Bubbletop

Bubbletop (pronounced buhb-uhl-top)

(1) In aircraft design, a design of pilot’s canopy (originally military slang for what designers dubbed the “bubble canopy”, a Perspex molding which afforded exceptional outward visibility).

(2) An automobile using a transparent structure over the passenger compartment, replacing the usual combination of roof & windows.

(3) A descriptor of certain automobiles of the early 1960s, based on the shape rather than the method of construction, the conventional metal and glass used.

1940s: The construct was bubble +‎ top.  Bubble dates from the late fourteenth century and was from the Middle English noun bobel which may have been from the Middle Dutch bubbel & bobbel and/or the Low German bubbel (bubble) and Middle Low German verb bubbele, all thought to be of echoic origin.  The related forms include the Swedish bubbla (bubble), the Danish boble (bubble) and the Dutch bobble.  Top pre-dates 1000 and was from the Middle English top, toppe & tope (top, highest part; summit; crest; tassel, tuft; (spinning) top, ball; a tuft or ball at the highest point of anything), and the Old English top & toppa (top, summit, tuft of hair), from the Proto-West Germanic topp, from the Proto-Germanic tuppaz (braid, pigtail, end), of unknown origin.  It was cognate with the Old Norse toppr (top), the Scots tap (top), the North Frisian top, tap & tup (top), the Saterland Frisian Top (top), the West Frisian top (top), the Dutch top (top, summit, peak), the Low German Topp (top), the German Zopf (braid, pigtail, plait, top), the Swedish topp (top, peak, summit, tip) and the Icelandic toppur (top).  Alternative forms are common; bubble-top in automotive & aeronautical engineering and bubble top in fashion.  Bubbletop is a noun and bubbletopped is an adjective; the noun plural is bubbletops.

Evolution of the Mustang's bubbletop: P-51C (top), P-51 III (centre) and P-51D (bottom).

“Bubbletop” began as World War II (1939-1945) era military slang for officially was described as the “bubble canopy”, the transparent structure sitting atop the cockpit of fighter aircraft, the advantages being (1) superior visibility (the purest interpretation of the design affording an unobstructed, 360° field-of-view, (2) improved aerodynamics, (3) easier cockpit ingress & egress (of some significance to pilots force to parachute and (4), weight reduction (in some cases).  Bubbletops had been seen on drawing boards in the early days of aviation and some were built during World War I (1914-1918) but it was the advent of Perspex and the development of industrial techniques suitable for the creation of large, variably-curved moldings which made mass-production practical.  The best known early implementations were those added to existing air-frames including the Supermarine Spitfire, Republic P-47 Thunderbolt and North American P-51 Mustang.  By 1943, the concept had become the default choice for fighter aircraft and the technology was applied also to similar apparatuses used elsewhere on the fuselage where they were styled usually as “blisters”.  In the post war years it extended to other types, most dramatically in the Bell 47 helicopter where the cabin was almost spherical, some 70% of the structure clear Perspex.

The enormous and rapid advances in wartime aeronautics profoundly influenced designers in many fields and nowhere was that more obvious than in the cars which began to appear in the US during the 1950s.  Elements drawn variously from aeronautics and ballistics did appear in the first generation of genuinely new post-war models (most of what was offered between 1945-1948 being barely revised versions of the 1942 lines) but it was in the next decade the designers were able to embrace the jet-age (a phrase which before it referred to the mass-market jet-airline travel made possible by the Boeing 707 (which entered commercial service in 1958) was an allusion to military aircraft, machines which during the Cold War were a frequent sight in popular culture).  On motif the designers couldn’t resist was the bubble canopy, something which never caught on in mass-production although Perspex roofed cars were briefly offered before word of their unsuitability for use in direct sunlight became legion.

GM Firebird XP-21 (Firebird I, 1953).

Not content with borrowing the odd element from aircraft, the General Motors (GM) team decided the best way to test which concepts were adaptable from sky to road was to “put wheels on a jet aircraft” and although they didn’t do that literally, by 1953 when Firebird XP-21 was first displayed, it certainly looked as though it was exactly that.  Its other novelty was it was powered by a gas turbine engine, the first time a major manufacturer in the US had built such a thing although a number of inventors had produced their own one-offs.  When the XP-21 (re-named Firebird I for the show circuit) made its debut, some in the press referred to it as a “prototype” but GM never envisaged it as the basis for a production car, being impractical for any purpose other than component-testing; it should thus be thought of as a “test-bed”.  The bubble canopy looked as if it could have come from a US Air Force (UFAF) fighter jet and would have contributed to the aerodynamically efficiency, the 370 hp (280 kW), fibreglass-bodied Firebird I said to be capable of achieving 200 mph (320 km/h) although it’s believed this number came from slide-rule calculations and was never tested.  Despite that, in its day the Firebird II made quite a splash and a depiction of it sits atop the trophy (named after the car’s designer, Harley Earl (1893–1969), the long time head of GM’s styling studio) presented each year to the winner of NASCAR’s (National Association for Stock Car Auto Racing) premiere event, the Daytona 500.

