For inmates inside Philadelphia’s largest super-max prison, Commissioner Lou Giorla concedes, “Life is not easy.”
Warden
Michele Farrell concurs. “It can be troublesome at times. We do have a
staff shortage. So, a lot of times, [inmates] are secured in their cells
for extended periods of time.”
Curran-Fromhold Correctional
Facility is part of a 25-acre compound that houses about 8,000 inmates a
year. They usually are kept there for two years or less, either serving
short-term sentences or awaiting trials. Amanda Cortes, however, has
been incarcerated in a female section of the compound for five years,
awaiting a murder trial.
“Some days, I really wonder if I’m ever
going to go home,” she says tearfully. “To sit here all this time, I’m
like, ‘Well, where are you God? Do you not hear me? What’s going on?’
And to hear that he’s with me and he’s sending his people, it’s just
like, “OK, you do hear me. You do comfort me.’”
The divine
emissary Cortes is referring to is Pope Francis, who will visit
Curran-Fromhold on Sunday, Sept. 27 — the last day of his trip to
America.
Cortes is among roughly 100 prisoners who will meet with
the pope, and she says the buzz has been building. “The ladies are
very, very excited. … They’re like, ‘Oh, I gotta get my hair done. I
gotta put some makeup on,’” Cortes laughs. “From commissary,” she
quickly adds.
The male inmates are in on the action too. They are
constructing a chair for the pope to sit on and take back to the Vatican
with him, a tradition at many of the institutions the pope visits.
“Makes
me a little bit excited, you know, to have this opportunity, you know,
under the circumstances that I am incarcerated,” says Brandon Hargose,
who is working on the chair in the prison’s upholstery clinic. “But you
know, shows to still never give up, you know … opportunities come once
in a million. So this is a great opportunity for myself, for me to be
able to tell my children and my family, you know, that I was able to
make the pope’s chair.”
The pope’s visit will also come with
another rare treat for the inmates — they are allowed to invite family
members to join them.
Sakyra Savage and Ruth Colon, both being
held for parole violations, have been invited to meet with the pope
because of their work with the religious community in jail. They do not
see their families often.
“I had tears falling when I told my aunt
that I chose her and my daughter to come,” says Savage. “It just made
me feel so good to make her wish come true.”
Colon, who has
struggled with addiction in the past, said her mother was proud when she
was invited to share the moment. “It feels really good to be able to
offer them something positive,” says Colon.
No one knows yet what
the pope’s plans are when he is inside the jail. But his views on
criminal justice reform are no secret — and sometimes controversial.
Last year,
he called for an end to solitary confinement, the death penalty and
life imprisonment. Just days after his election, on Holy Thursday 2013,
he washed and kissed the feet of inmates at a Roman prison. And this
summer, he visited the most violent prison in Bolivia, telling the
prisoners he sees no difference between them and himself — everyone is a
sinner.
Criminal justice reform advocate Bryan Stevenson, author of the best-selling book “Just Mercy,” says that the pope’s trip to Curran-Fromhold is “enormously significant.”
“What
does it say about the pope, that he is interested in visiting these
particular facilities, full of violence and violent criminals?” Yahoo
Global News Anchor Katie Couric asked Stevenson.
“I think it is
really important because we can’t make the kind of change we want to see
in society by simply bifurcating the world into violent offenders and
nonviolent offenders,” replied Stevenson. “I think it’s critically
important that the pope wants to revive that, wants to stand next to the
people who’ve been cast aside, cast away, thrown away, and say, ‘No —
this person’s life has value and meaning.’”
Of the 10.2 million prisoners around the world today, 2.2 million
are in the United States. America’s prison population is far and away
the highest in the world — Russia and China, the next two closest —
barely come close. Since 1980, America’s prison population has
quadrupled.
Stevenson says this is in large part due to the “war
on drugs” and mandatory minimum sentences. “I think we’ve gotten to the
point in our nation’s history where we recognize there’s a big problem —
we’ve gone too far,” he says. “The Bureau of Justice now
predicts that 1 in 3 black male babies born in this country is expected
to go to jail or prison. That’s a horrific statistic … lots of people
are motivated to see us end mass incarceration, and for perhaps the
first time in 40 years, there is a consensus that this is a problem we
have to address.”
