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They conferred and concluded that the cause was a faulty bulb. So while the pilot flew the aircraft into a holding pattern, the second officer and engineer attempt- ed to remove the bulb to examine it. When they were unsuccessful, the pilot placed the aircraft on autopilot and joined the attempt. As the three men struggled to wrest the bulb from its socket, the pilot inadvertently nudged the control yoke, automatically disengaging the autopilot and put- ting the aircraft into a shallow dive.

As the men labored on, the plane gradually flew into the ground, killing them and nearly passengers. My friend related these events to illustrate how easily we can lose our sense of priority when confronted with an annoying lem. Indeed it seems to be a particularly male characteristic to focus on fixing something even when it's not the most critical task at hand.

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Full text of "The American Legion [Volume , No. 4 (October )]"

We must improve the congressional appropriations process and stabilize funding. Congress must be willing to provide continuous, long-term support of our strategic defense program.

Q" What should be the policy of the U. In this exclusive interview he answers questions of importance to all Legionnaires. As President, I will: I would also encour- age local initiatives in this area, such as supplemental state centers.

Qz With much of the population already bearing the heaviest taxes in our nation's history, what would your administration do to bring spending under control and balance the federal budget? A There are four ways to reduce the federal budget deficit: We must do all four. No serious candidate can rule out the possibility of new taxes. But before we rush to impose new taxes on those already paying, we should collect every dime we can of the billions of dollars in federal taxes that go uncollected each year by the IRS.

Tax compliance is down to 81 percent. One in five dollars owed each year to the IRS goes unpaid and uncollected. It's bad fiscal policy.

And it's just not fair to the majority of Amer- icans who pay in full and on time. Moreover, I will work to reform the nation's welfare system similar to Mas- sachusetts' successful employment and training program.

Our program has helped more than 50, families lift themselves out of poverty and become self-sufficient. And we've saved mil- lions of dollars at the same time. We can also save substantial amounts of money on health care by developing cost-effective, prepaid health plans. Finally, there remain many dubious federal projects that I would seek to cut. Current proposals to develop a three-year space plan represent a waste of the taxpayers' money. We can also save millions by reducing federal support for research into nuclear-power generation.

A I will create a national alliance against drugs, which will I work with our nation's law-enforcement officers, gover- nors, educators, parents and children to manage every aspect of our war on drugs. And I will lead that fight personally.

Other ways to combat the national drug problem include: The United States government should assign high national priority to resolving the status of Americans still missing and unac- counted for in Southeast Asia. A The United States is, and must remain, the pre-eminent I maritime power. A major goal of my administration will be to harness new technology to meet our most pressing conventional defense requirements, such as a breakthrough in tank warfare and the cost-effective use of "smart" weapons.

Qz What should be the policy of the U. A I have a strong record on this issue. Massachusetts leads I the nation in state-funded scientific and medical research on the effects of exposure to Agent Orange. Moreover, I support S. Hawks, a medic in the U. Consider, for instance, what happened on Jan. The division had been locked in combat with a well-grounded German force. At midafternoon the enemy counter- attacked all along the front. Both sides sustained heavy casualties. Hawks, serving with the division's 30th Infantry, saw two of his unit's riflemen lying, wounded, in an exposed position cut off by enemy machine guns.

In a shallow ditch between the two men and Hawks lay a third gravely wounded American soldier— a medic who had been shot despite the fact that he was clearly identifiable as a medic. Hawks left his posi- tion and ran about 50 yards to the wounded corpsman. He drew enemy fire but was not hit. Hawks ministered to the man. Then he left the relative protection of the ditch and began racing toward the two help- less riflemen.

Hawks had covered perhaps half the distance to the two men when a bullet slammed into his helmet, knocking it off his head. Although the head wound was slight, he was nevertheless sent sprawling, momentarily stunned. Regaining his senses as several bullets riddled the helmet, lying only inches from him, Hawks scuttled to the two riflemen. Turning first to the more grievously wounded soldier, he stanched the bleeding and applied dres- sings, then dragged the man to a nearby depression.

He once again drew enemy Vernon Pizer, a veteran journalist based in Valdosta, Ga. As Hawks was treating the man, a burst of machine-gun fire shattered his right hip. An instant later a second burst ripped into his left arm, leaving it dangling uselessly.

Steeling himself against the intense pain. Hawks finished dressing the rifleman's wound with one hand. Then, in a remarkable demonstration of willpower, he dragged the man to the depression where he had taken the first rifleman.

It was merely a shallow dip in the ground, capable of shielding only two men, so Hawks left the two wounded men there and crawled- away through heavy fire. Miraculously, he made it all the way back to the ditch where he had left his fellow corpsman earlier. The whole episode lasted for only a few minutes, and it was minor com- pared with the larger battle.

But it was significant because it revealed the nobility of which man is capable. Hawks richly deserved the Medal of Honor that he later received. By mid-Novem- ber the ground was as hard as concrete, the wind was numbing and snowstorms drastically limited U. Command air observation of enemy movements. That severe weather figured in the battle plans of the North Koreans and their Chinese allies.

Under cover of the storms, two Chinese armies filtered down from Manchuria and fanned out into attack formation. Then he went back for the other wounded man. North of the Chong- chon River, the U.

Enemy pressure was unremitting across the ill-defined front, but it was especially intense against the troops holding the Chosin Reservoir, a huge lake used for generating much of Man- churia's electricity. One enemy force struck the reservoir's east side, where a 3,man regimental combat team of the U.

Army's 7th Infantry Division was deploying. A second hit the west bank, held by the 5th and 7th Regi- ments of the U. Both forces outnumbered the belea- guered Americans by a vast margin. It quickly became clear that trying to hold Chosin against such overwhelming odds would be suicidal.

Orders were issued for a pullback to consolidate with other U. The Marines on the west bank were strung through the wildest terrain in Korea: Their lifeline was the single crude road twisting between the two villages. If the enemy captured that road, the 8, Marines coming down from Yudam-ni would be trapped.

Fox Company of the 7th Marines held the vital three-mile pass at the middle of the road. Knowing that the fates of 8, comrades rested on him, Fox's commander, Capt. Barber, dug his men in along the frozen slopes and braced for the enemy. After nightfall on Nov. The battle raged for seven hours as wave after wave smashed against the American lines, at one point completely encircling them.

Finally, Barber and his men flung the attackers back. Twice during the night, reinforcements from Hagaru-ri tried and failed to break through enemy lines to bolster Fox Company. To save Fox from seemingly inevita- ble annihilation, regimental headquar- ters ordered Barber to withdraw. But Barber, determined to hold the pass for the men from Yudam-ni, radioed back that he believed he could stave off the enemy if ammunition resupply were airdropped to him.

He was given per- mission to stand fast. Assessing the situation carefully, Barber adjusted fields of fire, repo- sitioned some of his men, made sure that the airdropped ammo reached each foxhole, saw that the wounded were tended to, and directed the intermit- tent firefights. Later that day, while making his rounds, Barber sustained a severe leg wound that left him unable to stand. Barber knew that he had to be on the line to maintain control. So after the medics patched him up as well as they could, he had himself placed on a litter and carried to the front to direct the defense of the pass.

