Combat

 Combat (pronounced kuhm-bat or kom-bat (verb); kom-bat (noun))

(1) To fight or contend against; vigorously to oppose.

(2) In military matters, certain parts of branches of the services which engage in armed conflict with enemy forces.

(3) An action fought between two military forces.

(4) As a descriptor (in the military and of weapos and weapons systems), a means to distinguish between an item design specifically for use in combat as oppose to one intended for other purpose.

1535-1540: From the Middle English intransitive verb combat (to fight, struggle, contend), from the sixteenth century French combat, from the twelfth century Old French combattre, from the Late Latin combattere, the construct being com (with (each other) (an an archaic form of cum)) + battuere (to beat, fight) (source of the modern English verb "batter").  The transitive sense dates from the 1580s; the figurative use from the 1620s.  The noun combat (a fight (originally especially "a fight between two armed persons" and later distinguished as single combat in the 1620s)), emerged in the 1560s and soon was applied in a general sense to "any struggle or fight between opposing forces".  Combat is a noun, verb & adjective, combater & combatant are nouns, combatted & combatting are verbs and combative is an adjective; the noun plural is combats.

Combative and dressed for combat: Lindsay Lohan in boxing gloves.

The phrase hors de combat (out of action; disabled; no longer able to fight (literally "out of combat")) was constructed from hors (out, beyond), from the Latin foris (outside (literally "out of doors")) + de (of) + combat.  It dates from 1757 and was related originally to battlefield conduct (the principle of which which would later be interpolated into the the rules of war) and is now a literary and rhetorical device.  It shouldn't be confused with the French expression hors concours (out of competition) which, dating from 1884, is applied to works of art in an exhibition but not eligible to be awarded a prize.  Given the sometimes nasty battles waged in galleries, perhaps hors de combat might sometimes be as appropriate but in exhibitions it's most often used of works which have either already won a prize or have been awarded the maximum number provided for in the competition rules.  Other sporting competitions sometimes use hors concours to describe entries which don't conform with the rules of the event but are for a variety of reasons permitted to run (notably in motorsport).  The adjective combative (pugnacious, disposed to fight) is from 1819 and by the mid nineteenth century had become much associated with the long discredited pseudo-science of phrenology, the related forms being combatively and the earlier (1815) combativeness.  Combatant (contending, disposed to combat) was an adjective by the mid fifteenth century and a noun (one who engages in battle) by circa 1855, both from the Old French combatant (which survives in Modern French as combattant) (skilled at fighting, warlike) where it had also been a noun.    The adjective combative (pugnacious, aggressive; disposed to engage in conflict (though not necessarily violence)) seems not pleasing to some because the incorrect spelling combatative is not uncommon.  

The Norton Commando 750 Combat

1968 Kawasaki 500 Mach III (H1).

British manufacturers once regarded competition from the far-east with little concern but by the late 1960s, Japanese motorcycles had become serious machines enjoying commercial success.  Kawasaki’s 500cm³ (H1, Mach III) two-stroke triple debuted in 1968 while Honda’s 750-Four was released a year later, the former fast but lethally unstable, the latter more refined.  Three years on, the release of Kawasaki’s z900 confirmed the maturity of the Japanese product and the era of British complacency was over though the realization was too late to save the industry.

Nothing ever quite matched the rawness of the original Kawasaki Mach III.  Riders of high performance machines had for decades distinguished between fast, well-balanced motorcycles and those which, while rapid, needed to be handled with caution if used in anything but a straight line and on a billiard table smooth surface but even in those circumstances the Mach III could be a handful, the engine's power band narrow and the entry to it sudden and explosive.  Many were soon noting that while rear tyre life was short, the front lasted well because it spent so little time in contact with the road.  Adding to the trickiness, lacking the rigidity needed to cope with such stresses, the frame design meant there was something of a gyroscopic tendency under hard acceleration which could at least be disquieting and the consequences were often worse.  Still, nobody denied they were quick.  Clearly, only crazy people would buy such a thing but fortunately for Kawasaki (and presumably this was part of their product planning), by 1968 the Western world was populated as never before with males aged 17-25 (peak craziness years) with sufficient credit or disposable income to indulge the madness of youth.  It helped that under the Bretton Woods system (1944) of fixed exchange rates, at ¥360 to the US$, the Mach III was quite a bargain; on cost breakdown, nothing on two wheels or four came close.

1973 Kawasaki 750 Mach IV (H2).

As a design, the Mach III obviously had its flaws but as a piece of engineering, it exhibited typical Japanese soundness and attention to detail.  They borrowed much and while little was genuinely innovative, they had started with a clean sheet of paper and buyers found, unlike the British bikes, electrics were reliable and mechanical parts were not subject to the oil-leaks which the British had for decades claimed were endemic to the breed; far-eastern engineering was now mass-producing bikes a generation or more advanced.  However, the British industry was chronically under-capitalized so, lacking resources to develop new models, resorted to "improving" existing models.  While they were doing that, the Japanese manufacturers moved on and Kawasaki were planning something which would match the Mach III for performance but deliver it in a more civilized (and safer) manner.  This project was a four-stroke, four cylinder 750, developed while the Mach III was being toned down (a little) while the good idea of a broader power band and a (slightly) stiffer frame was used on the Mach IV (750 H2), the ultimate evolution of the two-stroke triple which delivered best of the the Mach III experience while (somewhat) taming the worst of its characteristics.

