family:Calibri; mso-hansi-theme-font:minor-latin; mso-bidi-font-family:"Times New Roman"; mso-bidi-theme-font:minor-bidi;} a:link, span.MsoHyperlink {mso-style-priority:99; color:blue; mso-themecolor:hyperlink; text-decoration:underline; text-underline:single;} a:visited, span.MsoHyperlinkFollowed {mso-style-noshow:yes; mso-style-priority:99; color:purple; mso-themecolor:followedhyperlink; text-decoration:underline; text-underline:single;} .MsoChpDefault {mso-style-type:export-only; mso-default-props:yes; mso-ascii-font-family:Calibri; mso-ascii-theme-font:minor-latin; mso-fareast-font-family:"Times New Roman"; mso-fareast-theme-font:minor-fareast; mso-hansi-font-family:Calibri; mso-hansi-theme-font:minor-latin; mso-bidi-font-family:"Times New Roman"; mso-bidi-theme-font:minor-bidi;} .MsoPapDefault {mso-style-type:export-only; margin-bottom:10.0pt; line-height:115%;} @page Section1 {size:8.5in 11.0in; margin:1.0in 1.0in 1.0in 1.0in; mso-header-margin:.5in; mso-footer-margin:.5in; mso-paper-source:0;} div.Section1 {page:Section1;} --> <!--[if gte mso 10]> <! /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-priority:99; mso-style-qformat:yes; mso-style-parent:""; mso-padding-alt:0in 5.4pt 0in 5.4pt; mso-para-margin-top:0in; mso-para-margin-right:0in; mso-para-margin-bottom:10.0pt; mso-para-margin-left:0in; line-height:115%; mso-pagination:widow-orphan; font-size:11.0pt; font-family:"Calibri","sans-serif"; mso-ascii-font-family:Calibri; mso-ascii-theme-font:minor-latin; mso-hansi-font-family:Calibri; mso-hansi-theme-font:minor-latin;} --> <!--[endif]-->eCounseling.com boasts a full range of distance and in-person counseling capabilities in video and text chat, HIPAA-compliant secure email, and fully searchable counselor listings, all organized strategically around the top 40 most commonly seen counseling issues like depression, marriage issues, anxiety, and ADHD.  And we also specialize in Christian Counseling for hurting people desiring spiritual care.  Perfect for counselors - perfect for clients!  eCounseling.com - online counseling now! It is being managed by Dr. Anthony Centore

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British Iconic Cars – Their History

As an Englishman born and bred and a fan of British iconic Cars I thought it may be of interest to list some of the most popular British Car Icons which are instantly recognised Worldwide. I have decided to list the cars and descriptions about the Iconic Cars which may be of interest to the reader.

Rolls Royce Silver Ghost

Rolls and Royce were in fact people before the history of Rolls-Royce as a company every began. Frederick Royce was a British electrical equipment manufacturer who built the first Royce cars in 1904. The three two-cylinder, 10-hp cars he built attracted the attention of Charles Rolls, a longtime car enthusiast from way back in 1894 and son of a baron. He owned a dealership in London, where he first encountered a Royce. He was so taken with the engineering that he partnered with the car's creator. Royce would built the cars, and Rolls would sell them. Like many manufacturers of the day, Rolls entered the first Rolls-Royces in races in order to promote them. These cars were similar to the first one built by Royce. Real fame came with the 1907 introduction of a 6-cylinder engine inside a silver-painted four-passenger chassis dubbed "The Silver Ghost." This car was driven 15,000 continuous miles with little wear, cementing the R-R reputation for reliability. Unfortunately, Rolls' passion for excitement ended in 1910, when his biplane (based on the Wright brothers' flyer) crashed and killed him almost instantly.

The Silver Ghost chassis, built in Derby, U.K., was toughened with armor so it could serve as a combat car in Flanders, Africa, Egypt, and with Lawrence of Arabia during WWI. In the Jazz Age that came after the war, people had money to spend on these reliable Rollers. There were Silver Ghosts built in Springfield, Mass., from 1920-1924, and a smaller 20-hp "Baby Roller" was introduced. Big cars were still popular, though, with the Phantoms I, II, and II all appearing in the 1920s. During WWII, the company built Rolls-Royce Merlin airplane engines in a facility in Crewe, U.K., rather than cars.

The Austin Mini ( 1959 )

Announced in 1959, and still manufactured 40 years later at the end of the century, Alec Issigonis's cheeky little Mini-Minor changed the face of motoring. The world's first car to combine front-wheel-drive and a transversely-mounted engine in a tiny ten-foot long package, was the most efficient and effective use of road space that had ever been seen. In so many ways, this must qualify as the ‘car of the century'.

In scheming up the car Issigonis and his team, which had already designed the Morris Minor, was given a difficult brief by the British Motor Corporation. In the aftermath of the Suez Crisis, and threatened world-wide petrol rationing, Issigonis was asked to provide a minimum-size, minimum-price four-seater package – all built around an existing BMC engine. Choosing front-wheel-drive and the A-series engine, he then minimised the size of the car by turning the engine sideways, and mounted the transmission under the engine. Tiny (10 in /254 mm) diameter road wheels, independent suspension by rubber cone springs, and a careful packaging of the cabin, all helped to provide one of the most amazing little cars of all time. So what if the driving position was cramped, and the steering wheel too vertical? This was a Mini, after all.

Although Issigonis insisted that he was only providing a super-small, super-economy saloon, almost by chance his Mini had superb handling, precise race-car-like steering and unmatched agility.

Even before more powerful versions were available, the Mini had started winning rallies, and showing well in saloon car racing: later, in Mini-Cooper S form, size-for-size it was unbeatable. Originally sold only as two-door saloons in near-identical ‘Austin' and ‘Morris' forms, Minis soon spawned derivatives. Not only would there be vans, estate cars and pick-ups, but plusher Riley and Wolseley types followed, as did the stark ‘topless' Mini-Moke machines.

Engines were eventually enlarged, tiny front-wheel disc brakes were added, the Mini-Cooper and Mini-Cooper S followed, and by the mid-1960s this was a car which had won the Monte Carlo Rally on several occasions. For years there was nothing a Mini could not do, for it appealed to everyone, and every social class, from royalty to the dustman, bought one. At peak, production in two factories (Longbridge and Cowley) exceeded 300,000 every year, BMC's only problem being that it was priced so keenly that profit margins were wafer thin.

Even the arrival of the larger Mini Metro in 1980 could not kill off the Mini, whose charm was unique. By the 1980s, with larger wheels, re-equipped interiors and wind-up windows, the Mini was a better car than ever, and, looking much the same, it was still selling steadily at the end of the 1990s: more than five million had already been made. Now in the 2000s, we have the New Mini, larger and heavier than before.

The Morgan ( 1946 ) 4 X 4

Although the original four-wheeler Morgan was shown in the mid-1930s, it was overshadowed by the company's older three-wheeler models until the end of the Second World War. From that point, while altering the original style only slightly as the years passed by, Morgan concentrated on their four-wheeler sports cars.

Morgans were first made by a family-owned business in 1910 (a situation which has never changed), and even the first cars employed a type of sliding-pillar independent front suspension which is still used to this day. Assembly was always by hand, always at a leisurely pace, and even in the post-war years it was a good week which saw more than ten complete cars leave the gates in Malvern Link.

The post-war 4/4 retained the simple ladder-style chassis and the rock-hard suspension for which the marque is noted, and still looked like its 1939 predecessor. It used to be said that the ride was so hard that if one drove over a penny in the road, a skilled driver would know whether ‘heads' or ‘tails' was uppermost. Although pre-war cars had been powered by Coventry-Climax, the post-war chassis was exclusively fitted with a specially-manufactured overhead-valve Standard 1,267 cc engine (which never appeared in Standard or Triumph models). Although this engine only produced 40 bhp, the Morgan was such a light car that it could reach 75 mph, while handling in a way that made all MG Midget owners jealous.

