Search results for ""Author Carrie"

The period from 1959–1972 was the crucial years during which the French priest, paleontologist, and writer Pierre Teilhard de Chardin’s writing and thought significantly impacted the spiritual thought of the United States. During this time his writings first became available in North America; indeed, over five hundred works concerning him were published in the US during these years.America’s Teilhard: Christ and Hope in the ­1960s is a study of the reception of Teilhard in the United States during this period and contributes to an awareness of the thought of this important figure and the impact of his work. Additionally, it further develops an understanding of U.S. Catholicism in all its dimensions during these years, and provides clues as to how it has unfolded over the past several decades.Susan Sack argues that the manner and intensity of the reception of Teilhard’s thought happened as it did at this point in history because of the confluence of the then developing social milieu, the disintegration of the immigrant Catholic subculture, and the opening of the church to the world through Vatican II. Additionally, as these social and historical events unfolded within U.S. culture during these years, the way Teilhard was read, and the contributions which his thought provided changed. This book considers his work as a carrier at times for an almost Americanist emphasis upon progress, energy and hope; in other years his teleological understanding of the value of suffering moves to center. Additionally, the stories of numerous persons—scientists, theologians, politicians, and scholars—who became involved in the American Teilhardian effort are detailed.Finally American Teilhard notes that in the end, it has been Teilhard’s attempts to leap the interstice between the secular and the sacred, particularly in terms of Christology, that remain of value today. It is those which most had, and which continue to have impact upon U.S. Catholic theology.

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This chilling account of the “warm war” over control of the South China Sea—one that is threatening to flare into full-scale conflict—presents a “telling picture of the operational challenges the US Navy faces in the western Pacific” (Wall Street Journal) from an award-winning journalist with unprecedented access to the highest naval officers in America and China.Out in the Pacific Ocean, there is a war taking place. It is a “warm war,” a shoving match between the United States, the uncontested ruler of the seas since WWII, and China, which now possesses the world’s largest navy. The Chinese regard the Pacific, and especially the South China Sea, as their ocean, and they’re ready to defend it. Each day the heat between the two countries increases as the Chinese try to claim the South China Sea for their own, and the United States insists on asserting freedom of navigation. Throughout Southern Asia, countries are responding with outrage and growing fear as China turns coral reefs into manmade islands capable of supporting airstrips and then attempts to enforce twelve-mile-radius, shoot-down zones. The immediate danger is that the five trillion dollars in international trade that passes through the area will grind to a standstill. The ultimate danger is that the US and China will be drawn into all-out war. Pulitzer Prize-nominated journalist Michael Fabey has had unprecedented access to the Navy’s most exotic aircraft carriers, cruisers, destroyers, aircraft, and submarines, as well as those who command them. In his “well-informed, readable treatment” (Library Journal, starred review), Fabey offers “good…reporting from both sides of the conflict. He gives his Chinese sources a thorough workout, the little emperors and true believers alike, and he has a sharp eye for what faces the American fleet if push comes to shove” (Kirkus Reviews). Fabey predicts the next great struggle between military superpowers will play out in the Pacific, and Crashback, more than any other book, is an accurate preview of how that conflict might unfold.

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Each pilot and bombardier/navigator sat side by side in an all-weather jet built for low-level bombing runs, precision targeting, and night strikes. Their success—and their very lives—depended on teamwork in flying their versatile A-6 Intruders. And when the North Vietnamese mounted a major offensive in 1972, they answered the call.Carol Reardon chronicles the operations of Attack Squadron 75, the "Sunday Punchers," and their high-risk bombing runs launched off the U.S.S. Saratoga during the famous LINEBACKER campaigns. Based on unparalleled access to crew members and their families, her book blends military and social history to offer a unique look at the air war in Southeast Asia, as well as a moving testament to the close-knit world of naval aviators.Theirs was one of the toughest jobs in the military: launching off the carrier in rough seas as well as calm, flying solo and in formation, dodging dense flak and surface-to-air missiles, delivering ordnance on target, and recovering aboard safely. Celebrating the men who climbed into the cockpits as well as those who kept them flying, Reardon takes readers inside the squadron's ready room and onto the flight decks to await the call, "Launch the Intruders!" Readers share the adrenaline-pumping excitement of each mission—as well as those heart-stopping moments when a downed aircraft brought home to all, in flight and on board, that every aspect of their lives was constantly shadowed by danger and potential death.More than a mere combat narrative, Launch the Intruders interweaves human drama with familial concerns, domestic politics, and international diplomacy. Fliers share personal feelings about killing strangers from a distance while navy wives tell what it's like to feel like a stranger at home. And as the war rages on, headlines like Jane Fonda's visit to Hanoi and the Paris Peace Accords are all viewed through the lens of this heavily tasked, hard-hitting attack squadron.A rousing tale of men and machines, of stoic determination in the face of daunting odds, Reardon's tale shines a much-deserved light on group of men whose daring exploits richly deserve to be much better known.