1969 Honda 750-Four (the crankcases of the early 750s are (a little misleadingly) referred to as the "sandcast"; they were actually gravity cast).

However, in 1969 Honda, the largest in the Japanese industry and the company which in 1964 had stunned Formula One community when their 1.5 litre V12 car won a Grand Prix, released the motorcycle which threatened the very existence of the new big Kawasaki and the four-stroke Honda 750-Four was for a generation to set the template for its genre, as influential for big motorcycles as the Boeing 707 had in 1957 been for commercial airliners.  Kawasaki reviewed this disturbing intrusion on their planning, concluding the Honda was a touring machine and that the Mach III had proved there was demand machines orientated more to high-performance.  The board looked at the demographic charts and decided to proceed, enlarging their project to 900cm³ which, with double overhead camshafts (DOHC) was tuned more for top-end power than the more relaxed, single cam (SOHC) Honda.  Released in 1972, almost a year after the Mach IV, the z900 attracted praise for its quality and performance, all delivered while offering a stability the charismatic but occasionally lethal triples never approached.

1972 Kawasaki z900

The big Nortons, named Commando since 1967, had long been a benchmark for high-performance motorcycles and although the Mach III had (on paper) matched its speed, its handling characteristics were such that it could really be enjoyed only in a straight line and even then, was best handled by cautious experts.  The Honda 750-Four and Kawasaki z900 were both vastly better as road machines and clearly the future of the breed.  The long-serving big British twins, while their handling was still impeccable, were now outdated, no longer offered a performance premium and still leaked oil.  Norton’s response in 1972 was the hastily concocted Commando Combat, the engine tweaked in the usual British manner with a high compression ratio, bigger carburetors, larger ports and a high-lift, long-duration camshaft.  These modifications, quite usual for racing engines, are not suitable for the road and the “peaky” Combat’s only advantage was great top-end power though it was noted the clever isolastic engine mounting did work well to limit the extent to which the greater vibration transmitted through the frame.  Unfortunately, the gains high in the rev-range compromised the low and mid-range performance, just where a road-bike most often operates.  Indeed, at points, the torque-curve actually went the wrong way and the only obvious way to disguise this was to lower the gearing which (1) restricted the top-speed to something embarrassing low and (2) meant even cruising speeds demanded high engine revolutions.  Sadly, it wasn’t possible for many long to enjoy the pleasures of all that power because the Combat's specification exposed weaknesses in pistons, bearings and crankshafts.  Main bearing life could be as little as 4000 miles (7000 km) but plenty of engines succumbed to other failures long before.  As a consolation, even if the Combat wouldn’t keep going, it was easy to stop, the disk brake was the best in the industry.

1972 Norton Commando 750 Combat.

So the most of the things that were changed made things worse.  Other things stayed the same including the oil leaks (the joke being seals existed to keep the dirt out, not the fluids in) and the absence of electric starting, the right legs of Norton owners reputedly more muscular than the left.  For the engine's problems the solution lay in engineering and metallurgy, a combination of a self-aligning spherical roller bearing called a superblend and un-slotted pistons.  But, by the time things were fixed, the fiasco had had triggered irreparable damage to market perceptions and Norton quietly dropped the Combat, applying the improvements to their mainstream engines without trying to match its top-end power.  Norton went bankrupt within a few years but the name has been revived several times over the past decades.

Dual & Duel

Dual (pronunced doo-uhl or dyoo-uhl)

(1) Of, relating to, or denoting two.

(2) Composed or consisting of two people, items, parts, etc., together; twofold; double; having a twofold, or double, character or nature.

(3) In the formal grammar of Old English, Old Russian, Arabic and Ancient Greek, denoting a form of a word indicating that exactly two referents are being referred to (a form in the dual, as the Old English git (you two), as opposed to ge (you) referring to three or more.

(4) In mathematics and formal s logic (of structures or expressions) having the property that the interchange of certain pairs of terms, and usually the distribution of negation, yields equivalent structures or expressions

1535–1545: From the Latin duālis (containing two, relating to a pair), the construct being du(o) (two) + -ālis (-al) The Latin duo was from the primitive Indo-European root dwo (two).  The General sense of "relating to two, expressing two, composed or consisting of two parts" is from 1650s.  Dually is the adverb.  The general sense of "division into two" has been in use since 1831.  The noun duality (two-fold nature, state of being two or divided in two) is a late fourteenth century form from the Late Latin dualitas.