The style was what we must now call ‘traditional Morgan' – it was a low-slung two-seater with sweeping front wings, and free-standing headlamps, along with cutaway doors and the sort of weather protection which made one drive quickly for home in a shower, rather than stop to wrestle with its sticks and removable panels. Up front, there was a near-vertical radiator, flanked by free-standing headlamps, while the coil spring/vertical-pillar front suspension was easily visible from the nose. Most 4/4s were open-top two-seaters, though a more completely trimmed and equipped two-seater drop-head coupé (with wind-up windows in the doors) was also available. Bodies were framed from unprotected wood members, with steel or aluminium skin panels tacked into place, and were all manufactured in the Morgan factory.

Here was an old-style, no-compromise sports car made in modern times – a philosophy which Morgan has never abandoned. Requests for a more modern specification were politely shrugged off, waiting lists grew, and Morgan has been financially healthy ever since. Before the 4/4 was replaced by the altogether larger 2.1-litre Plus 4 of 1950, a grand total of 1,720 4/4s were sold.

Hand assembled, these low-slung two-seater sports cars had cutaway doors and a near vertical radiator which was flanked by free-standing headlamps. Most were open topped and had rock-hard suspension.

Aston Martin DB5 ( 1963 )

Fame comes in strange and unexpected ways. Although the Aston DB4 and DB5 models were already respected by the cognoscenti, the DB5 did not become world-famous until used as James Bond's personal transport in the film Goldfinger. Although not equipped with Bond's ejector seat, it appealed to millions, and the DB5's reputation was secure for ever. Technically, of course, Aston Martin had always been a marque of distinction.

Following the success of the DB2, DB2/4 and DB Mk III models of the 1950s, Aston Martin commissioned a totally new and larger series for the 1960s, beginning with the DB4 in 1958. Built around a simple steel platform chassis, it was clothed in a sleek light-alloy fastback body style by Superleggera Touring of Italy (but built at Newport Pagnell). The skin panels were fixed to a network of light tubing, a method patented by Superleggera. Power (and what power!) came from a magnificent new 3.7-litre twin-cam six-cylinder engine, which soon proved to be strong and reliable in motor racing. The DB4 came close to matching anything so far achieved by Ferrari. All this, allied to a close-coupled four-seater cabin, and high (traditionally British) standards of trim and equipment, made the expensive DB4 very desirable.

The DB5, which was launched in 1963, was a direct development of the DB4; it had a full 4-litre engine, a more rounded nose with recessed-headlamps, and many equipment improvements. Two varieties of engine – the most powerful with a claimed 314 bhp – were on offer, as were non-sporting options such as automatic transmission, which came a full decade before Ferrari stooped to such action.

It was such a complicated, mainly hand-built, machine that it had to sell at high prices. The saloon cost an eye-watering £4,175 in 1963 (there was also a convertible version, at £4,490) and because assembly was a lengthy and careful business, sales were limited to only ten cars a week. It was not for years, incidentally, that it became clear that even these prices did not cover costs, for Aston Martin was merely the industrial plaything of its owner, tractor magnate David Brown.

DB5s could safely reach 140 mph, with roadholding, steering and brakes to match, all the time producing the characteristic booming exhaust notes for which they became famous. Although they looked sinuous and dashing, they were heavy machines and there was no power-assisted steering on this model.

Clearly, this was a bespoke GT machine which would run and run, as the longer and more spacious DB6 which took over in 1965 would prove. In only two years, a total of 1,063 cars (123 convertibles, and 12 of them very special estate car types) were produced. Almost all have survived.

The DB5 became world-famous as James Bond's car in the film Goldfinger. Lacking the ejector seat, this mainly hand-built car appealed to millions. Although it was a heavy car to drive, as it lacked power-assisted steering, the DB5 had good roadholding.

The Jaguar E Type ( 1961 )

By almost any reckoning, Jaguar's original E-type was the sexiest motor car ever launched. It looked wonderful, it was extremely fast, and it was always sold at extremely attractive prices. For more than a decade, it was the sports car by which all other supercar manufacturers had to measure themselves.

Originally conceived in 1956 as a successor to the D-type racing sports car, the E-type was not to be used for that purpose. Re-engineered and re-developed, it became an outstanding road-going sports car, taking over from the last of the XK cars – the XK150 – in 1961. Like the D-type, its structure acknowledged all the best contemporary aerospace principles, utilising a multi-tubular front chassis frame which surrounded the engine and supported the front suspension and steering, and was bolted up to the bulkhead of the pressed steel monocoque centre and rear end.

Power came from the very latest version of the famous XK six-cylinder twin-cam engine, with three SU carburettors and no less than 265 bhp (according to American SAE ratings). It was matched by all-independent suspension, four-wheel disc brakes, and a unique, wind-cheating body style. As with the C- and D-type racing cars, the E-type's shape had been designed by ex-aircraft industry specialist Malcolm Sayer, who combined great artistic flair for a line with the ability to calculate how the wind would flow over a car's contours. For practical purposes, the E-type's nose might have been too long, its cabin cramped, and its tail too high to hide all of the chassis components, but all this was forgiven by its remarkable aero-dynamic performance – and its enormous visual appeal.

Open and fastback two-seaters were available from the start, and although a 150 mph top speed was difficult for an ordinary private owner to achieve, this was a supercar in all respects, being faster than any other British road car of the period (and, for that matter, for many years to come). Much-modified types eventually won a series of motor races at just below world level, for they were really too heavy for this purpose. Only three years after launch, a 4.2-litre engine, allied to a new synchromesh gearbox, was adopted, and a longer wheelbase 2+2 coupé followed in 1966.

The E-type sold well all around the world, especially in the USA although new safety laws caused the car to lose its power edge, and its headlamp covers before the end of the 1960s. The Series II's performance did not match that of the original, and by 1971, the E-type was a somewhat emasculated car. A final Series III type was powered by Jaguar's new 5.3-litre V12 engine, and a top speed of 150 mph was once again within reach.

Drivers did not seem to mind the small cabin and less than perfect ventilation, but in the end it was more safety regulations and changes in fashion that caused this wonderful motoring icon to fade away. The last of 72,520 E-types was built in 1975, when it was replaced by an entirely different type of sporting Jaguar, the larger, heavier and not so beautiful XJ-S.

Considered to be the sexiest car ever launched, the E-type was a fast and outstanding sports car. Designed by an ex-aircraft specialist, it had a remarkable aerodynamic performance.

Land Rover 1948

Here is a classic case of the stop-gap project which soon outgrew its parent. Before the Land Rover appeared, Rover had been building a relatively small number of fine middle class cars. By the 1950s they were building many more Land Rover 4x4s, and the cars were very much a minor part of the business.

Immediately after the war, Rover found itself running a massive former ‘shadow factory' complex at Solihull, and needed to fill it. (A ‘shadow factory' was an aero-engine factory established during the rearmament of the 1930s.) Faced with material shortages, it could not build many private cars, and elected to fill the gaps with a newly-developed 4x4, which it would base unashamedly on the design of the already legendary Jeep from the USA.

Early Land Rovers shared the same 80 in/2,032 mm wheelbase as the Jeep, and the same basic four-wheel-drive layout. The Land Rover, however, was much more versatile than the Jeep, in that it was built in myriad different guises, shapes and derivatives, and it used aluminium body panels, which ensured that it was virtually rust-free. Apart from the fact that it was not very fast or powerful, (though time and further development would solve those problems) the Land Rover could tackle almost any job, climb almost any slope, and ford almost every stream, which made it invaluable for farmers, contractors, surveyors, explorers, armies, public service companies – in fact almost anyone with a need for four-wheel-drive traction, and the rugged construction which went with it.

It wasn't long before the original pick-up was joined by vans, estate cars, short and long wheelbases to choice, petrol and diesel engines. A long list of extras became available: winches, extra-large wheels and tyres, and liaison with specialist companies ensured that it could be turned it into an impromptu railway shunting vehicle, a portable cinema truck, an equipment hoist, and a whole lot more. Its short-travel leaf spring suspension gave it a shatteringly hard ride and the Land Rover engineers stated that this, at least, limited cross-country speeds to keep the chassis in one piece.