One day stretched into another, but Fox held. Ivan Boesky, wealthy arbitrager and convicted inside trader, is leaving his pleasant Manhattan apartment. When Boesky returns home that night, an electronic device around his ankle transmits that fact to a central computer. If he sneaks out before the next morning, the computer will immediately call an officer of the court. Boesky actually got three years in a minimum-security prison, starting on March But was that a sensible fate? More and more states are now facing the fact that prison cells are too scarce and expensive to be used indiscrimi- nately for everyone who happens to break a law.

Forcing lawbreakers to do menial work is only one possible way to cope with the now-staggering price that society pays to keep them in prison. Here is an update on the costs and the search for alternatives. Reprinted by permission of Forbes maga- zine, March 21, For that kind of money, you can send a child to Harvard.

Now you could send the child to sum- mer school and Europe as well. As Orville Pung, commissioner of Min- nesota's correctional system, said ironi- cally, "Prison is the ultimate welfare state. In Ohio, the general budget grew by only 4 percent, while the corrections budget ballooned by In Texas, the general budget grew by 6. But the biggest cause of the prison crunch is an avalanche of prison- ers. There are about , men and women in the nation's prisons— , in state facilities and 50, in federal prisons.

One of every Americans is in prison, the highest rate in the West- ern world. The burden will get heavier. We're adding 35, to 40, inmates each year, or the equivalent of a new prison every four days.

In the meantime, we're exhausting even short-term solutions — for example, the practice of keeping prisoners in county jails, which now hold about , inmates nation- wide, are now overcrowded and unman- ageable themselves. Until recently, prison officials partly managed the crush by jamming two or three inmates into 6-byfoot cells intended for one. Indeed, 36 states are under court order to make their over- crowded prisons conform to more- humane occupancy standards.

Until now, such get-tough policies have been good politics. But given the need for new prisons, the old problem of cost has new weight. The public generally cheers when a criminal is packed off to jail. Further complicating that question is another vexing problem: Higher incarceration rates don't necessarily result in lower crime rates.

Throwing people into prison may make the average citizen feel better, many penolo- gists have long maintained, but it doesn't make him safer. For example, the average prison sentence for armed rob- bery in Louisiana is But Louisiana has the lOth-highest rate of armed robbery in the country. If it is debatable whether prisons deter crime, it is beyond dispute that they don't rehabilitate prisoners.

Said David Ward, head of the sociology department at the University of Min- nesota, "No one can argue that people are better off for the experience of hav- ing gone to prison. But given their cost, prisons always will be scarce, so they should be allocated far more carefully than has been the custom in the United States.

Promising alternatives exist, but job- bing out inmates to commercially run prisons is not likely to be one of them. That may make existing prisons more efficient, but it won't significantly stem the cost of housing a growing prison population. More to the point are alternatives that actually get prisoners out of prison; many of them are nonviolent criminals who do not need to be kept off the streets.

Please turn to page 64 drawing board and four are being refur- bished. Is the need for this huge outlay the result of some ghastly spike in the crime rate? Rates of frequency for many crimes— including murder, rob- bery and burglary— have decreased since But during the same period, the U.

Ulmer American Legion Magazine: As one who has devoted his career to the problems and pursuit of leadership, do you agree with the critics who say that America is in decline? First, we need to put things in a world perspective. America still has a remarkably robust, uniquely open society that for all its flaws is still the best that man has ever created. Q" You have confidence, then, in the inherent strength of our society? Americans have a fundamental good-heartedness and respect for human nature that probably are unparalleled in history.

And innovation, creativity and individual worth still characterize our society. Yet in today's very complex world, there is a need for a different kind of leadership, one that can rebuild mutual trust, restore respect for our institu- tions and enhance the worth of the individual. Ql But isn't America already falling behind some indus- trial rivals, such as Japan and West Germany?

A We are falling behind in many respects. In the business I world, we are not Competing as we were before. We are in the midst of an international trade competition the likes of which we've never seen before. The good news is that we are rediscovering the enormous power of motivation. In organi- zations that have strong leadership, people have caught some of their leaders' enthusiasm and vision. Their workers have clear goals, a better opportunity to contribute, and an environment that promotes innovation and creativity, some- thing of which Americans are uniquely capable.

Also, from the beginning of the industrial age, we had such immense natural resources that we really didn't have to be efficient. The United States still is a birthplace of ideas and advanced technology, but we've fallen down in terms of paying attention to individual productivity and recognizing that there's more to a shop than the machines.

For instance, in one industrial plant in California where a new management team took over, the rate of absenteeism fell almost immediately, and employee grievances declined from several hundred to only 30 per year, all with no change except for a few new top people and some new leadership techniques.

This shows that motivation is the missing ingredient in areas where we have difficulty competing. In an overall industrial context, however, we are starting to recognize again the tremendous importance of leadership.

Ql Do you see a turnaround coming? It is erratic and sporadic, but in many areas the change is dramatic. People are now studying leadership.

But getting from understanding its value to putting it into practice is an extremely difficult challenge. Ql How do you describe this challenge? A We have enormous expectations of our senior leaders, Z but in general we don't give them much support. In some respects, the American public has gone from healthy skepti- cism to a very unhealthy cynicism. If we have a cynical public, a cynical press and many undereducated workers, it's almost impossible for good leaders to lead.

America needs new leadership. Campaign rhetoric aside, leadership comes in many varieties and applies to more than just government. According to Walter F.

Strong leaders, Kirkpatrick said, "define the problem, articulate it for their fellow citizens and restore thereby a sense that it is possible to deal with the difficulty.

Vision is not neces- sarily ephemeral; rather, it is born of experience and reflection. Any leader whose goals are bold and far- reaching is bound to upset the established order, but a leader who has confidence in those goals can in time make believers of skeptics. In public life, Kirkpatrick said, the leaders who achieve the most are those who learn to compromise when necessary, never relinquishing their vision, but reaching their goals by incremental steps rather than by one heroic leap.

Q" What can we do about this? A There is no quick, generic "fix. The next steps involve rebuilding a sense of mutual trust and respect within society.

When we had the breakdown at the Three-Mile Island nuclear-power plant, for example, no matter what any expert said, there always was second-guessing. We now have a penchant for second- guessing that amounts to public cynicism. Trust is built in great part on competence and informed citizens. But we haven't yet learned how to keep people up to date on society's problems so that they can appreciate the complexities of those problems, not just demand quick, simple solutions.

Qi But many Americans insist that we really need good leaders. George Washington and probably all the presidents before Franklin Roosevelt put together. In a time of highly complex issues, information flow becomes even more important to educating, influencing and motivating people. We still have some very-well-educated people in Congress and elsewhere who do not seem capable of motivating others. It's also true that education alone, or intellect alone, is not the key to good leadership.

But in general, if you don't have a well-informed, active public, I don't think it's possible for you to lead intelligently. Qi Doesn't leadership also require the courage to make unpopular decisions? AAleksandr Solzhenitsyn said that the fundamental flaw Z in Western society today is a lack of courage.