The noun dualism dates from 1755 as a term in philosophy, the sense being "a way of thinking which explains phenomena by the assumption of two independent and absolute elements," from the French dualisme (1754).  The theological adoption to describe the doctrine of “two independent divine beings or eternal principles” was first noted in 1847.

Duel Pronounced doo-uhl or dyoo-uhl)

(1) A prearranged combat between two persons, fought with deadly weapons according to an accepted code of procedure, especially to settle a private quarrel.

(2) Any contest between two persons or entities.

1585–1595: From the earlier English form duell (a single combat (also "a judicial single combat”), from the late thirteenth century Medieval Latin duellum (combat between two persons), a poetical variant of the old Latin form of bellum (war) (related to bellicose), probably maintained and given the sense “duel” by folk etymology with the Latin duo (two).  The Old Latin word was retained in poetic and archaic language, the fancied Medieval connection with duo organically creating the linguistic semi-coincidence.  In pre-Modern English, the Italian form duello was also used.  By the 1610s, the English word had taken on the specialized sense of "premeditated and pre-arranged single combat involving deadly weapons in the presence of at least two witnesses", the general sense of "any contest between two parties" dating from the 1590s.  The related verbs are duels, dueling & dueled , dueler & duelist are nouns and duelistic an adjective.  The US spelling favors the double “l”.

Dualism in Philosophy

In Metaphysics, dualism holds there are two kinds of reality: the physical world (material) and the spiritual world (immaterial).  In the philosophy of mind, Dualism is the position that mind and body are in some categorical way separate and that mental processes and phenomena are, at least in some respects, non-physical.  Both positions are radically different from even nuanced flavors of monism (which, at its most pure, maintains there is but the universe and that any form of division of the whole is artificial and arbitrary) and pluralism suggests there are many kinds of substance and not just dualism’s two.  In the pre-enlightenment age, dualism had some appeal but it’s now of only historic interest except as a device to train the mind to explore speculative paths.

Dualism in Carburetion

1967 Shelby C7zx dual quad-aluminum intake manifold for Ford 427 FE.

From the late 1950s, Detroit’s V8s, with a sudden and increasing rapidity, grew bigger and more thirsty, the most rapacious of the engines out-pacing the capacity of the carburetors brought from outside suppliers, with the result the only solution was to use two or even three carburettors.  The manufacturer did eventually produce units with sufficient throughput but it took a while for supply to meet demand.  For street use, triple induction was for some time quite a good solution because the three-in-a-row layout lent itself to a good compromise, the engine most of the time being fed only by the central two-barrel carburetor, the outer two used only when the throttle was pushed wide open.  It meant engines with great available power were actually surprisingly economical most of the time although the delicate business of tuning could be a challenge, especially in conditions where there were notable variations in temperature or humidity.  For the high performance engines however, the best cost-performance equation (ignoring the fuel consumption which was the customer's problem) was dual induction, two four barrel carburettors, mounted either in-line or side-by side, the air-flow dynamics of the latter delivering the optimal top-end-power.

Short & Long-Ram Sonoramic dual quad intake manifolds.  The difference was that the short versions had 15 inch (380 mm) tuned intake runners while the long rams had their entire 30 inch (760 mm) length tuned.  

Most dramatic in appearance of all the dual quad setups were the Sonoramics, offered by Chrysler on a handful of models between 1959-1963.  Sonoramic was a linguistic novelty but the engineering principles of tuned resonance in thermal dynamics had been known for decades, the trick being to create a shape which essentially caused the fuel-air mixture to “bounce around”, emulating a low-boost “ram-air” effect.  There were two different versions which looked externally similar but differed internally, the rare so-called “short-ram” tuned for top-end power, the “long-ram” for the mid-range torque which was ideal for street use because the additional performance was delivered in the speed-ranges at which highway passing manoeuvres typically were undertaken.

Jaguar E-Type 4.2 with triple SUs (top) & with dual Strombergs (bottom).

From its introduction in 1961, the Jaguar E-Type (XK-E for the cars delivered in North America) used triple SU HD.8 carburetors but in 1967, to conform to US emission control rules, the switch for the units delivered there was made to dual Stromberg 175 CD2SEs.  Unlike some manufacturers which arranged a separate specification for the US and other markets with more rigorous regulations, Jaguar applied the change to the entire range.  Power and torque dropped a bit, especially higher in the rev range, a prelude to the malaise which would affect so many in the 1970s.  The changes made by Jaguar to comply with the US regulations were marked by the change in designation from Series I to Series II and the most obvious modifications were (1) the carburetors, (2) the slight truncation of the cigar-shaped tail & the substitution of the elegant tail-lamps with rather more agricultural-looking units, (3) the use of safer, softer rocker switches on the dash instead of the stylish but sharp toggle switches and (4) the deletion of the lovely, fared-in head-lamp covers, the slightly elevated  replacements lending the car a slight bug-eyed look.  There were a host of other changes, most of which made the Series II a better car but it was just a bit slower and didn't look as good.