GM Firebird II (1956).

Compared with its predecessor, the Firebird II (1956), rendered this time in titanium was almost restrained, the Perspex canopy a multi-part structure over a passenger compartment designed to seat “a family of four”.  The family might have chosen to drive mostly in darkness because the heat build-up under the midday sun would have tested the “individually-controlled air conditioning”, a system upon which comfort depended because the Perspex sections were fixed; there were no opening “windows”.  Still, even if hot, the family would have got places fast because the same 200 mph capability was claimed.

GM Firebird III (1958).

The Firebird III was displayed at the 1958 Motorama and although GM never built any car quite like it, within a season, elements of it did begin to appear on regular production models in showrooms (notably the rear skegs which Cadillac used for a couple of years) and some of its features are today standard equipment in even quite modest vehicles.  The striking “double bubbletop” never made the assembly lines although some race cars have at least partially implemented the concept.  What proved more of a harbinger was the specification, the Firebird III fitted with anti-lock brakes, cruise control, air conditioning, an automated “accident avoidance system” and instead of a steering wheel, the driver controlled the thing with a joystick, installed in a centrally-mounted “Unicontrol & Instrument Panel”.  All these were analogue-era electro-mechanical devices too bulky, fragile or expensive for mass production, wider adoption in the decades to come made possible by integrated circuits (IC) and micro-processors.

1959 Cadillac Cyclone (XP-74).

Borrowing from the Firebird II, Cadillac also used a bubble top for the Cyclone (XP-74) concept car which in 1959 toured the show circuit.  Although it was powered by the corporation’s standard 390 cubic inch (6.5 litre) V8, there was some adventurous engineering including a rear-mounted automatic transaxle and independent rear suspension (using swing axles, something not as bad as it sounds given the grip of tyres at the time) but few dwelt long on such things, their attention grabbed by features such as the bubble top (this time silver coated for UV (ultra violet) protection) which opened automatically in conjunction with the electrically operated sliding doors.  The Perspex bubble canopies from fighter aircraft never caught on for road or race cars but so aerodynamically efficient was the shape it found several niches.

1953 Ferrari F166MM Spider by Vignale (left) and 1968 MGCGT (centre & right).

Bubbles often appeared atop the hood (bonnet) to provide clearance for components inconveniently tall.  Most were centrally located (there was the occasional symmetrical pair) but the when BMH (British Motor Holdings, the old  BMC (British Motor Corporation) shoehorned their big, heavy straight-six into the MGB (1963-1980), it wouldn’t fit under the bonnet, the problem not the cylinder head but the tall radiator so the usual solution of a “bonnet bulge” was used.  However, for that to clear the forward carburetor, the bulge would have been absurdly high so a small bubble was added.  It probably annoyed some there wasn’t a matching (fake) one on the other side but it’s part of the MGC’s charm, a quality which for years most found elusive although it’s now more appreciated.  For MGC owners wish to shed some weight or for MGB owners who like the look, the “bonnet with bubble” is now available in fibreglass.

The winning Ford GT40 Mark IV (J-Car) with bubble to the right, Le Mans 1967 (left) and the after-market (for replicas) “Gurney Bubble” (right).

US racing driver Dan Gurney (1931–2018) stood 6' 4" (1.9 m) tall which could be accommodated in most sports cars and certainly on Formula One but when he came to drive the Ford GT40 Mark IV it was found he simply didn’t fit when wearing his crash helmet.  The original GT40 (1964) gained its name from the height being 40 inches (1016 mm) but Mark IV (the “J-Car”, 1966) was lower still at 39.4 inches (1,000 mm).  Gurney was the tallest ever to drive the GT40 and the solution sounds brutish but fix was effected elegantly, a “bubble added to the roof to clear the helmet.  Gurney and AJ Foyt (b 1935) drove the GT40 to victory in the 1967 Le Mans 24-hour endurance classic and the protrusion clearly didn’t compromise straight-line speed, the pair clocked at 213 mph (343 km’h), on the famous 3.6-mile Mulsanne Straight (which was a uninterrupted 3.6 miles (5.8 km) until the Fédération Internationale de l'Automobile (the FIA; the International Automobile Federation and world sport’s dopiest regulatory body) imposed two “chicanes”),  Known ever since as the “Gurney Bubble”, such is the appeal that they’re now available for any GT40 replica: Like the AC Shelby Cobra, the GT40 “reproduction” industry is active and there are many times more of these than there are survivors of 105 originals.