Later models grew larger, longer, and more powerful, but it would not be until the 1960s that the first six-cylinder type appeared, not until 1979 that the first V8 Land Rover was sold, and not until the early 1980s that coil spring suspension finally took over. Sales, however, just went on and on, with the millionth being produced in the mid 1970s. By the late 1990s, when the ‘Freelander' model appeared, 1.5 million Land Rovers had been manufactured, although by then it had been renamed ‘Defender' and

Bentley Continental R-Type 1952

After Rolls-Royce took over Bentley in 1931, it was more than 20 years before the new owners produced another truly sporty new model. But the wait was worthwhile. The R-type Continental of 1952–55 was a great car by any standards, which not only looked sensational, but was also extremely fast.

Even before 1939, Rolls-Royce had dabbled with super-streamlined prototypes (one of them being called a ‘Bentley Corniche'), but production cars had to wait until after the war. Using only slightly modified versions of the existing Bentley Mk VI saloon car's chassis, but with a superbly detailed two-door four-seater coupé designed by the coachbuilder, H.J. Mulliner, the company produced an extremely fast (115 mph), exclusive, and very expensive car, whose title told its own story.

The Continental certainly did not gain its high performance by being light, but by a combination of high (unstated) horsepower, and by the remarkable aerodynamic performance of the bulky, yet sleek shell. There was, of course, no way of taming the drag of the proud Bentley radiator grille, but the lines of the rest of the car were as wind-cheating as possible, the long tapering tail being a delight to the eyes. Like all the best 1930s Bentleys, it had two passenger doors, and a full four-seater package. Leather, carpet and wood abounded – for no concessions were made to ensure a high performance.

Here was an expensive grand tourer for the connoisseur and, by definition, it was likely to sell in small numbers. Put on sale in 1952 at £7,608 (at a time when Morris Minor prices, for instance, started at £582 ), it was ideal for the ‘sportsman' who liked to drive far and fast, wherever conditions allowed. It was produced in the traditional Bentley/Rolls-Royce style, for the engine was low-revving, the steering and most other controls quite heavy, and the fuel consumption ferocious – but the fit, finish and quality of every component (especially the interior trim) were of the very highest quality.

As ever, Rolls-Royce/Bentley never thought it necessary to reveal the power output of the big six-cylinder engine, whose overhead inlet/side exhaust valve layout was only shared with one other British make of car – the Rover of the period. Needing only to point out the easily provable performance of their cars, they let acceleration figures speak for themselves.

In a career of only three years, the R-type Continental needed little improvement, for the engine was a very powerful 4.5-litre u

Lotus Elite ( 1958 )

Right from the start, when he built his original special- bodied Austin Seven trials car, Colin Chapman showed signs of engineering genius. Setting up Lotus, he sold his first car kits in the early 1950s, and soon progressed to building advanced racing sports cars. The first true Lotus road car, however, was the very advanced Lotus Elite.

First shown in 1957, but not available until a year later, the new two-seater Elite coupé was irresistibly attractive. Even though Lotus was still a small company, Chapman had laid out a car which pushed technology to the limit. In particular, he decided to make the Elite without a separate chassis, using a fully-stressed fibreglass monocoque body which would only include steel sections for a few local reinforcements.

Not only was this amazing machine to be powered by a race-proved overhead-camshaft engine from Coventry-Climax, and had four-wheel independent suspension, but it was achingly beautiful, and was quite amazingly light in weight. No-one, it seems, was ever likely to confuse the Elite with any other car, for its tiny, smooth and always curving lines had no rivals. Looking back into history, its only real drawback was that the door windows could not be wound down, but had to be removed to provide better ventilation.

In engineering terms, though, ‘adding lightness' often adds cost too, and there was no doubt that the Elite was always going to be a costly car to make and sell. The fibreglass monocoque body shells proved to be difficult to make in numbers, major bought-in items like the Coventry-Climax engine were very expensive, and owners soon found that a great deal of maintenance and loving care was needed to keep the new sports car running.

Refinement was not then a word which Lotus understood and the Elite was a rather crudely equipped and finished machine at first; the interior environment was very noisy, for there was little attempt to insulate the drive line and suspension fixings from the monocoque, which acted like a fully matured sound box.

As the years passed, the Elite's specification changed, with the power of the engine gradually being pushed up to 100 bhp (which brought the top speed to more than 120 mph, quite amazing for a 1.2-litre car), a ZF gear-box adapted and (for Series II cars) a different type of rear suspension geometry specified.

Special Elites, particularly when prepared at the factory, were outstandingly successful class cars in GT racing, even appearing with honour in major events such as the Le Mans 24 Hour and Nurburgring Six Hour events. Years later Colin Chapman admitted that the Elite had never made profits for Lotus, which may explain why he was happy to phase it out in 1962, ahead of the arrival of the backbone chassised Elan. Nothing can ever detract from the gracious style and inventive engineering which went into the car. A total of 988 Elites were made.

Committed owners usually forgave the Elite for the car's failings, as here was a car which drove and handled like no other rival. Light by the standards of the day, it was not only fast, but remarkably economical too.

Please visit my Vintage Classic Cars on Art Prints Collection 1900-1913 @ http://www.fabprints.com/CARS.html

My other website is called Directory of British Icons: http://fabprints.webs.com

To visit the list and links to my other Blogg articles: http://bloggs.resourcez.com

The Chinese call England "The Island of Hero's" which I think sums up what we English are all about.

Copyright © 2010 Paul Hussey. All Rights Reserved

About the Author

Please visit my Funny Animal Art Prints Collection @ http://www.fabprints.com

My other website is called Directory of British Icons: http://fabprints.webs.com

To visit the list and links to my other Blogg articles: http://bloggs.resourcez.com

 

The Chinese call England "The Island of Hero's" which I think sums up what we English are all about.

 

Copyright © 2010 Paul Hussey. All Rights Reserved.

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Could twin 50 cals on a WWII bomber shoot down an enemy fighter?

Would the gunner have to be lucky? I don't mean a group of B17s. I mean one gunner in a turret against a fighter.

An interesting question.
The M2 .50 caliber machine gun has considerable hitting power. Theoretically, yes, in a non-crossing shot (no deflection) so the gunner can track for a few seconds, with a long enough burst.
Historically, there is no confirmed instance, in the ETO, of a single bomber gunner knocking down a fighter. Propaganda mentioned stories about gunner "aces"- untrue.
Usually, the best a gunner would do would be a quick 1/2 second burst in a high deflection shot. This might be enough to make the fighter break off,or shoot badly; which is the gunner's job actually...

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Scottish Savings Forgotten in Battle Against Debt

With the cost of living rising and the availability of credit withering at an alarming rate, many Scots have prioritised keeping their finances protected against rising debt in the battle with the crunch.

Such is the claim of Lloyds TSB, which explained that while many consumers have attempted to slay their debt demons, savings efforts have dwindled substantially. According to a study conducted by the group, more than two-fifths (41 per cent) are now saving less than they were six months ago, with 36 per cent of people saying they had concentrated on clearing debt as inflation has risen and fears of recession have circulated. Indeed, the bank notes that while the current economic crisis may put a forced end to the buy now, pay later culture which has pervaded Britain, it seems that many people north of the border have struggled to put more of their money aside. More than a fifth (21 per cent) said that they currently have less than 500 pounds in their savings. So too, residents throughout the UK were found to have struggled to stash the cash as the financial climate has grown ever more inimical.

On average, 37 per cent of consumers throughout the UK are now saving less than they used to, with this proportion rising to 43 per cent in the 45 to 54 age group. However, younger generations were said to have bucked the trend, with nearly a third (32 per cent) of under-25s currently saving more than they were six months ago.

For those who have been unable to put money aside in recent months as inflation has soared and payment responsibilities mount, taking out a debt consolidation loan may prove an effective way to get finances back on a firm footing. Taking out a loan for the purposes of debt consolidation may prove particularly appealing for the one in three people who were said to not to save on a regular basis. Of these, 57 per cent said that a lack of spare cash was holding them back from upping their savings efforts.

