L’homme en mouvement, de l’auteur Patrick Straumann.
A biography generally tells the story of a person who has made an impact on his or her environment and society. Why, then, take the time to write a book about the existence of a completely unknown individual, who passes through life like a ghost?
Paul Reichstein, “l’homme en mouvement (the man in motion)”, is the enigmatic great-uncle of the author, journalist Patrick Straumann. The latter has carried out an extensive research to find out more about this “black sheep” of the family.
Why “black sheep”? Because Paul was born into a talented family, one of whose brothers, Tadeus (nicknamed Tajik), even won the Nobel Prize in collaboration with two Americans for having succeeded in isolating cortisone. His other brothers all went on to earn degrees that launched them into life. Except Paul, who is interested in everything, but quickly tires of one subject or one place.
Paul was born in Kiev in 1905 and spent his youth in Switzerland, specifically Zurich. He went everywhere, but only briefly. We find him in Russia, where he witnessed the return of the survivors of the Chelyuskin icebreaker . He worked in a tractor factory during the Stalin era and also became a mountaineering instructor where he climbed very high mountains for the glory of the Stalinist regime. (See also “Les alpinistes de Staline” on my blog).
He also joined the US Navy as a soldier. He managed to be expelled twice from Switzerland, did a stint in prison, sailed the Pacific Ocean working for the merchant navy, sold land and cabins in Anchorage, Alaska, and worked for several months in a mine in Chile, before making a detour to Australia.
He was hospitalized for accidents in Rochester, Oakland and Yokohama. We also follow him to San Francisco, Baltimore, Palm Springs, the banks of the Volga, Pusan, Seoul, China and the Philippines.
He died in 1995 and, having outlived all his brothers, there were only a dozen people at his funeral who didn’t know what to say about this elusive “man in motion”.
In 140 pages, the author succeeds in painting a generous, non-judgmental portrait of this great-uncle. Paul’s troubles and wanderings make this man very endearing.
Click on the link for more biographies on my blog.
Leg 10 of this round-the-world flight simulation trip takes place between Poland and Germany. Two very different aircraft will be used to complete the journey during this day of VFR flying: an old Junkers Ju 52/3m and a modern business helicopter, the Airbus H160.
Junkers JU 52 airborne from the Lublin airport (EPLB) in Poland.
Departure is from Lublin airport (EPLB) in Poland. The Junkers Ju 52/3m takes off without a hitch over a short distance. The big three-engine tailwheel is as predictable as the Cessna C-170B I used in real life to cross Canada in 1981. Above, one can see the cultivated fields of Poland.
Junkers JU 52 and the Moritzburg Castle in Germany in flight simulation
It’s shaping up to be a beautiful morning, weather-wise. The first leg of the trip takes us over Moritzburg Castle (Schloss Moritzburg), northwest of Dresden. Built in 1542, it was originally the hunting lodge of the Duke of Saxony.
Junkers JU 52 enroute to the Landesmuseum für Vorgeschichte Halle in Germany
On the way to Halle is a large wind farm. Germany, like Europe, is rapidly developing its green energy. Russia’s recent attitude to Europe’s natural gas supply has drastically changed energy planning in neighboring countries.
A Junkers JU 52 flying over the State Museum of Prehistory Halle in Germany in flight simulation
Above, in the center of the photo, is a partial view of the National Museum of Prehistory in Halle (Landesmuseum für Vorgeschichte Halle), not far from Leipzig. It is one of Central Europe’s leading archaeological museums.
Fly-by of the Kyffhaüser-Denkmal in Germany by a Junkers Ju 52 in flight simulation
Before reaching Calden airport to change aircraft, we gaze at the Kyffhaüser monument (Kyffhaüser Denkmal). Once in Calden, we jump into a modern Airbus-built H160 helicopter and head for Göttingen, more precisely over the Münchhausenstrasse.
We’ve obtained permission to fly over this thoroughfare at very low altitude, just long enough to say hello to an old acquaintance. This dubious authorization will probably cost Germany’s Minister of Transport his job.
Streets of Göttingen, Germany, in flight simulation
A flyover of this Göttingen street is necessary to verify the extent of the traffic.
Helicopter descending on Münchhausenstrasse, Göttingen, Germany, in flight simulation.