Ferrari 250 GT “Tour de France” LWB Berlinettas by Zagato: The “double bubble” roof (left), the Hofmeister kink (centre) and the famous “Z” kink, (right).

The Italian coachbuilding house Zagato was founded in 1919 by Ugo Zagato (1890-1968) and since the early post-war years, their designs have sometimes been polarizing (the phrase “acquired taste” sometimes seen), their angularity often contrasted with the lines of other, notably Pinninfarina and Bertone but unlike many which have over the years folded, Zagato remains active still.  One Zagato design never criticized was his run in 1956 of five Ferrari 250 GT “Tour de France” LWB Berlinettas, memorable also for introducing the signature “Zagato double-bubble roof.  The roof was practical in that it better accommodated taller occupants but it really was a visual trick and a variation on the trick Mercedes-Benz used on the “Pagoda” (W113; 230, 250 & 280 SL; 1963-1971) which they explained by saying “We didn’t lower the roof, we rained the windows”.  The other famous feature (which appeared on only one) was the fetching “Z” shape on the rear pillar, replacing the “Hofmeister kink” used on some others.

1962 Chevrolet Impala “bubbletop” Sport Coupe (left), 1963 Ford Consul Capri (centre) and 1972 BMW 3.0CS (E9, right).

The 1959 Chevrolet quickly came to be nicknamed “bubbletop” and the style spread, both within GM and beyond.  The “bubbletop” reference was to the canopy on aircraft like the P-51D Mustang but was an allusion to the shape, not the materials used; on cars things were done in traditional glass and metal.  Across the Atlantic, Ford in the UK applied the idea to their Consul Capri (1961-1964), a two-door hardtop which the company wanted to be thought of as a “co-respondent's” car (ie the sort of rakish design which would appeal to the sort of chap who slept with other men’s wives. later to be named as “co-respondent” in divorce proceedings).  The Capri was a marketplace failure and the styling was at the time much criticized but it’s now valued as a period piece.  Chevrolet abandoned the look on the full-size cars after 1963 but it was revived for the second series Corvair (1965-1969).  A fine implementation was achieved in the roofline of the BMW E9 (1968-1975) which remains the company’s finest hour.

The bubble shirt and bubble tops.

The bubble skirt (worn by Lindsay Lohan (centre)) is one of those garments which seems never to quite die, although there are many who wish it would.  Once (or for an unfortunate generation, twice) every fashion cycle (typically 10-12 years), the industry does one of its "pushes" and bubble skirts show up in the high street, encouraged sometimes by the odd catwalk appearance; it will happen again.  While the dreaded bubble skirt is easily identifiable, the “bubble top” is less defined but there seem to be two variations: (1) a top with a “bubble skirt-like” appendage gathering unhappily just above the hips (left) and (2) a kind of “boob tube” which, instead of being tightly fitted is topped with an additional layer of material, loosely gathered.  The advantages of the latter (which may be thought of as a “boob bubble”) are it can (1) without any additional devices create the illusion of a fuller bust and (2) allow a strapless bra to be worn, something visually difficult with most boob tubes because the underwear’s outline is obvious under the tight material.

Toggle

Toggle (pronounced tog-uhl)

(1) A pin, bolt, or rod placed transversely through a chain, an eye or loop in a rope etc, as to bind it temporarily to another chain or rope similarly treated.

(2) In various types of machinery, a toggle joint, or a device having one.

(3) An ornamental, rod-shaped button for inserting into a large buttonhole, loop, or frog, used especially on sports clothes.

(4) In theatre, a wooden batten across the width of a flat, for strengthening the frame (Also called the toggle rail).

(5) In engineering and construction, a metal device for fastening a toggle rail to a frame (also called a toggle iron.); a horizontal piece of wood that is placed on a door, flat, or other wooden structure, but is not on one of the edges of the structure; an appliance for transmitting force at right angles to its direction.

(6) To furnish with a toggle or to bind or fasten with a toggle.

(7) In informal use, to turn, twist, or manipulate a toggle switch; dial or turn the switch of a device (often in the form “to toggle between” alternate states).

(8) A type of switch widely used in motor vehicles until outlawed by safety legislation in the 1960s.

(9) In admiralty jargon, a wooden or metal pin, short rod, crosspiece or similar, fixed transversely in the eye of a rope or chain to be secured to any other loop, ring, or bight.

In computer operating systems and applications, an expression indicating a switch of view, contest, feed, option et al.

(11) In sky-diving, a loop of webbing or a dowel affixed to the end of the steering & brake lines of a parachute providing a means of control.

(12) In whaling, as toggling harpoon, a pre-modern (believed to date from circa 5300 BC) harvesting tool used to impale a whale when thrown.

