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Tag: Mil
Rare Aircraft – Baby Mil: The Mi-34 Training Helicopter
March 29, 2018 April 5, 2021 Posted in Military / Police, Rare AircraftTagged Mi-34, Mi-34 Hermit, Mi-34S, Mil, Mil Hermit, Rajlovac, VF-36013 Comments
It seems to be a rule of nature that every former Yugoslav airbase still in use today has a few hidden gems with which to tempt the photo finger – even among the locals who were used to seeing them on a regular basis. Croatia's Zagreb (ZAG/LDZA) has its large MiG-21/Mi-24 graveyard; Serbia's Batajnica (LYBT) has a bewildering mix of Soviet and indigenous combat and transport machinery that cannot be seen anywhere else in the world; while Macedonia's Skopje (SKP/LWSK) can boast what are likely Europe's last non-preserved Su-25s – and very definitely its only Israeli-modified Mi-24s. And Bosnia's Sarajevo? Well, that has a Rajlovac Helicopter Base and one of the rarest series-produced helicopters on the planet – Mil's diminutive Mi-34.
While at first glance it looks just as "60s Soviet" as nearly everything else in its family tree, the 34 is nevertheless a pretty special little whirlybird – not just for being the last all-new helicopter type launched in the USSR, but also for being Mil's final clean sheer design until the Mi-38 of the early 2000s. All of this had naturally ticked the lot of my Achtung, Skyhawk! boxes, so I recently decided to give the Bosnian MoD a ring and see if I could pop down to the country's capital and tour one of Russia's more charismatic (and least lucky) rotary designs… 🙂
It's not the most beautiful whirlybird out there, nor is it the most representative… but its rarity was well worth the five hour drive here!
My first Gazelle
As the early 80s dawned, the helicopter industry of the USSR was slowly – but surely – beginning to feel the adverse effects of the Soviet leadership's single-minded preoccupation with heavy machinery. With 20/20 hindsight, it is not really hard to see why: the exploits of the Mi-24 during the First Afghan War had clearly shown the value of the helicopter gunship, while the stalwart Mi-8 was proving – day in, day out – its ability to reach even the more distant backwoods of the Union. Then there were the impressive Mi-6 and Mi-10 for when you needed to move stuff, and Kamov's ungainly – but supremely capable – Ka-25 and 27 families to keep the fleets safe from Yankee subs. Everywhere you looked, there was a shiny and mighty medium/heavy helicopter doing its bit to keep the system going and its citizens safe & (somewhat) content.
At the same time, the people who would go on to fly these things were being trained on archaic machinery such as the 50s Mi-1, which – while solid and dependable – were relics of the early days of Soviet helicopter design, and could in no way prepare pilots for the rigors of operating out on the front lines. As was also the case in the fixed-wing sector, learning to fly a helicopter in those days was essentially like stepping out of a Mach 0.1 Po-2 biplane and straight into a Mach 2.0 MiG-21 – with depressingly predictable results.
Having realized at two minutes to midnight that this problem needed to be addressed ASAP, the powers that be eventually ordered Mil to get itself into gear and start developing an all-new multipurpose light helicopter that could be used equally well for training, competition, transport and liaison – as well as potentially exported internationally even outside the traditional Soviet customer base. The definition of this new machine was also influenced by the successes of the Aerospatiale Gazelle and MBB Bo.105, since one of the key requirements was a proper, no-nonsense aerobatic capability – and not just a willingness to be thrown about inherent to most other training helicopters. At the same time, it also had to have a benign and forgiving nature, informative and precise controls – and flight characteristics that would enable students to get the most out of the experience without scaring them half to death.
But, while the Mil works certainly did have the expertise and industrial capability to pull this off and pull it off cleanly, by the point they'd finally gotten round to it, time was no longer on their side. By the mid 80s – when detailed design got under way – the signs of the USSR's impending collapse were becoming more and more apparent, and the financing pipelines from Moscow more and more constricted. Faced with a tightening purse, the government's own procrastination and the Soviet aerospace sector's general R&D inertia, Mil had suddenly found itself under mounting pressure to do the new helicopter as cheaply and cheerfully as possible while still satisfying what is even today a demanding set of specs – and then getting the thing into the air with a minimum of fuss.
The resulting machine – christened the Mi-34 by its makers and Hermit by NATO's Air Standardization Coordinating Committee – ended up being a pretty conventional affair, from some angles hard to tell apart from the similarly sized MD500. Flying for the first time on 17 November 1986, the Mi-34 would be presented to the world just seven months later at the 1987 Paris Air Show – a rush that says a lot about Mil's burning desire to grab export orders and bring in fresh cash to finance further development and production. This need was so pressing in fact that Mil would in 1988 actually send one of the two prototypes to the States in the hope of drumming up some interest there – right in Bell's own back yard and even before the Cold War had fully thawed out. Indeed, some sources report that Mil officials had been hoping for a 1,000 unit production run to start already in 1990 – a number equal to roughly 60% of all Gazelle production and ambitious even by the standards of Western manufacturers. Unsurprisingly given the situation it was born into, the Mi-34 would eventually enter production three years late in 1993, with a "token run" that would peter out at just 2.2% of its initial target…
One turning, zero burning
As it stood at the dawn of the 90s, the basic four-seat Mi-34 did however have some things going for it. Despite being Mil's smallest helicopter design since the Mi-1, the 34 did manage to punch some way above its weight, sporting an advanced glass-fiber-reinforced rotor system dominated by a very capable four-blade semi-articulated main rotor (actuated mechanically, without powered boost). This setup had allowed for outstanding agility with maneuvers such as loops and rolls, flight at +3/-0.5 G (impressive figures for a helicopter), a yaw rate of 120º per second (head-turning even today), as well as the ability to reach 140 km/h flying backwards – all of which were firsts for any helicopter ever made in the USSR. Aside from its outright dynamic capabilities, the 34 was still a proper Mil – so it was as tough as nails – and its projected price was low enough to offset (at least for a while) most of its aerodynamic or mechanical inefficiencies, as well as its rather crude finish and lack of refinement inside.
Though it looks like the result of a three-way between a Gazelle, MD-500 and JetRanger, the Mi-34 does have a certain (if brutish) elegance. Though the rear cabin doors seem small, the interior is pretty spacious – though it does suffer from a lack of glazing compared to most Western helicopters.
Though it doesn't look quite right, the absence of blades at least shows well the construction details of the -34's main rotor head. While not the most sophisticated or efficient rotor system around, the semi-articulated setup (also used on the Gazelle) combines low weight, simplicity of production and easy maintenance with light, crisp and fast control feel and response – exactly what you need when you don't plan on doing much flying in a straight line.
The MD500-style rear end is pretty conventional as well, with the transmission for the tail rotor running atop the tail boom and enclosed within a protective fairing – a pretty common solution on most helicopters (interestingly, on the R-44 – the most similar machine out there – the transmission is fully enclosed in the boom itself). A detail that can hardly escape the eye is the prong sticking out of the fin, which actually houses the rear navigation light.
But, while all of the bits on the outside were where you'd expect to find them, under the skin things were a bit less straightforward. Alongside its antiquated avionics setup – the eternal Achilles' heel of all Soviet designs – the 34 was immediately let down by the only engine it had readily available, the 330 HP Vedeneyev (VMP) M14V-12V nine cylinder radial. While a superlative powerplant known in song and story for its bulletproof reliability, the M14* was nevertheless a heavier, thirstier, more maintenance-intensive and far less efficient solution than even the flat six of the 34's closest rival – the 1991 Robinson R-44 – let alone the mighty turbines of the Gazelle, Bo.105 and JetRanger (which, admittedly, cost up to for times as much as an entire Mi-34: USD 2 mil for the JetRanger's Allison 250 vs 500,000 – in today's money – for a complete Hermit). Coupled with a 600 hour Time Between Overhauls (TBO) that fell woefully short of the 1,500-2,000 hour figures seen westwards, these issues seemed set to limit the Mi-34 appeal long before it even flew.
* while very much a 1950s product – an old school, supercharged, carburetted, 10 liter mass of Russian metal – the M14 did have some plus points however… but only in a specific corner of the Mi-34's envelope. Its lack of refinement and cruising efficiency was more than made up for by its capabilities during aerobatics, delivering high torque, world-renowned durability when being pushed hard, and a lightning-fast throttle response that no turbine before or since could match. Critically, its shape allowed it to be mounted upright in the fuselage, which in turn made it possible to set it right onto the 34's CG sweet spot. This in particular did wonders for maneuverability, since it all but eliminated the adverse moments experienced when the engine has to be mounted away from the center of lift – as well as reduced stress on the airframe during high G flight by minimizing the engine's moment arm.
The most distinctive visual feature of the Mi-34, the engine cowl gives hint at the type of engine hiding behind it. While placing such a large and heavy mass immediately behind the rear seats did wonders for the Hermit's dynamic behavior, it had made life on board pretty grim, with reports of high noise and vibration levels that were on par with early generation helicopters.
A peek under the hood nicely shows the unusual positioning of the engine – sideways and at a slight angle, which must not have been very popular with maintenance staff. Apart from reducing unwanted moments to a minimum, this approach also allowed for better cooling of the engine – especially during aerobatics and hover – by exposing its entire frontal area to the sideways flow of air through the cowl. This was further assisted by a large cooling fan, one of whose blades can be seen between the oil cooler and No. 2 magneto (the two right-most silver cylinders).
The engineers at Mil were, naturally, well aware of this straight from the outset, so even before test flying of the prototypes had ended in the late 80s they began looking into other – if less easily obtainable – engine options. Their first choice (and the most cost-effective from a design standpoint) was the Lycoming TIO-540-J six cylinder boxer unit, whose turbocharger and fuel injection were good for 360 HP at takeoff. Dubbed the Mi-34L, this model would have brought the Hermit more on par with the later R-44 – but was, sadly, torpedoed before getting off the drawing board by the dissolution of the USSR. And while import of these engines would have been possible even then, the increased costs for the end user – as well as the lack of support infrastructure within the (ex) Union – represented a pretty strong set of nails in the L's coffin.
Meanwhile, the loss of the first prototype during a test flight on 27 February 1989 – attributed to deficiencies in its rotor system – had forced Mil into a quick-and-dirty redesign, the result of which was the Mi-34S, the type's first production-standard model. As well as the necessary improvements to the main rotor, the S would also receive a redesigned (and more extensively glazed) nose, as well as avionics and equipment upgrades that made it possible to certify it to Russia's new AP-27 standard in May 1995. Broadly similar to the FAA's FAR-27 governing Normal Category Rotorcraft, a fully satisfied AP-27 had soon opened the legal doors to further international certification, worldwide export and widespread commercial use – the stuff of dreams for Mil's by-then-exasperated sales team.
Back on the engine front, it would take the company's next attempt – made in 1993 – to show just how desperate the engineering team was to replace (or at least supplement) the big M14. Called the Mi-34VAZ (or Mi-234 in some sources), this model was to be powered by twin rotary/Wankel VAZ-430 engines running on standard automotive gasoline and developing 230 HP each along the way. A modification of the VAZ-4132 unit used in police versions of the Lada Riva and Samara, the 430s gave a significant payload (and noticeable performance) boost – but their low TBO, expensive maintenance and prodigious fuel and oil consumption quickly turned the -34VAZ into just another paper helicopter. A noteworthy tweak intended for this variant was also an all-new carbon fiber rotor head, which would have improved on the (already improved) fully composite setup of the standard S – but there are, however, no indications whether it was ever carried forward onto any future versions.
Their third crack at it – the more down-to-earth Mi-34A – would be made just two years later in 1995, and had, at the time, promised to finally unleash the full potential of the design by switching to turbine power. However, since there were no indigenous engines of sufficiently low a power and small enough a size available, the A would be based on the same 450 HP Allison 250-C20R as the JetRanger III, fed now from an enlarged 340 liter fuel tank (up from the standard 176) necessary to cater for the turbine's higher thirst. Sporting an upmarket interior now aimed more at Russia's growing upper class than traditional flight schools, the A would never make it beyond the mock-up stage, having ended up as another casualty of Russia's very fragile post-Union financials (not to mention the increasing influx of more user-friendly helicopters from the West).
Interestingly, a second turbine attempt would be made more than a decade later in 2008 with the Mi-34S2 Sapsan (later marketed as the Mi-34AS), powered by the 515 HP Turbomeca Arrius 2F** used on Europe's best-selling EC-135 and A.109 families – as well as Russia's own Ka-226T (in the form of the Arrius 2G1). Unlike the old Mi-34A, the S2 had come into being during a much milder economic climate, so it had even made it to the flying prototype stage before nosediving into the dirt. While it had shown a lot of promise as a cheap high-performance utility machine (with 56% more power – and shedloads more torque – than the basic S), the Sapsan would be shot down by none other than Mil's parent company Russian Helicopters, which had in the early 2010s partnered with AgustaWestland for work on a brand new – and much improved – design of the two-ton class.
** some sources state that Mil had also planned to offer the S2/AS with the option of the Ukrainian Ivchenko-Progress AI-450 unit developing 465 HP – a move that would have likely made the Mi-34 hugely appealing on the (very large) CIS market. However, recent… "political developments" down there mean that this idea is very firmly in toilet for the foreseeable future.
Of further interest, the AI-450 was developed during the mid 90s ('94 onwards to be exact) to power the original Ka-226 – and was in fact the first small, relatively modern gas turbine designed in the former USSR. The only other "baby turboprop" fielded anywhere in the ex-Eastern Bloc was Czechoslovakia's Walter M601 of the mid 70s – which was never considered for the Mi-34, since even its lowest 710 HP output far exceeded all of the Hermit's needs.
With the turbine 34 now down for the count, the only way to salvage the time and effort invested was to keep beavering away at the piston model. Mil's first (stillborn) attempt at it was the Mi-34SM, a simple upgrade of the basic S that would have seen its M14V-12V replaced by the 380 HP M14V-26V, fitted now with fuel and oil systems for inverted flight and boasting a TBO increase to nearly 2,500 hours. The rising popularity of the R-44 in Russia – and the SM's predicted inferiority in many respects – had however soon forced Mil to shelve this idea and concentrate instead on the much-improved Mi-34S1, powered by the far more potent 365 HP VMP M9FV***. The new powerplant also came packaged with a redesigned main rotor and an all-new gearbox, both of which had proved to be recurring problem areas on the standard S (despite their 1989 post-crash rework).
The S1 would also become the first Mi-34 to feature hydraulically operated flight controls (with the actuating systems supplied by Goodrich of the USA), since the non-boosted controls of the classic S had shown themselves to be pretty tiring during prolonged aerobatics or long-range flight. The list of new features would also include a revised internal structure to prolong service life, and would be topped off by an avionics upgrade that had even included some digital avionics – though it is not clear from available sources whether the setup would be indigenous or sourced from the West.
*** the first significant update of the M14 since its introduction, the M9F was designed by the Voronezh Mechanical Plant (VMP) – the people who actually built the M14 – and was intended to power the stillborn Su-49 primary trainer. A development of the bog-standard Su-29, the 49 would have used hydraulics for actuating the landing gear rather than the traditional Soviet pneumatic setup, the result of which was the addition of a hydraulic pump to the back of the engine case. Other smaller upgrades had included a redesign supercharger for a bit of extra power, three powerful magnetos for better ignition – and in fixed-wing uses (such as on the few Su-26M3s actually made) new propeller mounts to accommodate the German-made MTV-3 and -9 units instead of the standard V-530 shipped with the M14. Interestingly, the Su-49 design had stipulated a power requirement of around 450 HP, which was be achieved by switching to fuel injection, creating the M9FS. However, no Russian-made fuel injection system had been available then, forcing the idea to be scrapped – since the 49's primary customer, the Russian Air Force, wanted to keep things in-country as much as possible.
Of further interest, the V suffix appended to both the M14 and M9 is short for "vertolet" – or helicopter in Russian – and indicates models adapted to rotary use in which there is no gearbox integral to the engine (as on the fixed-wing versions), but where power is sent to the main rotor gearbox directly using a transmission system.
Flying for the first time in prototype form on 4 August 2011, the Mi-34S1 had quickly shown the potential of being a reasonable R-44 alternative within Russia – but, sadly, still fell far short of being its rival everywhere else. The performance figures had once again highlighted the deficiencies of the radial engine, for despite commanding 120 HP more than the R-44 (365 vs 245 at maximum take-off power), the Mi-34 could cruise only 12 km/h faster (220 vs 202) and fly only a tiny bit higher (14,700 ft vs 14,000). At the same time, it was significantly fatter than the Raven (1,150 kg empty vs 683), carried 33% less payload (330 kg vs 450), hovered outside the ground effect at under half the altitude (3,500 ft vs 7,500) – and could fly 100 km less (450 km vs 550) despite being able to carry 60% more fuel (176 l vs 111). The fuel flow figures too were not that great, with figures of 18-19 GPH being reported in the cruise – noticeably higher than the 15-16 of the R-44.
And then there was its family curse. Right at about that time, the Russian Air Force had decided to pass up the Su-49 in favor of the less complicated Yak-152, which would have retained the traditional M14 and pneumatic installation of its predecessor, the Yak-52. This had, at a stroke, made the M9F redundant, leading VMP to rehash its production plans and abandon the design in favor of further tweaking the M14. The Mi-34 had thus, once again, been left up the creek and without an engine.