“I think [The pope] brings great influence,”
says Giorla. “And he may be able to reach people who would not normally
feel that the criminal justice system needs reform. As someone who’s
been deeply involved in this for a long time, I know that we have to
reconsider the way we adjudicate people, the opportunities or the
options we give them as part of sentencing, when they’re found guilty.
We have to look at incarceration more as a reason or, I would say, a
chance to reeducate. A chance to resupply a person with resources and
opportunity. He brings that message.”
While Amanda Cortes
desperately wants to see systematic change, knowing that the pope even
cares about her issues and would pay her a visit moves her to tears.
“He’s probably never been locked up. So it’s just like, you really care.
You’re really willing to speak about these issues that no one wants to
touch. I think that’s awesome. I’m grateful.”
Like
a number of milestones in the history of Guinness World Records, the
challenge of not only flying the fastest aircraft in the world but also
becoming the first pilot to break the 1,000 mph air-speed barrier was a
close-run race, and one conducted in utmost secrecy.
It’s a tale of derring-do and adventure, starring a larger-than-life character straight from the pages of a Boy’s Own comic: a tea-tasting-apprentice-turned-fighter-pilot who would go on to become a multiple record-holder, a speedboat consultant and a James Bond stuntman.
In the mid 1950s, the British Fairey Aviation Company had its sights set on a world record. Fearing that they would be beaten to the 1,000-mph air-speed mark by American rivals, Fairey conducted top secret test flights across the British countryside, terrorising the inhabitants of Southeast England with deafening jet engines and window-shattering sonic booms.
It was hardly the best way to keep a secret – one market gardener threatened to sue when he lost his greenhouses during a test flight – but it certainly worked, and the exact source of the disturbances remained unconfirmed.
Why the secrecy? Over the previous decade following the end of World War II, the air-speed record had changed hands a few times between the UK and the USA, with the Americans having the upper hand.
The supersonic barrier had already been surpassed back in October 1947, when the USAAF’s Charles Elwood "Chuck" Yeager reached Mach 1.07 (1,310.79 km/h or 814.49 mph) in the rocket-powered Bell X-1. (Despite the unprecedented speed, Yeager’s flight wasn’t formally accepted by the FĆ©dĆ©ration AĆ©ronautique Internationale (FAI) for the air-speed record – it was rocket-powered and dropped out of a B-29 bomber; the first supersonic pilot to officially pass the FAI’s strict rulings would be the USAAF’s Horace Haines, who reached Mach 1.25 (1,323.312 km/r or 822.26 mph) on 20 August 1955.)
The British were lagging behind in the development of supersonic craft, so when the next major milestone presented itself – the 1,000 mph mark – the Fairey engineers were determined to secure the record.
The man chosen for the job of piloting Britain back into the record books was Peter Twiss (born Lionel Peter Twiss, 23 July 1921), who’d spent his apprenticeship before World War II as a tea taster for Brooke Bond.
At the outbreak of war, Twiss had signed up as a Naval Airman Second Class and by 1942 had earned himself the Distinguished Service Cross (DSC), finishing the conflict as a Lieutenant Commander.
In 1946, he joined Fairey as a test pilot and began top-secret research into trans- and subsonic flight.
The aircraft developed to achieve the superlative speed was the Fairey Delta II – a 15.7-m-long (51-ft 7-in) tailless delta (triangle) wing designed by the Scottish aeronautical engineer Robert Lang Lickley (later Sir).
The
project was kept under wraps even from much of the Fairey staff, such
was the need for secrecy, and many of the plane’s 400 test flights were
done under cover, with only the Royal Air Force aware of what was
actually flying overhead.
The single-seater aircraft’s revolutionary design featured a long, tapering nose that could be hinged downwards by 10 degrees to improve the pilot’s forward view from the cockpit. (This unmistakable “cocked nose” design would later be adopted for Concorde.)
Either side of this slender nose were wing-root air intakes, and Rolls-Royce provided the engine in the shape of an Avon RA.14R with afterburner. Finally, the delta wings (named for the greek symbol [delta]) were crucial in helping the aircraft reach supersonic speeds.
Twiss piloted the maiden flight on 6 October 1954 and enjoyed a number of successful tests until a malfunction nearly brought the project to an early close.