The descent is gradual between the buildings. We hover just above the cars. Pedestrians seem to wave at us, but we may misinterpret the gesture. Our friend is at the window and takes the time to stop his reading of an excellent comic strip to wave at us. We then continue on our way to Padderborn Lippstadt Airport (EDLP), our destination for today.
Helicopter H160 landing at the Padderborn Lippstadt (EDLP) in Germany in flight simulation.
Still, there’s a fair amount of activity at the airport. Immediately after landing, we’ll start planning leg 11 of this round-the-world flight simulation and real weather trip.
Graphic novel “Deux filles nues” by Luz edited by Albin Michel.
German painter Otto Mueller created the painting “Deux filles nues (Two nude girls)” in 1919. Through an artwork which survived turbulent times, the reader follows a changing Germany. He also gets to know the different art dealers.
At the beginning of the book, the author uses a great deal of imagination to introduce us to the life of the Mueller couple. The painter died in 1930 and the painting changed hands for the first time three years later. At that time, inflation was raging in Germany, and the dissatisfaction of the population led to the appointment of Adolf Hitler to the chancellorship by Hindenburg.
Between 1933 and 1946, the painting miraculously survived censorship and the destruction of works deemed degenerate by the Nazis. Thousands of works of modern German art were set on fire by the authorities.
Pogroms spread across Germany. Jewish-owned paintings were seized. When the Gestapo forced part of Ismar Littmann’s (German link, English link) collection to be auctioned off , it selected 64 works, 53 of which were immediately burned.
During the same period, a traveling exhibition entitled “Entartete Kunst” (“Degenerate Art”) was commissioned by Joseph Goebbels, and 730 works traveled between Munich and other major German cities. Ironically, this degenerate art ended up attracting three times as many visitors as acceptable German craftsmanship, whose works were displayed in nearby buildings.
A page from the graphic novel “Deux filles nues” by Luz edited by Albin Michel.
Until 1946, the painting “Deux filles nues” changed ownership several times, and continued to survive the bombings, organized destruction and art thefts carried out by the Nazis.
After the war, the painting’s name was changed from Zwei Mädchenakte (“Two Nude Girls”) to Zwei weibliche Halbakte (“Two Female Half-Nudes”) and toured Germany and the world. In 1976, it was exhibited at the Ludwig Museum in Cologne. Former owners Ruth and Chaim Haller were finally reunited with their painting in 1999. Ruth is the daughter of Ismar Littmann, mentioned at the beginning of this article.
The museum officially returned the work to the owners, but in the same year made an offer to buy it back, which was accepted by the Hallers. Today, the painting can be found in the Expressionist section of Cologne’s Ludwig Museum.
Through his considerable research and the publication of his graphic novel, the author underlines the importance of remaining alert to the political and cultural censorship that regularly resurfaces.
The book ends with a chronology of events and biographies of the main characters. The author goes to great lengths not to show us what the painting “Two Naked Girls” looks like, until we’re practically at the end of the story! A very clever way of keeping our curiosity alive.
The graphic novel: La fortune de Poutine (Putin’s fortune).
This graphic novel in French on Putin’s fortune recounts the events surrounding Vladimir Putin‘s rise to power and the establishment of his personal fortune. The latter is built through the exfiltration of colossal sums belonging to the Russian people, which are redirected to shell companies and tax havens.
As the story spans several decades, the reader becomes familiar with a multitude of company names and key political and economic figures.
As in the case of other major powers, there are also political and economic wheeling and dealing.
Russia’s power structure differs from that of the West. Relationships with the president play a much more important role than in the West. Benefits are granted in exchange for unwavering loyalty. The links between Silvio Berlusconi and Putin are just one example.
The scale of outflows of money from Russia for discreet purposes is astonishing. To cite just one example, the author notes the creation of Operation Luch (a capital flight estimated at $50 billion) in 1990 to counter the changes brought about by Gorbachev. This involved dipping into secret KGB funds abroad to enrich a fund that could be used to ensure the survival of the party and other vested interests.
“Since Putin came to power, the total amount of dirty money taken out of Russia and laundered through Western banks has been at least $1,000,000,000 (one thousand billion dollars)!