1769: In the sense of a "pin passed through the eye of a rope, strap, or bolt to hold it in place" it’s of unknown origin but etymologists agree it’s of nautical origin (though not necessarily from the Royal Navy) thus the speculation that it’s a frequentative form of “tug” or “to tug” (in the sense of “to pull”), the evolution influenced by regional (or class-defined) pronunciations similar to tog.  The wall fastener was first sold in 1934 although the toggle bolt had been in use since 1994.  The term “toggle switch” was first used in 1938 although such devices had long been in use in the electrical industry and they were widely used in motor vehicles until outlawed by safety legislation in the 1960s.  In computing, toggle was first documented in 1979 when it referred to a keyboard combination which alternates the function between on & off (in the sense of switching between functions or states as opposed to on & off in the conventional sense).  The verb toggle dated from 1836 in the sense of “make secure with a toggle” and was a direct development from the noun.  In computing, the toggle function (“to toggle back and forth between different actions") was first described in 1982 when documenting the embryonic implementations of multi-tasking (then TSRs (terminate & stay resident programs).  Toggle is a noun, verb & adjective, toggled & toggling are verbs, toggler, toggery and (the rare) togglability are nouns and togglable (the alternative spelling is toggleable) is an adjective; the noun plural is toggles.  Use of the mysterious togglability (the quality of being togglable) seems to be restricted to computer operating systems to distinguish between that which can be switched between and that which is a stand-alone function which must be loaded & terminated.

The Jaguar E-Type (XKE) and the toggle switches

1961 Jaguar E-Type roadster

Jaguar’s E-Type (XKE), launched at the now defunct Geneva Motor Show in 1961, was one of the more seductive shapes ever rendered in metal.  Enzo Ferrari (1898-1988) was at the show and part of E-Type folklore is he called it “the most beautiful car in the world”.  Whether those words ever passed his lips isn’t certain because the sources vary slightly in detail and il Commendatore apparently never confirmed or denied the sentiment but it’s easy to believe and many to this day agree.  If just looking at the thing was something visceral then driving one was more than usually tactile and more than sixty years on, the appeal remains, even if some aspects such as the rather agricultural Moss gearbox in the early models was a little too tactile.

1962 Jaguar E-Type roadster with toggle switches.

Another feature of the early (1961-1967) cars admired both for their appearance and pleasure of operation touch was the centrally-located array of toggle switches which controlled functions such as lighting and windscreen wipers.  Even by the slight standards of the 1960s, ergonomically the arrangement wasn’t ideal but, sitting under the gauges, it was an elegant and impressive look the factory would retain across the range for more than a decade, the E-type using the layout until production ended in 1974 (and it endured on the low-volume Daimler DS420 limousine until 1992).  However, while the layout survived, the toggle switches did not, the protruding sharpness judged dangerous by the NHSB (the National Highway Safety Bureau (which in 1970 became the National Highway Traffic Safety Administration (NHTSA) under the newly established Department of Transportation) which, since the publication of Ralph Nader’s (b 1934) Unsafe at any Speed (1965) had begun to write legislation which stipulated standards for automobile safety, this in parallel with the growing body of law designed to reduce emissions.

1970 Jaguar E-Type roadster with rocker switches.

In 1968, the new wave of legislation applied almost exclusively to vehicles sold in the US but such was the importance of that market it made little sense for Jaguar to continue to produce a separate line with toggle switches for sale in other countries so the decision was taken to standardize on the flatter, more rounded rocker switches.  At much the same time, other changes were made to ensure the E-Type on sale in 1968 would conform also to a number of other new rules, the most obvious being the banning of the lovely covered headlights which necessitated their replacement with higher-mounted units in a scalloped housing.  In view of the extent of the changes required, it was decided to designate the updated cars as the “Series 2” (S2) E-Type.  Despite the perceptions of some, now fuelled by internet posts and re-posts, by 1967 Jaguar, while not a mass-production operation along the lines of a computerized Detroit assembly line, had long since ceased to be a cottage industry and as a change was made in a model’s specification, that was applied to all production after a certain date.  Despite the factory’s records documenting this the urban myths continue to circulate, stimulated by “unicorns” such as the handful of 3.8 litre Mark 2 sedans built after 1967 when the line was rationalized (as the 240 & 340) and restricted to the 2.4 & 3.4 litre XK-Six; those 3.8s were “special orders” and not ad-hoc aberrations from the line.  However, nothing in the era has resulted in as much speculation & misinformation as the specification of what came (unofficially) to be called the Series 1.25 & 1.5 E-Types, the most common myth being that before S2 production proper began, some cars left the factory with a sometimes unpredictable mix of S1 & S2 parts, this haphazardness accounted for by the expedient of “using up stock”.  In the industry, (even in computerized Detroit) the practice was not unknown but there’s now no doubt it never applied to the 1967 E-Types.  Continuous product development had been a long Jaguar practice and for the S1 E-Type there were revised seats, a larger (4.2 litre) engine and fully synchronized gearbox but there were also (sometimes unannounced) minor changes and improvements, many of which meant certain features (such as the “flat floor”, the unique aluminum interior trim on the early-build cars, the type of hood (bonnet) louvers and the external hood latches) became markers of rarity and thus desirability to collectors.  Noted among these collectors is the phenomenon of “overlap”: a Jaguar might be found to include some “later” or “earlier” features than the build date would indicate should be fitted.  It's part of the charm of the breed but it’s thought to be the result of the recorded “build date” reflecting when a car passed the final quality control checks so one with an earlier chassis number could be returned for rectification, thus picking up what appears to be an “out-of-sequence” date.  