On the 14th test flight, engine failure and a loss of pressure resulted in the Delta II crashing to the ground near Boscombe Down in Wiltshire.
Twiss,
resolving to save his aircraft rather than ditching, managed a
controlled crash-land, and he and his aircraft survived, with the Delta
requiring 11 months of repairs before it could get airborne again.
For his heroism, Twiss was awarded The Queen's Commendation for Valuable Service.
After two years of test flights – and with the Rolls Royce engines powering the little Delta II through the sound barrier on less than full power – Twiss and the Fairey team were confident that they could reach the speed required to set the record and pass the 1,000 mph milestone.
Crucially, they had the support of the RAF to be able to sufficiently document the attempt using the radar stations located along England’s south coast.
On 10 March 1956, on the eighth attempt, Twiss succeeded in pushing the Delta II to speeds of 1,117 mph and 1,147 mph (1,797.6 km/h and 1,845.9 km/h) along a 14.5-km (9-mile) course between Chichester and Ford at an altitude of 38,000 ft (11,582 m).
The next morning, the RAF confirmed the average speed of 1,132 mph (1,821.7 km/h) as a new air-speed record, and Twiss was congratulated as the first pilot to fly faster than 1,000 mph.
The Brits held the record for just over a year before it was beaten on 12 December 1957 by a USAF McDonnell F-101A Voodoo that clocked at 1,207.6 mph (1,943.4 km/h). Bar a couple of brief periods when it was held by the Soviets (in 1959 and 1962–65), the record has remained the preserve of the USA ever since, roundly proving their superiority in the air.
Today, the official record stands at an incredible 2,193.2 mph (3,529.6 km/h) – almost twice as fast as Twiss – set by Captain Eldon W. Joersz and Major George T. Morgan in a Lockheed SR-71 Blackbird back in July 1976.
Twiss went on to pursue a career in Fairey’s marine division, and even found himself in front of the cameras when he piloted a Fairey speedboat in the Sean Connery James Bond movie From Russia With Love.
He died on 31 August 2011 at the of 90 years. His legacy is a lasting one: not only did he hold the air-speed record and become the first pilot to fly faster than 1,000 mph, he was also the first human to ever fly faster than the Earth’s rotation: as he explained in his autobiography Faster Than The Sun, at his record-breaking speed, he outpace the sun as it crosses the sky.
It’s a tale of derring-do and adventure, starring a larger-than-life character straight from the pages of a Boy’s Own comic: a tea-tasting-apprentice-turned-fighter-pilot who would go on to become a multiple record-holder, a speedboat consultant and a James Bond stuntman.
In the mid 1950s, the British Fairey Aviation Company had its sights set on a world record. Fearing that they would be beaten to the 1,000-mph air-speed mark by American rivals, Fairey conducted top secret test flights across the British countryside, terrorising the inhabitants of Southeast England with deafening jet engines and window-shattering sonic booms.
It was hardly the best way to keep a secret – one market gardener threatened to sue when he lost his greenhouses during a test flight – but it certainly worked, and the exact source of the disturbances remained unconfirmed.
Why the secrecy? Over the previous decade following the end of World War II, the air-speed record had changed hands a few times between the UK and the USA, with the Americans having the upper hand.
The supersonic barrier had already been surpassed back in October 1947, when the USAAF’s Charles Elwood "Chuck" Yeager reached Mach 1.07 (1,310.79 km/h or 814.49 mph) in the rocket-powered Bell X-1. (Despite the unprecedented speed, Yeager’s flight wasn’t formally accepted by the FĆ©dĆ©ration AĆ©ronautique Internationale (FAI) for the air-speed record – it was rocket-powered and dropped out of a B-29 bomber; the first supersonic pilot to officially pass the FAI’s strict rulings would be the USAAF’s Horace Haines, who reached Mach 1.25 (1,323.312 km/r or 822.26 mph) on 20 August 1955.)
The British were lagging behind in the development of supersonic craft, so when the next major milestone presented itself – the 1,000 mph mark – the Fairey engineers were determined to secure the record.
The man chosen for the job of piloting Britain back into the record books was Peter Twiss (born Lionel Peter Twiss, 23 July 1921), who’d spent his apprenticeship before World War II as a tea taster for Brooke Bond.