So, the West’s hands are not clean when it comes to what’s going on in Russia. When there’s quick money to be made and shareholders expect an unreasonable balance sheet, virtue takes a back seat to practicality. European accomplices include Danske Bank (Denmark), SEB and Swedbank (Sweden), Crédit Suisse, Banca Intesa (Italy), Deutsche Bank Russia, Appleby-Estera (offshore services firm), Cyprus (financial services firms), Price Waterhouse Coopers.
The reader also notes the accumulation of suicides by all kinds of officials over the years. For example, the author notes the disguised suicides of Nikolai Kruchina, Georgy Pavlov and Dimitri Lissovolik. These men, with their precarious balance, all had the annoying habit of taking the air on a balcony too high for their capacity. The KGB doubted the reliability of these men, who managed the party’s secret funds in the West.
Poisoning (with the poison Novitchok) is also a favored method for ironing out political differences. But this state of affairs is already well known to Westerners, as most failed or successful operations are the subject of numerous articles in the media. For example, this was the case for Navalny and Skripal. For Yushchenko, the winner of the Ukrainian presidential elections, dioxin was used but the source was not confirmed.
Under Putin, the oligarchs can keep the fortunes acquired through the many privatizations, but there is no longer any question of them interfering in political affairs. The book also looks at the deteriorating relationship between Putin and oligarchs such as Berezovsky (found hanged in his London bathroom) and Khodorkovsky.
If a devoted collaborator changes sides, at best he can survive by leaving the country and remaining apolitical. Otherwise, his plane may explode in flight, as in the case of Prigozhin.
The book shows how Ivan Rybkyn, a political opponent of Putin’s in 2004, withdrew after an impromptu van ride. It seems that he was seized and forced into the vehicle. This experience and the likely discussions that took place during the ride were enough to convince the candidate that he wasn’t really cut out for politics.
A page from the graphic novel “La fortune de Poutine”.
In the 90s, the Tambov mafia clan protected Putin and Sobchak and helped run the port of St. Petersburg. This did not prevent a “road accident” involving Vladimir Putin’s daughters and wife. Those dissatisfied with their share of the cake raised the stakes, and Putin had to bring the families together to work things out between them. Pragmatically, he sent his daughters to Germany for their safety. The legal guardian was Matthias Warnig, a former STASI officer.
The author points out that Russian money was used to influence the Brexit result (51.89%), this with the aim of weakening Europe. Then, as we already know, Russia influenced the voting result in key US states to help elect Donald Trump.
The graphic novel ends with a documentary dossier, with photos, drawings and references for those who want more information.
What about Putin’s fortune? According to the authors’ research, it’s between 150 and 250 billion euros.
The world’s only example of this aircraft was destroyed at the start of the Russian invasion of Ukraine in February 2022. However, no one can prevent a virtual aircraft from surviving (even computer) attacks. Note that the entire purchase price of the virtual aircraft in the Microsoft store is reserved for the eventual reconstruction of the real aircraft.
F14D Tomcat military jet ready for departure at Stockholm-Bromma virtual airport (ESSB) with Microsoft Flight Simulator.
For the trip, a quick overflight of Belarus will be necessary. A decommissioned, unarmed F-14 Tomcat should do the trick.
F-14D Tomcat airborne from the Stockholm-Bromma (ESSB) virtual airport in flight simulation.
The flight will take place at speeds above the sound barrier.
Navigraph chart of the flight from ESSB to UKKM Antonov International airport
The Navigraph map above shows the planned route. The pink triangle shows the F-14 entering Belarus.
F-14D Tomcat in a dive for a low pass ate high speed over Belarus.
A change of itinerary is in order for a few minutes, with a dive into Belarusian territory. But, as the military say, this flight “never happened”.
F-14D Tomcat on a low pass at high speed over Belarus.
We’re obviously not invited to perform a high-speed pass. But it seems to be becoming the norm in this part of the world in recent years, so why not us?
F-14D Tomcat heading to Kyiv Hostomel airport (GML) in flight simulation
The flight to Antonov International Airport continues at top speed. We’ll soon be there.
F-14D Tomcat turning final for the Antonov International airport (UKKM) in flight simulation.
Above, the F-14 makes a descent turn for the final approach to Antonov airport, with landing gear down and flaps adjusted. In real life, the runway has been damaged by the Ukrainians themselves to prevent the Russians from easily establishing a beachhead in their country. But we’re in virtual mode, so anything goes.