Commenting on the figures, Mark Cockburn, retail network director at Lloyds TSB Scotland, said: "Saving is a must for everyone. With economic conditions set to become more challenging, having the comfort of a savings nest-egg could be a lifeline for many Scots families during these difficult times. But it is difficult to put money aside with rising bills and ever increasing household expenses. While everyone understands the good sense in saving, what consumers told us they need is more guidance and advice on how to save more when their finances are being squeezed."

According to Abbey, managing debt commitments has become the number one priority for households across the country. The group noted that 41 per cent of respondents believed paying bills on time was now the biggest aim, compared with nine per cent of people who placed saving at the top of the list.

About the Author

Abbi Rouse writes for All About Loans. Our visitors can apply online for bad credit secured loans. We also specialise in the cheapest loans online, and UK consolidation loans. Visit today.

Garrison Cap

A garrison cap, garrison cover, wedge cap, flight cap, side cap, forage cap, or overseas cap is a foldable cap with straight sides and a creased or hollow crown sloping to the back where it is parted.
batik fashion
It is a variant of the Glengarry, being distinguished by a lack of tartan or check trim, toorie, and ribbons typical of the original. It has been associated with various military forces from the World War I era to the present and various youth organizations. A convenient feature of this cap is that when the owner is indoors and no coat-hook is available on which to hang it, it can be easily stored (by folding it over the belt or, unofficially tucking it into an epaulette.) In the Canadian army, the field service cap (French: calot de campagne) is defined by the Canadian Forces Dress Instructions as a "cloth folding or 'wedge cap'...Originally designed for wear during field operations and training, it may now also be worn as an undress cap with full and undress uniforms."[1] The cap is worn as part of the Undress uniform by students of Royal Military College of Canada,[2] and as an optional item by all ranks of Rifle regiments with Ceremonial Dress, Mess Dress, and Service Dress uniforms. The field service cap was originally adopted Army-wide in 1939, and replaced in 1943 by a khaki beret. The Coloured Field Service Cap was a variant permitted for private purchase and worn only when off duty. These were done in the colours of the regiment or corps of the wearer. In the Canadian air force, the blue wedge cap (French: calot) is authorized for wear with all orders of dress.It is properly worn "on the right side of the head, centred front and back, with the front edge of the cap 2.5 cm (1 in.) above the right eyebrow."[5] Cap badges are worn on the left side, with the centre of the badge 6.5 cm (2-1/2 in.) from the front of the cap centred between the flap and the top seam.The cap worn by general officers is embellished with gold piping. Military police wear a scarlet flash in the front of their wedge caps showing 1 cm (1/4 in.). Prior to Unification in 1968, the Royal Canadian Air Force wore uniforms similar to those worn by the Royal Air Force, including a blue wedge cap. After 1968, the uniforms of the three services were replaced by a universal rifle-green uniform; the air force, however, was permitted to retain the wedge cap, although in rifle green instead of blue. With the advent of the Distinct Environmental Uniform, the blue wedge cap returned. In France, the bonnet de police replaced the kepi because of its greater convenience, when the "Adrian" steel helmet was issued in 1915. The bonnet de police is now worn by anti-riot law enforcement units, such as the Gendarmerie Mobile of the French Gendarmerie (at least when in riot control gear) and the CRS of the French National Police. Members of these units may have to change quickly from an ordinary headdress to a helmet, and an easily foldable cap is therefore practical. Between 1944 and 1962 this headdress was worn by most branches of the French Army in a wide variety of colours, which normally matched those of the kepis historically worn by the particular branch or regiment. At the end of the Algerian War the bonnet de police, was replaced by the beret for most units. In the modern French Army the bonnet de police is still worn by the 1st Regiment of Spahis in the historic bright red of this branch. The French bonnet de police has a different origin than that of the glengarry. The French headdress originated as a long, pointed bonnet with a pompon at the end of the trailing crown (resembling the English nightcap). The rim of the cap was folded upward. Originally the pompon hung down at the back between the soldier's shoulder blades; subsequently the cap became shorter and the tail hung near the soldier's ear. By the mid-nineteenth century the bonnet de police had become a true flat cap with no trailing crown. Instead the pompon dangled from a short cord sewn onto the rim in front of the bonnet de police, hanging above the soldier's right eye. This style of headdress with a trailing tassel was widely worn by both the Belgian Army and the Spanish Army during the first half of the 20th Century. It is still used by the Spanish Foreign Legion. In the British Army, a khaki forage cap, described in a 1937 amendment to the Dress Regulations for the Army as "similar in shape to the Glengarry" was introduced as the Universal Pattern Field Service Cap, and saw extensive service during World War II. In the Royal Air Force, a blue-gray forage cap (or chip bag hat) of an identical style remains widely worn with both working dress and flying suits. In the U.S. armed forces it is known as a garrison cap, campaign cap (not to be confused with campaign hat, a distinct form of headgear), flight cap, garrison hat, fore-and-aft cap, envelope cap, cunt cap, pisscutter or overseas cap and also the flat hat. When first issued to U.S. "doughboys" in World War I, the hat was called the "overseas cap" as it was only worn by troops in France who were given the French type forage cap as they did not have their campaign hats. The overseas cap could be stored easily when the helmet was being worn. A blue overseas cap was adopted post war by the American Legion. The hat largely disappeared between the wars except for the Air Corps, Paratroopers and Armored Force. The hat was widely issued from 1941 on and lost its 'overseas' distinctiveness. With the replacement of the campaign hat the garrison cap was given branch of service color piping similar to what had been on the cord of the campaign hat with officers having black and gold and generals gold trim. This practice was later discontinued when individuals had to purchase a new hat if they were transferred to a different branch of the service. Recently it has largely been replaced in the U.S. Army by the beret (except for use with a variation on the Army Green Service Uniform called Dress Greens), but remains in use in the other U.S. Armed Forces. The garrison cap can still be worn but is not favored by Army servicemen and is the standard headgear of Army JROTCs and ROTCs. In the USSR the Garrison Cap was known as a "Pilotka". They were the most common type of hat in the WWII Red Army and were used alongside ushankas. In Sweden it's known as (lit. Boat cap) and is mainly used by the Swedish Police Service and has been the standard headwear since the 1980s.
About the Author

Himfr is a scholar, focusing his research on Chinese cultures. If you are interested in purchasing China goods, please visit www.himfr.com

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Porsche Car Hire the Ultimate Sports Car

Car manufacturer Porsche SE is a German brand that prides themselves on luxury, quality and performance. Porsche car hire is owned by Germany families, Porsche and Piech families respectively. The Porsche family are a family of industrialists related to Ferdinand Porsche (created the VW beetle and development in German tanks the Tiger) who designed many of the first Porsche cars that were mass produced for the public for the company that he founded in 1940, Porsche.

Porsche car hire currently have a portfolio of high performance and luxury automobiles including the 911, 997, and the Boxster. Also the use specialise in 4 x4, sport and utility vehicles for use in suburban areas.

The 1999 Porsche 911 GT3 was produced and marketed as a high performance road legal car of which was more advanced then the standard 911. Named after the FIA GT, it was the first water cooled version of the Porsche 911. Porsche car hire also have a racing version of the 911 GT3 which has come first in many competitions, included Le Mans and other 24 hour races. Competitions are fierce in the market for super cars and the Porsche 911 GT3 is up against Italian giants Ferrari with their F430 and German luxury car manufacturer BMW with a GTR M3.

Many members of public feel that Porsche are out their price range so this was addressed with the Boxster. This mid engine little roadster was introduced in 1996 and has been quite successful. With a 2.5 litre flat 6 cylinder engine in the beginning, the model has evolved to introduce a 3.2 litre monster for increased performance. Porsche car hire then released a new generation to their popular roadster model with the type 987. These cars were even more powerful then their predecessors with increased engine output. Despite having a few cosmetic changes the Boxster has not strayed from the originals shape and style.