The lovely, pure lines of the Jaguar E-Type Series 1 (1961-1968, left).  It's not certain Enzo Ferrari (1898-1988) really did say it was "the most beautiful car ever made" but he never denied it and he was a fair judge of such things.  The Series 2 cars (1968-1971, right) were a little more cluttered.

However, unlike the US manufacturers (and most of the Germans), even by 1967 there were cottage-industry aspects to some of Jaguar's production facilities and the E-Type changed from Series I to Series II in increments rather than one distinct movements and even then there were inconsistencies and these detail differences intrigue the E-Type cognoscenti, concerned as many are with originality.  For this reason, although the factory never used the designations, informally, what are thought “transitional cars” are often referred to as Series 1.25 or 1.5, base on the mix of earlier & later features present, the identification of which is sometime challenging because many later models were modified to make them appear partially or in whole “classic” Series 1 E-Types.  The first of the 1.25s are regarded as the models built for US delivery after January 1967 and fitted with the open head-lamps, this change not applied universally until phased in over June-July the same year.  The 1.5 designation is used of those built after August-October which in addition to certain detail changes received the dual Stromberg carburetors (if built for delivery to North America) and the rocker switches (the open head-lamps at this point slightly raised by the use of a different assembly) but the “teardrop” tail-lamps above the rear bumpers were retained.  Once the revisions were made to the tail and the tail-light, the transition to Series 2 was complete (the Series 2 cars also receiving slightly larger head-lamps).  However, in recent years the factory records have been reviewed and it’s clear some of the cars built in 1967 for delivery to North America had the covered head-lamps so these, combined with the Series 1.25 & 1.5 cars modified retrospectively, mean the task of verifying the originality of the later Series 1.X cars can be challenging.

Apparently, at the premiere of Disney’s The Parent Trap (1998), then CEO Michael Eisner (b 1942; chairman and chief executive officer (CEO) of The Walt Disney Company, 1984-2005), believing the central parts in the film had been played by identical twins asked her “Where's your twin?”.  She told him she didn’t have one and that she should have been paid double.

Foxbat

Foxbat or fox-bat (pronounced foks-bat)

(1) NATO reporting name for the MiG-25 (Mikoyan-Gurevich MiG-25) high-altitude supersonic interceptor and reconnaissance aircraft.

(2) A common name for members of the Megachiroptera (the Pteropus (suborder Yinpterochiroptera), a genus of megabats), some of the largest bats in the world.

Fox is from the Middle English fox, from the Old English fox (fox), from the Proto-West Germanic fuhs, from the Proto-Germanic fuhsaz (fox), from the primitive Indo-European púḱsos (the tailed one), derive possibly from puḱ- (tail).  It was cognate with the Scots fox (fox), the West Frisian foks (fox), the Fering-Öömrang North Frisian foos, the Sölring and Heligoland fos, the Dutch vos (fox), the Low German vos (fox), the German Fuchs (fox), the Icelandic fóa (fox), the Tocharian B päkā (tail, chowrie), the Russian пух (pux) (down, fluff), the Sanskrit पुच्छ (púccha) (source of the Torwali پوش‎ (pūš) (fox) and the Hindi पूंछ (pūñch) (tai”).

Bat in the context of the animal was a dialectal variant (akin to the dialectal Swedish natt-batta) of the Middle English bake & balke, from the North Germanic. The Scandinavian forms were the Old Swedish natbakka, the Old Danish nathbakkæ (literally “night-flapper”) and the Old Norse leðrblaka (literally “leather-flapper”).  The Old English word for the animal was hreremus, from hreran (to shake) and it was known also as the rattle-mouse, an old dialectal word for "bat", attested from the late sixteenth century.  A more rare form, noted from the 1540s, was flitter-mouse (the variants were flinder-mouse & flicker-mouse) in imitation of the German fledermaus (bat) from the Old High German fledaron (to flutter).

In Middle English “bat” and “old bat” were used as a (derogatory) term to describe an old woman, perhaps a suggestion of witchcraft rather than a link to bat as "a prostitute who plies her trade by night".  It’s ancient slang and one etymologist noted the French equivalent hirondelle de nuit (night swallow) was "more poetic".  To “bat the eylids” is an Americanism from 1847, an extended of the earlier (1610s) meaning "flutter (the wings) as a hawk", a variant of bate.

The term fox-bat or flying fox, (genus Pteropus), covers some sixty-five bat species found on tropical islands from Madagascar to Australia and noth through Indonesia and mainland Asia.  Most species are primarily nocturnal and are the largest bats, some attaining a wingspan of 5 feet (1.5 m) with an overall body length of some 16 inches (400 mm).  Zoologists list fox-bats as “Old World fruit bats” (family Pteropodidae) that roost in large numbers and eat fruit and are thus a potential pest, many countries restricting their importation.  Like nearly all Old World fruit bats, flying foxes use sight rather than echolocation, a physiological process for locating distant or invisible objects (such as prey) by means of sound waves reflected back to the emitter by the objects) to navigate, despite the largely nocturnal habit of most species.  In the database maintained by the International Union for Conservation of Nature and Natural Resources (IUCN), about half of all flying fox species are listed as suffering declining populations, 15 said to be vulnerable and 11 endangered. The fox-bats were previously classified in the suborder Megachiroptera, but most researchers now place them in the suborder Yinpterochiroptera, which also contains the superfamily Rhinolophoidea, a diverse group that includes horseshoe bats, trident bats, mouse-tailed bats, and others.