A F-14D Tomcat and Ukrainian soldiers on the Antonov International airport (Hostomel) (UKKM) in flight simulation.
As we taxi, we pass a few Ukrainian army soldiers greeting the arrival of the foreign pilots.
The virtual Antonov 225 is in its hangar, the very place where it was destroyed at the start of the conflict. I’ll be using this aircraft for the next leg of my round-the-world trip, flying over Crimea, landing in Russia and finally finishing the leg in Poland. We mustn’t leave the virtual Antonov 225 in Russia, as a matter of principle.
The graphic novel “Le murmure de la mer”, by Hippolyte.
The graphic novel “Le murmure de la mer” is a tribute to the work of the Ocean Viking’s crew, the rescue ship belonging to the SOS Méditerranée group. Its mission is to rescue migrants leaving North Africa, particularly the Libyan inferno.
Those refugees find themselves overcrowded on makeshift boats, drifting endlessly in the middle of the sometimes raging Mediterranean Sea. Often, the rafts brush up against Libyan oil platforms. Day and night, the coast guards pursue the migrants and brutally drag them back to Libya.
After a first blocked attempt to participate in a rescue, the author climbs aboard the Ocean Viking in 2020 as a journalist, cartoonist and crew member. He’s directly involved in the salvage operations, and recounts his experience in a series of beautiful sketches and touching photos.
Readers appreciate the great discipline and preparation required to carry out salvage missions in an orderly and safe manner for all concerned. Sentimentality has no place when rescuing migrants in crisis. Not following procedures can result in further deaths, including those of crew members.
A page from the graphic novel “Le murmure de la mer”.
We bear witness to the crew’s successes and failures in their attempts to rescue as many people as possible. The sailors of the Ocean Viking face administrative blockades from Italy, which seeks to limit the considerable arrival of refugees.
First among these attempts to hinder rescue operations is the obligation for the ship to remain docked for long periods for different reasons.
Next is the requirement to transfer the new migrants to ports far from the Ocean Viking’s position. These ports are deliberately chosen by the Italian government to generate fuel costs and lengthy delays between each recovery mission. This drag prevents thousands of refugees from being salvaged.
We must, however, question the involvement of other states when it comes to admitting migrants. The misfortune of people living in countries disadvantaged by ruthless dictatorships, climate change or poverty accelerated by the plundering of wealth is everyone’s responsibility.
Once the refugees are on the boat, the crew still has to secure them, care for them and prepare them for transfer to their next land of welcome. We all know the story of those vessels which have picked up hundreds of Africans in difficulty, and which remain immobilized for weeks while awaiting clearance to transfer the survivors to a new territory. Yet the law of the sea states that any ship’s captain who learns that human beings are in peril on a body of water must render assistance.
In short, a fascinating and informative read. It increases our understanding of the challenges faced by crews helping humans in danger on the Mediterranean Sea.
A surprise awaits us as we depart from the Sandane airport (ENSD) for Sweden, Stockholm-Bromma airport (ESSB).
Drone on the ground at Sandane airport (ENSD) in Norway.
A Northrop Grumman RQ-4 Global Hawk drone is at the airport. This long-range surveillance aircraft has an autonomy of around 35 hours and a range of 22779 kilometers. It flies at altitudes of up to 60,000 feet (18288 meters). Its maximum speed is 635 km/h, and each hour of operation costs $24,000.
Beech 350I airborne from the Sandane Airport (ENSD) heading to Stockholm-Broma airport (ESSB)
Today, we’re repositioning a twin-engine Beechcraft King Air 350I that hasn’t flown in ages. The usual checks have been carried out to ensure that no birds have nested under the engine cowling. We also checked that there was no condensation water at the bottom of the fuel tanks. Finally, we ran the engines for a long time on the ground. The aircraft takes off from Sandane for a planned altitude of 18,000 feet.
Over Norway snowcapped mountains heading to Sweden in flight simulation.
We fly over the mountains of Norway towards Sweden. Everything goes according to plan.
Navigraph chart showing a flight from Sandane (ENSD) to Stockholm-Bromma (ESSB)
The Navigraph map shows the planned route between the two countries.
Engine failure on a twin engine aircraft with Microsoft Flight Simulator.