Perhaps there is less courage in our society. Maybe we have not been willing to sacrifice adequately for the greater good. Qi Do you think that government has a serious leadership problem? A I think it's quite serious. In my opinion, it's partly due I to the structure and procedure in Washington. The non- sensical budget process is a classic example of our not being up with the times. A more fundamental mistake is our apparent movement toward neoisolationism.

I think this trend is a combination of a lack of understanding of the world, self-centeredness and a desire for immediate gratifica- tion, plus some absence of courage. Above all, I see an enormous naivete about the world at large. Army, largely in leadership roles. Now, under his guidance, more than 15, aspiring busi- ness, government and military leaders each year undergo two- to six-day training and self-assessment workshops at the center's Greensboro, N.

Several hundred of the participants are officers assigned by the Pentagon. According to Ulmer, America's military leadership generally is healthy. Q- Isn't it difficult for a company commander to establish his authority in an all-volunteer Army? Alt really doesn't seem to be a problem. So if you screw up today, it's worse than it would have been 20 years ago. On the other hand, I've seen absolutely no indication that today's soldier won't respond to good leadership. As a matter of fact, the tactical units in today's Army probably are at least as good as any we have had in the past 35 to 40 years.

So the transition from an egali- tarian, democratic society for these individuals— who voluntarily joined the military— is not all that difficult. Now depend on ours. No matter what branch you served in, your unit was your family.

You depended on them to get you through, to protect you in a crisis. Today you are back home with your regular family, but what would happen to them if something should happen to you? What unit would get them through?

Now you can assure your family's future with up to 14 units in the American Legion Life Insurance Plan. If something happens to you, will there be enough extra to take care of the mortgage, college tuition, car payments and the like?

Mow you can depend on this nationally ap- proved American Legion Life Insurance Plan to take care of all the necessities. Now you can depend on our units to secure their future. The same price we've offered for nearly 30 years. You owe it to yourself, and to your family. Peace of mind is a wonderful thing to have, not only foryour loved ones, but for yourself. Verified claims are processed and paid immediately to your beneficiary in one lump sum, tax free payment.

And since , the American Legion Life Insurance Plan has provided millions of much needed ben- efit dollars through this decreasing term life insurance.

It's easy to apply. As a Legionnaire under the age of 70, you are invited to apply by completing the application on the following page. Con- sult the benefit chart according to your age, choose the number of units you want, and mail with your check or money order for the current premium amount.

Turn page, complete the application and mail with your premium today. No benefit is payable for death as a result of war or an act of war. If death occurs while serving, or within six months after serving the military, naval or air force of any country or combination of countries.

Get up to 14 Units. Select the number of units from the chart at right, fill out the enroll- ment card below and enclose your check or money order for the premium indicated to provide coverage for the rest of the calendar year. If you reside in one of those states, your enroll- ment and check will be returned to you to fulfill those requirements.

If that is neces- sary, your enrollment will not be processed until the additional form is returned to us. The premiums shown above are for the balance of for approved enrollments effective Nov.

Premiums for enrollments effective Dec. Premiums accompanying non- approved enrollments will be refunded in full. Maximum coverage limited to 14 units.

Please write for details. Insurance may be maintained in force by payment of premiums when due. Your coverage shall be incontestable after it has been in force dur- ing your lifetime for two years from its effec- tive date.

Make check payable to: Relationship Membership Card No. I apply for the number of units indicated: The following representations shall form a basis for the Insurance Company's approval or rejection of this enrollment.

Are you now actively working? Have you been confined in a hospital within the last year? During the last five years, have you had heart disease, circulatory disease, kidney disease, liver disease, lung disease, diabetes, or cancer, or have you had or received treatment or medication for high blood pressure or alcoholism? I agree that this enrollment card shall be a part of any insurance granted upon it under the policy. I authorize any physician or other person who has attended or examined me, or who may attend or examine me, to disclose or to testify to any knowledge thus acquired.

A photographic copy of this authorization shall be as valid as the original. My present certificate number is GMA Univ. Upon request by another member insurance com- pany to which you have applied for life or health insurance, or to which a claim is submitted, the M. The Company may also release information in its file to its rein- surers and to other life insurance companies to which you may ap- ply for life or health insurance, or to which a claim is submitted.

Upon receipt of a request from you, the M. Medical infor- mation will only be disclosed to your attending physician. If you question the accuracy of informa- tion in the Bureau's file you may seek correction in accordance with the procedures set forth in the Federal Fair Credit Reporting Act. The address of the Bureau's information office is P. Box , Essex Station, Boston, Mass. Veterans update p Uapitol Hill lawmakers are exploring other methods of funding the VA Loan Guaranty Program, which has been beset by severe depletion of funds over the'past several years.

One draft bill under consideration would modify the current home-loan program by charging veterans a 1. The indemnity fee would replace the existing 1 percent loan-origination fee. The proposal, in effect, would create a new home-loan program in which revenue from the special account would be used to offset future losses, rather than pay claims on previously closed loans.

In return for the indemnity fee, the veteran would be released from liability should he default on the loan. The Loan Guaranty Revolving Fund can best be secured by rebuilding the VA's loan portfolio over the next several years. Alan Cranston of California, chairman of the Senate Committee on Veterans' Affairs, expressed his appreciation "for the hard work and dedication that your organization has shown in helping to find a fair and appropri- ate response to the concerns of radiation-exposed veterans.

Comer wrote President Reagan, urging him to sign the bill. Stilwell said the commission selected a site opposite the Vietnam War Memorial across from the reflecting pool on the mall. Stilwell conceded that there were long-range plans to move the stables, but added that "before we accept this location, we want to move things that we feel need to be moved.

Box , Washington, DC T, he Veterans Job Training Act is meaning- less to veterans for the time being because Congress has failed to approve operating funds. Because both chambers were slow to pass S. Other provisions in S. Attempts are being made to gain support for a supplemen- tal appropriation to operate the program through FY In testimony during hearings on H.

Sam Gejdenson of Connecticut, the author of H. The move to H. At press time, House approval of the legislation was expected before Congress recessed in mid- August. Box 1 , Washington, DC Gronvall, the VA's chief medical director says in this exclusive interview.

The VA operates hos- pitals, 22 l outpatient clinics, and domiciliaries IhhNmH and nursing homes throughout the nation.

Critics contend that the government would save money if the VA health-care system were merged with another federal agency.

It has never seemed to me to be a serious suggestion. Such a merger wouldn't save money because the studies show that the total cost of delivering care through the VA is either the same as, or less than, the cost of delivering it through Medicare or Medicaid.

It wouldn't save our govern- ment a dime to send veterans to community hospitals through these programs. In fact, those costs would be higher. Qb What has the VA done to meet the health-care needs of aging veterans? A The VA has done a great deal of research on aging and I related health problems. Our Geriatric Research, Educa- tion and Clinical Centers throughout the country have provided excellent training and research data for geriatric specialists.

The age curve of veterans is parallel to the age curve of the general population, but the aging peak for veterans comes about 10 to 12 years earlier. I believe it's fair to say that the medical community should learn from what the VA does well and from its mistakes, because the entire medical-care system is going to face the same health issues associated with aging.