MiG-25 (Mikoyan-Gurevich MiG-25).

Once the most controversial fighter in the skies, there was so much mystery surrounding the MiG-25 that US, British and NATO planners spent years spying on it with a mixture of awe, fear and dread.  Conceived originally by USSR designers to counter the threat posed by Boeing’s B-70 Valkyrie bomber, development continued even after the B70 project, rendered redundant by advances in missile technology, was cancelled.  First flown in 1964 and entering service in 1970, nearly 1200 were built and were operated by several nations as well as the USSR.  Able (still) to outrun any other fighter, only the US Lockheed SR-71 Blackbird was faster but fewer than three dozen of those were built and those were configured only for strategic reconnaissance.  When first the West became aware of the Foxbat, it caused quite a stir because, combining stunningly high speed with high altitude tolerance and a heavy weapons load, it did appear to be the long-feared platform which would render Soviet airspace immune from US penetration.  It was the threat the Foxbat was thought to pose which was influential in the direction pursued by US engineers when developing the McDonnell Douglas F15.

The Foxbat however never realized its apparently awesome implications. Because the original design brief was to produce a device which could combat the fast, high-flying B-70, many of the characteristics desirable in a short-range interceptor were neglected in the quest for something which could get very high, very quickly.  At that it was a breathtaking success but there were compromises, the fuel burn was epic and, with a very high take-off and landing speed, it could operate only from the longest runways.  Still, at what it was good at it was really good and its very presence meant the US had to plan any mission within range of a Foxbat, cognizant of the threat it was thought to present.  Unbeknown to the West, at lower altitudes it presented little threat and was no dog-fighter; it was essentially a dragster built for the skies, faster than just about anything in a straight line but really not good at turning.

It wasn’t until 1976 when a Soviet defector landed a new Foxbat in Japan in 1976 that US engineers were able to examine the airframe and draw an understanding of its capabilities.  What their analysis found was that the limitations in Soviet metallurgy and manufacturing techniques had resulted in a heavy airframe, one which really couldn’t maneuver at high speeds, and handled poorly at low altitudes. The surprisingly primitive radar was of limited effectiveness in conventional combat situations against enemy fighters, which, combined with the low altitude clumsiness meant that its drawbacks tended to outweigh the advantage it had in sheer speed at altitude, something which meant less to the US since missiles had replaced the B-70 strategic bomber.

In its rare combat outings, those advantages did however confer the occasional benefit.  In 1971, a Soviet Foxbat operating out of Egypt used its afterburners to sustain Mach 3 for an extended duration, enabling it to outrun three pursuing Israeli F4-Phantoms and one downed a US Navy F/A-18 Hornet during the first Gulf War (1991).  During the Iran-Iraq War (1980-1988), the Iraqi Air Force found them effective against old, slow machinery but sustained heavy losses when confronted with the Iran’s agile F-14 but most celebrated was probably the Foxbat’s success during the Gulf War in claiming both of the last two American aircraft lost in air-to-air combat.  Otherwise, the Foxbat has at low altitude proved vulnerable, the Israeli Defense Force (IDF) shooting down several in the war over Lebanon (1981) although they have of late been used, most improbably, in a ground attack role in the Syrian Civil War, the Syrian Arab Air Force, lacking a more appropriate platform, pressing the Foxbats into a ground support role, in at least one case using air-to-air missiles to attack ground targets.

The Soviet designers took note of the operating environment when developing the Foxbat’s successor, the MiG-31 (NATO reporting name Foxhound), a variant which sacrificed a little of the pure speed and climb-rate in order to produce a better all-round fighter.

Minor modification: 1960 Jaguar XK150 3.4 Shooting Brake (“Foxbat”).

What is claimed to be the planet’s only extant Jaguar XK150 shooting brake was built by industrial chemist and noted Jaguar enthusiast, the late Geoffrey Stevens, construction undertaken between 1975-1977.  It was made by combining a donor XK150 fixed-head coupé (FHC) and a Morris Minor Traveller of similar vintage.  Quite why Mr Stevens gave his project the name “Foxbat” isn’t known but it was in 1976, during the build, that a Soviet air force pilot defected to Japan (arriving with his MiG-25 Foxbat).  Whatever the reason, the name appears to have been deliberately chosen, a hand-cut “Foxbat” badge matching the original Jaguar script added to the tailgate.  Said still to be a matching-numbers example with the FHC’s original drive-train, the chassis number is S825106DN, the engine number V7435-8.

