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noneorother · 11 months ago

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What do Shax and a 30-year-old Sandman comic have in common? Puns. The answer is always puns.

While I've recently revealed Shax does actually know how to spell, (she's just really old), the "angle" message Shax throws through the window to demand the "angel" one was a little trickier, because it's not Middle English, or even Old French, it's probably the oldest pun in Good Omens... it's latin.

Good Omens Season 2, Episode 5, 2023

Fortunately, a time travelling Neil Gaiman left answers for us in his 1995 Sandman special "Sandman midnight theatre." See for yourself.

Sandman Midnight Theatre, Neil Gaiman, Matt Wagner, Teddy Kristiansen, 1995

"Still, they have some illuminated manuscripts in their library which throw fascinating light on early church history. "Not angels, but angles" eh? I've been angling for permission to browse through their manuscript collection for yonks."

Appropriate for an English reverend to be curious about "Angels and not Angles". It's THE earliest christian pun, attributed to Pope Gregory the Great in the 6th century CE.

Oxford reference essential quotations

It comes from a historical account of the pope walking through a market in Rome, and seeing some exotic slave children (i.e. fair hair and blue eyes, and light skin) from what is now the England, and asking where they were from. The master replied that they were "Angles" (Angli in latin) and the pope declared them to be "Angels" (Angeli) instead, which, in latin at that time would have been a pun. This history from Bede actually influenced a lot of the christian world, so we could conceivably make the point that fair blonde and blue eyed angels comes from the idea that they looked liked the English (who were not christian, but pagan at the time of being newly conquered). Aziraphale's looks in the originsl Good Omens are probably a direct result of the lineage in art of this 1,500 year old pun.

Depictions of angels, 1100 years apart Which raises the question: if Shax is asking for the Angel Gabriel with her note, the pun doesn't make any fucking sense.

Jon Hamm plays Gabriel as an "American", specifically not English like the rest of the cast. He does have blue eyes, but as far as Shax is concerned, Gabriel's eyes are violet, not really a human colour. Shax could just actually be stupid (I guess?) and not realize that in modern English that constitutes a mistake (boring), or that Americans succeeded in 1776 (hilarious). But here's a quirkier theory: Shax knows what she's talking about, and she's gunning for Maggie. If you look really closely, demons show up and start hanging around the street earlier in the ball than you would guess. Once a fair number have amassed, they stay waiting for Shax to lead them. However, even though she hasn't shown up yet, they eagerly chase Maggie down the street from her shop. They're only stopped by Crowley, and Maggie gets safely into the ball.

Once inside, she has quite a stunning change of costume, highlighting her blonde hair and blue eyes:

There's so much more evidence to suggest that Maggie isn't really a normal human, but this post is long enough. What I will say is that it's subtle, but once the demon attack really gets going (no thanks to Maggie), Shax and the other demons never look for Jim once, even when he leaves the mezzanine. They concentrate all their efforts on Aziraphale, Maggie and Nina, and never mention Gabriel again.

While Maggie is a Scottish name, and she clearly has some links to Scotland if a random pub in Edinburgh is buying records from her in Soho, she does have a distinctly English accent, and lest we forget...

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thanks as always to @embracing-the-ineffable and @thebluestgreen for the tasty links and sounding board.

#good omens meta #good omens 2 #art director talks good omens #go season 2 #go meta #good omens season two #good omens season 2 #good omens #go2 #good omens prime #nina and maggie #anthony j crowley #jimbriel #crowley x aziraphale

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usafphantom2 · 1 month ago

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SR-71 OL-Griffiss AFB

OL-Griffiss AFB

Rome, New York

1973

Yom Kippur War

The Yom Kippur War SR-71 operation provided a series of 11.4 hour round-robin sorties to the Middle East. Plans were originally made to fly these flights from Beale AFB to the Middle East and recover at Mildenhall, United Kingdom. Upon arrival at Mildenhall to set up recovery operations, Colonel Patrick Halloran, 9th Strategic Reconnaissance Wing Commander, was informed that the British Government had second thoughts about the operation and denied authority to operate from the United Kingdom. The UK's reasoning was a possible Arab oil embargo against their nation. Two SR-71's were assigned to performed the historic 11.4 hour flights, tail numbers #964 and #979. These flights to the Middle East were code named:

"Giant Reach"

(Photo courtesy Tom Pugh)

On 13 October 1973, Pilot Jim Shelton and RSO Gary Coleman in #979, departed Griffiss AFB on the first of a series of flights to the Middle East. After 11.13 hours of flight time involving 6 refuelings and more than five hours of flight above Mach 3.0, Jim Shelton landed SR #979 back at Griffiss AFB, NY. The "Photo Take" was highly successful and provided Defense Analysts and the President of the United States with information about the actual Syrian military situation.