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Discover the daring life story and astonishing adventures of Captain Eric 'Winkle' Brown - Britain's greatest-ever pilotSmall in stature but immense in reputation and talent, there was more to Eric 'Winkle' Brown than met the eye.From shooting down Luftwaffe bombers from the deck of a carrier in the Battle of the Atlantic and narrowly escaping death when his ship was torpedoed, to accumulating a never-to-be repeated litany of world records and firsts as a test pilot, his unparalleled flying career saw him take the controls of over four hundred different kinds of aircraft - more than any other pilot in history.A rival to Chuck Yeager and hero to Neil Armstrong, by the time of his appearance on Desert Island Discs' 1000th episode Winkle had become a legend in his own lifetime, and by his death, a national treasure.But despite his enormous fame, there have always been mysteries at the heart of Winkle's story.Now, drawing on previously unseen documents and unfettered access to Winkle's own personal archive, Paul Beaver uncovers the complex and enigmatic man behind the legend - the real story of Britain's greatest pilot.A story Winkle insisted could only be told after his death . . .----------'Compelling, fascinating and frequently jaw-dropping. A brilliant and revelatory biography' JAMES HOLLAND'Beaver recounts the story of a man he regarded as a mentor in unshowy but fascinating detail, and restores a British hero to his rightful place' OBSERVER'[A] thumping great biography by Britain's leading aviation historian' DAILY MAIL, 'BOOK OF THE WEEK''Winkle Brown's astonishing adventures make for fascinating reading' SUNDAY TIMES'An excellent biography' PATRICK BISHOP, DAILY TELEGRAPH'The extraordinary story [of] a fearless pilot and decorated war hero. Epic' THE HERALD'A thrilling new biography' DAILY EXPRESS'A thumping great biography of the flying ace who made Top Gun look tame ... enthralling' DAILY MAIL'Riveting ... one of those must-read books, compelling and full of incidents that leave you gasping with surprise ... an incredible story' FLYER'An incredible life ... Brown took a secret to the grave that makes his story all the more remarkable' THE SUN

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The Poetry of Sex - a raucous, highly enjoyable anthology by acclaimed poet Sophie Hannah We've been at it all summer, from the Canadian border to the edge of Mexico . . .Romance and poetry seem to go hand in hand but - implicit, explicit, nuanced or starkly frank - sex itself has long been a staple subject for poets. In fact a great deal of erotic poetry rejects the distinction. It's hard to imagine a more fruitful subject for poets than sex, in all its glorious manifestations: from desire and hope, through disappointment and confusion, to conclusion and consequence. And little has changed over the centuries, as Sophie Hannah's anthology vividly demonstrates, from Catullus pleading with Lesbos to Walt Whitman singing the body electric. Moods and attitudes may vary but the drive persists as does the desire to write about it.Sophie Hannah's selection ranges from ancient Rome to modern New York, from gay to straight, but her principle has been to go low on the sugar and high on the excitement. The result is a raucous, highly enjoyable anthology.From Shakespeare to Carol Ann Duffy, this book is essential reading for poetry lovers and romantics everywhere. It is a perfect counterpart to the The New Penguin Book of Love Poetry and a wonderful companion to Sophie Hannah's own Selected Poems.'Sophie Hannah is among the best at comprehending in rhyming verse the indignity of having a body and the nobility of having a heart' Guardian'A shrewd and accurate observer of the world around her, and of her own life, she is often very funny' The Oldie'The brightest young star in British poetry' IndependentSophie Hannah has published five collections of poetry. Her fifth Pessimism for Beginners was shortlisted for the T.S. Eliot Award in 2007. Her Selected Poems is published by Penguin (revised edition, 2013). She is also the writer of bestselling psychological crime fiction, most recently The Carrier. Her novels have been translated into 24 languages. Born in Manchester, she now lives in Cambridge with her husband and children, and is a Fellow Commoner of Lucy Cavendish College.

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The Falkland Islands had been invaded and a Task Force was already steaming south at full speed. On board the carriers were the Harriers that would provide essential aerial cover for the British troops and ships sent to re-capture the islands. They would be entering particularly hostile territory, and the type's capabilities had urgently to be expanded and proved. This was a job that Ron Burrows and the test pilots of his elite Fighter Test Squadron at Boscombe Down were ready to take on. From the 1960s through to the 1990s, Ron test-flew all of the RAF's fast-jets of the era, in the process of which he survived two crash landings and two emergency ejections, as well as numerous other close shaves. A master of his craft, he rose to become the Aeroplane and Armament Experimental Establishment's chief test pilot and this is his remarkable story. With four test flying tours under his belt and close-air-support missions flying Hunters in the Aden Emergency, Ron's experiences extended

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“It involves some tense moments, and these are recorded vividly in this book, including interviews with many TD veterans, plus official reports and documents.”The Tank Killers is the story of the American Tank Destroyer Force in North Africa, Italy, and the European Theatre during World War II. The tank destroyer (TD) was a bold-if some would say flawed-answer to the challenge posed by the seemingly unstoppable German blitzkrieg. The TD was conceived to be light and fast enough to outmanoeuvre panzer forces and go where tanks could not. At the same time, the TD would wield the firepower needed to kill any German tank on the battlefield. Indeed, American doctrine stipulated that TDs would fight tanks, while American tanks would concentrate on achieving and exploiting breakthroughs of enemy lines.The Tank Killers follows the men who fought in the TDs from the formation of the force in 1941 through the victory over the Third Reich in 1945. It is a story of American flexibility and pragmatism in military affairs. Tank destroyers were among the very first units to land in North Africa in 1942. Their first vehicles were ad hoc affairs: Halftracks and weapons carriers with guns no better than those on tanks and thin armour affording the crews considerably less protection. Almost immediately, the crews realised that their doctrine was incomplete. They began adapting to circumstances, along with their partners in the infantry and armoured divisions. By the time that North Africa was in Allied hands, the TD had become a valued tank fighter, assault gun, and artillery piece.The story continues with the invasion of Italy and finally that of Fortress Europe on 6 June 1944. By now, the brass had decreed that half the force would convert to towed guns, a decision that dogged the affected crews through the end of the war. The TD men encountered increasingly lethal enemies, ever more dangerous panzers that were often vulnerable only to their guns while American tank crews watched in frustration as their rounds bounced harmlessly off the thick German armour. They fought under incredibly diverse conditions that demanded constant modification of tactics. By VE day, the tank destroyer battalions had achieved impressive records, generally with kill/loss rates heavily in their favour. Yet the Army after the war concluded that the concept of a separate TD arm was so fundamentally flawed that not a single battalion existed after November 1946.The Tank Killers draws heavily on the records of the tank destroyer battalions and the units with which they fought. Veterans of the force add their personal stories.

