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The Lion in Winter

The Lion in Winter is a 1966 play by James Goldman, depicting the personal and political conflicts of Henry II of England, his wife Eleanor of Aquitaine, their children and their guests during Christmas 1183. It premiered on Broadway at the Ambassador Theatre on March 3, 1966, starring Robert Preston and Rosemary Harris, who won a Tony Award for her portrayal of Eleanor, it was adapted by Goldman into an Academy Award-winning 1968 film of the same name, starring Peter O'Toole and Katharine Hepburn. The play has been produced numerous times, including West End revivals. Set during Christmas 1183 at Henry II of England's castle in Chinon, Angevin Empire, the play opens with the arrival of Henry's wife Eleanor of Aquitaine, whom he has had imprisoned since 1173; the story concerns the gamesmanship between Henry, their three surviving sons Richard and John, their Christmas Court guest, the King of France, Philip II Augustus, the son of Eleanor's ex-husband, Louis VII of France. Involved is Philip's half-sister Alais, at court since she was betrothed to Richard at age eight, but has since become Henry's mistress.

The play premiered at the Ambassador Theatre on March 3, 1966, playing for 92 performances and closing on May 21, 1966. Directed by Noel Willman, it starred Robert Preston as Henry, Rosemary Harris as Eleanor, James Rado as Richard, Christopher Walken as Philip. Harris won a Tony Award for Best Performance by a Leading Actress in a Play. George Peppard most famous for his role on the hit eighties series, The A-Team and starred in a well-received 1992 touring production of the play. Susan Clarke played opposite; the play's Broadway revival in March 1999 starred Laurence Fishburne as Henry and Stockard Channing as Eleanor, directed by Michael Mayer. Channing was nominated for a Tony award; the play was produced in 2002 by the Unseam'd Shakespeare Company. The play was revived in November 2011 at the Theatre Royal Haymarket, starring Robert Lindsay as Henry, Joanna Lumley as Eleanor, directed by Trevor Nunn; the play formed part of the Summer and Fall 2012 Seasons at the American Shakespeare Center's Blackfriars Playhouse, presented in complementary repertory with William Shakespeare's King John.

A 2014 production by the Colony Theater Company in Burbank, California starred Mariette Hartley as Eleanore and Ian Buchanan as Henry. Brendan Ford played Richard, Hartley's daughter Justine as Alais. Henry II, King of England – Though aging, Henry is still nearly as vital as he was, his manipulations of family and others are portrayed as spontaneous and emotional as opposed to the well-thought-out stratagems of Eleanor, the cold, calculating machinations of Geoffrey. Queen Eleanor – Eleanor is the wife of Henry and a beautiful woman of hot temperament, great authority and presence, she has been a queen for nearly 46 years and is capable of holding her own in a man's world. She loves him intensely at the same time, she is not willing to see them harmed. John – He is the youngest son of Henry and Eleanor, he is sullen, with a boyish outlook on his position. He is described in the play as smelling of compost, he is Henry's favourite, but the weakest. He vacillates throughout the play, not out of cleverness, but out of weakness.

He is tricked and manipulated by Geoffrey. Geoffrey – He is a son of Henry and Eleanor, a man of energy and action, he is attractive and has the strongest intellect of the family. His view of himself is of one who yearned for the love of his parents while receiving none, yet the play leaves open to question whether any of Henry's three sons should be thought to have been loved by either Henry or Eleanor and not used by King and Queen as pawns in their ceaseless scheming against one another. Richard – The eldest surviving son of Henry and Eleanor, their second son Henry having died. Richard is handsome and impressive and has been a famous soldier since his middle teens. War is his profession and he is good at it, he is the strongest and toughest of the three sons/princes. Richard and Philip Capet have been sexually involved prior to the action of the play. However, Philip declares that he participated in the affair purely for political purposes, whereas Richard indicates he had genuine affection for Philip.