On 25 October 1973, Pilot Al Joersz and RSO John Fuller flew SR #979 on another 11.13 hour non-stop round robin sortie to assess the ground situation around the Sinai and Galilee.

On 02 November 1973, Pilot Bob Helt and RSO Larry Elliott in SR #979,flew a similar Trans-Atlantic sortie to the Yom Kippur War zone in 11.22 hours of flight.

The last flight from Griffiss AFB was 11 November 1973. Blackbird #964 was flown by Pilot Jim Wilson and RSO Bruce Douglass and landed at Seymour Johnson AFB, North Carolina. This sortie lasted 10.49 hours. As snow fell in Rome New York, Colonel Pat Halloran opted for a warmer climate and moved operations to Seymour Johnson AFB, NC.

These SR-71 Reconnaissance flights were instrumental in defusing the war and provided positive intelligence photos to the deeply distrusting Israelis and Arabs. With the shooting war over, OL-SB, Seymour Johnson became the base of operation for continued surveillance of the war zone to insure compliance with the peace accord.

OL-SB

Seymour Johnson AFB, North Carolina

SR-71 "Giant Reach" Operations

On 02 December, 1973, Pilot Jim Sullivan and RSO Noel Widdifield flew the first SR-71 to the Middle East from the Seymour Johnson AFB location. In aircraft #964, this crew flew the round-robin sortie to the Sinai region and returned to Seymour Johnson in 9.56 hours.

On 10 December, 1973, Pilot Pat Bledsoe and RSO Reggie Blackwell flew SR #979 to the Middle East and back in 10.0 hours.

On 25 January, 1974, Pilot Buck Adams and RSO Bill Machorek flew SR #971 in a around-robin sortie to the Middle East in 10.04 hours.

On 07 March, 1974 Pilot Ty Judkins and RSO John Morgan flew SR #979 in 9.45 hours

The final "Giant Reach" flight occurred on 06 April, 1974. SR-71 #979, Piloted by Lee Ransom and RSO Tom Allocca flew to the Middle East and returned to Seymour Johnson AFB in 9.46 hours.

In all, four Sorties were flown from Griffiss AFB, NY averaging 11.4 hours each flight and five Sorties from Seymour Johnson AFB, NC averaging 10 hours each .

SR-71 pilot, Colonel Jim Wilson's recollection of one of the historic SR-71 flights to the Middle East during the Yom Kippur War in 1973 is reproduced below for the Blackbird Community.

Mort Jarvis adds: The whole history of this operation is pretty interesting, like flying the Detachment Package into England and than saying the SR can't land in England and turning around and going to Griffiss, NY. If the SR was still flying with the Real Time down link of Recon intelligence, which the SR was modified to carry prior to retirement, the target take could of been in the command function hands within seconds of the take. I still think the SR-71 could do a better job than what Intel is being obtained now.

Col. Jim Wilson, USAF ( Ret.) Writes:

On Oct 6th 1973, Egypt and Syria opened an offensive against Israel on two fronts, launching a coordinated series of air, armored and artillery attacks into the Sinai and Golan Heights . The preemptive strike came as a result of a failure to resolve territorial disputes arising from the Arab-Israeli War of 1967.

Since no diplomatic progress was being made toward peace, Egypt 's Sadat was convinced that to gain legitimacy at home, he must initiate a war with limited objectives.

Along the Suez Canal, 80,000 well-equipped members of the Egyptian army crossed the Suez and attacked fewer than 500 Israeli defenders. And in the Golan Heights , approximately 180 Israeli tanks faced an onslaught of 1,400 Syrian tanks.

Initial Israeli military losses were significant. And assistance was requested from the USA .

At that time, our reconnaissance satellites didn't have the capability to provide the intelligence needed to sufficiently assess the situation. So, we were alerted to prepare to fly SR-71 missions over the area of conflict, then recover in England . It was a mission within the design capability of the aircraft, although such a long, logistically-difficult mission never previously accomplished.