As the Mil works scrambled once more towards the West in search of a replacement engine, the 34's fortunes continued to turn for the worse, since its continual delays, the inability to enter any form of meaningful series production and a lack of international certification (despite the promise of the AP-27) began to wear quite thin with potential customers – both civilian and military. Though UTAir (one of Russia's largest helicopter operators) and Omsk Aviation Training (one of its bigger helicopter schools) placed orders for 10 each in the early 2010s, the decisive blow would once again come from the Russian AF, which had – having grown tired with waiting for the "domestic solution" to be ready – awarded its highly coveted 100-strong training helicopter contract to Eurocopter and its turbine AS.350 single and AS.355 twin.
The results were inevitable: by 2012, the development of the S1 – and with it practically the whole Mi-34 line – would be suspended indefinitely after just two flying prototypes had been completed. The total tally for the entire Hermit family would thus come to a stop at just 25 – the three original prototypes and 22 production examples…
The Mils Down in Africa
The 34's constant engine woes and resulting failure to break into the marketplace had inevitably forced Mil to keep tinkering with the design (whatever its powerplant) in the hope of one day finally striking some gold. To this end, a number of specialist versions had been pitched from Day 1****, the only one to enter service being the Mi-34P of 1994. A dedicated aerial surveillance and monitoring variant for the Moscow Police (reportedly only two or three of which were made), the P was developed from the original Mi-34, and was fitted with dual controls, spotlight, IR camera and a riot-control speaker system mounted under the rear fuselage; interestingly, some sources report that the latter was actually of little use, since the roar of the M14 tended to drown out most of what was being said…
Another version that had almost made it big was the Mi-34UT, a different, S-based dual control variant pitched to the Russian AF for its first 100-strong training helicopter tender in 2001. Like the unnamed S1-based model that had sealed the Hermit's fate, the UT would also come up short compared to the competition – in this instance Kazan Helicopter's Ansat turbine single, designed by the very factory that produced most of Mil's transport helicopters.
**** some sources indicate that there may have been other versions under consideration, such as the Mi-44, powered by the OMKB TV-O-100 turboshaft originally developed for the first Ka-226 – and the Mi-34M, a twin-engine six-seat development similar to the AS.355. However, both of these are mentioned only in two places and nowhere else – so given the absence of concrete evidence of their existence, I have excluded them from further consideration.
To add insult to injury, the government's cold shoulder (twice over) would turn out to be just the tip of an iceberg. Despite its undoubted qualities (especially in the aerobatic role), the 34 would in service suffer from chronic "sovietness", with a low service life, questionable dispatch reliability and appalling after-sales support that quickly undid any good impressions it made. The largest single operator of the type – the Nigerian Air Force – would be left with a particularly sour taste in its mouth, with all of its nine S models (all delivered from Mil stocks in 2002) suffering rotor gearbox failures soon after passing the 300 hour mark – despite the manufacturer's claimed 1,500 hour TBO. Being uneconomical to run – let alone repair – the fleet would be permanently grounded and stored after just a few years, their only movement being the 2013 sale of six examples to a private buyer from New Zealand (where five have been reported cannibalized in an attempt to return No. 6 to airworthy state).
From that point on, the bad luck just kept on piling. The aforementioned "lifeline" orders from UTAir and Omsk came to naught due to the downturn of the whole program, while the few other operators who flew them – mostly governmental – began retiring their small fleets soon after due to difficulties in obtaining spares and support. While various production lists are either incomplete or give inconsistent information about the 34's current and past operators, all point to the fact that Mil's long-hoped-for sales break westwards ran out of steam already on the Balkans, with three examples sold to Romania and one (featured here) to Bosnia – a total of just four machines shifted in non-Soviet Europe.
All of this had made for a pretty depressing production run: disregarding the three prototypes, just four examples would be completed in 1993, followed by none in 1994, one in 1995, two in 1996, seven in 1997, five in 1998, again none in 1999 and 2000, one in 2001 – and a final two in 2002 when all new production ground to a halt (though some sources state that five more examples were in various stages of assembly, but ultimately never completed). Unfortunately, despite their low numbers, the paucity of records means that it is nigh on impossible to ascertain their current states and how many examples are actually still airworthy…
The Balkan connection
Despite its dismal failure to break into the international market (even within the Soviet sphere of influence), the Mi-34 is actually not really a stranger to the Balkans. Its first contact with the region would come in 1996, when Mil pitched it to the Croatian Air Force – a long-time Mi-8 and 24 user through its origins in the Yugoslav Air Force – which was at the time looking for a training machine with which to equip its newly formed helicopter training squadron. To that end, one Mi-34S was actually sent to the ZTZ maintenance facility adjacent to Zagreb Airport to fly demo flights for the military; but, despite having left a solid impression, the type would stumble here as well, losing out to the more-well-rounded (and better supported) JetRanger III (still in use today).
It was in neighboring Bosnia that the Hermit scored its first – albeit negligible – local success. The sole example that had entered (very limited) service in the training role is, however, mired in some confusion and much mystery – and since I've been told that its history is a bit colorful (and not in a good, Achtung, Skyhawk! way), I will leave it be and concentrate instead on its objective nerdy bits 🙂 . Its full serial drags out to 97830001501004, a typical Soviet sausage that – when read properly – say all you need to know about that particular airframe. While there still are some uncertainties in its interpretation, the most plausible version reads as follows:
978: the code for the Progress factory in the city of Arseneyev where all Mi-34s were built
300: Mil's internal product code for the Hermit
01: produced in the first quarter of the year
5: the year being 1995
01: part of the first tranche (though it doesn't elaborate on the scope of the tranche)
004: fourth example of the tranche
If correct, this would make it an original (pre-S) model – and only the fifth 34 ever produced (not counting the prototypes). This interpretation appears to be backed up by info I'd received at Rajlovac, stating that this machine is part of the type's "null series" – in local parlance the name of any post-prototype, pre-series production batch.
What is known for certain is that it had arrived to Bosnia in 1998, becoming VF-3601 soon after. Its history before and during that time remains unknown; indeed, the only Achtung, Skyhawk!-y info that's fit to be printed is that it was retired with just around 100 hours on the clock – and that it's M14 is retrofitted with magnetos from the newer M9F, indicating some work had been done on it prior to sale…
A small, but significant clue that -3601's history is not really straightforward… chocked full of stuff (most of it its own), the whole helicopter has been officially sealed until its status in the military can be clarified…
Part of this status is reflected even in its military code, with VF standing for "Vojska Federacije" – or the Army of the Federation of Bosnia and Herzegovina, one of several military entities operating in the country following the 90s civil war. All of these entities would merge together in the early 2000s, leading to some… complicated and legally unusual situations, such as this one.
Bonus: having posted photos of VF-3601 in several places online, it did not take long for viewers from the region to start sending their materials… such as this video taken at Ćoralići Airfield near the Bosnian town of Cazin:
As always I would like to extend my very sincere thanks to the PR department of the Bosnian Ministry of Defense for its assistance in organizing this visit – and especially all the staff at Rajlovac Helicopter Base in Sarajevo for their hospitality!
Author's note: the information presented above is the result of my own research into multiple sources (listed below), each of which had presented only part of the Mi-34 story – with possible inaccuracies and urban myths as a result. I have tried, to the best of my abilities, to filter and stitch them into a meaningful and representative whole – but given the type's small production run and lack of much concrete info from primary sources (such as Mil themselves, who I had contacted without reply), I cannot vouch that this work is the whole truth and nothing but the truth… so if any of my readers have more info – or spot an error – I would be more than happy to hear from them!
Version list:
Mi-34 (1986): pre-production version
Mi-34S (∼ 1989): basic series-production version, M14V-12V engine
Mi-34L (∼ 1991): Mi-34S re-engined with the Lycoming TIO-520-J, not built
Mi-34VAZ / Mi-234 (1993): Mi-34S with twin VAZ430 rotary engines, not built
Mi-34P (1994): patrol version for the Moscow Police Department, two or three built
Mi-34A (1995): reworked Mi-34S with an Allison 250-C20R turboshaft, mockup only
Mi-34UT (2001): dual-control military training version, not built
Mi-34S2 / Mi-34AS (2008): upgraded basic Mi-34 with the Turbomeca Arrius 2F or Ivchenko AI-450, not built
Mi-34SM (∼ 2008): Mi-34S with an uprated M14V-26V engine
Mi-34S1 (2008): upgraded basic Mi-34 with the M9FV engine
Airliners.net Aircraft Data – Mi-34 entry
Airwar.ru – Mi-34 production list
Aviastar.org – Mi-34 entry
AvionsMilitaires.net – Mi-34 entry (in French)
Flightglobal archive – Mi-34VAZ entry (PDF)
Forecast International – Mi-34 data sheet
Heli Hub – various Mi-34 news articles
HeliOps magazine – Issue 59 (via Issuu.com)
Ivchenko-Progress – company history
Oldwings.nl – Soviet/Russian serial decode (PDF)
Robinson Helicopter Company – R-44 Raven II specifications
Ruslet – Mi-34 and Mi-34S entries (in Czech)
RussianAeros.com – M14 and M9 info
and various "human sources"
Photo File – The View From Up Here + Rare Aircraft Intermezzo
February 16, 2018 April 5, 2021 Posted in Aerial Views, Rare AircraftTagged Aerial views, EW-450TR, Il-62, Il-62MGr, Ilyushin, Mad Dog, MD-80, MD-87, Mi-8, Mi-8T, Mil, RDPL-34245, TT-ABC, window view1 Comment
Having noticed recently that my last post here was dated August 2017 (!) – and that my backlog of topics stalled for lack of information has been growing steadily larger – I decided it would be high time for me to dig through my collection of fresh photos and finally get a move on with my posting. Unfortunately though, not much had actually happened since August 2017, meaning that my GA inbox was pretty much empty. However, having spent quite a bit of time in the air lately, I did realize that I have a bunch of interesting aerial shots available – which could be turned into a perfect (and visually pleasant) distraction until something in my post queue actually started moving forward… 🙂
Those wonderful autumnal pleasures: a light aircraft, a deep anticyclone, an open window – and a full spectrum of colors outside. Enjoying the calming and serene view as we hop between the peaks of southern Slovenia's Kočevje Hills – in years past, interestingly, a strongly-enforced no-fly zone due to the proximity of a major Yugoslav People's Army military installation.
Yet more aerial splendor as we follow the western face of the Kočevska Mala Gora hill line. What better way to relax after a busy working week than hop into the skies in a light aircraft with the sole purpose of enjoying the low & slow view…
Winter is definitely not coming (despite it being December) as our little red Citabria zips past two of Pula, Croatia's most notable landmarks: the Kaštel medieval Venetian fortress – and the Arena, one of the best-preserved amphitheaters in this part of Europe (even today the country's most popular concert venue).
The moment you realize that no, you cannot keep up with the sun in a turboprop, and that it'd be best to just return back to course. Another deep anticyclone, a quick vector by ATC to clear us of traffic nearby – and just a tiny bit of luck and timing is all you need to make a sunset aloft all the better!
A transit of southern Germany under unbelievably clear skies – or a cheap knock-off of the Universal Pictures opening animation? You decide!
Real planets have curves – which are obvious even at turboprop altitudes. A soothing and humbling view of the Tyrrhenian Sea, with the distant horizon broken only by the sharp mountains of southern Corsica…
Bonus content: even though the GA season has (so far) been a complete and total bust – not an interesting lighty to be seen in six months – there nevertheless still are a few silver linings to this dark cloud. Having been all over the place during the winter, I had found myself with plenty of opportunity to snap some large turbine machinery, among which were several fine examples for my "boy did you take a wrong turn somewhere" file… 😀
Despite having given us such classics as regulation governing the size and shape of cabbage heads, the spiritual capital of the EU – Brussels (BRU/EBBR) – still does have some good use… for where in Europe could one so easily stumble upon a VIP Mad Dog from – of all places – Chad? At one time operated by Austrian Airlines as OE-LMO, TT-ABC is one of several jet aircraft owned by the Chad Gov't, and is – sadly – rarely to be seen outside the Francophone world.
It's not often that the same Il-62 appears twice in front of your camera at the same airport – especially if it is one of only two airworthy freighter conversions in existence. Parked at Zagreb (ZAG/LDZA) for three days now, EW-450TR of Belarus had naturally been an instant hit with the locals – so much so that we could reconstruct it from photos alone! Interestingly, it's fast becoming a common sight in Europe, despite being as clean as a Victorian coal mine and as quiet as an 80s The Who concert…
And talking about taking wrong turns: an Mi-8 from Southeast Asia on the Adriatic Coast. Flying from Laos to Croatia – 8,500 km as the crow flies – in a 20+ year old Mi-8 at speeds barely above 100 knots, the crew surely must have some fascinating stories to tell! Interestingly, 34245 had flown into Zadar (ZAD/LDZD) direct from Brest in Belarus (BQT/UMBB), some 1,100 km away – a hop made possible thanks to long-range tanks mounted on top of the fuselage. Indeed, Zadar would turn out to be just a technical stop to top up with fuel and get some shuteye; 34245 would be seen departing for Palermo (PMO/LIPJ) already by noon the same day. Note also the absence of the Mi-8's characteristic dust filters on the engine intakes, usually characteristic of early civilian members of the Hip family.
Photo Report – Life at Lučko, June 2014
July 6, 2014 May 24, 2021 Posted in General AviationTagged 9A-BKP, 9A-GPT, Cessna 188, Cessna AgTruck, Cessna Centurion, Cessna P210, Croatian Air Force, HB-21 Hobbylifter, HRZ, LDZL, Lučko, Mi-8, Mil, OE-9129, TSIO-540, TSIO-540-AFLeave a comment
With summer plowing onwards in good stead – and without any major meteorological disruptions so far – life at Lučko Airfield has pretty much continued unabated since my last post on the subject some two weeks ago 🙂 . Granted, the volume of traffic is outright appalling compared to the "golden years" of the last decade – but on the whole, things are still moving in vaguely the right direction 🙂 . And while we haven't had much in the way of brand new or foreign visitors, I nevertheless did not end up short for a few interesting photo opportunities…
Another interesting resident of the Croatian civil register on a repeat visit to the field. Cessna's sole purpose-built agricultural aircraft, the model 188 together with the Piper Pawnee and the Air Tractor constitutes the Big Three of the crop dusting world, and had proven itself most of all in the backwoods of Australia and New Zealand. BKP itself has however led a more sedate life, spending its entire existence hopping about eastern Croatia. Manufactured in 1977, it was part of a large batch of various Cessna models bought by the Yugoslav government in the late 70s, and has up until this point flown under only two other regs: N731GB during delivery, and YU-BKP until the dissolution of Yugoslavia in 1991…
An (internationally common) transport solution that has surely raised a few eyebrows on Croatian roads. More commonly of the closed box type, a trailer such as this is used to transport gliders to and from gliding sites – and was on this occasion used to move this fine Pirat from its home base at Buševec Airfield (LDZB, now closed indefinitely) to Lučko for an extended period of time.
Profiles that only Mother Mil could love – but which nevertheless clearly show the family connection shared by these two renowned designs. Another visitor from Divulje AB, 204 had flown only a few circuits today – but the "bambi bucket" located by one the helicopter start gates suggests that some firefighting training was also on the menu at some point…
A big rotor, two powerful engines and freshly mowed grass is all you need to show just how turbulent (and interesting) the flow of air and exhaust around a helicopter is…
The mighty heart of Cessna's most sophisticated and capable single-engine model. It's full name dragging out to "Continental TSIO-540-AF", this engine is equipped with a turbocharger (TS – turbosupercharged) and direct injection (I – injected), while its six cylinders are arranged in a boxer pattern (O – opposed) and together give a cubic capacity of 540 cubic inches (8.8 liters). In this sub-version (AF) it produces 310 HP, while the design itself is capable of putting out anything between 260 and 375 HP.
The simple, uncluttered – and amazingly roomy – cockpit of the HB-21 motorglider. Featured here for the first time in my previous post, the HB-21 is an unusual pusher prop design, powered by a 2.4 liter Porsche/VW engine developing 100 HP. Light as a feather and with a wingspan that covers several post codes, the HB-21 has demonstrated an ability to tow gliders on par with that of the Super Cub – the very reason it was bought and brought to Croatia in the first place.
Breaking – CroAF Mi-171 Firefighting in Zagreb
April 14, 2014 April 16, 2014 Posted in Military / PoliceTagged C.I.O.S, CIOS, CIOS fire, CIOS požar, Croatian Air Force, HRZ, Mi-171, Mi-8, MilLeave a comment
Once again I am interrupting my usual programing for a bit of breaking news… on 14 April at around 13:30 local, the CIOS recycling plant in Zagreb caught fire. Apparently the plant's warehouse had gone up in flames, creating a smoke plume that has blanketed the entire town center and can seen for dozens of kilometers around. Given the magnitude of the blaze, the Croatian Air Force had been drafted in, sending a "bambi bucket" equipped Mi-171 to assist in operations…
229 attempting to control the blaze using a FLORY 2600 bambi bucket. Scooping up water in a nearby artificial lake, the crew were able to drop a load every few minutes – sadly without much effect.
On yet another run – one of a dozen I myself had witnessed, though the helicopter was at the scene for more than two hours. Thankfully, thunderstorms are inbound which should assist ground teams!
229 departing Lučko in a hurry before we knew what was going on. In the event, it was flying to the ZTC maintenance facility next to Zagreb Intl. to pick up the bambi bucket…
Photo Intermission – Rotors In Fog
January 4, 2014 January 24, 2014 Posted in Military / PoliceTagged Croatian Air Force, HRZ, LDZL, Lučko, Mi-171, Mi-24, Mi-35, Mi-8, MilLeave a comment
While continental Croatia has, on the whole, been spared a visit by the Four Riders of the Winter Apocalypse – Freezing Cold, Low Cloud Base, Snow and Fog 😀 – the light aviation scene had nevertheless wound down for the season, existing now only in traces and a few sporadic pleasure flights flown over the weekend. Even though we've been graced with generally good visibility and temperatures of 10 to 15 Centigrade, few people are inclined to get some serious flying in, leading me to a serious (and worrying) deprivation of news and photo opportunities…
So, to fill the void – and wish my readers belated season's greetings – here's a photo of some helicopters in fog 😀 .
Blade Runner has "tears in rain", while Lučko has "rotors in fog". Slowly disappearing into the evening's radiation fog, a selection of Mil helicopters prepares to go to bed. Leading the pack are three Mi-171Š transports, followed by a "legacy" Mi-8MTV-1, while in the distance – already nearly obscured – is a visiting Mi-35 gunship from the Czech Republic…