Alais Capet – She is in love with Henry. Everyone underestimates her power, she is portrayed as innocent, but by the end of the play has begun to acquire a ruthless streak of her own, insisting that Henry imprison his three sons for the rest of their lives in the dungeon. Philip II, King of France – He has been King of France for three years, he is not as accomplished as Henry in manipulating people, but seems to acquire greater skills at this during the play. He is handsome without being pretty. See also: The Lion in Winter § Historical backgroundThe Lion in Winter is fictional and none of the dialogue and actions are historical. However, the events leading up to the story are accurate. There is no definitive evidence; the real Henry had many mistresses. Eleanor had persuaded their sons to rebel against Henry in 1173, for her role in the rebel

Willie Hensley

William L. "Willie" Hensley known by his Iñupiaq name Iġġiaġruk, is a semi-retired Democratic politician and government official in the U. S. state of Alaska. He is a visiting faculty member at the University of Alaska Anchorage, in addition to being a writer and lecturer. Hensley is a former member of Alaska House of Representatives and Alaska Senate, was the Democratic Party's nominee for U. S. Representative from Alaska and lieutenant governor of Alaska, he is a former Democratic National Committeeman from Alaska. In addition to running for and serving in electoral office, he has spent much of his life as an advocate for Alaska Native rights, his autobiography, Fifty Miles from Tomorrow: A Memoir of Alaska and the Real People, was published in 2009. Media related to Willie Hensley at Wikimedia Commons Hensley's Op-ed piece for the New York Times New York Times review of "Fifty Miles from Tomorrow" What Rights to Land Have the Alaska Natives?: The Primary Question – Paper written by Hensley in May 1966, shortly after graduating from George Washington University, while taking a constitutional law class at the University of Alaska taught by Jay Rabinowitz Willie Hensley at 100 Years of Alaska's Legislature Appearances on C-SPAN

Boeing C-137 Stratoliner

The Boeing C-137 Stratoliner is a retired VIP transport aircraft derived from the Boeing 707 jet airliner used by the United States Air Force. Other nations bought both new and used 707s for military service as VIP or tanker transports. In addition, the 707 served as the basis for several specialized versions, such as the E-3 Sentry AWACS aircraft; the designation C-18 covers several variants based on the 707-320B/C series. The C-137 should not be confused with the superficially-similar Boeing C-135 Stratolifter. USAF procurement of the Boeing 707 was limited, amounting to three Model 707-153s designated VC-137A; when delivered in 1959 these had four 13,500 lb dry thrust Pratt & Whitney J57 turbojets. Only one other variant served with the USAF: this was the VC-137C Air Force One presidential transport, the two examples of which were Model 707-320B Intercontinentals with specialized interior furnishings and advanced communications equipment. Two further non-presidential C-137C aircraft were added.

To supplement its VC-137s, the USAF converted several C-135 airframes to VC-135 VIP standard, these were used for staff transport within the United States. The C-18 is the US military designation for the conversions of the 707-320B series. C-18A Eight second-hand 707-323Cs bought as crew trainers for the EC-18Bs, four converted to EC-18B, two converted to EC-18D, one to C-18B. C-18B One C-18A modified with instrumentation and equipment to support the Military Strategic and Tactical Relay System. EC-18B Four C-18As modified alongside examples of the C-135 for Advanced Range Instrumentation Aircraft missions in support of the Apollo space program; the designation E-7 was applied to modified Boeing 707s before being replaced by the EC-18 designation. EC-18C Original designation for two prototype J-STAR aircraft redesignated E-8A. EC-18D Two C-18As modified as a Cruise Missile Mission Control Aircraft. TC-18E Two second-hand 707-331 aircraft modified for crew training. TC-18F Two second-hand 707-382 aircraft modified for E-6 pilot training.

The USAF purchased a number of 707s under the C-137 series of designations: VC-137A Three 707-153s with a 22-passenger VIP interior and provision for use as an airborne command post, re-designated VC-137B. VC-137B The three VC-137As re-engined with four Pratt & Whitney JT3D-3 engines, operated by the 89th Military Airlift Wing, redesignated C-137B. C-137B The three VC-137Bs redesignated. VC-137C Two 707-353Bs were purchased by the USAF for service as presidential transports with call signs SAM 26000 and SAM 27000. C-137C The two VC-137Cs were redesignated. SAM 26000 and SAM 27000 were retired in 2001 respectively. Both are now in aviation museums. Two further C-137Cs were acquired by the USAF on 24 March 1988, one 707-396C and one 707-382B bought second hand in 1987, their assigned tail numbers were 85-6973 and 85-6974. EC-137D Two aircraft built as Early Control System prototypes. Re-engined and re-designated E-3A. A further second-hand 707-355C aircraft was acquired and configured as an airborne special operations command post.