Within the first few days of the conflict, the supporting Arab nations initiated an oil embargo, making oil a weapon of war and contributed to a decision by the British government to deny us a recovery any place in England .

A Plan B was rapidly drawn up to fly the SR-71 out of the East Coast, then recover back in New York at Griffiss AFB. These newly planned 12,000 mile missions would require (5) five air to air refuelings from (16)sixteen KC-135 tankers based in Spain .

In the utmost secrecy, we mobilized and deployed. A few days later, our first photo/electronic reconnaissance mission was successfully completed.

I was a fairly young pilot in the squadron, with only 120 hours of SR-71 time under my belt. I was assigned to fly a backup SR-71 and to stay at Griffiss in an alert posture, and be prepared to fly follow-on missions. Then I served as back-up alert on two more successful missions.

My turn to be the primary aircraft came up next. The excitement level was high. And I certainly wanted to be part of another success.

Takeoff was at 2AM on a brisk and clear autumn night with about fifteen inches of snow already on the ground. It was peacefully calm . . until I lit both of the 34,000 lb. thrust afterburners.

The first 450 miles had to be flown subsonic at .9 Mach, since we had to clear the commercial aircraft flight tracks off the East Coast before I could safely re-fuel. Most pilots don't know the true meaning of dark until they've been in a situation like this. You might compare it to refueling in an inkwell. I then made made three radio silent electronic rendezvous with three tankers out over the North Atlantic before dawn . . taking on 10,000 gallons of fuel.

After completing a few post-refueling checks, I lit the afterburners and started my acceleration to a leisurely Mach 3 cruise across the Atlantic . The airplane performed flawlessly, thanks to the extra special effort by the maintenance guys.

About 2000 miles across the Atlantic , I watched with excitement as the sun came up right in my face, giving me a nice vantage point.

The next refueling was a couple hundred miles north of the Azores . I took on another 10,000 gallons from a couple more tankers.

I started my second acceleration and headed for Gibraltar . At 80,000 feet, cruising through the center of the narrow straits with clear weather and 100 miles of visibility on both sides. Spectacular.

Then I proceeded down the Mediterranean toward Israel where the weather was becoming worse as per flight plan's forecast.

The third air refueling south of Crete , although in poor weather, went along as scheduled. Now packing in a full load of 80,000 lbs of JP-7 fuel, I lit the afterburners and started the acceleration toward the target area.

At maximum fuel flow in full afterburner, a RED engine oil quantity low light illuminated steady on my emergency warning panel.

In almost unbelief . . I momentarily stared at it !

I instantly scanned oil pressure, rpm, exhaust gas temperature, nozzle position for other indications of trouble. Although there were no confirming indications of problems, I couldnâ€™t just ignore the situation and continue on into the target area with the possibility of an engine failure at supersonic speed out over the Sinai.

We had no viable emergency airfields that could handle the SR-71. And I certainly did not want to be a no-notice, no-flight plan, single engine emergency arrival at David Ben Gurion airport in Tel Aviv. Especially, since the Israeli government had not been told about our missions, and they were focused on major battles for their own survival.

I took the engines out of afterburner to access the situation, and think about the best course of action.

Then I had a pleasant surprise.

After coming out of afterburner the critical red warning light went out. I became fairly-well convinced that it was a false momentary indication.

But it had cost me roughly 400 gallons of critically needed fuel. My tankers were now 80 miles behind me . . and they were moving further away each second. And re-joining them to top off fuel, would present a whole new set of problems [ I won't get into.]

I decided to re-light the burners and press on. I had a 5 second flash of the same red light during acceleration. Then it went out. Stayed out.

My flight track went down the Suez past Cairo before making a left turn at Mach 3.15 to cross the battle lines in the Sinai. With panoramic and specific point cameras providing imagery of hundreds of targets on both sides of the SR-71, I flew North across the Dead Sea and Golan Heights . Approaching Lebanon , I made a sweeping right turn out over Syria and then back to the Sinai on a parallel flight path for maximum coverage. The airplane was running well. I pushed it up a bit to Mach 3.2 before exiting Egypt near Port Said .

Once out over the Mediterranean , I started a descent to 25,000 feet to hit my fourth set of refuelers.

But as fate would have it, I was not only beong low on fuel because of my previous oil low warning problem, but now a thunderstorm had reached up and it was now enclosing the air re-fueling contact point.

Using our internal electronic azimuth and distance measuring equipment, my backseater got me to within less than a mile behind my tanker. But now, visibility was so poor that I could not see it.