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Roth Discusses U.S. Intervention In Uganda
MELISSA BLOCK, HOST:
Now to Central Africa and to President Obama's decision last week to send some 100 armed military advisers there. The troops are being sent to help in the fight against the brutal Lord's Resistance Army, which started in Uganda in the 1980s. The LRA is accused of widespread atrocities including massacres, mutilation, rape, and the kidnapping of children who are turned into child soldiers. The group Human Rights Watch has been pushing for U.S. intervention against the LRA. And executive director Kenneth Roth joins me now to talk about that. Mr. Roth, welcome to the program.
KENNETH ROTH: Thanks for having me, Melissa.
BLOCK: Your group, Human Rights Watch, produced a video last year. It's called "Dear Obama: a Message from Victims of the Lord's Resistance Army." And I wanted to play just the - a bit of the top of that video.
(SOUNDBITE OF VIDEO CLIP)
BLOCK: Kenneth Roth, who are we hearing from in this video? What is their message to President Obama?
ROTH: We are hearing from residents of northern Democratic Republic of Congo. These are just local villagers who live in the area that has been ravaged by the Lord's Resistance Army, and they are pleading to President Obama to do something to help them. The Lord's Resistance Army is really one of the most brutal, vicious forces around. And it exists by essentially approaching a village, killing as many adults as it can find and then kidnapping the children, some just shockingly young, and forcing the boys to become child soldiers and the girls, in essence, to become so-called bush wives. It is just creating havoc in this part of the world, but the area is so remote that most people have no idea that it's going on.
BLOCK: And talk a bit, if you would, please, about leader Joseph Kony, the head of this brutal force, the Lord's Resistance Army.
ROTH: Well, I've obviously never met Kony, very few people have, but he is described as a charismatic figure who, I think, in a sense sees himself as having a direct pipeline to the Lord, hence the name the Lord's Resistance Army. He certainly wanted to overthrow the Ugandan government, but he never presented a formal political program. It's not as if he offered a vision of what a LRA-led government would look like. He was simply against the government, which is against him. This is a programmatically empty group that really exists mainly for the purpose of perpetuating itself.
BLOCK: We mentioned that these atrocities have been going on now for decades. Why do you think President Obama took this action now, to send these 100 U.S. troops into the region as advisers?
ROTH: I think he took the step now because in a sense this is a good opportunity. The Lord's Resistance Army is more isolated than it had been. When it was operating in northern Uganda, it was a more formidable force. Having been chased into northern Congo, it really has been reduced, by most estimates, to, say, 200, 250 core fighters and then several hundred abducted fighters in addition.
BLOCK: Would there be, though, the risk that U.S. troops and their lives would be put in danger, would be put in harm's way?
ROTH: Well, I do think it's important not to minimize the power of the Lord's Resistance Army. There was an earlier effort by a fairly ill-equipped Guatemalan force to go after Kony, and those troops, a number of them were killed. So this is not a risk-free operation. That said, this is not an invasion by any means. The various governments of the region are eager to see Kony captured. And so this is very much an invited presence, not in any sense a military invasion.
BLOCK: Is there congressional support for an action like this?
ROTH: Yes. The Congress adopted legislation in May 2010, by an overwhelming bipartisan margin, urging the Obama administration to come up with a plan to protect the civilians of northern Congo and to apprehend Kony. In fact, I think this is probably the most popular Africa initiative in a long, long time.
BLOCK: I've been talking with Kenneth Roth, the executive director of Human Rights Watch. Mr. Roth, thanks very much.
ROTH: Thanks so much for having me. Transcript provided by NPR, Copyright NPR.