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From the time he was four years old, Joseph Jacob "Joe" Foss (1915–2003) found flight fascinating. As an adolescent, he followed the career of flyer Charles Lindbergh and could hardly wait to get into the air himself. In college, he took private flying lessons, and as war broke out across Europe in 1939 and 1940, he joined the South Dakota National Guard, preparing himself for combat by earning more flight time on weekends. After graduation, he joined the United States Marines Corps' flight training program. Finally, in 1942, Joe was ready to be a fighter pilot, just as he had always dreamed of being. But he was now twenty-six years old, and the military deemed him too old for combat. Instead, the Marine Corps assigned Joe to teach men eighteen to twenty-three years old how to fly.Joe accepted his role but also volunteered for special assignments. He became an aerial reconnaissance photographer, hoping the job might lead him to the battle front. He pestered his superiors until he was allowed to take combat training in the Grumman F4F Wildcat, the carrier-based dogfighter of the Pacific theater. Still, he found himself stateside rather than at the front. He continued to volunteer for dangerous assignments, and his determination eventually won him a spot in a fighting unit just as the war in the Pacific heated up.Joining the Marine Corps' VMF-121 fighter squadron as executive officer, Capt. Joe Foss and his unit shipped out to Guadalcanal, code-named "Cactus," in the Solomon Islands. They arrived in early October 1942, just weeks after the Allies had taken Henderson Field on Guadalcanal from the Japanese. By mid-October, Joe had shot down five enemy airplanes, which officially made him a flying ace. With his leadership and his pilots' daredevil tactics, the VMF-121 became known as Foss's Flying Circus, the heart of the Cactus Air Force. Shooting down a total of twenty-six enemy planes between October 10, 1942, and January 25, 1943, Foss became America's Number One Ace and earned the Congressional Medal of Honor for his role in Guadalcanal. He was a hero known around the world for his prowess in the skies.Using pen and ink, Hector Curriel draws readers into his subject's triumphs and trials as Joe Foss overcomes difficult and dangerous situations. He is shot down twice, contracts malaria, and loses his friends and comrades in battle. American Ace places action at the forefront, using the escapades of Foss during World War II to showcase the experience of many fighter pilots, while highlighting the perseverance that made this man unique.

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Un peu moins de trois cents Gallo-Romains ont appartenu aux deux ordres nobiliaires romains au cours du Haut-Empire, chevaliers pour les trois quarts, sénateurs pour le quart restant. La reconnaissance de cette appartenance est le résultat d’une application de critères d’origine géographique aux sénateurs et chevaliers romains présumés originaires de Gaule ou présumés tels à divers titres, qui a conduit à écarter, dans l’état actuel de la documentation, un nombre assez élevé de personnages considérés comme ayant appartenu à l’ordre sénatorial ou à l’ordre équestre pour des raisons individuelles ou un statut présumé de groupes. Il s’agit en ce cas d’une part de Gaulois assurés mais dont l’appartenance à l’un des deux ordres nobiliaires ne peut être qu’une erreur ou une trop fragile hypothèse, d’autre part de sénateurs ou de chevaliers parfaitement authentiques mais pour lesquels une origine de Gaule ne pose sur de fondements dépourvus de solidité ou qui ne suffisent pas à asseoir une conviction. Ces deux élites nobiliaires ont connu simultanément une triple évolution. Une évolution chronologique des effectifs connus: ils ont progressé de manière parallèle pour les sénateurs et les chevaliers jusqu’à la fin du 1er siècle, en laissant derrière eux les effectifs sénatoriaux et équestres des provinces hispaniques, africaines et micrasiatiques ; une baisse a commencé dans la seconde moitié du IIe siècle et s’est généralisée au IIIe siècle, plus rapidement et plus profondément, au moins en apparence, pour les sénateurs dont les effectifs connus furent, comme ceux des chevaliers, de plus en plus largement distancées par ceux des nobles d’Afrique et d’Asie Mineure. Cette évolution chronologique s’est accompagnée d’une évolution de la répartition géographique de ces primores. La Narbonnaise est présente dans la prosopographie sénatoriale et équestre dès la fin de la République, mais le premier chevalier connu des Trois Gaules date de l’époque augustéenne et la première attestation d’un sénateur de l’une de ces provinces de l’époque claudienne. Ce retard a duré pour le recrutement sénatorial jusqu’au début du IIe siècle, tandis que les effectifs des chevaliers croissaient oins inégalement. Au IIe siècle le contraste entre la Narbonnaise et le reste de la Gaule s’est atténué à la suite de la diminution du nombre des sénateurs et des chevaliers connus dans la province du Sud-Est, alors que dans les Trois Gaules le nombre des premiers augmentait légèrement et que se maintenait le nombre des seconds, les deux provinces rhénanes restant en retrait. Au cours du IIIe siècle s’est produit un renversement des valeurs au bénéfice de la Gaule conquise par César, les régions rhénanes fournissant alors ses assises les plus larges au recrutement équestre. Les primores gallo-romains ont aussi connu une évolution d’ordre sociologique. Commencée par l’octroi du droit de cité au chefs indigènes, expliquant l’accès privilégié de ceux-ci à l’ordre équestre et par lui à l’ordre sénatorial, l’extension progressive du recrutement équestre puis sénatorial du Sud-Est vers les régions de l’intérieur et du Nord de la Gaule a continué jusqu’au deuxième tiers du IIe siècle au profit des milieux dirigeants traditionnels, mais aux chefs indigènes des peuples du Sud-Est et aux descendants des dynastes aquitains ou bataves ont succédé des notables de moindre envergure ; enfin ont accédé à leur tour à l’ordre équestre des militaires de carrière venus avant tout des régions du Nord-Est.