Suddenly, the left engine experiences problems. It stops and the propeller feathers to minimize drag. Since we’re approaching the runway at Stockholm-Bromma airport, we choose to continue on our way, as we benefit from a large airstrip and emergency response services. Now unsure about the reliability of the second engine, we keep a slightly higher altitude than a normal approach would generally dictate.
Double engine failure on a twin engine with Microsoft Flight Simulator.
A few minutes later, the second engine stops. The plane becomes a large glider. The clouds prevent a good view of the surrounding area, but we feel our altitude is sufficient to attempt an approach to the airport when the runway is in sight.
On final for Stockholm-Bromma airport with a double engine failure
The flaps and landing gear will only be extended once we’re established on final and the aircraft is stabilized and certain of reaching the runway. Microsoft’s flight simulator doesn’t allow us to do just anything with an aircraft. If we exceed the aircraft’s structural capabilities when attempting to reach the airport, the flight will stop immediately.
On the ground at Stockholm-Bromma with a double engine failure on a Beechcraft 350I in flight simulation.
The final approach and taxiing caused no problems. The aircraft gradually slows down until it comes to a complete stop on the runway. The poor air traffic controllers now have to apply Plan B to reorganize air traffic around the airport, with the main runway temporarily blocked.
Beechcraft maintenance hangar at the Stockholm-Bromma virtual airport
Fortunately, Beechcraft offers maintenance services at Stockholm-Bromma airport. So, we’ll leave the aircraft for major repairs and find something faster for the next flight to Ukraine. Why not an F-14 Tomcat? It is not in military service anymore and thus its presence in the air should not worry too much.
P.S. This story is based on a real even that happened in Quebec several years ago. An acquaintance of mine (Paul B.) was scheduled to fly from the Val-d’Or airport (CYVO) to Rouyn-Noranda (CYUY) in a light twin-engine aircraft that hadn’t flown in a long time. Halfway between CYVO and CYUY, the first engine failed. The pilot decided to continue. With the runway in sight in the distance, the second engine stopped. The pilot hovered the aircraft and managed to land on route 117, just behind a large truck which accelerated to give way to the aircraft he could see descending in his rear-view mirror. The aircraft landed safely and without damages!
For a long time, I hesitated to buy this graphic novel, which was only available in one of the seven bookshops I regularly visit. In this age of flashy covers and attention-grabbing themes, I found myself faced with this quiet book about the seven lives of a complete stranger. What was I to do?
In the end, I decided to buy it and found it so interesting that I read it in one go. A very nice surprise, although I should have known that the quality would be there when I saw the name of the author, Charles Masson. I had previously read another very interesting graphic novel by this author. The book was entitled “Droit du sol” and dealt with the difficulties experienced by natives in dealing with colonialism.
A page from the graphic novel “Sept vies à vivre”.
“Seven Lives to Live” is an intelligent and humane account of the life of an ordinary man named René. Forget computers and social networks. The reader finds René and his family several decades ago in the Bauges massif, where he spent his childhood and adolescence in the absence of comfort and luxury. The inhabitants toil to survive in this part of the country.
René lost seven siblings in infancy and is determined to live life to the full. He heads down to the valley to change his life. René’s seven lives are the seven great moments that change this man’s destiny. Like so many of us, he was shaken by events. In his case, it’s the Second World War, compulsory military training in France in 1946, chance encounters, and so on. How do you adapt and retain your humanity in the face of life’s surprises?
The script is solid and the graphics interesting. There’s no downtime, which is something to be said for a 225-page story. A great find to add to your library.
The sixth leg of this world tour of flight simulation continues with a journey from the Molde (ENML) airport to the Sandane/Anda (ENSD) airport in southern Norway.
Ready for departure from Molde (ENML) virtual airport to Sandane (ENSD) airport.
The destination can’t accommodate a private jet like the Cessna Citation Longitude, as runway 08/26 is only 3182 feet long. A good old light twin-engine plane, repainted a hundred times over, will have to be rented for the trip, and we’ll just have to hope the engines hold out.
Enroute to the virtual Sandane airport (ENSD) in Norway with Microsoft Flight Simulator
The mountains of Norway come into view, and the ascent continues gradually to ensure that the highest peaks along the route pose no problems.
The navigraph tool for flight simulation and the VFR map from ENML to ENSD.
Above, a view of the aircraft’s instrument panel as it climbs, with a Navigraph map showing the route flown in visual flight. Virtual weather is integrated in real time whenever a new weather report is issued by a ground observation station around the world.