Essen- tially, our investigations have centered on the reproduction and growth of the AIDS virus. Ql Surveys show that about 2 percent of VA patients are women. Doesn't that seem to be lower than the overall percentage of women veterans? A You must consider the fact that the proportion of women! Historically, and even today, the VA medical system is viewed as being exclusively for men, and I believe that a great many women view it this way, too.

The VA began to reach out to women veterans about five years ago by providing specialized treatment, such as gynecological care. During that time, we also formed a special advisory committee on women veterans' issues and appointed a coordinator in each of our medical centers.

Much of our efforts have been directed to renovation projects; special clinics have been constructed to ensure privacy for women. As a result, I believe that women veterans are becoming more aware of the health-care services that the VA offers them. The VA has 60, nurses at its medical facilities. Half are registered nurses, and the remainder are licensed practical nurses and nursing assistants. That total is about 1 , below our all-time employment peak. Our problem with the short- age tends to be related to geography.

We have VA hospitals in large cities, where private hospitals are in a better position to offer more incentives to nurses. Areas where the competition has not been significant generally have not experienced the shortage. We've tried a number of ways to respond to the shortage, such as offering premium pay for weekend work and tuition- support programs; recently, we reactivated a scholarship program.

Q" It sounds as though the VA has entered a bidding war to attract and retain nurses. We're just setting up an office that will work on I recruiting and retaining nurses. Yes, we're in a bidding Dr. Gronvall, a board-certified pathologist, worked in VA hospitals for several years before becoming the VA's chief medical director in January Nobody likes it, but it's a fact that we all have to live with. The shortage of nurses is a na- tional problem, and we're experiencing part of that problem. Ql Perhaps one of the best-kept secrets about the VA medical system is the fact that it has been a training ground for thousands of doctors and nurses over the years.

Would you elaborate on this? A This goes back to the late s, when the VA became I affiliated with medical schools. Medical schools found that a lot of doctors who had served as general practitioners wanted to receive specialized training. The VA found it necessary to recruit higher-quality physicians. So our agency and the medical schools channeled their respective needs into an affiliation program that today includes more than medical schools. It has been a good relationship.

The VA became an attractive place for doctors and researchers to gain practical clinical training. The program was broadened to include medical students; then it expanded to include nurses, dentists and other medical professionals. Every year, more than , students gain practical experience in VA hospitals. Legion officials said the results were inaccurate because of some of the restrictions that the CDC imposed on its study. Included in the study were veterans who were less likely to be exposed to combat, chemicals, medica- tions, or environmental hazards or con- ditions.

Conversely, a number of veter- ans who fit those criteria were excluded from the study. The Legion specifically objects to the Agent Orange findings in this study and the findings in an earlier Agent Orange study. Both CDC studies declined to use computer data on troop deployments and areas where defoliant was used.

CDC effectively killed the earlier study by stating that Research conducted by the Centers for Disease Control ignored data on troop deployments and areas where spraying occurred. The VA does not acknowl- edge the link. The CDC concluded, in part: DRGs are estimates of how long it will take to treat certain conditions and are used to fund individual VA medical centers.

Under some programs now, a veteran must be admitted and discharged repeatedly over a number of weeks so that the patient can complete the treatment program.

Each dog tag is meticulously struck in precious metal, conforming to the exact size of the U. The individual designs are completed in high relief with a satin finish against a brilliant proof background. The reverse will be permanently engraved with your name, rank, serial number, branch of service, blood type and dates of service.

Armed Forces dog tags are available in pure. A matching precious metal chain is included at no additional cost. Gasparro is world- renowned for his designs of the Kennedy half dollar, the Eisenhower and Anthony dollars and the Lincoln Memorial cent. His works are held in such high esteem, they are on permanent display at Smith- sonian Institution.

During his tenure at the U. Mint, which spanned from Roosevelt to Reagan, Gasparro was called upon to design countless military awards, includ- ing the Congressional medal honoring General Douglas MacArthur.

Fifteen percent of the purchase price on each Korean War veterans' dog tag will be presented to the International Korean War Memorial Fund. Forces who fought in Korea. Hart has painstakingly reproduced the three servicemen in flawless detail. A mongoose, of course. Thus was the Mangusta brand born. Like most great stories this one is absolutely true, and it is given added poignancy by the fact that Tecnomarine has now disappeared while Overmarine occupies a promi- nent waterfront site in this fabled capital city of Italian yacht-building.

Its first product was an footer, and outrageously big and fast motor yachts became the shipyard's stock in trade. Secured to the quay in front of one of the massive assembly sheds, our test boat was dwarfed by Mangustas on either side, but in any other setting the powerful, foot tonner is a very substantial vessel indeed. The Mangusta is a popular model. More than 30 have been built.

Ours was the first of the Mark 2s, with a completely restyled super- structure molding, but the winning formula is otherwise not much altered: The smallest boat model built by Overmarine is a 72, and with the 80 these are the only surface-drive models in the lineup.

Everything else has jets, and the has two 2,horsepower MTU V16s to drive them. One glance at the helm console is enough to confirm that this is no ordinary motoryacht — thanks to the various management and override systems built into the Rolls-Royce KaMeWa propulsion electronics there seems to be twice 2,hp MTU diesels to water jets to offer impressive speeds with considerable luxury. The 's upstairs lounge is aft of the helm station.

The full-beam master stateroom enjoys plenty of natural light. In fact, taking the helm of this motoryacht is remarkably straight- forward.

There is a conventional wheel — with one-quarter turn lock to lock, this being a pure fly-by-wire set-up — but the control units are the way to go.

With engines and drives synchronized to one unit, a simple one-handed twisting action steers the boat, and the throttle lever is right at your fingertips. The secluded main saloon is set down and forward on the main deck. It helps, of course, that the is superbly balanced, equally responsive to both throttle and helm, and for something of this size and displacement, a positive joy to drive.

As a long, lean, V-bottom hull — deadrise at the transom is Once up and running I found minimum planing speed to be a comfortable 20 knots or so.

At 25 knots the big Mangusta was relaxed in the cruise. And cruising is what the is all about — with a generous fuel capacity it has nearly a NM range at 20 knots and not much less at Our knot maximum on the day reflected the best part of a season's growth on the hull.

According to the engineer, we could expect 35 knots with a clean bottom. There is no "standard" equipment on a Mangusta. Apart from the shipyard's selec- tion of machinery and drive systems, all other equipment on board is chosen by the owner from Overmarine's list of suppliers, which include most of the top brands — and if you want to shop "off piste," as long as it's agreed in advance there is no extra charge. A wealthy colleague of mine found this out for himself a few years back when he selected the most expensive gold- plated cutlery he could find.

He sent the list through to the yard, expecting a polite refusal in the face of such extravagance, only to receive a phone call asking if he also wanted the fish knives.

Our was fitted with an impressive tonnage of entertainment equipment, and finished in a combination of gloss cherry and striped mahogany, with wenge floor- ing, cream carpets, and leather linings and trim. Quality was exemplary, even in hid- den corners. The insides of lockers and drawers were as beautifully veneered and lacquered as the outsides.