Hypergolic

Hypergolic (pronounced hahy-per-gaw-lik or hahy-per-gol-ik)

(1) In chemistry, a process in which one substance ignites spontaneously upon contact with a complementary substance (oxidizer).  Word applies especially to bipropellant (made of two components) rocket-fuel.

(2) Of or relating to hypergols.

1945: A backronym derived from the German hypergol, a construct of scientific use: hyp(er) + erg + ol + -ic.  Hyper is from the Ancient Greek ὑπέρ (hupér) (over; extreme); erg from the Ancient Greek ἔργον (érgon) (work), ol both from from the chemical suffix ol from alcohol & the Latin oleum (oil) and ic, the adjectival suffix, variations of which are widely used in European languages (the Middle English ik, the Old French ique, the Latin icus, all thought derived from the primitive Indo-European ikos; oldest known forms are the Ancient Greek ικός (ikós), the Sanskrit श (śa) & क (ka) and the Old Church Slavonic -ъкъ (-ŭkŭ)).  The hypergole terminology was coined by Dr Wolfgang Nöggerath (1908-1973) of the Technical University of Brunswick, Germany.  Few are as linguistically imaginative as scientists who plunder languages at will to produce the best or most memorable words to describe their creations.  Hypergolic is a noun & adjective; the noun plural is hypergolics.

The Messerschmitt Me-163 Komet

During the 1930s, almost all research into rocket propellants was undertaken in Germany, the military being interested in missiles with which to deliver warheads against long-range targets and, even then, some scientists were imagining space flight, usually with a manned visit to the moon in mind.  The experimental fuels were classed as:

Monergols: Single ingredient fuels.
Hypergols: Fuel which ignites upon constituents being combined.
Non-hypergols: Multi-constituent fuel requiring external ignition.
Lithergols: Solid / liquid hybrids.

Operational Me-163.

It was only military necessity that forced the Luftwaffe (the German air force) to commit to combat the only rocket-powered fighter ever deployed.  The Messerschmitt Me-163 Komet was powered by a rocket which burned a methanol hydrazine mix with hydrogen- peroxide as an oxidizer.  It offered a uniquely fast rate of climb and a speed in combat more than 100 mph (160 km/h) faster than allied fighters but was hard to handle and the fuel was both highly volatile and prone to spontaneous combustion in flight or on the ground.  In air engagements, the speed which was so advantageous in reaching a target made it difficult for a pilot to maintain contact, the long bursts of fire need usually to bring down the big bombers rarely sustained.  Most authorities estimate some 370 Me-163s were built but only 60-80 achieved operational status and they shot down only nine allied aircraft.  The Komet effectiveness was limited by its high fuel consumption which limited flight duration (the time available in the combat zone less than eight minutes) but the Luftwaffe's records confirm that on some days, such was the accident rate, not even half the little craft even reached operational height.  Not only was it a difficult machine to handle but, late in the war, resources were so strained that training was limited and few of the Komet's pilots had more than a few hours experience in the craft before deployment.  To make matters worse, although in powered flight its speed make it close to invulnerable to attack, once the fuel was burned, to return to base it had to glide down to the runway and of those lost to allied fighters, most were shot-down during landing or on the ground.

Early drawing of Me-163 prototype.

It was another example of the impressive wartime technology developed by German scientists and engineers which failed to realise the possibilities offered.  Had the resources expended on the Komet instead been devoted to improving the Wasserfall (waterfall) rocket, Allied air losses might have been significantly greater.  The Wasserfall was a surface-to-air missile explicitly designed to counter high altitude bombers and used a two-stage system: (1) a solid-fueled booster rocket for launch after which (2) a liquid-fueled rocket would propel the missile to its target.  A glimpse of the future, it was guided by a radar system that tracked the target & transmitted guidance commands and was designed to be integrated with other ground-based anti-aircraft defenses such as flak batteries.  Ultimately unsuccessful because the time and resources needed for development were never available, like the V1 (an early cruise missile) and V2 (the first operational ballistic missile), the hardware, personnel and data which fell into Allied hands at the end of the war essentially saved decades of peace-time work in projects including surface to air & air to air missiles, the space programme (notably the moon landing) and the the development of the big ICBMs (intercontinental ballistic missiles).  Historically, the Komet remains a one-off, no rocket-powered fighters since manufactured.  In action only between 1944-1945, tactically, it was a failure, losses far exceeding kills, but it influenced the next generation of military airframes being developed for supersonic flight.

Strife

Strife (pronounced strahyf)

(1) Vigorous or bitter conflict, discord, or antagonism.

(2) A quarrel, struggle, or clash; competition or rivalry.

(3) Earnest endeavor; hard work, strenuous effort (now rare and listed by some dictionaries as archaic).

(4) Exertion or contention for superiority, either by physical or intellectual means. 

(5) In colloquial use, a trouble of any kind.

(6) That which is contended against; occasion of contest (obsolete).