redpajama_set_name: RedPajamaCommonCrawl


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Right now it's 30 degrees in Denver and half-ass snowing/sleeting/raining. Since according to Algore we can now control the weather, I'd like to request just a touch of gumball warmeling.
Speaking of which:
Southwestern droughts soon will become a permanent feature of life here - not just an occasional disaster to weather, according to a new study.
The Southwestern droughts of the past several dozen years are totally different from those that will occur as the planet warms, scientists discovered in a study published today in the journal Science.
"The future changes, they are something we haven't seen before," said Jian Lu, co-author of the study and a researcher with the National Center for Atmospheric Research in Boulder.
NCAR, if you haven't heard of them, is a leader in gorebal warbling hysteria.
Lu and his colleagues found that historic droughts in the Southwest could all be linked to natural variation in sea-surface temperatures, often to La Niña conditions, where the tropical Pacific Ocean cools.
That spins weather patterns around the globe - usually drying out the Southwest.
Such ocean-driven droughts can last one season or several years, but they break when the sea-surface temperatures shift back toward normal or warm, said co-author Richard Seeger, a researcher at Columbia University's Lamont-Doherty Earth Observatory in Palisades, N.Y.
Seeger's research team used 19 computer models to study the origins of the droughts that have been predicted for the future Southwest in a warmer world.
Studying the origins of predicted droughts. That's a neat trick, even with 19 (count 'em!) computer models.
Global warming causes a very different type of drought, by sending rainstorm and snowstorm tracks northward, and by evaporating more moisture from the ground.
There's little relief, then, from shifting ocean temperatures, Seeger said.
"The next century, it will be like a permanent 1930s or 1950s drought," he said.
How does he know? To quote the old hymn: the models tell him so.