Below decks, the Mangusta has a fairly conventional layout, with a vast, ten-window owner's cabin amidships, a VIP suite in the bow, and twin-berth guest en suites to port and starboard, each with an extra fold-down Pullman berth. Headroom right through the lower accom- modation is an impressive 6'8", and the berths are all full size — even the singles are 30 inches wide.

COM 91 It's a similar story aft where the crew accommoda- tion and galley are roomy and comfortable, with a pair of twin-berth en suites and a generous mess. The grab- handle by the cooktop is a nice seagoing touch. Further aft, the engine room also seems huge, even packed with gensets and air conditioning and watermaking equipment — as if the MTU V16s weren't enough — with good headroom and walkaround space. A great lower deck, then — but this isn't the real story of this spectacular yacht.

The Mangusta is one of the shipyard's best sellers, and according to Overmarine a major reason is its main saloon, which is not where you'd expect it to be. That deck seating area aft of the helm is a comfortable and sociable place to sit and watch the world go by, if that's what you want to do.

But if you need a little family time or want to entertain some business associates, you'll find the main saloon much more amenable. Forward of the helm and down five steps, it has windows on three sides and offers plentiful views. And it cannot be seen from the stern — so even moored to the quay you can enjoy your yacht in privacy, far from the madding crowd.

It's one of those clever quirks that makes a huge dif- ference, and helps establish the character and personal- ity of the It might seem a small thing — but isn't that what the cobra said about the mongoose? The top deck has a top-flight view. The engine room has a real big-yacht feel, with headroom and walkaround space. Decibels mea- sured at helm on A scale. The faintly intimidating helm station shows off the propulsion system's complexity. Indeed, I detected nary a seam or joint that might work open or give underway and invite water intrusion.

Her bow was gracefully elevated and flared, a design feature that promised a relatively dry ride. And the three windshield panels just beyond her helm station were large, robustly ensconced in thick fiberglass mullions, and accoutered with big, busi- nesslike wiper blades.

Of course, most boat deliveries are time-sensitive. So with a nod to The Basics Standard equipment: Maarten reading lights; Xantrex Trucharge 2- battery charger; gal. Raritan water heater Optional power: Besides the basics, the galley has a wineglass cabinet with beveled-glass doors the necessity of making a mile, I jumped aboard, went forward, and fired up the 48's powerplant, a matched set of mhp Cummins MerCruiser QSC8. Casco Bay was freakin' outrageous when we got there.

And when I set a northerly course for our destination, with the rollers hammering the starboard bow like blazes, it became even more so. I continued to gently accel- erate though, and soon we were sporting along at roughly 20 knots according to one of the two Garmin GPSMap screens on the dash with the promonto- ries of the Pine Tree State to port and the gray vastness of the Atlantic to starboard.

The little world around our 48 was purest mayhem, no doubt about it. But tracking stayed straight, despite our more-or-less sideways orienta- tion to the craziness. Moreover, visibility from the Stidd helm seat I sat cross-legged in was excellent, even when I occasionally pulled back on the sticks to raise the boat's nose and soften an especially menacing impact.

And the vessel's agility — her rapid response to even slight movements of the steering wheel — made driving a pleasure. Sabre's head designer Kevin Burns was at the bottom of all this performance, apparently.

In order to maximize onboard interior space, Collins said, Burns had decided to put the 48's propulsion machin- ery as far aft as possible, a move that meant her mains were close-coupled to their respective drives and not extensively jackshafted. Several prospective customers had been leery of this approach, Collins noted, fearing it might put the longiaidinal center of gravity too far aft, thereby caus- ing overly high running attitudes, visibility issues coming out of the hole, and lacklus- ter performance.

We even co-infuse the stringers and the hull simultaneously. That's why we're seeing all this rigidity and resistance to twist. Back in Portland, Wood and I'd been wor- ried about the roughness of the ride we'd experience traveling up the coast.

But when we finally arrived in Rockland that afternoon, our concerns had nicely transitioned into confidence. And as we collected test data in the lee of a rocky shore, confidence transitioned into enthu- siasm — for a rousing top speed of 34 mph, church-mouse sound levels, and a set of superb running attitudes. Who knew that our impending boat-show docking would be the real hell-raiser of the day?

Things were slightly more complicated than Collins was indicating. First off, our arrival at the show had been late. So I'd been constrained to box the 48 into a tiny spot, one literally surrounded by spectacular and spectacularly expensive vessels, all tied up at this point and all overrun with potential witnesses.

And the room I needed to "spin 'er around," as Collins breezily put it, did not seem to be there, and neither did the room I needed to squeeze the 48 in behind the museum-quality sloop.

Zeus to the rescue, I gotta say! With an assist from our Cummins MerCruiser joystick and a raft of directives from Collins like "Go ahead three inches. Immediately afterwards, Collins gave a brief tour of the 48's bright, Epifanes-vamished, two-stateroom-two-head interior.

It's a grand place and Collins was obviously excited showing it off. So as luck would have it, I think he totally missed the several sighs of relief I breathed during the proceedings. And gratefully, Wood seemed to miss 'em too. That is to say, most of those modifications to boats bound for America worked so well, they ended up being popular with European boaters to the point that they became standard or optional equipment on all Princess models.

Viking still ships containers to Plymouth, but far fewer and mostly full of things like electrical appliances and TVs, which are designed to run on Hz U. In short, The Basics Standard equipment: You can chat up the cook in the galley from the dinette, helm, and main saloon.

If you want to see just how American an English yacht can feel, step aboard the new Princess She replaces the 58, which was introduced in late as a model. There are two big differences between the pair. One is the galley: On the 58 it's down and to port while on the 60 it's up and to starboard, right aft of the helm. Americans have always preferred their galleys up, mainly because they want the cook who's usually an owner, not a crewmember to be part of the social scene and enjoy the same views and conversation as other passengers.

What makes this change noteworthy is that Princess moved the galley up without disrupting two key main-deck areas: The 60 has only one U-shape sofa, where the 58 had two facing each other. But there's still enough seating to accommo- date a party of eight, and now the main seating is focused on the port-side retract- able TV, arguably more practical than fac- ing an opposite settee as on the The second difference is on the lower deck.

After removing the port-side gal- ley from here, Princess designers could have tried replacing it with another state- room, making this a four-cabin yacht. Thankfully they did not, perhaps recalling a lesson about American tastes drummed into them by Viking: Better to have fewer roomy spaces than more cramped ones. So they added a third head and enlarged the one in the master, giving it and the other two staterooms big enclosed show- ers.

Now each cabin has en suite facilities. The port-side head can have one door for just private access to the VIP, or two doors and access to the VIP and lower atrium, making it a day head. So by parceling out an additional 2'5" of length beam and draft are unchanged in exactly the right places and increasing the glass area on both levels, Princess created a vessel that feels spacious and offers real American-class elbowroom.

Likewise on the bridge they replaced the very European centerline helm with a port-side arrange- ment, which allows for a larger U-shape settee, table, and aft sunpad and makes the space a lot easier to walk around in. Optional equip- ment on test boat: Simrad 12" MFD on flying bridge Base price: COM 97 One final area of improvement is the cockpit. It's marginally longer but the big difference is port and starboard access to the swim platform instead of just port-side access.