Circa 1200: From the Middle English strif, stryf & striffe (quarrel; fight; discord) from the Old French estrif (fight; battle; combat; conflict; torment; distress; dispute; quarrel), akin to estriver (to strive) from the Frankish strīban.  Estrif was a variant of estrit (quarrel; dispute; impetuosity), probably from the Frankish strid (strife; combat), or another Germanic source (there was the Old High German strit (quarrel; dispute), related to stritan (to fight) and the Proto-Germanic strīdō (combat; strife).  Related were the Dutch strijd (fight; battle; conflict), the German Streit (quarrel; dispute) and the Icelandic stríð (war).  Strife is a noun; the noun plural is most commonly strife but strifes is also used (such as when referring to various types of strifes or a collection of strifes), noted with greater frequency in literary and poetic use.

Strife, strive and strove

The verb strive is from the Middle English striven (to strive), drawn from the Old French estriver (to quarrel, dispute, resist, struggle, put up a fight, compete) it became a strong verb (the past tense being strove) by rhyming association with drive, dive etc.  The meaning shift to "try hard" began in the early fourteenth century and has evolved to the point where strife and strive now run in parallel with their different senses.  Strife has retained its original meaning (quarrel; conflict et al) white strive is now exclusively taken to mean “working hard to achieve something”.  Some sources list “striving” as archaic which may be premature but “strove”, the past participle of strive, certainly is, most authorities labelling it as obsolete, colloquial or nonstandard.  In common use in educated English as late as the early twentieth century, it’s now rare and more often found in the text of non-native English speakers who use sometimes words which, while technically correct, have fallen from flavor, some software translation programs producing similar quirks.

An image from an early life of strife: Lindsay (2019) by Sam McKinniss (b 1985) (left), from a reference photograph taken 22 July 2012, leaving the Chateau Marmont in West Hollywood, LA (right).

Although he would live another fifteen troubled years, in 1849 the poet Walter Savage Landor (1775-1864) wrote an epitaph for himself on his seventy-fourth birthday:

I strove with none, for none was worth my strife.

Nature I loved, and, next to nature, Art;

I warm'd both hands before the fire of Life;

It sinks, and I am ready to depart.

Heel & Heal

Heal (pronounced heel)

(1) To make healthy, whole, or sound; restore to health; free from ailment.

(2) To bring to an end or conclusion, as conflicts between people or groups, usually with the strong implication of restoring former amity; settle; reconcile.

(3) To free from evil; cleanse; purify:

Pre 900: From the Middle English helen, from the Old English hǣlan (cure; save; make whole, sound and well); cognate with the Dutch helen, the Saterland Frisian heila, heilen & hela, the Danish hele, the Swedish hela, the Old High German heilen, the Old Norse heila, the Scots hale & hail and the Gothic hailjan, all derivative of hāl & hale (whole).  Root was the Proto-Germanic hailijaną (to heal, make whole, save) from which Old Saxon picked up helian and Gothic gained ga-hailjan (to heal, cure), the literal translation of which was "to make whole", all of these derived from the primitive Indo-European koyl (safe; unharmed).  The Modern English health was a later derivation. 

Heel (pronounced heel)

(1) The back part of the human foot, below and behind the ankle.

(2) An analogous part in other vertebrates.

(3) In zoology, either hind foot or hoof of some animals, as the horse.

(4) The part of a stocking, shoe, or the like covering the back part of the wearer's foot.

(5) A solid, raised base or support of leather, wood, rubber, etc, attached to the sole of a shoe or boot under the back part of the foot.

(6) By analogy, things resembling the back part of the human foot in position, shape etc, such as the heel of a loaf of bread.

(7) The rear of the palm of the hand, adjacent to the wrist.

(8) The latter or concluding part of anything (now rare).

(9) In architecture, the lower end of any of various more or less vertical objects, as rafters, spars, sternposts of vessels or the exterior angle of an angle iron.

(10) In naval architecture, the after end of a keel or the inner end of a bowsprit or jib boom.

(11) The crook in the head of a golf club.

(12) In railroad construction, the end of a frog farthest from a switch.

(13) In horticulture, the base of any part, as of a cutting or tuber, that is removed from a plant for use in the propagation of that plant.

(14) A vile, contemptibly dishonorable or irresponsible person.

(15) In cock-fighting, to arm (a gamecock) with spurs.

(16) In admiralty jargon, the inclined position from the vertical when a vessel is at ten (or more) degrees of list.

Pre 850: From the Middle English helden, a variant of the earlier heeld and derived from the Old English hēla, heald & hieldan (to lean or slope).  It was cognate with the Dutch hiel, the Old Frisian hêl, the Old Norse hallr and the Old High German helden (to bow).  In the sense of “back of the foot”, root is the Old English hela, from the Proto-Germanic hanhilon which was cognate with the Old Norse hæll, the Old Frisian hel and the Dutch hiel), all derived from the primitive Indo-European kenk (heel, bend of the knee).  The meaning "back of a shoe or boot" is circa 1400 and features in a number or English phrases: Down at heel (1732) refers to heels of boots or shoes worn down when the owner was too poor to have them repaired; the Achilles' heel refers to only vulnerable spot in the figure from Greek mythology; in Middle English, fighten with heles (to fight with (one's) heels) meant "to run away."  The nautical, Admiralty and architectural forms are all derived (however remotely) from the earlier meanings related to slopes and angles.