My clients often talk about spouses or partners who aren't very supportive, who ignore their condition, belittle them for having symptoms, criticize their medical regimen, and otherwise seem to deny them the support that they need during this time of need. What's it been like for you?
The traditional wedding vows include the promise to take care of each other "in sickness and in health." Even in the best of times, the challenges of daily life can present result in some dips and detours along the road, requiring some patience (or a lot of patience) and the willingness to make some unexpected adjustments and compromises. With some hard work and commitment, couples often find a way to keep going.
Yes, life can throw some real curveballs. A chronic health condition is one of them.
I have worked with a lot of couples who are facing this challenge, with conditions like diabetes, lupus, HIV, cancer, MS, chronic pain, and others. What I have learned is that each couple deals with it in their own way, some struggle more than others. To be honest, some get through it, and even grow closer. Some don't.
While one of the partners receives the diagnosis, in many ways, both receive it. I probably don't need to say this to you or explain why. Changes in activity levels, emotional reactions, diet and lifestyle management, medical regimens, paying for treatment… and other challenges.
In one way or another, life is never going to be quite the same. And it may be drastically different.
But it's not that simple. This is real life and not a movie. And real human beings are involved.
There are a lot of reasons why partners can't always step in and step up to the plate.
"Why me?" becomes "Why us?" Just as the person receiving the diagnosis questions the fairness of the diagnosis, their partners have the same question. There isn't an answer to this question, but it's still human nature to ask it.
Sometimes it is simple denial. They can't and won't believe that their loved one has really received this diagnosis. It wasn't the way they thought that life together would be like. And, at least for awhile, pretending like it isn't there, or will go away if they ignore it long enough, can be a relief, though not a very long-lasting one.
Partners often feel helpless to "fix" the situation, and so they either react all over the place and try to micro-manage their partner's life, or they don't do anything and, instead, ignore the needs of their partner or even criticize them and tell them to "get over it." I am not sure which reaction is more destructive to the relationship, but individuals facing medical diagnoses express a lot more distress and sadness when it seems that their partners have run for the hills or become their critic when they most need them.
The individual with the diagnosis may be experiencing fear, and their partner may be as well. Along with the fear factor can come a lot of scary images about the future, and what this mean both for each individual as well as for the relationship. Both partners may be reluctant to talk about fear because they don't want to scare the other person. But fear can also go unrecognized, and be turned into denial. Lack of real information can play a role here. When we don't know the facts our minds have a way of making them up.
You are a couple, but you are still individuals. Each member of the partnership may need some time to deal with their own reactions to the diagnosis, to get a handle on their own emotions, their fear, frustration, anger, sadness, disappointment. It can be helpful to talk to an objective friend, or a mental health professional, to sort out these reactions and feelings, and get a perspective on them.
Get educated. Again, sometimes each individual needs to go off on their own and get informed. Or, this can be a joint project, including some information-gathering and talking to healthcare professionals. The best antidote for fear and helplessness is real information.
Chronic conditions result in a lot of elephants wandering around, and they take up a lot of space. Fear and helplessness are among the biggest. The best way to deal with an elephant is to talk about it, for each person to share what's going on with them, their questions, their fears, their hopes. Communication makes the elephants shrink and wander away.
Remember that support goes both ways. Each member of the partnership has their own needs. The individual facing the chronic condition may need to spell out what they need, both on a practical level as well as emotionally. While it may seem like it should be obvious to the other person, it may not be. And it may be up to the patient to reach out and encourage their partner to talk about how they are feeling. And of course, this goes both ways. The best way to help a partner facing a chronic condition is to ask them what he/she needs and how you can best help them. Just like you need reassurance, your partner may need some too.
Let's be honest. Not everybody can step up and pitch in when their partner is facing a chronic condition. As a patient, you may come to the point where you can no longer tell yourself that your partner 'just needs time" or is "using tough love" to help motivate you. Lack of support from a partner is lack of support, plain and simple.
Place your own self-care first. Sure, your partner may figure things out over time and be able to be a real team member on the road ahead. But in the absence of that, reach out for support where you can get it. Connect with friends and family members who can be there for you. This might mean getting a little support here, and a little support there, and piecing together what you need. Know who you can call upon and for what. It's not ideal but it's taking care of yourself.
Build up your support network with others who are facing your condition. Nobody gets what you are going through more than they do. Consider local support groups if they are available in your area. And of course stay in touch with your friends here.
Don't let yourself be made to feel less than for having a medical diagnosis, or that you are lazy, or trying to get attention, or that you are somehow responsible for feeling the way that you do. In other words, don't turn lack of support against yourself. Refuse to take on someone else's negative attitude toward your condition, or to feel guilty for having a chronic condition.
Do what you can to deal with your own emotions and to build yourself up. Have a safe place to talk about how you feel – you may want to consider talking to a mental health professional. Do activities you enjoy, and that you can participate in. You might even ask your partner to join you. You might also want to consider building more spirituality into your life: look upward!
Work closely with your healthcare team. Take responsibility for taking the best care of yourself possible. Power up!


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Tag Archives: fundi
Merkel's coalition talks with Green Party leaders this week seem serious
October 11, 2013 Kevin Lees	Leave a comment
German chancellor Angela Merkel, fresh off a victory at the end of last month in her country's federal elections, turned this week to a once very-unlikely coalition partner — Germany's Die Grünen (the Green Party).
When news broke last week that Merkel would hold talks with the Greens, it was easy to blow it off as a formality. After all, everyone assumed after the September 22 elections that Merkel's center-right Christlich Demokratische Union Deutschlands (CDU, Christian Democratic Party) would form another 'grand coalition' with the center-left Sozialdemokratische Partei Deutschlands (SPD, Social Democratic Party).
But throughout the campaign, I listed all of the reasons why a 'black-green' coalition made a lot of sense — and those reasons still make as much sense now as they did before the election. Merkel's decision to phase out nuclear power in 2011 removed the key policy difference that most divided her from the Greens. The leadership and the rank-and-file membership of the Greens is becoming older, wealthier and, in general, more like the CDU electorate. Moreover, its younger members are less radical and more moderate, and don't have the same antipathy to business as the (pardon the generalization) founding '1960s, hippie, flower child' generation.
With the announcement that the Greens and Merkel's CDU will explore a second round of talks over a potential coalition, however, everyone seems to be taking seriously the possibility of a 'black-green' coalition, which would be unprecedented in national German politics (though the Greens and the CDU joined forces in government recently, to mixed results, in Saarland and Hamburg).
There were always really compelling reasons why another CDU/SPD 'grand coalition' makes little sense.
After all, Merkel's near-landslide victory left her CDU and the more Catholic, conservative, Bavaria-based Christlich-Soziale Union in Bayern (CSU, the Christian Social Union) just five seats short of an absolute majority. She doesn't need the SPD's 192 seats, she needs five votes. Moreover, the SPD's collaboration with Merkel won it few votes, neither in Germany's 2009 federal elections when the grand coalition's foreign minister Frank-Walter Steinmeier led the party to its worst election result in postwar history nor in the most recent elections when the grand coalition's finance minister Peer Steinbrück led the SPD to its second-worst result. As such, the SPD is looking to draw a contrast with Merkel over the next hour years, not prop up Merkel's government as her junior partner.
That means that the SPD will be looking for the first opportunity for snap elections — and it's not exactly a foregone conclusion that Merkel will lead the CDU/CSU into a fourth consecutive campaign. At first glance, a coalition with the Greens may seem more bold, but it might well be the more cautious option for Merkel. They'll be less likely to cause problems for Merkel and, with a smaller parliamentary caucus,
Here's the breakdown of seats in the lower house of Germany's parliament, the Bundestag, following the September 22 vote, which will have 630 seats — a 'grand coalition' would amount to about four-fifths of the entire Bundestag.
Given that the CDU's coalition partner between 2009 and 2013, the liberal Freie Demokratische Partei (FDP, Free Democratic Party), failed to surpass the 5% electoral threshold and lost all of its seats in the Bundestag in September, there's only one other party to which Merkel can turn — the Greens.
Though Merkel's coalition partners might both regret their cooperation (i.e., the SPD and the FDP both notched postwar nadirs in 2009 and 2013, respectively), there's a strong case that a 'black-green' coalition could give the Greens a new identity at the very heart of Germany politics. As a junior partner in Merkel's third consecutive government, its supporters wouldn't expect much, so to the extent that the Greens moderate Merkel's agenda over the next four years (through policies that boost renewable energy or reduce CO2 emissions), their core voters should be fairly satisfied. But the Greens stand to pick up many more centrist voters that might otherwise vote for the SPD or even for the CDU or the FDP.
The Greens ran an undeniably leftist campaign, pledging tax hikes and a 15% wealth tax to boot, along with the oft-ridiculed national 'Veggie Day,' and one of its four leaders, Jürgen Trittin, a former environmental minister from 1998 to 2005, faced ridicule over his approval of a pamphlet from 1981 that appeared to call for the legalization of sex between adults and minors. Despite polls that in 2011 showed the Greens winning up to 25% or even 30% of the vote, they finished with just 8.4% of the vote — a swing of 2.3% less than their 2009 total.
Former Green Party leader and foreign minister Joschka Fischer, among others, took the Greens to task for their campaign within 48 hours of the election:
"It looks almost as though the current leadership of the Greens has gotten older but still hasn't grown up," Fischer told SPIEGEL following Sunday's vote. "They followed a strategy that not only failed to win over new voters, but drove away many old ones." Noting the party's focus on tax hikes and social spending during the campaign, Fischer said that emphasizing a "leftist course" was a "fatal mistake."
Former party head Reinhard Bütikofer has likewise not been complimentary of the current Green leadership. "The failure … to engage in a serious debate with Chancellor Merkel regarding … her policies for Europe granted her political hegemony" on the issue, he told SPIEGEL. He also criticized Trittin for being a mouthpiece of the party's left wing.
Since the election, the Green leadership resigned en masse, and they elected two new leaders, including the centrist rising star Katrin Göring-Eckardt, who had served as one of two chancellor-candidates for the Greens during the election. The Greens, who have long been divided between a more centrist realo ('realist') faction and a more radical fundi ('fundamentalist') faction, have long elected leaders in pairs (the new leftist Green leader is Anton Hofreiter, who, unlike Trittin, comes from the new generation of Greens parliamentarians).
But the clear exemplar of Greens success is Winfried Kretschmann (pictured above), the first and only minister-president of any of Germany's 16 states — and in Baden-Württemberg, a wealthy (and relatively conservative) state in Germany's southwest that's a hub for commerce and industry. Though Kretschmann came to power in 2011 on a wave of opposition to the Stuttgart 21′ rail development project, Kretschmann is now helping to implement the project after it won nearly 60% support in a subsequent referendum specifically on the project's future. Kretschmann, who's firmly within the 'realo,' right wing of the Green Party, has won plaudits from business leaders as well, and he's apparently playing a role in the CDU-Green negotiations.
Severe obstacles remain to a 'black-green' coalition. Continue reading Merkel's coalition talks with Green Party leaders this week seem serious →
black-greenCDUchristian democratschristian social unionCSUFDPfree democratsfundigoring-eckardtgreenskretschmannmerkelnuclear energyrealosocial democratsSPDtrittin