In lousy weather, very low on fuel, I continued twenty miles down the refueling track. By this time, there was just one-half mile and 1000 feet of separation from the tanker.

Small break between the clouds. Hooked up.

I had less than 15 minutes of fuel left, when we made re-fueling contact with the tanker and started transferring. The nearest emergency runway was roughly 100 miles away on Crete .

Needless to say, I was very thankful to my tanker buddies, backseater, and good equipment for that rendezvous. What a relief ! It gave me an entirely new meaning to ' finding a gas station ' . . when I really needed one.

We completed a fifth 10,000 gallon air refueling near the Azores before proceeding on a leisurely Mach 3 flight across the mid-Atlantic to a landing at Seymour Johnson.

Within 20 minutes, our people had the photo and electronic intelligence equipment downloaded, then onboard a dedicated AF courier flight to a Photo Interpretation Center in D.C.

Including 6 hours 41 minutes of supersonic speed, the round-trip flight covered more than 12,000 miles in 10 hours 49 minutes.

After landing, I remember wondering what Lindbergh would have thought about the amazing advancements in aviation technology.

These missions were not declassified until the early 1990's when the SR-71 program was closed at the end of the Cold War. Most of the remaining birds are now in various museums.

The one I flew is the centerpiece at SAC's Air and Space museum near Omaha .

Col. Jim Wilson, USAF ( Ret.)

[abridged ]

SR-71 Photo Archive taken at Seymour Johnson AFB during the Yom Kippur War Operation "OLSB"

Entire SR-71 crew at Seymour Johnson AFB, North Carolina during the Yom Kippur War 1973.

The following personnel participated in the first missions flown out of OLSB. Additional crewmembers (not listed) also participated in these missions. This is the manifest for the Wing Staff personnel on the left and Maintenance on the right.

The following photos are the only ones known to exist of the SR-71 Operations at Seymour Johnson from October, 1973 to April, 1974. At the time, Seymour Johnson was in the process of an ORI (Operational Readiness Inspection) with their B-52's and KC-135's. The Seymour Johnson Wing Commander was not the least bit impressed when we showed up with a DOD directed mission (Yom Kippur War Flights). He was irate about usage of his facilities (We cleared out one of his large hangars and put the two SR's, KC-135Q and our mobile film processing center in the hangar). Additionally, he complained of fuel usage from his facilities by the 9th SRW. A phone call to the Pentagon by 9th SRW Commander Colonel Patrick Halloran resulted in the following, as Pat said: "The problems just went away". The critical war assessment missions were flown as scheduled and we departed Seymour Johnson in April of 1974. I am sure they were glad to see us go home.

The photos show the trailer which was purchased and moved into the hangar for SR-71 Operational Control and the Photo Processing Center which was comprised of 2X4's and plastic sheeting to keep the dust out. The two SR's were parked side by side in the hangar with the KC-135Q tanker opposite the Blackbirds. The flights lasted 10 or 11 hours and in one instance, the Pilot had to be assisted out of the Blackbird. The photo reconnaissance "Take" resulted in conclusive evidence of the location of Arab and Israeli forces. The photos provided the President and Defense Analysts with firm decision making capabilities to help defuse the Yom Kippur War.

OL-SB Photo Archive

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whispers-soundtrack-project · 12 days ago

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Loki / Mobius

Fanmix - Part One

Link to the Spotify Playlist is at the bottom of the post Note: This fanmix was originally posted here, but I am currently in the process of restructuring and reposting all of my playlists!

Death Stranding (CHVRCHES) What will become of us now * At the end of time? * We’ll be fine, you and I

It’s All Been Done (Barenaked Ladies) I met you * Before the fall of Rome * And I begged you * To let me take you home

Comfort (Carbon Leaf) Love came along, my favorite enemy * We hit head-on * Why you befriended me, I don’t know

Dear Fellow Traveller (Sea Wolf) And in our travels, we found our roads * You held it like a mirror, showing me the life I chose

Haven’t Had Enough (Marianas Trench) Testing, testing, I’m just suggesting * You and I might not be the best thing * Exit, exit, somehow I guessed it right, right

Revolution Lover (Left at London) But you know, I think if we stick together * Maybe we’ll become each other’s guide * I know we’ll make it out of this one alive

Ghost Of A Chance (Rush) Somehow we find each other * Through all that masquerade * Somehow we found each other * Somehow we have stayed * In a state of grace