Heels in the military

United States Army Class A (Dress A) Uniform guide (women).

Heels in the shoes of women’s military uniforms are not unusual and the US Army guide is typical, specifying between ½ - 3 inch height on a closed-toe pump, essentially anything between a flat and a kitten heel.  With the formal dress uniforms worn for dinners and such, higher heels have long been worn.  In Western militaries, heels have never been worn with combat uniforms or when drill-marching although they’re not an unusual sight on parade grounds, worn with dress uniforms.  They have however in recent years been seen on female soldiers in both the DPRK (North Korean) and Russian armies although there seems to be no evidence of the practice during the Warsaw Pact era.

DPRK (North Korean) female soldiers.

Like his father (Kim Jong-il (1941–2011; The Dear Leader, 1994-2011) and grandfather, (Kim Il-sung (1912-1994; The Great Leader, 1948-1994), Kim Jong-un (b 1983; The Supreme Leader (originally The Great Successor) since 2011) likes women in heels.  Note the big hats, a long tradition in the North Korean military.

Russian female soldiers.

Women in the Russian military appear to use a variety of heel heights with dress uniforms including even stilettos which is interesting.  Presumably  the stilettos are used only when marching on smooth, regular surfaces; it would be very difficult to march on the cobble stones in Moscow's Red Square while in stilettos and even in lower heels traction & stability might be marginal.  

The Ukrainian minister for defense trying not to notice some stilettos.

The decision of the Ukraine's Ministry of Defense to train female soldiers to march in high heels attracted interest, much of it from Ukrainian politicians, little of it supportive, except for the women involved.  Despite that, when in late June 2021 photographs emerged of women soldiers training in heels for a march scheduled for 24 August to mark the thirtieth anniversary of independence from the Soviet Union, an army spokesman reported the drilling to master the steps was "progressing well" although one soldier in an interview confirmed it was "...a little harder than in boots".  Social media soon went into action, one on-line petition demanding Ukraine's (male) defense minister don the not infrequently uncomfortable shoes to try marching in them and most critics, including female Ukrainian legislators, accused the military of sexism and having a “medieval” mind-set.  The virtual protest was the next day brought into parliament when female lawmakers arranged a line of high-heeled shoes before the defense minister and suggested he wear them to the anniversary parade, a joint statement from three cabinet ministers adding that the "...purpose of any military parade is to demonstrate the military ability of the army. There should be no room for stereotypes and sexism”.

Ukrianian female cadets practicing in heeled pumps.

The Defense Ministry initially declined to comment but did later issue as statement pointing out heels had been part of dress uniform regulations since 2017 and included pictures of female soldiers in the US military wearing heels during formal events and although they didn't mention it, Ukrainian soldiers regardless of gender all wear boots when deployed for combat or active training.  The great heel furor however didn't subside and the defense minister, after consultation with female military cadets, issued a joint statement with the military high command acknowledging the heels were inconvenient.  Later addressing a gathering of cadets, the minister pledged to look into the matter of “improved, ergonomic” footwear “in the shortest possible time”, although it wasn't made clear if the new shoes would be available for the August parade.  In another supportive gesture he also confirmed senior defense officials "would look into" improving the quality of women's underwear, this presumably in response to concerns raised by the cadets although the minister didn't go into detail of this, saying only that if the trial of the cadet's “experimental” footwear went well, they could be issued to all female members in the military.

Harder than it looks.

In recent years, women have played increasingly prominent roles in the Ukrainian military, especially in the ongoing conflict with pro-Russian separatists in eastern Ukraine, Kyiv allowing women to serve in combat units after Russia annexed the Crimean Peninsula in 2014.  Women now make up more than 15 percent of the country’s armed forces, a rate which has more than doubled since the conflict erupted and more than 13,000 women have been granted combatant status.  Some 57,000 women serve in the Ukrainian military and NATO standards are in the process of being introduced, membership of the alliance being described still as a "long term" goal.  Given Ukraine's long and troubled relationship with both Russia and the Soviet Union, the lure of NATO is understandable but the Kremlin is opposed and there's now little enthusiasm in Western capitals.  The view from NATO HQ has for some time been that the relationship with Moscow will be easier to manage if a border which the Kremlin regards as hostile is not extended.

Pre-dating even the apparently abortive sartorial innovations of the Ukrainian Army, military camouflage has long attracted designers who like the juxtaposition of fashion and function.  The fetching stiletto (top) with the rakishly slanted heel is a Prada Camo Green Pump (part number 17008094NH; US$600).

Lindsay Lohan in Christian Louboutin Madame Butterfly black bow platform bootie with six-inch (150 mm) heel.