The pure lines of the S1 E-Type (top) were diluted, front and rear, by the need to comply with US safety legislation, the later head & taillights more clunky.

The process by which S1 evolved into S2 was transitional which is why the designations S1.25 & 1.5 became accepted; not used by the factory, they’re said to have been “invented” by JCNA (Jaguar Clubs of North America).  The S1.25 run began on 11 January 1967 after production resumed following the Christmas holiday and these were a batch for the North American (NA) market (US & Canada) which featured the open headlights but were otherwise built to the same specification as the other S1 cars built for the rest of the world (RoW) which continued to be equipped with the glass covers, toggle switches, triple SU carburetors, polished aluminum cam covers, teardrop taillights and so on.  The S1.5 entered production early in August 1967 (for the 1968 US model-year) and were distinguished by raised open headlights (without glass covers), rocker switches (and on US cars twin Stromberg carburetors replaced the triple SUs) and other detail changes although the teardrop tail lights were still fitted.

Finally, the S2 cars proper appeared for the 1968 model year with revised headlights (mounted higher still), taillights below the bumpers, the “knock-off” wheel hubs replaced with “curly” hubs and a number of detail & mechanical changes including RoW adoption of the twin carburettors.  In the collector market, it's the S1 cars which are most coveted and what seems to have muddied the waters is a number of S1.25 & 1.5 E-Types have been retro-fitted with the covered headlights (a bigger and more expensive task than it sounds) and because so many reproduction items have over the years been produced, some later cars have during restoration been fitted with toggle switches.  Such is the appeal of the covered headlights that although the E-Type market is monitored by the originality police (the “matching numbers” crowd which have an extraordinary knowledge of thing like “correct” hose clamps or screw heads), there seems to be much forgiveness for “back-dating” headlights to the sleeker look.

Norway’s Motorhistorisk Klubb Drammen (Historic Car Club of Drammen) from Buskerud county reported on an exhibition hosted on 2 July 2014 by the Norsk motorhistorisk museu (Norwegian Motor Historic Museum) in the village of Brund, the event honoring Lindsay Lohan’s birthday.  The S2 Jaguar E-Type was recently restored but it would require a detailed examination to determine whether (note the triple carburetors) it remains in exactly the original specification.  Given the location this may have been a RoW car there’s a a lively two-way trans-Atlantic trade in E-Types (many now restored in Poland) so it may originally have been sold in the US or Canada.

Handshake

Handshake (pronounced hand-sheyk)

(1) A gripping and shaking of (traditionally the right) hands by two individuals, as to symbolize greeting, congratulation, agreement or farewell.

(2) In digital communication, as handshaking, an exchange of predetermined signals between a computer and a peripheral device or another computer, made when a connection is initially established or at intervals during data transmission, in order to assure proper synchronization.

1801: The construct was hand + shake.  Hand was from the Middle English hond & hand, from the Old English hand, from the Proto-West Germanic handu, from the Proto-Germanic handuz (and related to the Dutch, Norwegian Nynorsk & Swedish hand, the Danish hånd, the German Hand and the West Frisian hân) of uncertain origin although there may be a link to the Old Swedish hinna (to gain), the Gothic fra-hinþan (to take captive, capture), the Latvian sīts (hunting spear), the Ancient Greek κεντέω (kentéō) (prick) and the Albanian çandër (pitchfork; prop).  Shake was from the Middle English schaken, from the Old English sċeacan & sċacan (to shake), from the Proto-West Germanic skakan, from the Proto-Germanic skakaną (to shake, swing, escape), from the primitive Indo-European skeg-, keg-, skek- & kek- (to jump, move).  It was cognate with the Scots schake & schack (to shake), the West Frisian schaekje (to shake), the Dutch schaken (to elope, make clean, shake), the Low German schaken (to move, shift, push, shake) & schacken (to shake, shock), the Old Norse skaka (to shake), the Norwegian Nynorsk skaka (to shake), the Swedish skaka (to shake), the Danish skage (to shake), the Dutch schokken (to shake, shock) and the Russian скака́ть (skakátʹ) (to jump”).  The present participle is handshaking and the familiar past participle handshaked but some dictionaries still list the rare handshook as an alternative; the noun plural is handshakes.