The trade-off is a smaller aft settee the 58's extended to the starboard gunwale but one still big enough to comfortably hold four adults. I tested the 58 and 60 with iden- tical engines — hp C15 CATs — and their test numbers are virtually identical. The 60's about two mph slower and gets about ten percent less fuel economy above rpm, but a difference that small could be due to most anything, including the snotty weather on the 60's test day. Both boats also were equipped with Sleipner electronic steering, and I am delighted to report that the annoying ratcheting and kick-back that I saw on the 58 are gone, and feedback and response are even better.

The idea of building one boat that can suit everyone in the world is obviously unrealistic. Tastes vary, even among boaters in the same country, and there will always be those who for whatever reason want a galley down or more, smaller staterooms.

Twin transom gates and a standard hydraulic swim platform make the prospect of a quick, refreshing dip more inviting. Speeds are two-way averages measured with onboard Simrad GPS. Decibels measured at helm on A scale.

The helm offers good sightlines and the companionship of those at the nearby dinette. The buildings on either side were ancient, clapboard-sided, and scruffy. The wind whooping off Casco Bay was salty and brisk, espe- cially for mid-August. And the pass- ersby were locals, not tourists. Gonna be one rough ride headin' up to Rockland. And while down- loading this delightful repast, we reviewed the day's duties. And just as important, we had to collect test data along the way. This last deal was gonna be chal- lenging, most likely.

The weather report featured foggy rain, 20 to 25 knots of wind, and four- to six-foot- ers coming out of the east. There were a couple of nice little islands in the Rockland area, however, and we figured at least one of them would offer enough protected, semi- smooth, radar-gun-friendly water to get the job done.

Bentley Collins was already onboard the 48 when Wood and I showed up with our sea bags and test equipment. An Australian by birth, French Canadian by happenstance, and American by choice, Collins shot a weather eye aloft and observed with a grin, "Perfect day for a real test, eh boys?

Her integrated by simply swinging open bi-fold doors and lowering an adjoining window. GPH taken via SmartCraft display. Positioning the engines and drives well aft provides lots of space for a utility room. The s- vintage tower, complete with rotat- ing bar on top that resembles a flying saucer, seemed a fitting back- drop for my introduction to the Beneteau Flyer Gran Turismo 38, which I met at its marina.

Beneteau is a French company that until recently was best known in the United States for its sailboats. But over the last two years it has stepped up its effort to sell power- boats here and in emerging mar- kets such as Brazil. The company is bringing not just new designs, but whole lines of new designs: This boat is one of the Flyer GTs, which number four ranging in size from 34 to 49 feet.

With them Beneteau is looking to establish itself in a challenging economic time, trying to win new buyers with aggressive styling, plenty of design innova- tions, and attractive pricing. Which brings me back to that warp in the space-time continuum marked by the Pier 66 tower.

The paradigm shift it signified carried over to the Flyer GT 38 pulling into the dock — she looked like something from a parallel universe. Her general shape is similar to other express cruisers, but when I stopped readying my gear and really looked at her as she idled in, striking differences emerged. For one, the gently curved windshield did not seem uncommon until I realized I was looking at a single uninterrupted piece of glass, sharply raked between the A-pillars sup- porting her hardtop.

Those pillars swoop upward into arches as they move aft, then drop to the sheerline alongside the cockpit. They, along that include a unique stepped and ventilated hull and joystick-controlled diesel stern drives.

Once I was aboard, the boat had a great can-do feel about it. A logical layout and a full list of standard and optional equipment made me want to head out for a weekend aboard instead of a boat test. Her indoor-outdoor space made me feel like I could enjoy the sun without getting the full exposure to it that many try to avoid these days — respite from the bright daylight is just a step or two away.

Yet for sun lovers, an optional sunpad on the foredeck gives unfettered exposure, and a The Basics Standard equipment: The dinette area makes the most of floor space in the intimate saloon.

Fortunately handholds in the form of grooves molded into either side of the hardtop give those making the trip for- ward inconspicuous assistance. Inside the deck is level all the way from the cockpit to the double- wide helm benchseat, where there's a single step up to improve sight- lines. The seat here converts to a bolster with the flip of one hand, ideal for me — I mostly prefer to stand when I drive but change my mind and position often.

A single starboard companion seat also flips up and has a stainless grab rail in front of it, which can give the seat's occupant confidence and security in a seaway. Windows to either side slide down manually to provide ventilation, and a power sunroof that's nearly full-width slides back to air things out even more. The instrument panel is a two-tiered affair with analog tachometers and trim indicators up high, electronics and more analog gauges below.

The wheel is com- pact and well positioned, and the Volvo engine controls are mounted on their own outcropping, putting them in easy reach. Just above the controls was the joystick. Here we were in that paral- A lei universe again: The joystick controlled stern drives, not thrusters or pods. I could hear the joystick engage the stem drives and feel the boat give a bit of a shudder as the props bit, providing confidence- inspiring surety.

Once we were clear, I gave the joystick a little twist and the 38 deftly rounded the bow of a docked mega- yacht. We were on our way. Score one for stern drives. But for the other boats Beneteau has developed what it calls the AirStep hull, which can- not accommodate an azipod installation. What it can do is pipe air from intakes in the hull sides and introduce it to a pad shaped with forward-facing, wedged steps in the aft third of the running surface.

We're back to our parallel universe, since those steps would seem to be walls that water flowing aft along the running surface would have to surmount, stealing Optional equipment on test boat: Chalk up the fact that it does just the opposite to the reason I don't design boats: Beneteau says it improves stability, maneuverability and efficiency thanks to the resulting air cushion.

I'm always leery when one boat model offers a choice of pods and inboards or stern drives with the same running surface — this one doesn't. So does the AirStep work? The boat ran nicely in the two- to four- footers I saw that day cutting through chop and staying reasonably dry.

When she did take some spray on the windshield, the big single wiper squeegeed it off, but left an arc of spray across the bottom of the glass, right in my preferred line of sight. Also, my polarized sunglasses distorted the view through the glass. When I took her into a hardover turn, she cut a nice, tight circle with a diameter of a little over two boat lengths. She felt light, and indeed, with a dry weight of tons she is for a boat of this type and size with a pair of diesel engines.

Plus, she carried only about 90 gallons of fuel that day. This cuts two ways, of course. On one hand, she bobbed around a bit while idling out there. But on the other hand, she's not a fishing boat, and generally speaking if I were aboard her out in open water I wouldn't be floating around at idle — Td be motoring to the next dock or anchorage, and I'd be thank- ful that her light weight, ventilated hull, and optional twin hp Volvo diesel stern drives combined to give her a range of nearly miles at a cruising speed of almost 34 mph.

And this footer has another side to her that should interest family and friends. To port of the helm down four steps beneath a skylight — nice touch — is a saloon with an L-shape dinette to port and a galley to starboard. The galley has a two-burner cooktop, sink, and decent stow- age. That saloon-galley-dinette combo is cozy and comfortable. Aft of the galley is the wet head, with a porthole for ventilation and a skylight. Living space includes a master stateroom in the bow with an island berth, which has stowage beneath, and hanging lockers to either side.