text:
/**
 *Copyright [2009-2010] [dennis zhuang(killme2008@gmail.com)]
 *Licensed under the Apache License, Version 2.0 (the "License");
 *you may not use this file except in compliance with the License.
 *You may obtain a copy of the License at
 *             http://www.apache.org/licenses/LICENSE-2.0
 *Unless required by applicable law or agreed to in writing,
 *software distributed under the License is distributed on an "AS IS" BASIS,
 *WITHOUT WARRANTIES OR CONDITIONS OF ANY KIND,
 *either express or implied. See the License for the specific language governing permissions and limitations under the License
 */
package com.google.code.hs4j.network.core;

/**
 *
 * Controller state listener
 *
 * @author boyan
 *
 * @since 1.0, 2009-12-16 ����05:59:44
 */
public interface ControllerStateListener {

	/**
	 * When controller is started
	 *
	 * @param controller
	 */
	public void onStarted(final Controller controller);

	/**
	 * When controller is ready
	 *
	 * @param controller
	 */
	public void onReady(final Controller controller);

	/**
	 * When all connections are closed
	 *
	 * @param controller
	 */
	public void onAllSessionClosed(final Controller controller);

	/**
	 * When controller has been stopped
	 *
	 * @param controller
	 */
	public void onStopped(final Controller controller);

	public void onException(final Controller controller, Throwable t);
}

redpajama_set_name: RedPajamaGithub


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The regional trail project will eventually connect the Johnson Street Bridge to Humpback Road in Langford.
Just as the E&N Rail Trail celebrated its new name, the Capital Regional District was forced to announce the indefinite closure of the trail due to forces beyond its control.
Last week, the CRD announced the trail will now be known as the Humpback Connector.
At this point, about 2.3 kilometres of trail have already been paved, running alongside the railroad tracks between Admirals Road in Esquimalt and Wilson Street in Vic West. Soon, the paving will continue to Esquimalt Road.
While pedestrians have already been using this section of the trail for weeks, the pathway remains officially closed.
That's because upgrades haven't been made at five intersections, including rail signals and pedestrian crossings.
These upgrades are on hold until the future of the railway is determined by the rail operator, according to the CRD.


We are currently representing people in Tennessee that have had their apartment security deposits retained by their landlord. We believe some apartments have been keeping security deposits as a matter of routine and fraudulently accusing tenants of damaging the apartments. If you believe your landlord is keeping your security deposit unlawfully please call my office to discuss your rights.
— The landlord must keep the security deposit in an account maintained only for that purpose.
— Within Ten (10) days of the lease termination the landlord shall inspect the premises and compile a damage list. Also the landlord must notify the tenant of their right to inspect the premises to ascertain the accuracy of the list.
If you have any questions please feel free to contact our Tennessee Law Office.


On the 15th and 16th of September the Girls Varsity Soccer Team battled it out against ACS Hillingdon. On both days, immense improvements were seen throughout the whole team. In their first game they played aggressively and dominated. A penalty scored by Stephanie Ruedin ('19) brought the score up to 1-0. Unfortunately a goal was scored by Hillingdon's team within the last few minutes of the game, ending the game in a 1-1 tie. Fleur Fahner ('18) and Alice Laglia ('18) contributed in the midfield, running lots, and regaining possession whenever the ball was lost to the other team. Annie Rollinson ('18) fought for the ball again and again, proving to be a vital part in the defense.
On Saturday the girls played their second game against Hillingdon and the final score was another 1-1 tie. Josefine Glansk ('21) scored in the first half. However had it not been for Eva Ordonez ('19) and Charlotte Model ('18) in defense, Hillingdon would have had many more chances to score. The girls were very happy with their efforts, and are looking forward to play in Munich next weekend!


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Columbian Printing Press
Since training on a Columbian printing press at Duncan of Jordanstone School of Art, Dundee it has been my life's ambition to be able to print on one again. So when Jane Rogers rang from Bishop Grosseteste University College, Lincoln to offer me theirs it felt like a dream come true.
Invented in 1813 by the American George Clymer, the Columbian Press was one of the first iron printing presses The eagle which perches with outstretched wings and open beak on the main counterbalance lever. The eagle isn't ornament, it is the counterbalance weight. In its talons the eagle clutches a flight of Jove's thunderbolts, representing war, and the olive branch of peace and the cornucopia or Horn of Plenty, signifying prosperity. Further decoration can be found on the supporting pillars and the lever and include a Caduceus, the staff of Hermes, the messenger of the ancient Greek Gods and serpents which are symbols of wisdom.
"If the merits of a machine were to be appreciated wholly by its ornamental appearance, certainly no other press could enter into competition with the Columbian."
(T. C. Hansard, Typographia, 1825)
Moving it became the next priority, due to scheduled building works at the University, I only had a week to arrange transport and a home. A hoist and 7 sturdy men were needed to move this one and half ton cast iron beast. A sleepless night or two working out logistics, much scratching of heads, two days, a landrover and trailer and a lot of muscle proved to be the winning combination.
The press prints broadsheet or A1 so it will influence the scale and content of my work for the foreseeable future. I can't wait to get started!
A huge thankyou to Bill and Rich Sutcliffe, Josh Lee, Jim Mason and mate, Wackers and of course Vince
Television - Postcard £1.00
Baby Mercury £2.50
The Measure - Postcard £1.00
Smashman- Postcard £1.00
Letterpress Card - Yarndale Crafty £2.80
previous post: Postkarte from the front
next post: Artifact – a Printmakers Circle Exhibition