At the outbreak of war, Twiss had signed up as a Naval Airman Second Class and by 1942 had earned himself the Distinguished Service Cross (DSC), finishing the conflict as a Lieutenant Commander.
In 1946, he joined Fairey as a test pilot and began top-secret research into trans- and subsonic flight.
The aircraft developed to achieve the superlative speed was the Fairey Delta II – a 15.7-m-long (51-ft 7-in) tailless delta (triangle) wing designed by the Scottish aeronautical engineer Robert Lang Lickley (later Sir).
The single-seater aircraft’s revolutionary design featured a long, tapering nose that could be hinged downwards by 10 degrees to improve the pilot’s forward view from the cockpit. (This unmistakable “cocked nose” design would later be adopted for Concorde.)
Either side of this slender nose were wing-root air intakes, and Rolls-Royce provided the engine in the shape of an Avon RA.14R with afterburner. Finally, the delta wings (named for the greek symbol [delta]) were crucial in helping the aircraft reach supersonic speeds.
Twiss piloted the maiden flight on 6 October 1954 and enjoyed a number of successful tests until a malfunction nearly brought the project to an early close.
On the 14th test flight, engine failure and a loss of pressure resulted in the Delta II crashing to the ground near Boscombe Down in Wiltshire.
For his heroism, Twiss was awarded The Queen's Commendation for Valuable Service.
After two years of test flights – and with the Rolls Royce engines powering the little Delta II through the sound barrier on less than full power – Twiss and the Fairey team were confident that they could reach the speed required to set the record and pass the 1,000 mph milestone.
Crucially, they had the support of the RAF to be able to sufficiently document the attempt using the radar stations located along England’s south coast.
On 10 March 1956, on the eighth attempt, Twiss succeeded in pushing the Delta II to speeds of 1,117 mph and 1,147 mph (1,797.6 km/h and 1,845.9 km/h) along a 14.5-km (9-mile) course between Chichester and Ford at an altitude of 38,000 ft (11,582 m).
The next morning, the RAF confirmed the average speed of 1,132 mph (1,821.7 km/h) as a new air-speed record, and Twiss was congratulated as the first pilot to fly faster than 1,000 mph.
The Brits held the record for just over a year before it was beaten on 12 December 1957 by a USAF McDonnell F-101A Voodoo that clocked at 1,207.6 mph (1,943.4 km/h). Bar a couple of brief periods when it was held by the Soviets (in 1959 and 1962–65), the record has remained the preserve of the USA ever since, roundly proving their superiority in the air.
Today, the official record stands at an incredible 2,193.2 mph (3,529.6 km/h) – almost twice as fast as Twiss – set by Captain Eldon W. Joersz and Major George T. Morgan in a Lockheed SR-71 Blackbird back in July 1976.
Twiss went on to pursue a career in Fairey’s marine division, and even found himself in front of the cameras when he piloted a Fairey speedboat in the Sean Connery James Bond movie From Russia With Love.
He died on 31 August 2011 at the of 90 years. His legacy is a lasting one: not only did he hold the air-speed record and become the first pilot to fly faster than 1,000 mph, he was also the first human to ever fly faster than the Earth’s rotation: as he explained in his autobiography Faster Than The Sun, at his record-breaking speed, he outpace the sun as it crosses the sky.