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Ce volume collectif se propose, à travers ses huit chapitres, de contribuer à délimiter un «domaine tantrique» dans le paysage religieux de la Chine et ses voisins. Si le bouddhisme ésotérique est au coeur de son propos, on y aborde aussi des pratiques et des représentations qui s'en inspirent en s'en distinguant, qu'elles soient rattachables au taoïsme, au shinto ou témoignent d'une présence plus diffuse au sein de la culture populaire d'Asie orientale. La première section, Imaginaires, se demande dans quelle mesure un «aspect tantrique» des divinités fut adopté par les peintures liturgiques servant à accompagner un important rituel commun au bouddhisme et au taoïsme, comment les romans en langue vulgaire des XVIe et XVIIe siècles s'inspirèrent des divinités indiennes représentées dans des poses lascives ou furieuses pour construire certaines figures de héros, ou comment le personnage du très populaire dieu-enfant Nezha fut façonné au fil des siècles grâce à l'importation progressive de mythes indiens par le truchement de textes du bouddhisme ésotérique. La section Rituels explique d'abord comment une efficace prière sanscrite en vint à occuper une place de choix dans la vie religieuse des Chinois du XIe siècle, puis retrace la carrière chinoise d'une oeuvre du bouddhisme ésotérique indien, le Chant des noms de Manjusri, avant d'aborder l'usage de mudra par les maîtres de rituels taoïstes de la Chine du Sud-Est. La partie Contrepoints montre comment, au Japon, une école prétendument «ésotérique» put finir par compter plus de dix millions d'adeptes et son imaginaire comme ses pratiques influer sur les secteurs les plus divers de la société, puis décrit comment, en Corée, l'État impérial s'employa à construire et promouvoir des lignées de bonzes spécialisés dans les rituels divinatoires d'inspiration tantrique. L'ouvrage se clôt par un bref essai bibliographique sur les développements récents des études tantriques en contexte chinois. Ce volume a pour modeste ambition d'apporter aux études sur le bouddhisme ésotérique le contribution de spécialistes de domaines très variés, mais extérieurs au domaine de la pure bouddhologie. Il rassemble des textes de Brigitte Baptandier, Ester Bianchi, Yannick Bruneton, Vincent Durand-Dastès, Caroline Gyss, Liu Hong, François Macé et Meir Shahar.

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In June 1944, the United States launched a crushing assault on the Japanese navy in the Battle of the Philippine Sea. The capture of the Mariana Islands and the accompanying ruin of Japanese carrier airpower marked a pivotal moment in the Pacific War. No tactical masterstroke or blunder could reverse the increasingly lopsided balance of power between the two combatants. The War in the Pacific had entered its endgame. Beginning with the Honolulu Conference, when President Franklin Delano Roosevelt met with his Pacific theater commanders to plan the last phase of the campaign against Japan, Twilight of the Gods brings to life the harrowing last year of World War II in the Pacific, when the U.S. Navy won the largest naval battle in history; Douglas MacArthur made good his pledge to return to the Philippines; waves of kamikazes attacked the Allied fleets; the Japanese fought to the last man on one island after another; B-29 bombers burned down Japanese cities; and Hiroshima and Nagasaki were vaporized in atomic blasts. Ian W. Toll’s narratives of combat in the air, at sea, and on the beaches are as gripping as ever, but he also reconstructs the Japanese and American home fronts and takes the reader into the halls of power in Washington and Tokyo, where the great questions of strategy and diplomacy were decided. Drawing from a wealth of rich archival sources and new material, Twilight of the Gods casts a penetrating light on the battles, grand strategic decisions and naval logistics that enabled the Allied victory in the Pacific. An authoritative and riveting account of the final phase of the War in the Pacific, Twilight of the Gods brings Toll’s masterful trilogy to a thrilling conclusion. This prize-winning and best-selling trilogy will stand as the first complete history of the Pacific War in more than twenty-five years, and the first multivolume history of the Pacific naval war since Samuel Eliot Morison’s series was published in the 1950s.

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While creativity and solidarity form the main constructive profile for our species, the primal animal drive for dominance involving basal brain circuits places our future at risk. This bipolar nature distorts the global perspective of our collective future and ecological conditions. Our species' behavioural construction has its roots in ancestral habits and survival drives that were crystallized in basic neurobehavioral circuits over millennia, be it as predators or potential prey. Its expression acquired further complexity through the development of social/cultural cues, and was kept-in-check by conditional inhibitory processes. How much of our current drive - individually and as a global community - is caused by those inherited traits imprinted in our animal condition? This book analyses the increasing bipolar construction in terms of dominant groups affecting critical access to current knowledge and information, a profound gap among populations concerning a modern humane quality of life, and present trends pertaining to our ecological habitat. These dynamic processes seem to be in a free-running mode, only conditioned by the prevalence of power concentration in the hands of worldwide minority groups. This worldwide disjointed perspective is further distorted by diverse cultural profiles and interests accessing information and its impact on lifestyles. Our species' true nature has highly conserved remnants of our animal origin expressed as animal drives embodied before and during the evolutionary process as Homo and under inhibitory social control. These involve territorial, survival, and dominant cues on top of which sapiens' cultural development profiles have taken place; that is, the hidden ancestral human nature. Competition to control and prevail in those domains has unveiled a long-lived struggle for dominance in political and financial (corporate- or state-bound) prevalence. Below this stratum of power-seekers, a large proportion of the service-bound and marginal populations crawl for their survival, often approaching inhuman conditions. Fundamentalist beliefs, the disregard of environmental abuse, belligerence to resolve discrepancies, personal and group-centred greed, growing inequalities, disinformation from dominant carriers, and intolerance to alternative viewpoints describe our species' developmentally immature collective behaviour. If not just an evolutionary stage, then we in fact belong to the "wrong species" (Colombo, 2010), and are on a path toward our demise or a bipolar evolution of our species, but not necessarily a collective, cooperative, shared development that respects various cultural profiles. The increasing speed of knowledge development widens the gap among populations with different cultural values and those that are underdeveloped or living in subhuman conditions. Since we exited the period of egalitarian-prone hunter gatherers, we have been conditioned by elite or institutionalized dominant powers and given limited access to information, which is used as a means for domination. Hence, our future depends not only on our social, political, and financial decision-makers but also on the degree of our permissive, functional absence from such a scenario.