One of the greatest Porsche car hire automobiles ever made is the Porsche Carrera GT. This was a real beast, a mid engine sports car powered with a 5.7 litre V10 engine. From standstill to 60 miles per hour this car can do it in less than 3.5 seconds, with a maximum all out speed of 205 mph. You can get this car from Porsche car hire companies in five colours only, which include variants of Red, Yellow, Black, Silver and Grey. Custom colours were available if you placed an order for the car at a factory.

The Carrera GT has a 6 speed manual gearbox, complemented this with a beech wood gear knob from the Porsche 917 Le Mans racer. The main rival to this car is Ferrari's Enzo, however with the Enzo priced in at approximately $660000 the Carrera GT has as slight advantage being only $444000.

If you're after an unforgettable driving experience then Porsche car hire could be for you! With a wide choice of performance super cars such as the Carrera GT and the 911 GT3 you can be spoilt for choice when it comes to selecting a hire car to show off in, or just to have a weekend away with the open road.

About the Author

Porsche Car Hire
. One search to compare the best car hire companies online.
La Manga Club
in Spain the perfect holiday resort.

Taking A Look At The Classical Fighting Art Of Yabusame

It is a little known fact that before the samurai of ancient Japan incorporated the sword into their martial arts training, the samurai practiced the classical fighting arts of the bow. The Japanese martial art of shooting a bow with incredible accuracy while on horseback became known among the samurai as "The Way of the Horse and Bow". In the true fashion of the Japanese culture, they no doubt took a cue from the Mongolians and improved what another culture had to offer.

The bow has become a ritual rather than a practical instrument in Japanese martial arts training. Introduced to the culture in ancient times, it was different from the European bow from which it was derived. The main difference is the handgrip.

In Japanese classical fighting arts, the handgrip of the bow is placed closer to the bottom of the bow tip rather than halfway in between. This makes the top section of the Japanese bow slightly longer than the bottom for a different type of feel.

Up until the 4th Century, archers were considered infantry and traveled on foot. It wasn't until much later, during the 10th Century, that the bowmen took to horseback and martial arts training in the bow became an elite sport of the samurai.

From 1192 to 1334, the Kamukura Period, archery on horseback was used as a part of the samurai's martial arts training to keep them in shape during peacetime.

Over time, this form of archery went from a form of martial arts training to a highly ritualized Japanese martial art: the art of Yabusame. It was believed that each time the arrow struck its target, the energy of the hit and the courage of the rider would be transferred to the audience, and most of all, the gods.

Yabusame today is a very serious ritual among the Japanese. The classical fighting arts of Japan all have something to do with ritual. In fact, there is not one aspect of Japanese culture not bound to tradition or ritual.

Yabusame takes the Japanese martial art of archery and sets it above all others, even that of the sword. This ritual is so sacred it is frequently performed on special occasions reserved for visiting dignitaries, royalty or presidents. At one time only the most skilled warriors were chosen to be Yabusame archers. This was, and still remains, a great honor.

Yabusame, one of the classical fighting arts, is still recognized in Japan. While only two schools in the country continue to teach Yabusame (Ogasawara and Takeda), there are still many skilled students carrying the tradition.

This Japanese martial art training skill still manages to entertain people during festivals and celebrations throughout the country. Though its use is considered more ritualistic and impractical, it will continue to have an appeal for many decades to come.

About the Author

Knowing the art of martial arts is an asset for protection. Claim your free karate secret gift, and more useful information about classical fighting arts from Mike Selvon's portal, and leave a comment at his martial art blog.

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Sir Winston Churchill- Book Excerpt

Sir Winston Churchill

Born November 30, 1874

Died January 24, 1965

Prime Minister of England when it really counted, Sir Winston led the Brits to victory over the evil Nazi Empire in World War II -- no easy task, especially when many thought the British would wave their white hankies, grab a pint, and call it quits.

Churchill gained fame as a reporter during the Boer Wars and World War I, attracting a large audience with his top-notch writing, and serving in nine British regiments. Using the publicity from his high-profile exploits, Winston won a seat in the general election of 1900, the first victory in a political career that would last sixty-two years.

Churchill lost elections as a Liberal free trader and Independent anti-Socialist and won under the Conservative label of “Constitutionalist.” The public gave him more lives than a cat, and he proved his political mettle time and time again with leadership, patriotism, and fresh ideas.

On one issue, Churchill never wavered: the growing threat of an aggressive Germany. Opponents accused him of warmongering, for promoting disarmament, but his instincts were dead-on. In 1940, at the age sixty-six, Churchill was finally appointed prime minister. He forged a fierce union during World War II by teaming with Franklin D. Roosevelt and unlikely ally Joseph Stalin to fight the Nazi war machine.

Churchill’s public broadcasts and fiery oratory kept spirits high during the Blitz bombings, and his popularity allowed him to survive several confidence votes in Parliament.

You’d think Churchill’s position as prime minister would be safe after leading his country to victory, but noooo. The masses loved him as a war leader, but failed to see him as leader of the party; two months after VE-day, Churchill and his Conservative cause was out the door.

Bouncing back as usual, he got the top spot in 1951 and remained prime minister until 1955, when strokes forced him from office. In 1953 he received the Nobel Peace Prize for Literature, along with being knighted by the queen. He died in London in January 1965, and anyone who was anyone came to the great statesman’s funeral.

Michael Stusser: Sir, you’re in your . . .

Winston Churchill: Jammies! PJs! Bloody well right. Man’s got to be comfortable -- and in my right hand is a fine glass of bubbly. Care to join?

MS: Champagne? No sir, it’s not even . . .

WC: It’s cocktail hour somewhere, my dear man.

MS: Would you say you had a drinking problem?

WC: All I can say is that I have taken more out of alcohol than it has taken out of me. Truth be told, I watered my whiskey -- just wanted the Ruskies to think I could drink them under the table.

MS: And your interest in cigars. Where did that start?

WC: Havana, 1895. Went down there to see some live military action and got hooked on Cubans! We pretty much lived on cigars and oranges -- bee’s knees!

MS: Think you were addicted?

WC: I had my oxygen mask outfitted so I could smoke while air-borne. If that’s not addiction, I don’t know what is. Now let’s begin this blasted tête-à-tête, shall we? What say I talk and you listen?

MS: Go right ahead, sir.

[Churchill works furiously, scribbling notes onto a pad.]

WC: One moment, son, I’m just preparing my impromptu remarks. There we are. And let’s begin.

MS: Maybe you can talk a bit about your upbringing.

WC: Happy to. My father, Lord Randolph Churchill, was a politician as well. Fancy it’s in our blood. Royal blood, I might add -- my pops was a descendant of John Churchill, the first duke of Marlborough, and he had some successful wars indeed, taking it to Louis XIV of France. Aces!

MS: Right. Um, not to be indelicate, but it’s been speculated that Lord Churchill was not actually your . . .

WC: We did not have the sort of relationship that father and son might want, and for reasons I cannot explain. In terms of who did what to whom in the boudoir, I will not be going there.

MS: Your mother?

WC: The lovely Jennie Jerome, from New York City. Lady Randolph. Her pappy was filthy rich, though we earned our own loot. They put me up in boarding schools -- it’s how we did it back then, and even though my mum rarely visited, I worshiped her, really did. Thing is, I was quite the underachiever in school. Lazy, total lack of effort, not my cup of tea. Took me three blooming tries to pass the entrance exam to the Royal Military Academy.

MS: Well, you made up for that, sir.

WC: Damn right. I was a helluva writer as well, did you know that?

MS: Yes, you wrote --

WC: Penned dispatches from Cuba, India, and campaigns in the Nile. Could have avoided politics altogether, and made a good go of it living by the pen. But I got the fever, in 1900, I did. Maybe it was because my father was such a prominent politico, but I felt I had to run for Parliament, and eventually won a spot with his old slogan, “Tory Democracy.” Got a nice ring to it.

MS: Probably helped that you were loaded.

WC: Loaded? As in drunk on a bender?

MS: No, loaded, as in rich.

WC: You’ve got the wrong man, I’m afraid. Though I may have had an aristocratic birth, I didn’t inherit a pot to piss in. My mum spent whatever loot there may have been. In fact, the reason I wrote my historical pieces was because I needed the coin. The writing allowed me to be my own man as a politician.