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Daredevil – Guardian Devil | Comics
Karen Page is gone for six months; leaving Matt Murdock completely broken and have his Catholic faith shaken.
Matt Murdock and his long-time love interest Karen Page has been through a lot that they probably wouldn't have survived without each other's support. She went on a separation with him to rediscover herself, leaving Matt in an angered state behind.
She has been gone for almost six months now and all he is left with now is his good old' Catholic faith, which is also pretty shaken these days. So, he heads to church for a confession as he is having a hard time to remember the Lord but it is cut short when he hears something.
A 16 year old girl, Gwyneth suddenly finds out that she was four months pregnant and her catholic parents find it very shameful. One morning she wake up seeing her parents getting murdered in front of her and so, she was running from home.
She gave birth to a baby on her own and as she was about to hit by a car, costumed crime-fighting superhero Daredevil came to her rescue out of nowhere and knocked the attackers down. When he turns back to ask the girl questions and he was left alone to face the cops for the mess he just made.
Later at Nelson and Murdock law firm, Matt was still unable to shake off the thoughts of Karen when his friend and partner Foggy Nelson introduces a client of a multi-million dollar divorce case named Lydia McKenzie but he hears the heartbeats of that running girl from midnight and her infant child.
Eventually she comes to his office next day claiming an Angel sent her to meet him and she apparently knows who he really is. She hands him over her child to keep it safe from the people chasing after her and then leaves at once.
Matt was astound to learn that she never having engaged in a sexual encounter with anyone before, which means that the child is either a messiah or could be an Antichrist. He called in his former flame and an active Avenger member, Black Widow who thought it was a booty call just like old times.
Natasha Romanov later tries to protect the child from harm upon hearing his side of the story when Murdock even violently attacks her to get the baby. Meanwhile, Karen Page suddenly shows up at his door after having the shocking revelation of being HIV positive because of her time as a drug-addicted porn star in past.
Foggy is suddenly found accused for a murder of a divorcee with whom he was having a secret affair for some time. This led him to be fired by the law firm of his own mother to avoid further problems regarding this case which also disgusts Matthew. While trying to find answers to his questions, Daredevil came across his arch-enemy Bullseye.
He returns to get a piece on him for ol' time's sake and left a lot of bodies behind trying to get the baby. The friendly neighborhood Spider-Man also came by to visit him briefly. Murdock is probably going to lose it all soon or getting mad for real but what on Earth are Sorcerer Supreme Doctor Strange and demon lord Mephisto doing in all these?
For more information on Daredevil – Guardian Devil storyline, you can check out these links below.
Daredevil – Guardian Devil (Comics) Wikipedia
Daredevil – Guardian Devil (Comics) Marvel Wikia
On Sight of Bullseye
Here is your links to buy "Daredevil – Guardian Devil" from Marvel Comics in issues on Amazon.
Daredevil V2 01
Here is your links to buy "Daredevil – Guardian Devil" from Marvel Comics on Amazon.
Daredevil – Guardian Devil (Softcover)
Daredevil – Guardian Devil (Hardcover)
Daredevil Visionaries Vol 01 – Guardian Devil
Daredevil – Guardian Devil 10th Anniversary Edition
Renowned filmmaker Kevin Smith is roped in for a new storyline for re-launching the second monthly ongoing volume of Daredevil from Marvel Comics and one of the star-artist Joe Quesada (Daredevil – Father, Daredevil – Parts of a Hole) also joined him. "Guardian Devil" is an eight part storyline that collects issues #01-08 from the series.
It elaborates a extensive plot premise where the Devil of Hell's Kitchen is pitted against an enemy he never faced before, ever in his life but already know a lot about him. Quesada's awesome and spectacular drawing lines throughout the mystery-filled pages have made this long-late into an enjoyable ride.
Devil In Despair
Featuring The Man Without Fear in lead, the story depicts him fighting with his inner demons and many tragedies as he goes out of his mind this time. It is considered as one of the top-notch Daredevil stories around that ran in recent times. Events from "Born Again" is referenced and linked with to tie some loose threads.
One of his oldest enemies, Kingpin has made a cameo appearance in a flashback and friends like Black Widow, Doctor Strange and Spider-Man showed up. DD is troubled by a second-stringer villain Mysterio, who is an enemy of a known ally, who collected vital information against him to beat him.
schedule 12:00 AM
Black Widow Bullseye Comics Daredevil Doctor Strange Graphic Novel Joe Quesada Kingpin Marvel Comics Mephisto Mysterio Spider-Man Storyline
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, apabila salah menulis, tidak akan berfungsi Replace_Image_Ext = ['JPG', 'GIF', 'PNG', 'BMP'];//(support: jpg, gif, png, bmp),hanya berfungsi apabila Replace_Image_Link=true //Pengaturan Emoticon Emo_List = [ ':)' ,'http://twemoji.maxcdn.com/36x36/1f600.png', ':(' ,'http://twemoji.maxcdn.com/36x36/1f615.png', 'hihi' ,'http://twemoji.maxcdn.com/36x36/1f601.png', ':-)' ,'http://twemoji.maxcdn.com/36x36/1f60f.png', ':D' ,'http://twemoji.maxcdn.com/36x36/1f603.png', '=D' ,'http://twemoji.maxcdn.com/36x36/1f62c.png', ':-d' ,'http://twemoji.maxcdn.com/36x36/1f604.png', ';(' ,'http://twemoji.maxcdn.com/36x36/1f61e.png', ';-(' ,'http://twemoji.maxcdn.com/36x36/1f62d.png', '@-)' ,'http://twemoji.maxcdn.com/36x36/1f616.png', ':o'	,'http://twemoji.maxcdn.com/36x36/1f62e.png', ':>)','http://twemoji.maxcdn.com/36x36/1f606.png', '(o)'	,'http://twemoji.maxcdn.com/36x36/1f609.png', ':p'	,'http://twemoji.maxcdn.com/36x36/1f614.png', ':-?'	,'http://twemoji.maxcdn.com/36x36/2753.png', '(p)'	,'http://twemoji.maxcdn.com/36x36/1f619.png', ':-s'	,'http://twemoji.maxcdn.com/36x36/1f625.png', '8-)'	,'http://twemoji.maxcdn.com/36x36/1f60e.png', ':-t'	,'http://twemoji.maxcdn.com/36x36/1f624.png', ':-b'	,'http://twemoji.maxcdn.com/36x36/1f634.png', 'b-('	,'http://twemoji.maxcdn.com/36x36/1f635.png', '(y)'	,'http://twemoji.maxcdn.com/36x36/1f44d.png', 'x-)'	,'http://twemoji.maxcdn.com/36x36/1f60d.png', '(h)'	,'http://twemoji.maxcdn.com/36x36/1f44f.png', ]; Force_Tag = [ '[pre]','


(St. John's) At its provincial Executive Board meeting this weekend, CUPE Newfoundland and Labrador put a plan in motion to force both levels of government to implement the Romanow report, while protecting patient services from privatization.
CUPE's Wayne Lucas says, Watching the health ministers' meeting this past weekend you'd think that Romanow hadn't even happened. It was very disheartening. These people don't get it. Canadians have made it clear - it's Romanow, stupid!
CUPE will be launching a two-pronged approach over the coming months to make sure the 47 recommendations contained in the Romanow report are carried forward.
Romanow has said the future of our precious Medicare system is now in the hands of Canadians. We're going to give them the opportunity to act on that, says Lucas.
The CUPE president also points out, however, that there's one major area of concern in Romanow's report. The commissioner left open the door to privatization of key patient services in hospital settings. This could include things like dietary, laundry, cleaning and maintenance services.
Canadians understand that a sterile operating room, clean laundry and nutritious food are absolutely critical to patient health. Handing these services over to big business makes no more sense than privatizing clinical care, says Lucas.
Newfoundlanders and Labradorians need to let their federal and provincial politicians know that we are demanding they finally take action, he adds.


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« Obama, not Israel, "outrageously cynical"
More bad ideas on Iran »
Moral behavior and Jewish rights
Recently I wrote about how important it was for Israel to insist on its legitimate rights under international law, rather than allowing its enemies to define the terms of the discussion. The recent Levy Commission report — perhaps many years late — tries to reestablish these rights:
"According to international law, Israelis have a legal right to settle all of Judea and Samaria, at the very least the lands that Israel controls under agreements with the Palestinian Authority," Levy stated. "Therefore, the establishment of Jewish settlements [in Judea and Samaria] is, in itself, not illegal." …
The committee issued its report on [July 10, 2012], which was subsequently handed over to Attorney-General Yehuda Weinstein. In the report, Levy wrote that "upon completing the committee's tasks, and considering the testimonies heard, the basic conclusion is that from an international law perspective, the laws of 'occupation' do not apply to the unique historic and legal circumstances surrounding Israel's decades-long presence in Judea and Samaria."
"Likewise," the report said, "the Fourth Geneva Convention [relative to the Protection of Civilian Persons in Time of War] on the transfer of populations does not apply, and wasn't intended to apply to communities such as those established by Israel in Judea and Samaria."
The government still has not adopted this report. Apparently it presents an "inconvenient truth" for those who believe, for whatever reason, that Israel needs to withdraw from all or most of Judea and Samaria.
It needn't. The fact that Jews have as much right to live in these areas as Arabs (and even that Israel has a prima facie claim on these disputed territories stronger than the Palestinian Authority) does not prevent Israel from ceding some of its rights in the event that an Arab leadership capable of being a real peace partner were to appear.
Accepting the report is not tantamount to annexing Judea and Samaria, as the hysterical Left claims.
But what is the opposing view? That Jews do not have a right to live east of the 1949 boundaries and that the Israeli presence there is an illegitimate occupation of "Arab land."
In the first case, Israel can theoretically negotiate a compromise with the Arabs in which it gives up land for an end to belligerency. There is a flavor of extortion here, but nevertheless Israel has a position from which to negotiate.
But if Israel begins negotiating from the position that it is occupying someone else's land, then the only thing there is to negotiate is the timetable for withdrawal. This is precisely the Palestinian position, and it is also reflected in the Arab League Peace Initiative.
Oslo syndrome sufferers love this, because it supports their position that everything is the Jews' fault, and that the solution is to make ourselves 'better' so that the antisemites will come to love us. Of course, this is precisely as insane as it sounds.
Israel should always try to act in accordance with moral principles. But it should behave morally not only towards Arabs, but toward its 'stockholders', the Jewish people. And that means not surrendering their right to self-determination in the land of Israel.
Here is an example of what has come of the Israeli government allowing its enemies to rewrite history and invent international law:
Since 2005, Israeli exporters to EU countries have had to list zip codes and place names from where goods were manufactured. Under the EU-Israel free trade agreement, Israeli products are allowed duty-free entry into the EU, but not goods made in the settlements. EU products coming into Israel also enjoy a duty-free status.
Israeli officials said that amid protests from various European NGOs and parliamentarians, who claimed that a number of goods were slipping through the cracks, the EU decided to publicize the list of locales and zip codes from which duties must be levied. The policy itself is not new, only the publication of the names.
Nevertheless, it elicited an angry reaction from the Foreign Ministry for two reasons: the move was carried out even though Israel and the EU have been in consultation about it for a number of weeks, and it included three zip codes – 71724, 71728 and 71799 – in Modi'in, Maccabim and Re'ut.
"For anyone who deals in reality, there is not the slightest doubt that the Modi'in, Maccabim and Re'ut localities are an integral part of Israel, and their future is not in question," the Foreign Ministry said in a statement.
So first the Foreign Ministry signed a free-trade agreement that in effect made borders out of the 1949 cease-fire lines, and now it is having humiliating arguments over what zip codes are included within these non-borders!
Technorati Tags: Israel, Levy Commission, Judea and Samaria
This entry was posted on Wednesday, August 15th, 2012 at 11:26 am and is filed under General.	You can follow any responses to this entry through the RSS 2.0 feed. Both comments and pings are currently closed.


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CO Summary Details at Least 91 Fatal Domestic Violence-related Deaths in 2021
Jan. 6, 2023 (DENVER) — At least 91 people died in Colorado in 2021 in domestic violence-related incidents, according to a report from the Colorado Domestic Violence Fatality Review Board that the Attorney General's Office released today. At least 45 of those who died were victims killed by their intimate partners, 14 were collateral victims, and 32 […]
Lamar Utility Board Continues New Meter Installations
Projects for the Lamar Light Plant for 2023 were reviewed by Light Plant Superintendent, Houssin Hourieh during the Utility Boards first meeting for the new year on January 10th. He said the 4kv substation equipment will continue to be upgraded as well as upgrades to the plant's SCADA system master radio and 4kv distribution […]


Stefan joined MSF in 2012 and is currently working in the Emergency Department of MSF's Kunduz Trauma Centre. The hospital is the only one of its kind in northern Afghanistan, providing high quality and free surgical care to victims of general trauma as well as those with conflict-related injuries from bomb blasts or gunshots.
Stefan is from South Africa and qualified as a doctor from the University of Cape Town in 2007. He has previously worked in state and private hospitals in South Africa and also in the UK.