View of the Norwegian mountains from the pilot seat
Morning sun over the Norwegian mountains with Microsoft Flight Simulator.
Another sunrise view that brings Norway’s magnificent mountain landscape to life.
Approaching the Sandane virtual airport in flight simulation.
We are now almost at our destination. The plane is in left base for runway 08 at Sandane/Alda airport.
Turning final for runway 08 at Sandane (ENSD) virtual airport in Norway.
Over the still-frozen Innvikfjorden, the final turn is made to stabilize the aircraft on final runway 08. On short final, there’s a cliff just short of threshold 08, and a difference in runway height to take into account for the landing.
View of the Sandane (ENSD) virtual airport with Microsoft Flight Simulator.
Above, a view of the Sandane/Alda virtual airport (ENSD) using Microsoft Flight Simulator. There is no margin for error, as the two runway thresholds are bordered by a cliff and a stretch of water.
Help for parking is offered at the Sandane (ENSD) virtual airport in Norway.
Service at the airport is excellent. Two employees are waiting to help us park our aircraft.
Sandane is known for its magnificent panoramas, waterfalls, Briksdalsbreen glacier and horseback riding. The village is nestled inland from the Gloppe Fjord. If you’re traveling there in summer, you’ll need to be prepared for a fair amount of precipitation.
The next flight is from Sandane to Stockholm-Bromma in Sweden with a Beechcraft King Air 350I which has not flown for a long time. We’ll have to fly over the high mountains of the Jostedalsbreen Nasjonalpark before reaching our destination.
Airborne from the Ivalo virtual airport (EFIV) in northern Finland.
The fifth leg of this world tour in flight simulation continues with a journey from Ivalo airport (EFIV) in Finland to Molde airport (ENML) in southern Norway. It’s hard to see daylight through the cloud cover as we take off.
In anticipation of this and subsequent flights, I subscribed to Navigraph to make the experience even more immersive. The map below shows the choices for arrival procedures at Molde airport. In green are the reporting points for the arrival and in orange those for the approach. The aircraft follows these points automatically, thanks to the on-board computer.
Navigraph informations for the arrival in Molde (ENML)
I’m only just getting to grips with Navigraph and am still going through a trial-and-error process when it comes to using the data. But I’m making progress…
Heading towards the Molde (ENML) airport in Norway with MFS2020.
Once through the cloud layer, the aircraft finally reaches flight level FL380 (38,000 feet).
The runway at Molde airport is 2221 metres (7287 feet) long, and lies on the shore of Moldefjorden. It’s perfect for the Cessna Citation Longitude, but there are mountains on the approach.
Navigraph map superposed on the geography on approach for the Molde airport (ENML)
The data provided by Navigraph helps the pilot to use the correct altitude limits to maintain a safe height above the terrain at all times. You can also track the aircraft’s progress along the chosen route. Several types of maps are also available to help prepare take-offs and landings. When required, maps can be overlaid with the Navigraph system, while maintaining the aircraft’s planned route over the local geography.
Cessna Citation Longitude descending towards the Molde airport (ENML) airport in Norway in flight simulation.
We start the descent to Molde airport. The cloud cover is relatively thin and visibility is not a problem.
Descending for Molde airport (ENML) in Norway with Microsoft Flight Simulator.
The setting sun makes for beautiful scenes on the descent to Molde.
Approaching the virtual Molde airport (ENML) with the Cessna Citation Longitude
Once out of the clouds and in ideal weather, the autopilot is disconnected and the approach is made visually.
On final for runway 25 at the Molde virtual airport (ENML) in flight simulation.
Winds oriented almost in line with runway 25 facilitate the approach.
Exiting runway 25 at the Molde airport (ENML) in Norway.
The Cessna Citation leaves runway 25 and parks for a few days in Molde, a Norwegian town renowned for its beautiful mountains and numerous parks and rose gardens. This town was saved from famine in 1740 by the presence of herrings. The town’s coat of arms features a whale hunting herrings in a barrel as a reminder of this period. Thanks to its position along the fjords and the foehn effect, winters in Molde are relatively mild (and very mild compared to Canada).
Soon the sixth leg of the flight will take place, from Molde to Sandane (ENSD), a Norwegian airport surrounded by beautiful mountains.