MS: Were you always a great speaker?

WC: Heavens, no. I worked at it. Had a speech defect that held me back a bit.

MS: You’re kidding.

WC: Not at all; had a bit of a lisp. I was fine for set speeches -- good as they get -- but in the impromptu, I had to be careful. Practiced like the dickens.

MS: I’ve heard about a conversation you had with Nancy Astor about women’s rights that turned nasty. Was it true?

WC: Oh, Lady Astor was a beauty. She was visiting Blenheim Palace and we disagreed a bit on things, to the point where she told me that if she were my wife, she’d put poison in my coffee. And I told her that if she were my wife, I’d drink it!

[ Laughter]

WC: She went on to become the first female MP in the House of Commons, by the way. Fancy that!

MS: You were often accused of crossing party lines for political gain.

WC: And both sides of the aisle hated me with equal vigor. What really mattered was my popularity with the regular blokes.

MS: Back in 1920, you had a bit of trouble in Iraq.

WC: Doesn’t everybody? I really thought we could just pound away at them from the air, but the uncivilized bastards are impossible to get at.

MS: What was the best decision you ever made?

WC: Marrying Clementine Hozier. No question about it -- after taking on the ball-and-chain, I was a winner no matter what happened. We went on for fifty-seven years. Here’s to beating the average. Cheers!

MS: What about your best political decision?

WC: So many to choose from -- but probably putting [friend and industrialist and newspaper baron] Lord Beaverbrook in charge of air-craft production in 1940. He was a fabulous businessman, and that allowed us to gear up in a hurry, don’t you know, with both engineering and production.

MS: It helped that you had the best pilots in the world.

WC: Righto -- when I said, “Never in the field of human conflict was so much owed by so many to so few,” well, the “few” were the Allied fighter pilots, god bless ’em.

MS: When did you first start worrying about the Germans?

WC: Oh dear, early, early in the game. Back in 1911, if I’ve got my years right, the Germans sent a gunboat to Agadir [a Moroccan port to which France had claims] and I knew then that if push came to shove, we’d have to be at France’s side. I started getting the navy ready, lickity-split, then got the cabinet to shell out the largest naval expenditure in British history.

MS: Not to sound morose, but you were kind of made for World War II.

WC: I was ready, of that there’s no doubt. I’m old school when it comes down to values and what we Brits stand for. One of the last believers in Whig history.

MS: Forgive me if I’m not up on obscure English history.

WC: It’s the belief that we British have a unique greatness -- imperial destiny! This wasn’t a time to sit back and have a spot of tea; we needed action, Jackson! And I thrived on the conflict, loved a challenge, daresay even a crisis. Tests the soul, challenges the ol’ noggin. September 3, 1939, the day England declared war on Germany, Neville Chamberlain put me in my old naval post and the word went out to the fleet: "Winston is back." Back, baby!

MS: “I have nothing to offer but blood, toil, tears, and sweat.”

WC: My first speech as prime minister [1940].

MS: Pretty inspiring.

WC: That was the idea. We were about to take on the enemy full force -- needed balls the size of battleships.

MS: Before the Battle of Britain.

WC: Spot-on. That’s when I said, “We shall defend our island, whatever the cost may be, we shall fight on the beaches, we shall fight on the landing grounds, we shall fight in the fields and in the streets, we shall fight in the hills; we shall never surrender.” Bracing ourselves for our finest hour, and, as it turned out, it truly was.

MS: The turning point?

WC: Our bravery throughout. But it helped to be fighting an uneducated, maniacal tyrant.

MS: Hitler?

WC: Daft dolt forgot about winter! Went into Russia in 1941 and simply forgot that it got blooming cold as the queen’s bum on a sleigh ride over there -- freezing temps, snow. Ha! I never made a blunder half as bad!

MS: When the Japanese attacked Pearl Harbor [December 7, 1941], you immediately went to Washington, D.C.

WC: Everything was changed that day. Roosevelt and I pooled all we had for the common good -- military and economic resources, even combined chiefs of staff and command. We were in it together, and not a minute too late.

MS: Describe your relationship with FDR.

WC: Asked her to marry me, she turned me down flat.

MS: No, that was actress Ethel Barrymore. I asked about Franklin D. Roosevelt.

WC: Oh! Righto! Well we were mates, but, more importantly, we understood what our countries needed. I remember after he was re-elected in 1940, we started our joint effort.

MS: “Give us the tools, we’ll finish the job.”

WC: And this was before Pearl Harbor, remember, that we had a lend-lease program going. I’d give him a ringie-dingie on the ol’ tellie and he’d lend -- not give us, mind you -- military supplies and such. Key being, ’course, that we didn’t have to send him a million pounds every bloody time we needed ammo.

MS: Were there disagreements?

WC: Stalin was the problem, all right? Today every one knows he was a mass murderer, but I tell you I had a feeling. FDR thought he could handle him -- thought he could keep him from taking Poland or the Czech Republic. I was way ahead of everybody on that one.

MS: Modest, too.

WC: Ultimately, I called FDR the greatest American friend we’d ever known. But Stalin I could never relate to. Too many awkward pauses. Bloody bonkers.

MS: V-day musta been incredible, huh?

WC: As I rode around London I was proud, but I also had foreboding feeling in my belly.

MS: About having to rebuild?

WC: No, about the Soviets with Stalin at the helm.

MS: You’re like a broken record with that . . .

WC: He was an aggressive Ruskie if ever there was one, and I warned anyone who’d listen that the Communists were bad news.

MS: Right. The iron curtain speech. Did anyone listen?

WC: Not so much.

MS: You weren’t treated so well after World War II. In fact, it’s been said that the great man who led the nation at war was not the man to lead it in peace.

WC: Bollocks! The Labour Party coined that little slogan and it worked like a charm. In my not-so-humble opinion, the reason we lost was due to the Conservative Party’s record ten years prior, with nitwits Baldwin and Chamberlain, and I never had a bloody chance.

MS: Were you bored after the war?

WC: Bored and brimming with ideas, chappie. My ideas on the European Common Market were ahead of their time, and much needed. It’s not always easy being a visionary, my boy.

MS: What vision do you have for the world today?

WC: Same vision I had: We need a world government, my friend, a League of Nations. One that is made up of irresistible force and inviolable authority for the purpose of securing peace and preventing war. With it, there are no limits to the blessings which all men enjoy and share. That, and we need to prevent the Iron Curtain from taking over the entire world.

MS: Uh, the Cold War’s over. The Soviet Union kind of went bankrupt and faded away.

WC: Really? Well thank goodness for that. Too much vodka and missiles, not enough chow on the table, eh? Knew it!

MS: Sir, this has been a most interesting interview.

WC: Remember that all the great things are simple, and many can be expressed in a single word: freedom, justice, honor, duty, mercy, hope.

MS: Well said, sir. I’m afraid we’ve run out of --

WC: A few closing words are in order. First, I am prepared to meet my Maker. Whether my Maker is prepared for the great ordeal of meeting me is another matter.

MS: Well you oughta --

WC: And lastly, remember, many forms of government have been tried, and will be tried in this world of sin and woe. No one pretends that democracy is perfect or all wise. Indeed, it has been said that democracy is the worst form of government -- except all those others that have been tried from time to time. Let’s move this into the parlor room, shall we? I’ll tell you about my escape in South Africa, keep the chin wag going a spot longer.

MS: Thanks for your time, sir. I think I need a nap.

Copyright © Michael A. Stusser, 2007

The above is an excerpt from the book The Dead Guy Interviews

by Michael A. Stusser

Published by Penguin; September 2007;$14.00US/$16.50CAN; 978-0-14-311227-3

Copyright © Michael A. Stusser, 2007

Author

Michael A. Stusser is a Seattle-based writer and game inventor. His "Accidental Parent" column (ParentMap magazine) recently won the prestigious Gold Award from the Parenting Publications of America. Stusser is a contributing writer for mental_floss and Seattle Magazine, and his work is frequently published by Law & Politics, Yoga International Magazine, and Go World Travel Magazine.