You've probably already heard it before, but USD's housing for the 2019-2020 academic year is projected to overflow once again.
There have been complaints about this, as people are waiting for housing to accept their exemptions to sign leases somewhere off campus.
We understand that this can be a frustrating process, and, for the university and its students, we've been doing some research about some housing alternatives that could be helpful so you don't have to wait for the housing exemption to sign a lease!
If you are an outdoorsy person, the Beacom and MUC balconies could be the perfect living space for you! The balconies are a wonderful place to pitch a few tents with your friends and enjoy the feeling of the great outdoors. Not only do you get to enjoy some nice cool air–unlike the dorms, where the air conditioning never works–but you can also participate in fun outdoor activities, such as stargazing.
The I.D. Weeks Library is an amazing option for housing if you're dedicated to your studies. With its large, open space, the library allows you to have as many roommates as you'd like. The library's multi-floor design will help delegate where students are housed: from least studious on the first floor, to most studious on the third floor. The library has multiple study rooms for those who prefer to be in a single room. Not only that, but there are also vending machines on the first floor, so you won't ever have to leave the building to get food and drinks.
The campus benches are perfect for anyone who considers themselves a minimalist. The benches don't allow much space for furniture and decor, and therefore are ideal for those who don't like a cluttered space. There are many benches near the MUC and the library where food can be found. The campus benches are also extremely convenient, as you can move them wherever you'd like them to be.
If you don't mind the battle between you and asbestos, Julian Hall is perfect for you. These rooms allow you to have a roommate. Julian Hall will also provide you with masks to wear to see to it that you will not contract any illnesses from the asbestos in the walls. This hall is placed conveniently next to Akeley-Lawrence, and is also connected to Brookman Hall, where there are vending machines. The furthest you will have to go for food is right across the hallway.


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«Честь товарища» — советский фильм режиссёра Николая Лебедева 1953 года. Вышел на экраны в конце февраля 1953 года.

Сюжет
Советский фильм — экранизация книги Бориса Изюмского «Алые погоны» о воспитании гордости Советской армии, будущих офицерах.

Съёмочная группа
 Режиссёр-постановщик: Николай Лебедев
 Автор сценария: Борис Изюмский, Леонид Жежеленко
 Оператор-постановщик: Вениамин Левитин
 Оператор: Константин Соболь
 Композитор: Владимир Маклаков
 Тексты песен: Николай Глейзаров
 Художник-постановщик: Виктор Савостин
 Художник по костюмам: Тамара Левицкая
 Звукооператор: Лев Вальтер
 Монтаж: Н. Разумова
 Директор картины: Пётр Свиридов

В ролях
 Константин Скоробогатов — Начальник училища, генерал-майор Полуэктов
 Борис Коковкин — Полковник Зорин
 Геннадий Мичурин — Подполковник Русанов
 Владимир Дружников — Майор Боканов
 Анатолий Чемодуров — Капитан Беседа
 Юрий Толубеев — Генерал Пашков
 Лев Фричинский — Семён Гербов
 Нина Гребешкова — Галя Богачёва
 Василий Меркурьев — Старшина Привалов
 Феликс Яворский — Савва Братушкин Борис Матюшкин — Павел Авилкин
 Виктор Бирцев — Владимир Ковалев
 Клавдия Хабарова — эпизод

Оценки фильма
Киновед Кира Парамонова считала, что «точной работой с молодыми исполнителями режиссёр добился того, что "вечные" проблемы юношеского индивидуализма … безусловно волнуют зрителя». Она утверждала: «Нельзя не поверить правдивой, искренней игре маленьких актёров».

Примечания

Литература

Ссылки
 http://pickfilm.ru/film/chest-tovarischa.html
 http://kino-ussr.ru/3352-chest-tovarischa-1953.html

Фильмы СССР 1953 года
Фильмы студии «Ленфильм»
Детские фильмы СССР

redpajama_set_name: RedPajamaWikipedia


The Bridgewater hedge fund is headed by Ray Dalio, a man in his 60's who made his first killing at the age of 12 by putting all his summer earnings as a golf caddy into the now defunct Northeast Airlines. The son of a jazz musician and a teacher, Dalio took home around $600 million last year in earnings.
The Bridgewater hedge fund, also known as Bridgewater Associates, has assets to the tune of over $94 billion under management. Bridgewater hedge fund is based in Westport, CT and has roughly 1100 employees.
As of the end of Q2 2011, the Ray Dalio's hedge fund had more than 38% of its 13F portfolio in the S&P ETF.
The firm came under scrutiny earlier this year after reports surfaced of the culture at the Bridgewater hedge fund being "demoralizing", Dalio made a rare press appearance on TV. He had just recently published an office guidebook called "Principles", which garnered some rare criticisms of Dalio.
And last month, the campus newspaper at Dartmouth, where the Bridgewater hedge fund recruits, ran a piece that shed negative light on the hiring practices at Bridgewater. Namely, a student accused the firm of paying students for their opinions. The firm responded with a letter, saying they ran focus groups and as a token of appreciation, handed gift cards to the students who had participated.
According to recent reports, the Bridgewater hedge fund had returns of more than $3.5 billion just over a single week in August. That translates to about a 5% return in the flagship fund of Bridgewater Associates. That performance takes the year to date activity of the Bridgewater hedge fund to more than 20%- and that makes it among the best performers in the hedge fund circle.
Much of Bridgewater's trading is focused on so-called relative-value investments, or bets that certain markets and investments move up while others fall. That tack has helped lately. The Bridgewater team has been especially concerned about European growth and has placed positions wagering that Europe's economies would perform more poorly than others around the globe, according to people close to the matter.
Ray Dalio's firm has been holding currencies of various emerging-market nations, investments that have fallen lately after racking up gains earlier this year. But wagers on appreciating currencies, such as the Japanese yen, as well as German bonds have delivered gains, one investor said.


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Q: Multiple references to database sequence [hibernate_sequence] were encountered I'm getting this error when building my JHipster application:

org.springframework.beans.factory.BeanCreationException: Error creating bean with name 'entityManagerFactory' defined in class path resource [org/springframework/boot/autoconfigure/orm/jpa/HibernateJpaAutoConfiguration.class]: Invocation of init method failed; nested exception is org.hibernate.HibernateException: Multiple references to database sequence [hibernate_sequence] were encountered attempting toset conflicting values for 'increment size'.  Found [1] and [50]

I see the 50 here, but I don't know where the 1 is coming from.
Since the last time it worked, I have added a few new entities defined in these Kotlin files.
I'm working on adding the Thinkster conduit demo as one feature into my application. On its own the demo builds and runs without any problems. To get where I am now, I copied the code from the demo into my app and adjusted a few things, mostly related to the User entity. Since JHipster doesn't let you add fields to User, I created an Author entity with a 1:1 relationship to it. That in itself probably doesn't have anything to do with this error. I figure that something in this new code must be trying to create a sequence and the default increment size is one.

A: You're probably missing a few tags that are required since JHipster makes a lot of assumptions about project setup.  This is what was necessary to get my project working:
@Entity
@Table(name = "tags")
public class Tag {
  @Id
  @GeneratedValue(strategy = GenerationType.SEQUENCE, generator = "sequenceGenerator")
  @SequenceGenerator(name = "sequenceGenerator")
  private int id;
}

Standard hibernate would let you get away without specifying the strategy or generator, but since it was configured already you need to match.

A: The problem is your sequence generator annotation does not have sequenceName specified so it uses common hibernate_sequence sequence in database. The sequence has its increment and you apparently try to specify a different.
So even if you specified the sequence generator for your table, it is actually shared with your other generators and "1" is from this hibernate_sequence.
Just try to name your sequence so it has its own entity in the database and you should be OK with any increment size.

A: I had the same problem, some entities had :
    @Id
    @GeneratedValue(strategy = GenerationType.AUTO)
    private Long id;

while some other entities had :
    @Id
    @GeneratedValue(strategy = GenerationType.SEQUENCE, generator = "sequenceGenerator")
    @SequenceGenerator(name = "sequenceGenerator")
    private Long id;

I changed all the entities in the project to the first type i.e. AUTO and got rid of my abstract class DomainEntityBase which had the @Id and this solved the issue.
P.S. I'm using jhipster.

A: Create a new sequence in your DB using a name different from "hibernate_sequence", then use that sequence in your @SequenceGenerator and also specify the name of the schema the sequence was created under. Example, if you have defined your schema this way:
CREATE SEQUENCE wallet.wallet_sequence
  INCREMENT 1
  MINVALUE 1
  MAXVALUE 9223372036854775807
  START 1
  CACHE 1;

Then your entity annotation should be as follows:
@Id
@GeneratedValue(strategy = GenerationType.SEQUENCE, generator = "hibernate_seq")
@SequenceGenerator(name = "hibernate_seq", sequenceName = "wallet_sequence", schema = "wallet")

redpajama_set_name: RedPajamaStackExchange


The "Tri City" in our name includes the three communities of Arcadia, Monrovia and Temple City. As members of the Pop Warner – Orange Empire Conference, target communities and neighboring cities that do not have a Pop Warner program are also welcome to participate with the Tri City Saints…such as Sierra Madre, Duarte, El Monte, Azusa, etc.
Our mission is to enable young people to benefit from participation in football and cheer in a safe and structured environment. We focus on teaching fundamental values, skills and knowledge that young people will use throughout their lives, where success simply becomes a side-effect of this effort and mentality.
Registration fees include conference fees, field usage fees and all associated costs, i.e. lights, medical, janitorial and many others.
The last day for online registration is July 31.
There are no refunds after the 2nd week of the season. No exceptions.
There is a MANDATORY $50 fundraiser fee for all levels and programs.
Sibling discount is $50* and maximum fundraiser per household/family is $75.
We offer $25 off registration fees for every referral.