History of the air speed record since 1945
Nov 1945
|
Herne Bay, Great Britain
|
H J Wilson
|
UK
|
Gloster Meteor F Mk4
|
Turbojet
|
606.38
| |
7 Sep 1946
|
Littlehampton, Great Britain
|
Edward M Donaldson
|
UK
|
Gloster Meteor F Mk4
|
Turbojet
|
615.77
| |
19 Jun 1947
|
Muroc, USA
|
Albert Boyd
|
USA
|
Lockheed XP-80R Shooting Star
|
Turbojet
|
623.85
| |
20 Aug 1947
|
Muroc, USA
|
Turner F Caldwell
|
USA
|
Douglas D-558-1 Skystreak
|
Turbojet
|
640.74
| |
25 Aug 1947
|
Muroc, USA
|
Marion E Carl
|
USA
|
Douglas D-558-1 Skystreak
|
Turbojet
|
650.90
| |
15 Sep 1948
|
Muroc, USA
|
Richard L Johnson
|
USA
|
North American F-86A-1 Sabre
|
Turbojet
|
670.98
| |
19 Nov 1952
|
Salton Sea, USA
|
J Slade Nash
|
USA
|
North American F-86D Sabre
|
Turbojet
|
698.50
| |
16 Jul 1953
|
Salton Sea, USA
|
William F Barnes
|
USA
|
North American F-86D Sabre
|
Turbojet
|
715.69
| |
7 Sep 1953
|
Littlehampton, Great Britain
|
Neville Duke
|
UK
|
Hawker Hunter F Mk3
|
Turbojet
|
727.62
| |
25 Sep 1953
|
Castel Idris, Libya
|
Michael J Lithgow
|
UK
|
Supermarine Swift F Mk4
|
Turbojet
|
735.70
| |
3 Oct 1953
|
Salton Sea, USA
|
James B Verdin
|
USA7
|
Douglas XF4D-1 Skyray
|
Turbojet
|
752.95
| |
29 Oct 1953
|
Salton Sea, USA
|
F K Everest
|
USA
|
North American YF-100A Super Sabre
|
Turbojet
|
755.15
| |
800 - 900mph
| |||||||
20 Aug 1955
|
Palmdale, USA
|
Horace A hanes
|
USA
|
North American F-100C Super Sabre
|
Turbojet
|
822.13
| |
1100 - 1200mph
| |||||||
10 Mar 1956
|
Ford/Chichester, Great Britain
|
Peter Twiss
|
UK
|
Fairey Delta Two
|
Turbojet
|
1132.13
| |
1200 - 1300mph
| |||||||
12 Dec 1957
|
Edwards AFB, USA
|
Adrian E Drew
|
USA
|
McDonnell F-101A Voodoo
|
Turbojet
|
1207.63
| |
1400 - 1500mph
| |||||||
16 May 1958
|
Edwards AFB, USA
|
Walter W Irwin
|
USA
|
Lockheed YF-104AStarfighter
|
Turbojet
|
1404.01
| |
31 Oct 1959
|
Jukowski-Petrowskol, USSR
|
Georgii Mossolov
|
USSR
|
Mikoyan E-66
|
Turbojet
|
1483.83
| |
1500 - 1600mph
| |||||||
15 Dec 1959
|
Edwards AFB, USA
|
Joseph W Rogers
|
USA
|
Convair F-106ADelta Dart
|
Turbojet
|
1525.94
| |
1600 - 1700mph
| |||||||
22 Nov 1961
|
Edwards AFB, USA
|
Robert B Robinson
|
USA
|
McDonnell F4H-1F Phantom II
|
Turbojet
|
1606.50
| |
7 Jul 1962
|
Podmoskownoe, USSR
|
Georgii Mossolov
|
USSR
|
Mikoyan E-166
|
Turbojet
|
1665.89
| |
2000 - 2100mph
| |||||||
1 May 1965
|
Edwards AFB, USA
|
Robert L Stephens & Daniel Andre
|
USA
|
Lockheed YF-12A
|
Turbo- ramjet
|
2070.10
| |
over 2100mph [≈ Muzzle velocity of M16 rifle.]
| |||||||
28 Jul 1976
|
Edwards AFB, USA
|
Eldon W Joersz & George T Morgan Jr
|
USA
|
Lockheed SR-71A
|
Turbo- ramjet
|
2193.16
|
A homeless Peruvian tramp has been given an astonishing makeover by his local community.
Don Luciano Chuman, known as FerreƱafe’s “crazy man,” hadn’t washed or changed his clothes in years.
It’s not clear exactly why the Peregrin Evangelical Church decided to step in earlier this month, seeing as he’s been without an abode for some time.
But members took him in, exchanged his filthy garms for fresh ones and scrubbed him up with a shave and a neat new haircut.
And he’s been treated in hospital for various medical conditions and given cash and a national ID card.
“It’s an act of humanity that sets an example to us all,” the city’s mayor Jacinto Muro Tavara has been quoted as saying.
“I applaud the local community’s initiative in carrying out this act of solidarity,” he added.
(Pictures credited to CEN)
as told to Jessica R - sponsored by
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