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This title was first published in 2003. The events of 11 September 2001 defy modern economic theory when addressed in aviation terms. Economic theory would suggest that, once the impact of such events are a thing of the past, and economies are restored to their status quo ante, a rise in the gross domestic product of States to earlier levels would almost inevitably result in increased consumption. This in turn would mean that the demand for air travel would rise to earlier proportions and consumption in terms of air transport services would be restored to normalcy. However, the September attacks on United States' property introduced a unique characteristic through the fear factor that directly impacts the future development of air transport. As a result, the grim task of restoration of passenger confidence stands in the way of economic revival of the air transport industry. Aviation was always in crisis. The air transport industry, even prior to 11 September 2001, although seemingly a glamorous, exciting and prosperous business, never enjoyed sustained periods of profitability. Even among the large carriers, a short bout of profitability would inevitably be followed by a period of downturn in real income. It is simply that this fluctuation in fortune is an ineluctable characteristic of air transport, whose fortunes are dictated by rigid regulation, competition and technological change. If a sustained analysis were to be made of air transport, plain economic theory would no longer be the exclusive discipline for consideration. Rather, all relevant factors have to be taken in context and emerging issues should be analyzed as possible threats to the economic well being of the air transport industry. This book addresses issues in a post-September 2001 context but also analyses issues past and present, with the intent of looking at the future. Four major areas are taken into consideration which were in crisis but are truly impacted by the events of September 2001. These areas relate to crises in the commercial, security, insurance and environmental protection fields. Of these the first and fourth areas are inextricably intertwined, as aircraft noise regulations in various States have a direct impact on aircraft financing, which in turn is linked to demand for air services. A drop in demand for air services would essentially mean that the demand for lease or purchase of new aircraft would drop. When this occurs, air transport enterprises would be more inclined to cut costs and therefore concentrate on using the aircraft already at hand, upgrading them to conform to the The purpose of this book is to view the overall picture of an aviation industry - comprising air transport and other aviation related industries - in crisis, through issues that continue to impact the economic viability of air transport, particularly as a result of the events of 11 September 2001.

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No weapon platform sank more U-boats in the Second World War than the Allied aircraft. Whether it was an American 'plane operating from American escort carriers, US aircraft from Royal Air Force bases, or British aircraft from bases throughout the world, these officers and men became the most decisive factor in turning the tide of the Battle of the Atlantic against the German submarine threat. While the German crews could threaten escort vessels with torpedoes, or avoid them by remaining submerged, their leaders never developed an effective strategy against aircraft. However, the Allied aircraft did not enjoy much early success. British, Canadian and Australian air crews that fought the U-boats from 1939 until 1941 achieved few triumphs. They possessed neither the aircraft nor the bases necessary to deliver consistent lethal attacks against German submarines. In 1941, the Royal Air Force finally began implementing an effective aircraft response when it initiated training on the American-built Consolidated B-24 Liberators. Supported by other types then in service, these four-engine bombers would prove to be decisive. With America's entry into the war, the United States Navy and the United States Army Air Forces also began employing Liberators against the U-boats so that by mid-1943, the Admiral Karl Donitz, commander of U-boat forces, withdrew his submarines from the North Atlantic in recognition of the Allied aircraft's new dominance. From Donitz's retreat to the end of the war, Allied aircraft continued to dominate the U-boat battle as it shifted to other areas including the Bay of Biscay. Donitz eventually ordered his U-boats to remain on the surface and engage Allied aircraft as opposed to submerging. This approach did lead to the demise of some Allied aircraft, but it also resulted in even more U-boat being sunk. Most critically, Donitz acknowledged with his new policy that he knew of no tactics or weapons that would defend his submarines from Allied aircraft. In the end, it was a matter of choosing whether his submariners would die submerged or die surfaced. Either way, Allied aircraft prevailed. The Allied Air Campaign Against Hitler's U-Boats is the most comprehensive study ever undertaken of this most crucial battle which helped turn the Battle of the Atlantic irrevocably in favour of the Allies.