The handshake not a universal cultural practice (the Japanese famously favor the bow although in recent decades it’s executed often as more of a nod) but, in one form or another, it is global and involves usually two people grasping hands and moving them in a brief, up-and-down movement.  The right hand tends to be favored (left-handers sinister obviously) and this has been linked to the symbolism of that being the usual choice when wielding a weapon but that is speculative and the global preponderance of right-handedness may be of greater significance.  Quite when the handshake became a cultural practice isn’t known but it is certainly ancient, at least among those important enough to be depicted in forms of art because the oldest representations date back more than the-thousand years.

Some handshakes promised much; results were varied.  Clockwise from top left:  Mao Tse-tung & Richard Nixon (1972), Yitzhak Rabin & Yasser Arafat (1993), Mikhail Gorbachev & Ronald Reagan (1985), Donald Trump & crooked Hillary Clinton (2016), Martin McGuinness & Queen Elizabeth II (2012) and Nelson Mandela & FW de Klerk (1994). 

Handshake (hand-shake) is a surprisingly modern construction, dating only from 1801 and "hand-shaking" is attested from 1805; the phrases “to shake hands” & “shaking hands” have been in use since the sixteenth century and the use of the noun “grip” to mean "a handshake" (especially one of a secret society) dates from 1785.  Secret handshakes are created so members of clubs and societies may make their affiliation known to another person without needing to use words.  For a secret handshake to be effective it must be specific enough to be recognized by another member yet subtle enough that a non-member would not find the nature of the grip strange or unusual.  Because of the limited possibilities offered by fingers and thumbs, some secret handshakes involve also actions such as using the other hand to touch an earlobe in a certain way or a tapping a foot.  The concept has been documented since Antiquity and is most famously associated with the Freemasons but to speak of the “secret Masonic handshake” is misleading, some researchers claiming there are at least sixteen distinctly identifiable Masonic handshakes and most have speculated there will be dozens more.  Indeed, except in the early years, Freemasonry has never been monolithic and there are known cases of one faction (even within a lodge) developing their own so that they might discuss matter freely without the risk they may be spilling secrets to the other faction.  The mechanics of the secret handshakes used by members of the Secret Society of the Les Clefs d’Or are not known.

Lindsay Lohan meets Recep Tayyip Erdoğan (b 1954; prime-minister or president of the Republic of Türkiye (Türkiye Cumhuriyeti Cumhurbaşkanı) since 2003), Ankara, 2017.

The golden handshake is a clause in executive employment contracts that provides for a generous severance package in certain circumstances.  Created originally as a relatively modest inducement to attract staff to companies in a perilous financial position, they evolved to the point where multi-million dollar pay-outs were common and they became controversial because they appeared to reward failure and there were suggestions (not only by conspiracy theorists) they were used even as Trojan horses to entice a CEO to drive down a company’s share price (thus becoming eligible for a golden handshake) in the interest of asset strippers and others.  The best operators were able to engineer things so they enjoyed both a golden handshake and a golden parachute (the generous package payable upon retirement in the normal course of things).

In computer communications, a handshake is a signal exchanged between two or more devices or programs to confirm authentication and connection.  In the same way that the human handshake is a process: (1) an offer of a hand, (2) the taking of that hand and (3) the shaking of the hands, in computing, the sequence is (1) seeking a connection, (2) verifying the connection and (3) effecting the connection.  The breaking of the handshake and the termination of the connection in each case constitutes the final, fourth setup.  The purpose of handshaking is to establish the parameters for the duration of the session which involves the devices agreeing on vital stuff like (1) both being switched on, (2) both ready to transmit & receive and (3) that certain technical protocols will be used (familiar to many as famous strings like “9600,N,8,1”).  Handshaking historically was a process separate from the security layers which had to be satisfied once communication was established and again, this is analogous with the handshake in the process of human interaction.

The Duce emulates an illustrious Roman forebear.

As a cultural practice with a history known to date back at least ten thousand years, the handshake has proven a resilient tradition which has survived the vicissitudes of many millennia and even the preference of elbow-bumping and such during the COVID-19 pandemic seems only to have been a minor interruption.  Not all however approved.  The Duce (Benito Mussolini, 1883–1945; prime minister and Duce (leader) of Italy 1922-1943) thought handshaking effete and unhygienic (he was ready for pandemics) and preferred the fascist salute he thought (apparently on the basis of statues from Ancient Rome) more martial.  Still, when meeting friends (even those forced on him by the brutishness of political necessity) he shook hands and a handshake was both his first and last interaction with the Führer (Adolf Hitler, 1889-1945; German head of government 1933-1945 and of state 1934-1945).  Their smiles when shaking hands always seemed genuine and were noticeably warm when they parted after the attempt on Hitler’s life in July 1944.