Time In A Bottle (Jim Croce) So if only I could save time in a bottle * The first thing that I’d like to do * Is to save everyday ‘til eternity passes away * Just to spend them with you

Dizzy on the Comedown (Turnover) If I stay do you think that we could change your routine? * I know a trick, I’ve always got a few up my sleeve * This life is controlled confusion * It’s just a grand illusion

Strange Sight (KT Tunstall) You are a strange sight * Some new kind of wonder * With good hidden under * I’m sure that it’s true * Strange how your dark doesn’t faze me * No, I won’t give up on you

#loki #lokius #mobius m mobius #loki x mobius #lokius fanmix #lokius playlist

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miracl3-align3r · 7 months ago

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RITE HERE RITE NOW SPOILERS AND THEORIES AHEAD

The theory that Jim DeFroque is Copia’s fraternal twin (and now Papa V) was brought to my attention today and I am FROTHING AT THE MOUTH.

Hear me out

Ok, so, remember how people took the name DeFroque as foreshadowing of Copia being defrocked? Well, what if this whole time, Jim was Copia’s twin, except he got defrocked and sent away, hence why he’s a Christian preacher.

Now, in RHRN, the twins Romulus and Remus from Roman mythology are referenced. In the story of those brothers, they were abandoned by their mother as infants, raised by a wolf, and later founded Rome together. However, Romulus later kills Remus so he could be the only ruler. Before Sister Imperator dies, baby Copia and his twin are shown, and are also briefly shown as children, which is where the Romulus and Remus reference comes in. They are also depicted in stained glasses in the background with a definite Romulus and Remus quality to it.

Further, now we have Copia in charge of the ministry as Frater Imperator, with Papa V arriving. We can only assume Papa V is his twin, and that, as they’ll basically be sharing control of the ministry, that the Romulus and Remus story is going to play out.

The theory I’m leaning towards is that Jim is the twin, and, having been defrocked and sent away, is coming back and going to try and take the ministry for himself, in the way Romulus killed Remus to take full control of Rome. I can only guess that this will be at least part of the premise of the next album and future lore.

Also, I’m just realizing that Copia means “together,” “with,” “plural,” etc… It was foreshadowed that he’d be a twin this whole time.

#Ghost #jim defroque #Please tell me this makes sense and that I don’t just sound like Alex Jones or some shit #cardinal copia #papa emeritus v #papa emeritus iv #ghost rhrn #ghost movie spoilers #rhrn spoilers #rite here right now spoilers #rite here rite now #papa emeritus #tobias forge

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listen-to-the-inner-walrus · 1 year ago

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not really enjoying tumblrs trend of comparing Thomas Andrews to Stockton Rush 😒Could you share how the two differ despite the fact they died by their own creations?

ive been trying to figure out how to tackle this ask for a few days now because theres so much to disentangle, but disentangle i will.

see, this comparison relies on common misinformation and misconceptions about titanic. its a ship thats been romanticised and mythologised for decades, and every portrayal of it from william randolph hearts yellow newspaper coverage to robin gardiners conspiracy theory to jim camerons film.

what im gonna list to disentangle this whole thing is by no means an exhaustive list of titanic misconceptions, only those relevant to this topic

-titanic was a cruise ship - titanic was an ocean liner not a cruise ship (ive detailed the differences in a different ask here)

-titanic was a brand new unique ship never seen before - not true, ocean liners had existed for decades. theres debate about which was the first, but many agree that its the ss great western which launched in 1843. titanic wasnt even the first launched in her class; that honour goes to the rms olympic.

-it was built with substandard materials and cut corners - this is one of those where theres potentially some truth, but its been misrepresented. theres some evidence that the rivets werent the best made, but the board of trade cleared the ship and she was built with the same materials and basically the same design as her sister ship, rms olympic which sailed for 24 years under the nickname "old reliable" and literally rammed a u-boat during ww1 when she was requisitioned as a troop ship. ultimately, the builders were not blamed in the wreck inquiry and the materials used were not substandard.

-it was built as said above due to the choices of j bruce ismay - yeah so this one obviously ties into the above. theres a lot of unreliable sources who seem to believe ismay oversaw the entire design and every cut corner was due to money. this simply isnt true and isnt how this sort of thing worked. white star had a contract with harland and wolff wherein they would build the ship agreed upon and when it was finished, it would be presented to white star and undergo sea trials, and during that time, white star could reject the ship if they considered it substandard. this is what happened to the ss city of rome. unles. the design itself was to be changed a la britannic after titanic sank (improving safety measures), white star could not interfere. ismay could not force them to use different materials.