Stusser is also the cocreator of The Doonesbury Game with Garry Trudeau (winner for "Best Party Game of the Year," GAMES magazine, 1994); EARTHALERT, The Active Environmental Game; and Hear Me Out.

About the Author

http://us.penguingroup.com/static/html/blogs/guest-author/dead-guy-interviews-michael-stusser

Suns Top Weekly NBA Power Rankings - NBA Basketball Picks

The Phoenix Suns came to the top of NBA Power Rankings this week by playing strong on road including handling the Celtics their first loss the season on Friday.

Five of Suns' seven games have been on the road in their remarkable 6-1 season opening, who made Boston look like a bad defensive team.

The Celtics were one place down to second with a 7-1 record. Playing eight games in 12 days. Tired legs affected the defense and the three-point shooting.

The Lakers were one place up to third with Kobe Bryant leading the league in scoring again. Lakers are surviving without Pau Gasol, needing overtimes to win in Oklahoma and Houston this week.

The heat also climbed one place up, joining the Nuggets on the list of teams we didn't think could have a better season than they did last year. But they've got a top-five defense and Dwyane Wade hasn't had to carry as big of a load.

With half the league looking pretty good and half the League looking pretty bad here’s your NBA Power Rankings:

1. Los Angeles Lakers (4) - Kobe is giving me flashbacks of 2005-06 but I snap out of it when the 40 point game ends in a victory.

2. Boston Celtics (1) - If you want to stay in the top spot you can't drop your only home game against your only legitimate opponent in the week.

3. Orlando Magic (3) - Blowout in OKC is a head-scratcher, if "the deepest team in the NBA" can't play better a few people short when the Cavs visit on Wednesday they will be sure to drop--win over the Suns is keeping them afloat.

4. Phoenix Suns (12) - 3-1 with one game left on Eastern Conference road trip, team couldn't have asked for anything more and they couldn't be shooting any better from deep.

5. Miami Heat (9) - Quentin Richardson is in the best shape of his life and he is playing great D in addition to outstanding three point shooting—when will be the first game Wade doesn't lead the team in scoring?

6. Denver Nuggets (2) - Back-to-back road losses hurt, this team is very happy to bring J.R. Smith back but they might be having fears about the Friday the 13th meeting with the Lakers.

7. Dallas Mavericks (7) - The team went 2-1 against three quality opponents, Dirk is in the top five for MVP voting at this point in the season.

8. Atlanta Hawks (8) - Small ball works, the Hawks have done a great job of integrating Crawford in the lineup and Josh Smith realized how difficult he can be to guard in the post.
9. Cleveland Cavaliers (6) - After a four day break, the Cavs will face Orlando and Miami back-to-back, right now splitting would be considered a victory.

10. Houston Rockets (13) - Taking the Lakers to OT is very impressive, Houston is the junkyard dog of the NBA and nobody is excited to face them.

11. Portland Trail Blazers (10) - Win over the Spurs was important for moral, Portland is in a great position to run-off four road wins before entering Atlanta.

12. San Antonio Spurs (5) - Will have to beat Houston this week if they want to get back in the top 10, I understand Pop doesn't want to wear his guys out but he's not giving his stars enough PT to win.

13. Toronto Raptors (15) - The Bosh-Bargnani combo is a difficult guard for almost any team in the League, and that's before you have to worry about the size of Turkoglu.
14. Chicago Bulls (16) - A strong week has the Chi at the top of their division, Tyrus Thomas is out for a while but Luol Deng is playing the best basketball of his life.
15. Oklahoma City Thunder (17) - Beating the teams they should is a good start, beating the Magic at home goes a long way, Durant, Westbrook, and Co. can go 3-1 over the next week.
16. Utah Jazz (14) - Sure they beat the Spurs but they lost to Dallas and now Sacramento, have fun on your road trip.

17. Detroit Pistons (21) - Beating Orlando and Philly in the same week earns them some respect, are the injuries to Rip Hamilton and Tayshaun Prince real?

18. Philadelphia 76ers (18) - They haven't beaten a team who's better than them yet, in fact, they almost lost to the Nets.

19. New Orleans Hornets (19) - Beating Dallas was a nice sign of life but their aren't many easy wins on the horizon.

20. Charlotte Bobcats (24) - Raja Bell's return sparked a few needed wins, this team is twice as good at home as they are on the road.

21. Indiana Pacers (22) - After the next two weeks this team should be sitting above .500, they aren't ready for the playoffs but they are better than people think.

22. Los Angeles Clippers (23) - Three-game streak has Chris Kaman looking like an All-Star, but don't be fooled they were playing Minnesota, Golden State, and Memphis.

23. Milwaukee Bucks (20) - Brandon Jennings showed New York the mistake they made when they drafted Jordan Hill over him.

24. Washington Wizards (11) - A four-loss week hurts, Gilbert is scoring but he isn't taking over like he did before the injury.

25. Sacramento Kings (27) - Down goes Kevin Martin (surprise, surprise) and Tyreke Evans is ready to battle Jennings for the ROY, 55 points in two games is a good start.

26. Golden State Warriors (25) - How long till Don Nelson starts going crazy with his roster?  If Morrow isn't starting by the end of November I'm starting a petition.

27. Memphis Grizzlies (28) - Saying goodbye to A.I. could be best for the team, now if they could only find a way to chase off Z-RO.

28. New York Knicks (26) - This team is sorry, sad, and ugly.  I hope 2010 is worth it because basketball is dying in New York.

29. Minnesota Timberwolves (29) - Is everyone aware that Olesksiy Pecherov is starting in Minnesota?  You know, the 7-footer born in Donestsk, USSR?  No?  Anybody?

30. New Jersey Nets (30) - John Wall would be my pick, especially if Harris is going to get hurt once a month.  If not maybe Ed Davis or Derrick Favors would be an attractive post to pair with LeBron.

About the Author

Hi, I'm here to share sports betting news, odds and picks. Also, i'd love to see your comments on my articles
SamsonVinay

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The Importance of History and Aftermath of War

So much has been written about U.S. Military History, the Civil War, First World War and World War II. But why has this become such a popular topic in the past decade? Did the terrorist act on September 11, 2001 cause this sudden and prolonged interest? Who knows, but it is good that we recall these historical events and keep it front and center on a regular basis.  If not for any other reason than to recognize  the errors and mistakes that caused the deaths and suffrage of so many. A vast amount of information has been available to everybody via the internet in the past decade.  Prior to the 1990s primary media was the television. Typically in the past, if you wanted to know or experience history, you went to the library or you watched it on TV.  The internet not only made history abundantly available, it has also been the catalyst for much of the newer computer image generation techniques. This in turn, has made it exciting, interesting and fun to learn and more educational.  

A popular question pondered by many is "what caused the war or what led to nations engaging in war?" Starting with the chain of events leading up to any conflict is where we find the answer. Take for instance the beginning of World War 2.  A war that was fairly straight forward for the most part. But if you ask a lot of people, they will tell you the Japanese bombing Pearl Harbor was the reason behind the United States involvement. And this is true for the most part. But it is not entirely the reason. It is more the catalyst that changed the public's position in regards to Isolationism. We can also learn a lot from the men and women who fought in the war through their diaries and through media created during and after the World War II.

World War II involved most of the world's nations organized into two opposing military alliances. Germany, Italy and Japan were the primary opposing forces while France, Great Britain, Soviet Union, China, and the United States making up the primary Allied Forces.  Each having their own separate reasons for participating in one of the bloodiest conflicts in history.

The aftermath of World War 2 left the world a different place, both economically and geographically. Soon after the war, conflict again reared its ugly head.  In China as they resumed their civil war, in Greece and in Korea, all with communism playing as a major factor. Much of the European countries were divided with the Soviet Union annexing a significant amount of territory. With Germany split in two, and a number of several smaller nations gobbled up and annexed to other larger nations. Korea and Germany essentially split in two as a result of communism.

The European economy had literally collapsed due to the destruction of the industrial infrastructure, a result of the constant bombing that took place during the war. The Soviet Union also was devastated with destruction of over 30k industrial complexes although they were able to rebound fairly quickly with rapid increases in production right after the war ended.  