Hull-side windows and opening portholes add to livability as does an overhead hatch. A second stateroom amidships offers twin berths, outboard hanging lockers, and hull-side windows with opening ports. The engine compartment is just aft of that stateroom, with access via a hatch beneath the cockpit-dinette table. Besides the D4s, this space housed an optional 4kW Onan genset, a pair of roto-molded fuel tanks at the forward end arranged athwartships, and a water heater. It's pretty tight between the engines — they're just eight inches apart — and headroom is just under three feet from the sole to the low- est point of the overhead.

Dipsticks, filters, and fills are reachable but I'd have preferred duplex fuel-water separators to the simplex setup. That snug layout had some free space outboard of the engines that would be useful for stowing a toolbox and some spares.

I sported some exposed plywood, painted on one side and affixed to the underside of the deck above and a few unfamiliar at least stateside equipment brands such as a Nautic Boiler water heater and Perfet fire-suppression system. But the biggest indicator that I'd entered the realm of science fic- tion was the price: At that figure who wouldn't think he'd passed into a parallel universe? The cockpit dinette offers both sunny and sheltered seating; its table folds open to provide more room for food and guests.

GPH taken via Volvo Penta engine- data display. Decibels measured on A scale. The one-piece windshield provides a clear view for both the helmsman and passengers. COM Love and commitment is what propelled the Ferretti brothers, Alessandro and Norberto, to create their first wooden motorsailer in It is this same dedication and passion that continues to guide Ferretti Group in its position as one of the most prestigious motor-yacht producers in the world.

Passion is what drives the Group to develop unparalleled research and development, nautical performance, and cutting-edge design; it is instilled in everything the Ferretti Group undertakes, and as such, passion stands as a key component of Ferretti's success and unrivaled reputation.

Passion Innovation Excellence Passion, Innovation, and Excellence are the key elements that form the core ethos of all the eight luxury yacht brands under the Ferretti Group portfolio. It is a profound and heralded tradition and an adherence to these fundamental principles which make the Ferretti Group what it is today.

Norberto Ferretti's passion for the sea is what started the vision, his dedication to innovation is what led to its success, and the Ferretti Group's continued adherence to these core values and to the pursuit of excellence is what makes an owner of one of our Ferretti Group brands, an owner for life. As such, many of their innovative masterpieces are still commonplace in the nautical world today, including the stern helm position, the use of swinging windows in the salon which open out onto the cockpit, and the internal passage from the salon to the flying bridge.

Trailblazers in every regard, Ferretti Group, has been an industry leader in quality and innovative technology, a characteristic which has always served as a foundation of production, and which has been the guiding principle towards high performance of design, form, and function.

Encompassed within the Ferretti Group is a specialized team comprised of 90 members who follow the production of each vessel, from the project phase to the construction. The Advanced Yacht Technology AYT , is the Group's engineering division, and is one of the most advanced naval research and design units in the world, devoted to continuously researching new product and process solutions aimed at achieving excellence and total reliability.

Altogether this team of individuals is responsible for creating various staples throughout the nautical industry, including the utilization of integrated monitoring systems Gi8 and Naviop, which enable the user to control yacht operations on a single screen, as well as the ARG- Anti Rolling Gyro- Stabilization system, a gyroscopic device developed in conjunction with Mitsubishi Heavy Industries, installed exclusively on Ferretti Group yachts, which help to reduce rolling by over 50 percent.

Since its inception, Ferretti forever changed the world of motoryachts, and based on the Group's continued dedication to innovative methodologies, there is no doubt that Ferretti will continue to serve as a pioneer of nautical performance, technology, and originality.

Each boat has its own precise identity and fingerprint, representing the client's personality and desires. While the technology may improve a yacht's performance, all of the brands in the Ferretti Group portfolio are also synonymous with exceptional craftsmanship and style.

At Ferretti, designing a yacht goes well beyond the concept of design, towards the pursuit of maintaining a perfect balance, complementing the radiance with the quality of materials, aesthetic values and practicality. Priding itself in the design features of each of its yachts, the Ferretti Group created Centra Stile, a team of architects and designers who skillfully combine quality, attention to detail, safety and performance, in each of their designs.

Only in this way can the craft's owner enjoy the reliability and utmost perfection of a Ferretti Group brand. Ferretti, with its heralded tradition and pursuit of excellence, is a motoryacht worthy of core enthusiasts who not only love being on the water, but are also experts on fine details.

These owners admire the yachts for their grace and beauty, but also appreciate the institutional knowledge that makes them technically advanced. While the Ferretti Group continues to evolve, its long-term goal and uncompromising mission remains the same, the emanation of perfection in every yacht. As such, it is this drive towards excellence and the highest standards attainable that position and will continue to make Ferretti a leader and icon in the world of yachting.

How are you changing your business to better address a market that is increasingly international? New markets are growing and clients are coming, we sell yachts in Florida to a client in Latin American, who will keep it in Europe for few years and then bring it back in Miami.

We anticipate this trend to follow with a global presence, we have an exclusive network of 60 carefully selected dealers in more than 80 countries that guarantee clients the very best assistance in marinas all over the world. What do you see as the major emerging markets for your company in the next five years? How do you see the future of the U.

China and India will grow as nautical and leisure lifestyle settles in among the younger and richer. Latin America has a great potential; it's a big market where yachting is already popular activity. The US is growing well and will keep steadily increasing. How do you see the future of the European market for your company - Growing? We are confident that that Europe will remain a very important market for the Ferretti Group, this is where our origins lie and the Mediterranean will always be one of the best cruising grounds.

Growing for sure, our sales have been steadily increasing in the last two years and growing, we have a very positive trajectory for this region and will keep investing here. In the long term beyond five years? We have had a presence in Brazil for over 20 years, and this year Ferretti Group Brazil just opened a new production plant located near San Paulo, with a capacity of creating over 1 00 yachts a years. China is growing steadily and we have been active since with an office in Shanghai.

India has a lot of potential and we have been working for several years with a very committed dealership that has brought us important results. Thirty-six metres of Azimut Benetti quality in the Grande range. Unmatch- able style, liveability and unparalleled comfort. Speeds from 36 to 40 knots depending on the interior fit-out selected by the yacht owner; with two Rolls-Royce water jets and a central booster.

Consisting of planing boats over thirty metres, Azimut Grande is the most exclusive yacht range in the Azimut collection. Since January 1 , to- gether with other Benetti gems, it has formed part of the Azimut Benetti Group's "mega yacht" business line. The ambitious design brings together Azimut's recognised technological leadership in high-performance boat building with Benetti's experience in developing custom solutions and managing customer relations during the different construction phases: Azimut Grande has benefited from Benetti's expertise in advanced design and construction technologies in the mega yacht sector, and boat owners now have a wide range of options thanks to Benetti's semi-custom yacht production.

The overall concept and style of this new design are the work of Stefano Righini, with interiors by Carlo Galeazzi. What is the aim of the new 1 20SL? To experience the sea and the yacht without limits, reducing the distinction between interior and outside until it practically disappears.

The main saloon of the Azimut Grande 1 20SL is 60 square metres; its 50 square metres of glazing and the additional operable skylight above - which reveals more than 1 5 square metres of sky and sea - provide an unprece- dented sensation: With the new Azimut Grande range flagship, the Azimut Benetti Group re- inforces its role as a leader in the mega yacht world, reasserting its capac- ity to anticipate the needs and requirements of the most demanding boat owners.