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This important new reference work details all those ships and vessels of the Royal Navy, large and small, which were lost by accident or enemy action, during the twentieth century, from the end of the First World War, to the last years of the century. In all, the fates of over 2,000 ships and small craft are covered, from aircraft carriers and battleships to motor launches, harbour tenders and tugs. Those vessels hired or purchased for wartime service, such as trawlers, paddle steamers and yachts are also listed. During wartime ships are lost; it is their purpose to go in harm's way. Hostile gunfire, torpedoes and mines were established threats throughout the period, while the increasing threat of air attack and the introduction of weapons employing new technology, such as influence-triggered mines, homing torpedoes or air-launched guided weapons added to the risks of operating in a hostile environment. Ships operating in extremely hazardous conditions, such as at Dunkirk in 1940 or Singapore in 1942, suffered heavy losses in brief, concentrated conflicts; but the long continuous campaigns, such as the Atlantic convoys or the constant need to sweep for mines also took their toll. Peacetime losses are dominated by submarine casualties, demonstrating the dangerous character of that service. To this may be added the hazardous nature of the sea itself, when ships are lost in heavy weather; sometimes, human error or plain foolishness may play a part. The core of the book is taken up by those losses experienced during the Second World War, but peacetime losses and more recent conflicts such as the Falklands War of 1982 are included. Arranged chronologically, every entry notes the outline details of the vessel, identifies the Commanding Officer, where known, and gives a full and often harrowing account of the circumstances of the loss and the number of casualties. The details come from extensive original research using primary source material wherever possible, particularly the relevant War Diaries and the collected loss and damage reports, casualty reports and reports of proceedings, now in the National Archives. Wartime losses of the Dominions are included, to ensure completeness. This comprehensive record of warship losses, from all causes, suffered by the Royal Navy over the past one hundred years, is the first single-volume work on the subject and represents a major milestone in naval research and publishing.

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« La passion selon saint Matthieu » : sous ce titre, qui est celui de plusieurs chefs-d’œuvre de l’art occidental, voici les trois derniers chapitres du premier évangile canonique, sur lesquels l’équipe-pilote de La Bible en ses Traditions a travaillé pendant plus de dix années. Ce livre traite non seulement de la passion elle-même (Mt 26-27), mais aussi de la compilation de témoignages de rencontres avec le Ressuscité qui le flanque (Mt 28). Entièrement retraduit, le texte est commenté, à l’instar de la Glose, sous forme de notes analytiques autour des versets, ou de brèves synthèses répertoriées dans le second volume. L’annotation décrit les richesses du texte, depuis ses variantes jusqu’à ses structures énonciatives et narratives, en passant par son lexique et sa grammaire. Elle en explore aussi le contexte, pour en affiner l’approche historique, en particulier grâce aux informations venues de la réappropriation savante des évangiles comme une part de la littérature juive de l’époque dite « du second Temple ». Elle en brosse, enfin, la réception à travers les disciplines et les âges. En choisissant un texte à la postérité immense, multiforme et regorgeant de trésors artistiques, l’équipe souhaitait expérimenter le modèle herméneutique de La Bible en ses Traditions en toutes directions, y compris les plus inattendues, telles que la danse. La riche enquête ici rapportée montre que l’histoire de la réception de l’Évangile détermine son sens au moins autant que les questions historiques qu’il pose. L’inventaire des interprétations n’est pas une discipline « décorative » de moindre importance que son étude philologique ou historique, ni de moindre sérieux que son utilisation proprement religieuse. En effet, la constitution même du texte évangélique fut déjà un acte de réception, et son étude scientifique, si objective qu’elle se veuille, est également redevable de nombreuses préconceptions, dont l’ouverture à d’autres disciplines, y compris les arts, permet de prendre conscience. Tout n’est pas imprimé : de nombreux extraits d’auteurs antiques et modernes, bien des œuvres d’art scrutées au cours de cette recherche, ne figurent pas dans le présent livre. Pour les découvrir dans la version numérique de notre recherche, les lecteurs consulteront bibletraditions.org. De nombreuses notes multimédia y présentent des œuvres d’arts visuelles et musicales à contempler, comme autant d’occasions de continuer à redécouvrir ce texte fondateur, depuis des détails textuels inaperçus jusqu’à ses significations théologiques les plus inattendues. Ces deux volumes s’ouvrent ainsi comme une riche carrière de pierres taillées et rangées… prêtes pour de nouvelles élaborations.

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Churchill famously claimed that the only thing that had really frightened him during the war was the Battle of the Atlantic. Keeping open the lifeline between the US arsenal of democracy' and the UK was essential to preparations for the invasion of Europe and in the final analysis this came down to building merchant ships faster than German U-boats could sink them. Crucial to this achievement was the British-designed Liberty Ship', a simple cargo ship that could be built rapidly, combined with the untapped industrial potential of the USA that could build them in vast numbers. Undoubtedly the most important individual in the rapid expansion of US wartime shipyard capacity was Henry Kaiser, a man with no previous shipbuilding experience but an entrepreneur of vision and drive. This book tells the story of how he established huge new yards using novel mass-production techniques in the most surprising location - Oregon, one of the least industrially developed areas of the US and one without an existing pool of skilled labour to draw on. But it did have space, and large tracts of virgin waterfront were ideal for laying out new shipyards from scratch. The workforce was created by encouraging people from all over the US to move to the area, and to facilitate this the company built its own housing - in fact, a whole new city for 44,000 workers - and provided a level of social care unheard of in present-day America let alone in the 1940s. It was keen to recruit women workers so to encourage mothers to go out to work it also built its own schools and nursery facilities. The result was a well-motivated workforce that turned the Kaiser yards into the most efficient shipbuilders in the country. In total Kaiser's Oregon yards built over 600 Liberties' and the follow-on Victory Ships' - including one built in the record time of 10 days - as well as around 150 tankers, some 50 escort carriers and nearly 100 amphibious warfare ships. Curiously, this truly remarkable achievement, of huge significance to the eventual Allied victory, has been consigned to the footnotes of history, but is fully documented and celebrated for the first time in this book.

