Internal Links Analysis Links Count: The transmission was clear but interrupted by some noise, and contained fragments of München's name and callsign.
The response header contains the date, size and type of file that the server is sending back to the client. Internal Link is the link output that a website has given in its own site the pages of the page and domain name.
External Links is the link output that a site has made to a different domain name other than its own domain name. Web Site Information for hm. DNS Records for hm. It keeps the IP addresses of Mail servers. Another information in the MX records is priority information. For redundancy, multiple MX records are kept in a structure with multiple mail servers.
Mx Records of hm. Keyword Statistics for hm. Rates of Html specification Properties Number of use id 7 href 32 title 17 class 53 action 1 method 1 accept-charset 1 type 4 name 3 value 4 placeholder 1 style 4 src 12 alt Since Sinnot only had a receiver for this frequency, he relayed the message via telex to a radio station in Ostend.
The messages may have been recorded and sent automatically. München's call sign, 'DEAT' which was sent in Morse code, was received three times on the same frequency.
The Dutch ocean-going salvage tug Smit Rotterdam , which was returning from other Mayday calls in the Gulf of Breton and the English Channel , received the calls as well and went to the designated position under the command of Captain PF de Nijs.
Seas were heavy, with a swell averaging 22 metres. Lands End CG provided the search planning and areas to be covered and appointed the salvage tug Smit Rotterdam as Onscene Commander co-ordinating the activities of eventually more than ships and also the 16 aircraft taking based all now temporarily based in the Azores.
On December 14 wind speeds dropped to Force 9. By now four aircraft and 17 ships were participating in the search operation. Signals of München's emergency buoy were received. The same day, Hapag-Lloyd's freighter Erlangen found and identified three of München's lighters.
A yellow barrel was also sighted that day. On December 17, at By now wind speeds dropped to Force 3. Also three life vests were sighted, two of them by Starlight and another one by Evelyn. The international search operation officially ended in the evening of December 20, a week after it had begun. The West German government and Hapag-Lloyd decided to search for two more days, with British and American forces supporting them.
The search effort had been the largest undertaken to that date. Altogether 13 aircraft from the United Kingdom , the United States of America , Portugal and Germany , and nearly 80 merchant and naval ships had searched for the München or her crew. On February 16, the car transporter Don Carlos salvaged a lifeboat from the starboard side of München , the last object discovered from her.
The subsequent investigation into the disappearance of the München centred on the starboard lifeboat and in particular the forward block from which it had hung. The pins, which should have hung vertically, had been bent back from forward to aft, indicating the lifeboat hanging below it had been struck by a huge force, that had run from fore to aft of the ship, and had torn the lifeboat from its pins.
The lifeboat normally hung 20 metres above the waterline. With the existence of rogue waves then considered so statistically unlikely as to be near impossible, the investigation finally concluded that the severe weather had somehow created an 'unusual event' that had led to the sinking of the München.
As the science behind rogue waves was explored and more fully understood, it was accepted that not only did they exist, but that it was possible that they could occur in the deep ocean, such as in the North Atlantic.
Investigators later returned to the question of the München and considered the possibility that she had encountered a rogue wave in the storm that night. Whilst ploughing through the storm on the night of December 12, she was suddenly faced with a wall of water, between 80 and feet 24 to 30 metres high, looming out of the dark.
The München would have plunged into the trough of the huge wave, and before she could rise out of it, it collapsed onto her, breaking across her bow and superstructure, tearing the starboard lifeboat out of its pins and likely smashing into the bridge, breaking the windows and flooding her.
Having lost her bridge and steering, she would probably have lost her engines. Unable to maintain her heading into the storm, she would have been forced broadside into the waves. She seems to have floated for a number of hours, during which the storm and inaccurate positioning prevented her from being located. The force of the waves then hulled or even capsized her; another rogue wave may have contributed to her distress. She would then have succumbed to the flooding and sunk within a short period.
The loss of the München was featured in an edition of the BBC documentary series Horizon entitled "Freak Wave," which was first shown on November 14, In , the Science Channel created a documentary entitled Killer Waves which studied the disappearance of the München and concluded that a rogue wave was the most likely cause of her loss.
In , the North Carolina Court of Appeals set a legal precedent that resulted from the loss of the München.
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