One historian entitled his work on the relationship between Hitler and Mussolini The Brutal Friendship and that it was but it was certainly enduring.  They shook hands on many occasions, the last of which would happen on the railway station platform close to where the attempt on the Führer's life failed.  At this time, Hitler was using his left hand to shake, the right arm injured in the blast.  After this, they would never meet again.  

For politicians, handshakes are a wonderful photo opportunity and some have been famously emblematic of the resolution of problems which have been intractable for decades or more.  However, such photographs can be unpleasant and sometimes embarrassing reminders of a past they’d prefer was forgotten.  When Donald Rumsfeld (1932–2021; US secretary of defense 1975-1977 & 2001-2006) shook hands with Saddam Hussein (1937–2006; president of Iraq 1979-2003) in Baghdad in December 1983, it was as a presidential envoy of Ronald Reagan (1911–2004; president of the US 1981-1989) and he was there to do business with the dictator.  Iraq at the time had started a war with Iran and was using chemical weapons while practicing abuses of human rights on parts of the Iraqi population and Saddam Hussein had even made known to the US administration Baghdad’s intention to acquire nuclear weapons.  Thus was special envoy Rumsfeld dispatched to offer Washington’s hand of friendship, anybody opposed to the Ayatollahs held in high regards in Washington DC. 

Donald Rumsfeld and Saddam Hussein, Baghdad, 1983.

Despite what Mr Rumsfeld would claim twenty years on, he made no mention of chemical weapons or human rights abuses, his discussions instead focusing on the projection of US military force in the Gulf and the need to guarantee and protect the supply of oil.  Later, as international pressure increased on the US to condemn the use of chemical weapons by Iraq it responded with a low-key statement which made no mention of Iraq and actually stressed the need to protect Iraq from Iran’s “ruthless and inhumane tactics”.  When Mr Rumsfeld returned to Baghdad in 1984, during the visit the United Nations (UN) issued a report which stated chemical weapons had been used against Iran, something already known to both the Pentagon and state department.  In Baghdad, the matter wasn’t mentioned and when Mr Rumsfeld departed, it was with another warm handshake.

Nancy Pelosi and Bashar al-Assad, April 2007.

By virtue of her education in a Roman Catholic school, Nancy Pelosi (b 1940; speaker of the US House of Representatives 2007-2011 and since 2019, member of the house since 1987) was well acquainted with the Bible so after shaking hands with Bashar al-Assad (b 1965, President of Syria since 2000) in April 2007, to use the phrase “The road to Damascus is a road to peace” must have been a deliberate choice.  It might also be thought a curious choice given that at the time the president was providing shelter and protection to a range of terrorist groups involved in attacking US forces in Iraq.  As speaker of the house, Ms Pelosi would have received high-level intelligence briefings so presumably was acquainted with the facts and had she been uncertain, could have had aides prepare a summary from publicly available sources.  As recent events in the Far East have illustrated, the speaker’s forays into foreign affairs are not helpful to the State Department.

Parachute

Parachute (pronounced par-uh-shoot)

(1) A folding, umbrella-like, fabric device with cords supporting a harness or straps for allowing a person, object, package, etc, safely to float down to safely through the air from a great height, especially from an aircraft, the design rendered effective by the resistance of the air that expands it during the descent and reduces the velocity of the fall.

(2) In certain type of competition cars (drag racing, land-speed vehicles et al) and military (mostly carrier-based) aircraft, a type of air brake deployed horizontally from the rear of the vehicle.  Known as the drogue chute.

(3) In horology, a shock-proofing device for the balance staff of a watch, consisting of a yielding, spring-like support for the bearing at either end.

(4) In industrial relations, a casual term for the aggregate of benefits, given a terminated employee.  Usually called the golden parachute if an especially large sum granted, essentially ex-gratia, to senior but now unwanted staff.

(5) To drop or land or on water (troops, equipment, supplies etc) by parachute.

(6) In democratic politics, a slang term for the practice of bringing in a candidate from outside the electorate, often one imposed by central executives against local wishes.

(7) In franchised sport, a payment made when a team is relegated to a lower division; called the parachute payment.

1785: From the French parachute (that which protects against a fall), the construct being para + chute.  The French imported para (protection against), via the Italian para & parare, from the Latin parō, derived from the primitive Indo-European per (produce, procure, bring onward, bring forth).  It was cognate with pariō (to produce) and properus (ready; to shield), a form which endures in the modern parasol.  Chute (fall) was a refashioning of the Old French cheüe & chue (from the Vulgar Latin caduta) based on cheoite, corresponding to the analogous Vulgar Latin form cadecta, feminine past participle of cheoir, the older form of choir.  The military verbal shorthand, generally adopted, is chute, first used in 1919.  The verb parachute (to descend or convey by or as if by the aid of a parachute) dates from 1807 and was directly from the noun.  In an example of technological determinism affecting language, dictionaries as late as 1906 tagged parachute as "rare".  The related forms are parachuted & parachuting; the noun plural is parachutes.  