-it was all ismays fault - okay, i could go on about this for a long time, but this ask isnt about ismay. the gist of it is that history has blamed ismay due to the influence of william randolph hearst (yeah, the guy from newsies and supported hitler) who hated ismay and blamed him entirely. actual evidence shows ismay helped a lot of people during the sinking itself.

-titanic was badly designed - ive kinda gone over this a little already, but again, titanic was not badly built. she was practically identical to olympic which was a fantastic ship. in the design, no risks were taken. most of the designs were enlarged versions of parts of previous successful ships. she was considered the safest ship on the sea. four of her water-tight compartments could be breached without her sinking which was a big fucking deal.

-thomas andrews was the sole designer - there was actually a team of designers that included andrews. he didnt even draw up the original plans; that was alexander carlisle.

-titanic sinking was a unique situation - yeah nah, boats sank a lot around that time. literally two years after, there was a similar disaster with the rms empress of ireland which goes entirely forgotten nowadays. in the same decade, you also had the sinking of lusitania in 1915, principe de asturias in 1916, volturno in 1913 and even thrown in princess sophia in 1918.

-the sinking was actually caused by a coal bunker fire - this is simply horseshit and im sure im gonna end up having to explain and debunk that one too

-the crew were taking unnecessary risks to win the blue riband - this myth is widespread because of the movie, but titanic was not trying to beat the record of the fastest ship from southampton to new york (thats what the blue riband) is; she physically couldnt. it was held by mauretania at that point with a record of 26.06 knots/48.26 km/hr. titanics top speed was 23 knots. white star as a line never focussed on speed and ismay never told the captain to speed up.

-she was "unsinkable" - this is a little harder to disentangle. the claim itself was "practically unsinkable", but the context of that was to do with how safe titanic was as mentioned above. also, the idea of an unsinkable ship was not quite to white star or harland and wolff; most of the shipping industry believed it.

-almost everything youve heard about the life boats - okay so here you need to throw out your preconceptions of what a life boat is because our modern conception does not match that from the early 1900s. to not get into all the details of life boat philosophy at the time (if you do wanna know, just send me an ask lmao), the main purpose of life boats at this time was ferrying passengers to a rescue ship. that was it. this attitude was informed by both the wrecks of the ss valencia and ss clallam, as well as the miraculous rescue of the rms republic. titanic did not have enough life boats for everyone because it was never expected for the passengers to be alone in the life boats for hours; it was not a design flaw, it was a feature.

-that fucking stupid ship swap myth and the idea that the crew were trying to sink the ship - i dont even want to get into why this is bullshit, plus ive also debunked it in another ask

i highlight all of the above to emphasise the fact that titanic was not a badly built ship. she was designed well, built well and sailed well. many experts agree that the way that she hit the iceberg was the only way she could have sank.

this is not the case with titan and stockton rush. in a previous post, ive gone over the design of the titan, the flaws in it and what experts in the field believe, so im not gonna go over it again, but rest assured, the titan imploded because of rush's actions and decisions.

titanic did not sink because of thomas andrews. its due to his design that anyone survived the titanic because she stayed afloat for over two hours which allowed the crew to launch all the life boats. thomas andrews himself helped many survivors during the sinking and evacuation.

he also was not a rich man using a gravesite as tourism; nepotism was certainly involved in his career but he spent ten years working his way up in the company, helping with the design of countless ships. he was mostly regarded as a good man who worked hard and recognised the hard work of others.

its honestly ludicrous to compare them because the disasters themselves are simply not comparable. the titanic did not sink because of the folly of rich men cutting corners; titan did.

thomas andrews, for any faults he had, knew what he was doing and built a good ship that was unlucky. almost every other ship he helped design didnt sink or if they did, most of them were due to ww1.

its just such a ridiculous comparison, and thats all it is. without the misconceptions and misinformation about titanic, the comparison simply falls apart. its built on a foundation that fundamentally misunderstands the titanic disaster.

if you want to talk about shipwrecks caused by stupid decisions made by rich men, go look up the last incarnation of hms captain or the gunilda or the fucking vasa if you want, you can literally go see that one. but dont besmirch the memory of a guy who, by all acounts, died a hero helping other survive.

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