Other countries were able to accelerate their economic recovery immediately after the war. West Germany, Italy and France, were all able to rebound economically by the 1950s. Japan was another country that experienced a dramatic recovery. Partially due to the reconstruction by the United States after the war. Unfortunately the U.K. did not fare as well as they continued in a state of economic decline for several decades after the war.

Hopefully we continue to stay on topic when it comes to all nations conflicts. Especially where human destruction occurs such as World War I & II. Observation of a few world war 2 battles helps us see the awe and destruction caused as we learn about the sacrifices by the brave men and women who gave their lives in order to prevent future wars. This might not stop another world war but it certainly can't hurt. I don't think anyone could argue with this point.

About the Author

There has been much written about World War 2 Battles and there has also been a host of quality movies produced over the past decade. In would be surprised at what you learn by reading, even short stories about military history. If you like to read more, or you just like to watch good movies and documentaries about WWII, visit us at http://www.worldwar2movies.com

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VACCINES: THE GENOCIDE OF CHOICE by J.E. Ante

VACCINES: THE GENOCIDE OF CHOICE

I have always wondered if there was a major medical conspiracy against America or other countries of the world especially since WWII ended. There have been so many major medical disasters of foods, drugs, chemicals, and vaccines over the past 60 years it seems impossible they could all be just coincidences.

After WWII ended America virtually kidnapped several thousand of the major chemical and biological scientists of Germany. Much of the German research of chemical and biological weapons were also transferred to America at that time. And even before WWII Hitler sent several thousand Germans to America to influence America's opinion to stay out of the war and to avoid helping Great Britain against the Germans. These Germans were instructed to get jobs in the media, newspapers, government, and sciences to spy on America and influence decisions during WWII in Germany's favor.

Then upon loosing the war America kidnaps several thousand more high ranking German scientists to work in America. Many of these scientists were influential German Nazi Party members who lived through the war years of saturation bombing and saw many of their friends, family, neighbors, sons, and daughters, mothers and fathers killed by bombs and live fire. And then we kidnap these men and their families and says they must now come and work for America (their former enemy) in our most highly sensitive and important industries of chemicals, foods, drugs, and nuclear research.

Hiltler in his writings always stated that the real war to conquer the world was going to be with America because so many of the strongest German ethnic stock immigrated to America. And it is known that Hitler had many chemical and biological weapons that he never used during WWII. Maybe these thousands of German scientists have kept the war going all these years by developing foods, chemicals, and drugs that are harmful to Americans.

Science is now so specialized that only a handful of the top people understand much of the cutting edge science of their specific fields. And it would be fairly easy to develop drugs and chemical that are harmful to Americans and no one would be much the wiser.

Vaccines would be the one specific area I would concentrate upon if I were a long term undercover scientist or drug company executive interested in harming a nation. It would be relatively easy of get your people concentrated in the research and development of vaccines and drugs in your company or departments. Then it would be just a matter of going slowly and making low level or long term toxins that would not be noticed or diagnosed for years until after they are given when it would be too late.

Vaccines are the perfect vehicle for harm because they bypass the bodies nature defenses and are injected directly into the bloodstream. Modern injections of vaccines today is the most idiotic and harmful practices of medicine because of this and no studies are ever done to try and determine their harmful effects past curing whatever ailment they are given to cure. Obviously if you are a drug maker or vaccine maker you do not want to fund a study that may put you out of business. And so no studies are ever done or if done any harmful findings are suppressed or trivialized in the press for many years. So you see the total madness of the current business practice of vaccines and drugs for profit. They are perfect as a vehicle for great abuse and great harm to a nation.

So as a master saboteur the vaccine or drug products will have a built in safety shield of silence, little or no research, and little scientific understanding of only elite scientists. This will keep me in business harming the country of my choice for generations to come. And the high technical knowledge to understand my science and its true nature will be in the hands of only a few which are of course my own people.

All of these scenarios apply equally well to an honest drug maker or vaccine maker. He may just seek to stay in business even though he knows his vaccine or drug is harmful. He needs to work and feed his family as do all of his employees. So a little harm to many customers will keep him and many others employed and prosperous in his company for many years. Such is the madness of making drugs and vaccines for profit. The possibility for corruption or sabotage is great and little can be done to stop it because no one will ever research their own products out of existence. But rather they will do just the opposite and try to cover up any negative results.

Continuing my career as saboteur as a vaccine maker I would manufacture a crisis in the press and magnify if out of proportion and tell government officials that only my drug or vaccine will work but everyone must take it for it to be successful so it must be mandatory and full compliance. Then a great harm could be done upon the entire country all at once and then I would disappear with my other enemy scientists to my mother country before the harm is discovered if it truly ever is discovered.

There is also what I call the "Government Survival Plans" of the major country governments, businessmen, scientists, and military. One day our government foresees that the world will face some great disaster and foods and resources will become scarce. Might our leaders and military men not have a few vaccines already developed to give to the masses of people that need to be eliminated so that the governments, military, and scientists might survive. I am quite sure this has already been done and taxpayers have funded these programs for their country under other benevolent sounding names. They will be slow or quick or a mixture of several things controlled by some government or military official at the right time. But mandatory vaccines would be the ideal weapon of choice. And of course it will be humanely done for the good of all.

It is of course for the good of humanity that some of its best survive whatever calamity befalls it someday. It must be done this way because there is just too much difficulty in amassing great quantities of ammunition to defend yourselves from the excluded hoard of peoples who might want into your government mountain fortresses.

This is the general "Government's and Military Man's Survivalist Plan" in the case of great disasters. They do not think as in a bunker full of survival gear and supplies like the local individual survivalist. They think kill everyone else so the few might survive and even if we are wrong about the disaster what the heck the world was overpopulated anyway wasn't it. And maybe we should develop one more vaccine that we can give to all of our own people. But this vaccine we will be able to activate in many ways to kill or control the peoples if they rebel against us. They can work for us as long as there is food and then we can kill them humanely if they become sickly or unneeded. So support your local government controlled genocide programs today so humanity might survive the latest coming disasters. And Opps, if we were wrong and the asteroid missed the Earth that first time and we killed 6 billion people needlessly. Kind of makes you want to run for government office doesn't it?

Vaccines in my view are totally harmful and totally worthless by every measure of modern health care and science. Negative results are suppressed or trivialized and natural means of disease control which are highly effective are little known and utilized. Alternative healthcare providers who utilize these past and current methods of natural immunity building and disease control techniques must be more vocal in speaking out against the medical monopoly in America.

Early vaccines worked for small pox because they worked with the body not against it. Early monks or doctors simply scratched the pus of small pox victims into the skin to give a man a small dose of the disease and the body would have ample time to react and make antibodies to kill it naturally. This is also how our tonsils work by sampling the air for new toxins and germs daily and giving the body a small dose of it so it can build a defense to to new germs. But instead of allowing this natural process tonsils are often removed as "infectious" and this natural childhood process of natural inoculations in man is removed for a lifetime.

A man's appendix is another natural defense used by friendly bacteria to hide and survive when it is poisoned by some spoiled food or toxin which a man might eat. Then when a man purges the spoiled foods the good bacteria can recolonize the intestines much faster than the harmful bacteria and all is well.

Complementary medicine with natural therapies of alternative medicine both prevent diseases far better and completely and does no harm. This complementary medicine is a combination of best of traditional medicine and best of alternative medicines that have been used for centuries. But the current "Drug Therapy Medicine" doctors are hostage to today which has hijacked medicine in America are dead end therapies sponsored by the drug companies who have their own welfare and profits placed above the peoples welfare. -- J.E. Ante

About the Author

Graduate University of Indianapolis BA 1972, Head of the Life Science Institute Health Library, original
organizer of first Earth Day in 1970 and local ZPG chapter in Indiana, Population and Environment Editor with Reflector at Indianapolis University, 12yr organic gardener with fruit, nuts, and berries, lifelong student of Out-of-Body spiritual techniques.