Perhaps invented in China

Sketches discovered in western China, circa 2200 BC, indicate even then people were aware air resistance could be used to slow a man’s fall from a height although there’s nothing to prove the idea was ever put to the test.  The oldest known design for a recognizably modern parachute appears in a manuscript from Renaissance Italy, dated from the 1470s although it was Leonardo da Vinci (1452-1519) a couple of decades later who produced a technically better design, one which suggests he well understood the relationship between a parachute’s surface area and the weight of whatever was attached.  Leonardo's drawings proved influential among European inventors, the earlier fixed, flat surfaces being replaced by sail-like pieces of cloth which, bulging as they filled with air, increased surface area still further, thereby generating greater friction and resistance.  Although several plans survive from the seventeenth century showing men parachuting from towers, there’s no evidence this was a depiction of an actual experiment and is thought most likely to be an inventor’s speculative illustration.

Lindsay Lohan skydiving (tandem jump) in Dubai, 2018.  She landed safely. 

The first documented test happened in 1783 when French physicist Louis-Sébastien Lenormand (1757-1837) jumped from the top of the Montpellier observatory.  Surviving this, two years later, Lenormand coined the word parachute, an Italian-French hybrid which translates as "to protect from falling”.  That same year, to demonstrate its utility as a safety device for the new sport of hot-air ballooning, French engineer Jean-Pierre Blanchard (1753-1809) floated safely to the ground and by the 1790s he was manufacturing parachutes from silk (and some sources claim it was Blanchard who coined the word parachute).  Although not a few pioneering parachutists died as the hobby spread, progress continued and by 1911, the first jump was made from an aircraft; from that time, it was the military which devoted most attention to development, using them, successfully and not, with balloons, airships and aircraft.  By the start World War Two, parachutes were standard issue to aircrew and a novel way of quickly deploying infantry behind enemy lines.  The German army famously used paratroopers in several daring and successful operations although later heavy losses forced the Wehrmacht to abandon the tactic.  Others persevered and paratrooper battalions, brigades and divisions exist today in many military establishments.

A NASA Boeing B-52 Stratofortress research aircraft deploys an experimental drag chute upon landing at Dryden Flight Research Center, Edwards Air Force Base, California.  The test flights, conducted during 1990, were part of the development project for the Space Shuttle’s drag chute.  The B-52 often uses a drag chute when landing, especially in wet weather or if cross-winds are severe.

Parachutes are used to slow the delay of some spacecraft in their final re-entry phase and horizontal (drogue) chutes are deployed to assist the deceleration of some competition cars and aircraft landing on carriers.  The absolute record height for a parachute descent is held by Alan Eustace (b 1957) who on 24 October 2014 jumped from the stratosphere at an altitude of 135,889.108 feet (41,419 m).

The mean girls, left to right: Penny Wong (b 1968; cabinet minister in the Rudd / Gillard / Rudd governments 2007-2013, ALP senator for South Australia since 2002), Katy Gallagher (b 1970; Chief Minister of the Australian Capital Territory (ACT) 2011-2014, senator for the ACT 2015-2018 & since 2019) & Kristina Keneally (b 1968; Premier of New South Wales 2009-2011, senator for New South Wales since February 2018).

Kristina Keneally's campaign material in Fowler, 2022; it seemed like a good idea at the time.

In the 2022 Australian general election, two high-profile candidates, were parachuted into two Sydney electorates by the Australian Labor Party’s (ALP) head office over the objections of local members.  One succeeded and one failed, Kristina Keneally losing the previously safe seat of Fowler while Andrew Charlton (b 1978) actually improved the ALP’s margin in Parramatta.  Both were seen as improbable ALP candidates with lives far removed from the constituents to who they’d be appealing for voted but Charlton benefited from the head office analysis which concluded the result in Parramatta would be tight and thus resources were allocated and promises made.  The same analysis was applied to Fowler which revealed the ALP would retain the seat regardless of the background so little effort was expended and less money spent.  Applying historic data, the ALP’s analysis was correct but the 2022 election revealed an increasing willingness nationally to move away from the two main parties, illustrated the fact that the ALP could 2022 form a majority government with a primary vote of 32.58% (the ALP’s lowest since 1934); in 1980 they lost an election with a primary of 45.15%.  Keneally is something of a loss to the parliament because she was one of the three “mean girls” in the Senate, associated with the bullying of women who got ideas above their station.