The main new features of the latest series are the layout of the cabin area and the decor. The layout of the owner's cabin has been changed and the bath- room area has been moved towards the stem to create a zone that more effectively insulates the accommodation from the noise of the engine room. This new plan also provides improved, more private cabin access and a more functional furnishing layout.

On the left, in full light, a dinette area has been created with two armchairs and a table. Opposite the window is the vanity. The wardrobes are built-in and ultra- spacious for clothes, suitcases and accessories.

The second change to the interior plan can be seen in the saloon where the modified staircase, which leads down to the master cabin, has allowed the bathroom to be positioned lengthways, providing extra space for the dining area. When you board the new Azimut 88 you are immediately aware of the new decor, which is evident in the changed forms of design details like the han- dles, with a play of walnut and ebony, and in the free-standing elements that add further interest to the interior.

The architect Salvagni has shaped the materials, softening the edges and creating new curves, resulting in a continuum between ceilings and walls. The portals that separate the rooms form a new path, inviting you to walk through the softness of the new rounded forms. The roundness of the new style is also reflected in the owner's cabin, taking the form of a wrap-round bedhead, comprising the nightstands.

The wardrobe opening slots are an- other interesting design feature: Mirror surfaces, which further increase the perception of space, are also very much in evi- dence. The name of the project stems from a com- bination of words: Designed by the architects Gianni and Paola Zuccon of Studio Zuccon International Project, CRN in- tends for the Dislopen line to evolve into a new range of leisure megay- achts that offer a unique way to experience cruising, offering direct contact with the sea through its outdoor areas while allowing a new level of on- board comfort and space.

The Dislopen concept is based on a displace- ment-hull design and has three superyacht sport designs in its lineup: All three sport designs have an innovative accommodation plan that places the owner's suite on the upper deck. On the main deck, each design has a salon and dining area with panoramic views leading out onto an unusually expansive cock- pit, providing a dynamic space to enjoy dining al fresco style in complete privacy. Common to all three models are the retractable terraces over- looking the sea, each in a unique location on the three project models to create a private experience while anchored or en-route.

The 62 meter is undoubtedly, a spectacular arrangement for on-board liv- ing and entertainment with immaculate amenities. The enormous main- deck spaces include an expansive dining table, a raised forward entertainment lounge, a helipad on the bow, and a swimming pool. Multi- ple layouts have been developed to meet the requirements of each client providing unique areas with cinemas, fitness gyms and beach-club areas at the stern garage. The comfortable cruise speed on all three sport designs is 1 4 knots.

All three design concepts are available for presentation. This new model combines the shipyard's design and construction experience with a forward-looking philosophy, highlighting the harmonious blend of elegance, performance and technol- ogy that are strikingly innovative for craft of this length. The new 1 24' offers exceptionally generous spaces.

The salon, as a result of this minimalist interior design, encompasses unobstructed and remark- able views from all angles. Light dominates the interiors, flooding in through wide windows and the large glazed side doors, which enhance the feeling of space, creating the impression of unity between interior and exterior.

The upper deck creates a lounge area ambiance - a zone that is dedicated to relaxation, privacy, and interior and exterior spaces that are designed with outstanding attention to detail. In all, the Ferretti Custom Line 1 24' can ac- commodate up to 1 0 guests, and 6 crew members.

These living quarters include a spacious master suite and, on the lower deck, four large guest cabins with en suite heads.

The brand also offers owners the opportunity to include special aesthetic-functional features, such as large side doors and windows in the salon and platforms, which create exclusive private terraces over the sea.

Ferretti Custom Line I With the larger engine, the cruise speed is The latest innovations onboard include the Furla. Net monitoring and control system and four Mitsubishi ARG Anti Rolling Gyro stabilizers, in- stalled exclusively on Ferretti Group yachts, and which help to reduce rolling by over 50 percent.

Lauderdale to customize your very own Ferretti Cus- tom Line. Following similar build designs of modern commercial aircraft construction, Marlow Yachts does not build a hollow thin skin, then frame it with a container full of framing woods.

The bulkheads' purpose in a Marlow is to describe accommodations, as opposed to supporting a weak skin, resulting in a structure of enormous strength. There is also an ondeck door opening, which leads to the U- shape galley, allowing fresh air into it if desired. Other layouts are available. The ondeck master has direct entry from the salon or through a private door to the exterior.

Located below deck are six beautiful guest cabins plus aft crew quarters. Late-night snacks can be found in the guest area's own private commissary.

Full laundry facilities are easily accessible. The Marlow-developed solar roof system is used to recharge house bat- teries, offering seamless 8-kW inverter power for onboard appliance use. Two country kitchens are outside; the expansive aft deck and enormous flying bridge area provide convenient day heads on the upper and lower deck. A hydraulic transom door and swim platform allow brilliant access to water toys and the crew's quarters, which is equipped with a compact and functional crew galley.

This long-distance vessel has a range of 3, miles at 10 knots, a fast-cruise speed of 26 knots, and a top speed with moderate load of 30 knots. This is a valuable and exceptional credential status enjoyed by less than a handful of pleasure powerboat manufacturers worldwide. Marlow Yachts Norsemen Shipyard are the first manufacturing in China to receive this level of certification.

I I www. This ultra express yacht is characterized by its aggressive external profile and radically inno- vative internal layout, featuring areas which can be modified to suit a vari- ety of entertainment and privacy environments.

This new model measures just over 1 08 feet and can effectively reach a maximum speed of 43 knots. The craft's architecture, space and design, from stern to bow, were the focal points for this project, making her a staple for the international nauti- cal industry. The Pershing 1 08' offers an incredibly spacious upper sun- deck; a large cockpit wfth a vast covered area that can be used to entertain guests both during the day and in the evening; a large garage astern with drop-down swim platform, which can accommodate a 1 7 foot tender; in addition to a second tender locker in the bow which can store water toys and a lifting crane.

The salon showcases natural light as it greatest feature due to the luminous arrangement of the large side windows and exclusive retractable salon door, which consists of two independent sections fea- turing electro-hydraulic controls that slide into the floor, creating a single area to encompass both salon and cockpit. Like many Pershing models, the features all the elegance of two Italian icons including Poltrona Frau, the designer of its leather furnishings, headliners, and helm station seating; and an Ernestomeda designed kitchen.

The performance of this model is exemplified with Pershing's style and fea- tures a new and important innovation with engine installation. The first time in its prestigious history, Pershing has designed the yacht with the ability to house triple engines, focusing on environmental impacts while still main- taining high performance.

The standard version is powered by three hp MTU diesel engines, combined with the thrust applied by three Arneson surface drives and Rolla propellers. This cutting-edge technology offers owners a number of navigation alternatives, allowing for extraordinary range when cruising at 11 knots for 1 nautical miles. Pershing Yacht I Don't miss this extensively customized Hatteras SF! Custom High Seas electronics pkg. Beaut- fulty decorated, cold-molded rocket ship! Hmm get it got it you better be good.

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