Boeing E-3 Sentry Airborne warning and control system aircraft that provides all-weather surveillance, command and communications, to the United States, NATO and other air defense forces. Based on the 707-320B, production ended in 1992 after 68 had been built. Boeing E-6 Mercury A version of the 707-320, it operates as an airborne command post and communications center, relaying instructions from the National Command Authority, its role in relaying to the fleet ballistic missile submarines, known as "Take Charge and Move Out", gives it the suffix TACAMO. Only one version of the E-6 exists, the E-6B; the E-6B is an upgraded version of the E-6A that now includes a battlestaff area for the USSTRATCOM Airborne Command Post Northrop Grumman E-8 Joint STARS The E-8C Joint Surveillance Target Attack Radar System is a USAF airborne battle management and command and control platform that conducts ground surveillance to develop an understanding of the enemy situation and to support attack operations and targeting that contributes to the delay and destruction of enemy forces.

CT-49A NATO Trainer-Cargo Aircraft operated to support E-3A AWACS training and air transport/cargo for NATO based on Boeing 707-320B. CC-137 Husky Canadian Forces designation for the 707-347C. Five were purchased new in 1970. KC-137 Brazilian Air Force 707 IRIAF operates 707 Transports. 707T/T The 707 Tanker/Transport. Italy converted four 707s, two to tankers and two to a straight freighter. No 707 tankers remains operational as of 3 April 2008. Omega Aerial Refueling Services operates K707 tankers for lease. KE-3A The Royal Saudi Air Force purchased eight E-3 airframes configured as aerial refueling tankers. Condor Airborne Early Warning and Control aircraft developed in conjunction with Israel Aircraft Industries using a former Lan Chile aircraft. CT-49A/707TCA Three ex-Sabena airliners converted to TCA in 1989 to support the NATO NAEWF E-3A mission; the aircraft were capable of making dry hooku


The antineutron is the antiparticle of the neutron with symbol n. It differs from the neutron only in that some of its properties have equal magnitude but opposite sign, it has the same mass as the neutron, no net electric charge, but has opposite baryon number. This is; the antineutron consists of one up antiquark and two down antiquarks. Since the antineutron is electrically neutral, it cannot be observed directly. Instead, the products of its annihilation with ordinary matter are observed. In theory, a free antineutron should decay into an antiproton, a positron and a neutrino in a process analogous to the beta decay of free neutrons. There are theoretical proposals of neutron–antineutron oscillations, a process that implies the violation of the baryon number conservation; the antineutron was discovered in proton–antiproton collisions at the Bevatron by Bruce Cork in 1956, one year after the antiproton was discovered. The magnetic moment of the antineutron is the opposite of that of the neutron.

It − 1.91 µN for the neutron. Here µN is the nuclear magneton. Antimatter Neutron magnetic moment List of particles LBL Particle Data Group: summary tables suppression of neutron-antineutron oscillation Elementary particles: includes information about antineutron discovery "Is Antineutron the Same as Neutron?" Explains how the antineutron differs from the regular neutron despite having the same, zero, charge

Oxapampa Province

The Oxapampa Province is the largest of three provinces that make up the Pasco Region in Peru. The capital of the Oxapampa province is the city of Oxapampa; the Oxapampa Province is divided into eight districts, each of, headed by a mayor: Oxapampa Chontabamba Constitución Huancabamba Palcazu Pozuzo Puerto Bermúdez Villa Rica El Sira Communal Reserve San Matías–San Carlos Protection Forest Yanachaga–Chemillén National Park Yanesha Communal Reserve Official web site of the Oxapampa Province Pozuzo Information

Rob Walker Racing Team

Rob Walker Racing Team was a privateer team in Formula One during the 1950s and 1960s. Founded by Johnnie Walker heir Rob Walker in 1953, the team became F1's most successful privateer in history, being the first and only entrant to win a World Championship Formula One Grand Prix without building their own car. Born in 1917, the 35-year-old Rob Walker founded his team in 1953, debuting in the Lavant Cup Formula 2 race, entering a Connaught for driver Tony Rolt, where he achieved a third place; the next race, at Snetterton, Eric Thompson was the first winner with a Rob Walker car. Between Rolt and Thompson, the Rob Walker Racing Team had an auspicious debut season, with eight wins in British club racing series, their international debut was at the Rouen Grand Prix, a mixed F1/F2 race, with Stirling Moss's Cooper-Alta, who managed to take 4th place among the F2 cars. The 1953 British Grand Prix was Walker's first World Championship outing, but Rolt's Connaught did not last the full distance. Walker, who entered his cars in Scottish national colours, continued to race in British club events in the following years.