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L'étude des orfèvres de Namur de l'ancien régime est faite de la même façon que celle des orfèvres de Bruxelles, parue en 2019 (W. van Dievoet, Orfèvres de l'ancien régime au poinçon de Bruxelles). Elle comprend trois parties: 1) La première partie concerne la réglementation de l'orfèvrerie visant à garantir le titre du métal précieux, à contrôler par le doyen et les jurés du métier. 2) La seconde partie décrit les poinçons utilisés par le métier sur l'argenterie pour confirmer que la pièce a été essayée et qu'elle est conforme à la réglementation. À Namur l'année de l'essai ne figure sur les pièces qu'à partir de 1682. Elle est indiquée jusqu'en 1750 par période de quelques années et à partir de 1750 année par année. Des photos des poinçons de garantie figurent dans le livre. Le tableau de ces poinçons est presque complet à partir de 1682. Il n'en manque que trois. 3) La troisième partie comprend le registre des orfèvres connus avec, dans la mesure du possible: a) les éléments biographiques, tels que la naissance, le mariage et le décès, b) la carrière de l'orfèvre avec la date d'inscription comme apprenti, comme maître, ainsi que les fonctions éventuelles exercées dans le métier, c) quand il est connu, une photo du poinçon personnel de l'orfèvre. Des index chronologiques et alphabétiques des noms et des poinçons des orfèvres complètent l'ouvrage. Il s'agit donc d'un précieux livre de référence pour les musées et les collectionneurs d'argenterie ancienne de Namur. De studie van de edelsmeden van Namen van het ancien régime is op dezelfde wijze gedaan als deze betreffende de edelsmeden van Brussel (W. van Dievoet, Edelsmeden van het ancien régime met merken van Brussel), gepubliceerd in 2019. Ze omvat drie delen: 1) Het eerste deel betreft de reglementering van het edelsmeedwerk met het doel het gehalte van het edelmetaal te waarborgen en het te doen verifiëren door de deken en de gezworenen van het ambacht. 2) Het tweede deel beschrijft de stempels die door het ambacht op het zilverwerk aangebracht werden om te bevestigen dat het stuk gekeurd werd en dat het conform was met het reglement. Te Namen komt het jaar van de keuring slechts voor op de stukken van na 1682 per periode van enkele jaren, en vanaf 1750 jaar per jaar tot 1793. Foto's van die keurmerken staan in het boek. De tabel is bijna volledig, op drie na. 3) Het derde deel omvat het register van bekende zilversmeden met in de mate van het mogelijke: a) de biografische gegevens, zoals het jaar van geboorte, huwelijk, en overlijden, b) de loopbaan van de zilversmid, met het jaar van zijn inschrijving als leerknaap, als meester-zilversmid, evenals zijn eventuele functies in het ambacht, c) de foto van zijn persoonlijk merk. Chronologische en alfabetische indexen van de namen en merken van de edelsmeden vervolledigen het boek. Het boek is dus een waardevol naslagwerk voor musea en verzamelaars van antiek zilverwerk van Namen.

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The Falkland Islands had been invaded and a Task Force was already steaming south at full speed. On board the carriers were the Harriers that would provide essential aerial cover for the British troops and ships sent to re-capture the islands. They would be entering particularly hostile territory, and the type's capabilities had urgently to be expanded and proved. This was a job that Ron Burrows and the test pilots of his elite Fighter Test Squadron at Boscombe Down were ready to take on. From the 1960s through to the 1990s, Ron test-flew all of the RAF's fast-jets of the era, in the process of which he survived two crash landings and two emergency ejections, as well as numerous other close shaves. A master of his craft, he rose to become the Aeroplane and Armament Experimental Establishment's chief test pilot -and this is his remarkable story. With four test flying tours under his belt and close-air-support missions flying Hunters in the Aden Emergency, Ron's experiences extended throughout the critical final decades of the Cold War. Ron was a graduate of the US Navy's test pilot school and in his long career he has flown an unusually broad range of US and UK aircraft from fast-jets to heavy multi-engine aircraft. With his unrivalled knowledge and expertise, Ron is able to explain the methods, techniques, and demands of his profession, with many examples of what can and often does go wrong in aircraft development and testing. His descriptions of his near misses and catastrophic accidents are written with colour and candour. But he also tries to inform the reader about the skills required to fly and test fast-jets and about the development of cockpit displays and design, highlighting some of the issues and problems encountered in development and in operation. If it could go wrong, it will go wrong' could be the subtitle of this frank and witty account which flies along with the speed of one of those fast jets.

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Un peu moins de trois cents Gallo-Romains ont appartenu aux deux ordres nobiliaires romains au cours du Haut-Empire, chevaliers pour les trois quarts, sénateurs pour le quart restant. La reconnaissance de cette appartenance est le résultat d’une application de critères d’origine géographique aux sénateurs et chevaliers romains présumés originaires de Gaule ou présumés tels à divers titres, qui a conduit à écarter, dans l’état actuel de la documentation, un nombre assez élevé de personnages considérés comme ayant appartenu à l’ordre sénatorial ou à l’ordre équestre pour des raisons individuelles ou un statut présumé de groupes. Il s’agit en ce cas d’une part de Gaulois assurés mais dont l’appartenance à l’un des deux ordres nobiliaires ne peut être qu’une erreur ou une trop fragile hypothèse, d’autre part de sénateurs ou de chevaliers parfaitement authentiques mais pour lesquels une origine de Gaule ne pose sur de fondements dépourvus de solidité ou qui ne suffisent pas à asseoir une conviction. Ces deux élites nobiliaires ont connu simultanément une triple évolution. Une évolution chronologique des effectifs connus: ils ont progressé de manière parallèle pour les sénateurs et les chevaliers jusqu’à la fin du 1er siècle, en laissant derrière eux les effectifs sénatoriaux et équestres des provinces hispaniques, africaines et micrasiatiques ; une baisse a commencé dans la seconde moitié du IIe siècle et s’est généralisée au IIIe siècle, plus rapidement et plus profondément, au moins en apparence, pour les sénateurs dont les effectifs connus furent, comme ceux des chevaliers, de plus en plus largement distancées par ceux des nobles d’Afrique et d’Asie Mineure. Cette évolution chronologique s’est accompagnée d’une évolution de la répartition géographique de ces primores. La Narbonnaise est présente dans la prosopographie sénatoriale et équestre dès la fin de la République, mais le premier chevalier connu des Trois Gaules date de l’époque augustéenne et la première attestation d’un sénateur de l’une de ces provinces de l’époque claudienne. Ce retard a duré pour le recrutement sénatorial jusqu’au début du IIe siècle, tandis que les effectifs des chevaliers croissaient oins inégalement. Au IIe siècle le contraste entre la Narbonnaise et le reste de la Gaule s’est atténué à la suite de la diminution du nombre des sénateurs et des chevaliers connus dans la province du Sud-Est, alors que dans les Trois Gaules le nombre des premiers augmentait légèrement et que se maintenait le nombre des seconds, les deux provinces rhénanes restant en retrait. Au cours du IIIe siècle s’est produit un renversement des valeurs au bénéfice de la Gaule conquise par César, les régions rhénanes fournissant alors ses assises les plus larges au recrutement équestre. Les primores gallo-romains ont aussi connu une évolution d’ordre sociologique. Commencée par l’octroi du droit de cité au chefs indigènes, expliquant l’accès privilégié de ceux-ci à l’ordre équestre et par lui à l’ordre sénatorial, l’extension progressive du recrutement équestre puis sénatorial du Sud-Est vers les régions de l’intérieur et du Nord de la Gaule a continué jusqu’au deuxième tiers du IIe siècle au profit des milieux dirigeants traditionnels, mais aux chefs indigènes des peuples du Sud-Est et aux descendants des dynastes aquitains ou bataves ont succédé des notables de moindre envergure ; enfin ont accédé à leur tour à l’ordre équestre des militaires de carrière venus avant tout des régions du Nord-Est.

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Un peu moins de trois cents Gallo-Romains ont appartenu aux deux ordres nobiliaires romains au cours du Haut-Empire, chevaliers pour les trois quarts, sénateurs pour le quart restant. La reconnaissance de cette appartenance est le résultat d’une application de critères d’origine géographique aux sénateurs et chevaliers romains présumés originaires de Gaule ou présumés tels à divers titres, qui a conduit à écarter, dans l’état actuel de la documentation, un nombre assez élevé de personnages considérés comme ayant appartenu à l’ordre sénatorial ou à l’ordre équestre pour des raisons individuelles ou un statut présumé de groupes. Il s’agit en ce cas d’une part de Gaulois assurés mais dont l’appartenance à l’un des deux ordres nobiliaires ne peut être qu’une erreur ou une trop fragile hypothèse, d’autre part de sénateurs ou de chevaliers parfaitement authentiques mais pour lesquels une origine de Gaule ne pose sur de fondements dépourvus de solidité ou qui ne suffisent pas à asseoir une conviction. Ces deux élites nobiliaires ont connu simultanément une triple évolution. Une évolution chronologique des effectifs connus: ils ont progressé de manière parallèle pour les sénateurs et les chevaliers jusqu’à la fin du 1er siècle, en laissant derrière eux les effectifs sénatoriaux et équestres des provinces hispaniques, africaines et micrasiatiques ; une baisse a commencé dans la seconde moitié du IIe siècle et s’est généralisée au IIIe siècle, plus rapidement et plus profondément, au moins en apparence, pour les sénateurs dont les effectifs connus furent, comme ceux des chevaliers, de plus en plus largement distancées par ceux des nobles d’Afrique et d’Asie Mineure. Cette évolution chronologique s’est accompagnée d’une évolution de la répartition géographique de ces primores. La Narbonnaise est présente dans la prosopographie sénatoriale et équestre dès la fin de la République, mais le premier chevalier connu des Trois Gaules date de l’époque augustéenne et la première attestation d’un sénateur de l’une de ces provinces de l’époque claudienne. Ce retard a duré pour le recrutement sénatorial jusqu’au début du IIe siècle, tandis que les effectifs des chevaliers croissaient oins inégalement. Au IIe siècle le contraste entre la Narbonnaise et le reste de la Gaule s’est atténué à la suite de la diminution du nombre des sénateurs et des chevaliers connus dans la province du Sud-Est, alors que dans les Trois Gaules le nombre des premiers augmentait légèrement et que se maintenait le nombre des seconds, les deux provinces rhénanes restant en retrait. Au cours du IIIe siècle s’est produit un renversement des valeurs au bénéfice de la Gaule conquise par César, les régions rhénanes fournissant alors ses assises les plus larges au recrutement équestre. Les primores gallo-romains ont aussi connu une évolution d’ordre sociologique. Commencée par l’octroi du droit de cité au chefs indigènes, expliquant l’accès privilégié de ceux-ci à l’ordre équestre et par lui à l’ordre sénatorial, l’extension progressive du recrutement équestre puis sénatorial du Sud-Est vers les régions de l’intérieur et du Nord de la Gaule a continué jusqu’au deuxième tiers du IIe siècle au profit des milieux dirigeants traditionnels, mais aux chefs indigènes des peuples du Sud-Est et aux descendants des dynastes aquitains ou bataves ont succédé des notables de moindre envergure ; enfin ont accédé à leur tour à l’ordre équestre des militaires de carrière venus avant tout des régions du Nord-Est.

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