From 1954 to 1956, Walker made a few scattered appearances, only winning a Formula 2 race at Brands Hatch in 1956 with Tony Brooks. Walker returned full-time in 1957 with an F2 Cooper-Climax. Tony Brooks, who shared driving duties during the season with Jack Brabham and Noel Cunningham-Reid, won the Lavant Cup, but the team failed to finish most of its races. In 1958, Rob Walker concentrated only on the large international events. Pre-WWII veteran Maurice Trintignant was signed full-time, with Moss and Brooks racing when they were free from their Vanwall commitments; the season started well enough for the team, with Moss and Trintignant winning at Argentina and Monaco, the first wins for a Cooper chassis. Those would be the only World Championship victories, but Trintignant triumphed at Pau and Auvergne, while Moss took the victory at the BARC 200, Caen Grand Prix and Kentish 100. Moss and Trintignant remained with the team for 1959, with the British driver winning at the Glover Trophy in Goodwood, but for the French and British GP races, he left Walker for his father's British Racing Partnership outfit, where he failed to score.

Moss returned in the German Grand Prix, where he retired, but returned to winning form in Portugal and International Gold Cup. Trintignant's best score was second place at the US Grand Prix. Walker decided to concentrate on Moss and switched to a Lotus in 1960, starting from Monaco, which Moss won, the first time a Lotus won a Formula 1 race. Moss would triumph only at the non-championship International Gold Cup in Oulton Park and the US GP at Riverside, but still managed to finish the season in third place overall, as had happened the previous year. After the end of the season, in December, Walker took Moss to two South African races. In 1961, F1 adopted the new 1.5 L engine regulations, Walker flirted with the idea of building his own chassis, but retained the Lotus 18 for the season. Moss won the non-championship races at Goodwood in the 2.5 L Intercontinental Formula and Vienna, as well as the Monaco and German Grands Prix. At the 1961 British Grand Prix, Rob Walker Racing became the first team to enter a four-wheel drive car for a World Championship Grand Prix, when they entered the Ferguson P99 on behalf of Ferguson Research.

Moss won that season's Oulton Park International Gold Cup race in the same car. The 1962 season started well enough, with the returning Trintignant winning at Pau, but Walker's plans were shaken when Moss had an accident at the Goodwood Glover Trophy meeting driving a BRP-entered Lotus, finishing his career. Walker had planned to enter a Ferrari for the British driver in the World Championship, but was forced to retain Trintignant, the elder French driver becoming uncompetitive, not scoring a single championship point; the year's misfortunes continued in Mexico and South Africa, where Walker saw drivers Ricardo Rodriguez and Gary Hocking die at the wheel of his cars. Rob Walker changed strategy for 1963, employing Jo Bonnier and returning to the Cooper chassis, but once more results were sparse and mechanical failures frequent. Still, the team beefed up its operations for 1964, first with a new Cooper and with a Brabham-BRM, with Bonnier and other guest drivers driving at several World Championship events.

From the Italian GP, Walker had decided to run two cars, a BT11 chassis with BRM power, a BT7 chassis with Climax power. In 1965, Jo Siffert partnered Bonnier, although the more experienced Swede was fastest, it was the Swiss who managed to score 5 championship points. With constant mechanical failure plaguing him, Bonnier's best result was a third place at the non-championship Race of Champions. With the new 3.0 L regulations starting in 1966, Bonnier left Walker to restart Ecurie Bonnier, Siffert remained alone with Walker, with the Maserati-engined Cooper T81. The car was uncompetitive in 1967, in 1968 Walker, now partnered with entrepreneur Jack Durlacher, purchased a Cosworth-powered Lotus 49; that year, Siffert won the British Grand Prix through attrition, after the works Lotuses retired, Siffert overpowered Chris Amon to take what would be Rob Walker's final win. Siffert left the team at the end of 1969, after finishing the year in 9th place, Rob Walker Racing Team competed for the last time in 1970, entering a Lotus 72 for driver Graham Hill, now 40 years old