Nuances of Simplicity

Despite Being Small, Half Baths Can Be Distinctive

Materials and color selections were chosen to tie together the basin, cabinet hardware, co unter top, faucet, mirror and pedestal. Silent Rivers Design Build chose a color palette that would give the bathroom a warm feel and highlight the existing brick floor in the bathroom.All bath fixtures were manufactured by Kohler. They include the DemiLav Wading Pool lavatory sink, Saile elongated one-piece toilet with dual-flush technology and Symbol Tall single- control lavatory faucet.Silent Rivers Design Build custom crafted riftsawn oak cabinetry for the vanity. The drawers were arranged to fit tightly against the pedestal and minimize their appearance. The team carefully designed the Si les tone yellow Nile leather co un ter top (manufactured by Cosentino USA) to ensure a flush installation around the pedestal. To maintain the clean lines of the vanity, the mirror was recessed behind 1/4-inch dry wall.Waukee, Iowa, Half BathSilent Rivers Design Build was invited back to a home it previously had remodeled to remo del a half bath. The homeowners wanted the half bath to honor the home's natural lines and Asian-influenced d�cor. The team incorporated a vessel sink on a pedestal, which was inspired by the homeowners' favorite vase. The sink provides a sculptural centerpiece to the room. Custom cabinetry was constructed to increase storage space while matching the tapered angle of the pedestal and providing discreet access to plumbing connections.THE IDEATHE MATERIALSSilent Rivers Design Build, Clive, Iowa, SilentRivers.comDo you have an inspirational single element from a recent remodel to share? If so, send it to Jon.Minnick@cyqnusb2b.com.THE REMODELER

Do you have an inspirational single element from a recent remodel to share? If so, send it to Jon.Minnick@cyqnusb2b.com.

Troubled Waters

A small film of oil can have a calming effect.

So the next time you're out at sea, know that the captain is not pulling a na�ve tribologist's leg when he says the seas are getting rough and suggests lubricating them.For the wave to break now, the tensions of the surfaces separating the air from oil and oil from air must also be broken, and that takes a little over 70% of the energy of the tension between air and water. There is a further loss of about 80% of the remaining energy once a layer of water gfides over a layer of oily water and they must re-sort themselves according to density.The container was then towed from the bow on the side of the ship facing the rough weather. This side was always referred to as the weather bow, and to say that one was 'under the weather bow' was to imply a very gloomy prospect. The expression has since been truncated to remove the nautical reference, but I think we can all appreciate now why feeling ill is referred to as feeling under the weather.One of my favorite pastimes is reading historical nan-fiction dealing with the early exploration of new lands, particularly the Antarctic. A common setback these explorers faced far before they arrived in the unchartered waters came in the form of hurricanes. Hurricanes brought about the large winds that cause massive waves that could either extensively damage or sink the ship. Trying to survive this onslaught in a relatively small vessel, several days sailing distance from the nearest shore, took an iron will, a strong ship, a stout crew and a small container of oil.In other words, the oil is behaving like a barrier preventing contact between the air and the water. And since Leonardo da Vinci defined a lubricant as "all things and everything whatsoever, however thin it be, which is interposed in the middle between objects that rub together, lighten[ing] the difficulty of their friction," this film of oil qualifies as a lubricant.The oil that was commonly used was olive oil, cod liver oil or whale oil, and it was metered out by using either an oil-filled bucket with a small hole in it, or a canvas bag filled with oil-soaked oakum.The oil spreads across the water due to surface tension. The tension of the surface separating air from water is about 40% greater than the sum of the tensions of the surfaces separating air from oil and oil from water, therefore the oil spreads on the surface of the water.Evan Zabawski, CL5, is manager of training and education services for The Fluid Life Corp. in Edmonton, Alberta, Canada. You can reach him at evan@fluidlife.com.To understand how oil calms the waves, we must first learn how waves are formed. Waves form when the water moves and creates ripples, then the ripples give the wind some grip (tractive force) and the ripples grow into wavelets. Once wavelets are high enough, the wind becomes turbulent and starts transferring its energy to the waves. The rougher the water, the easier it is for the wind to transfer its energy.Once a wave gains height, the passage of air imparts its velocity to the top, or crest, of the wave, yet the velocity is resisted in the lower masses, or trough, due to inertia. Eventually the crest travels faster than the trough and the wave curls over and breaks, It is in the breaking of waves that oil finds its field of action.The effect of releasing the oil onto the surface of the sea is almost immediate and rather amazing. The crests of waves will cease breaking, the bilge pumps start gaining, and the decks begin drying out. With the usage typically amounting to only half a gallon per hour, it was not difficult for ships to overcome several days of continuous storm without significantly depleting their supply.

Evan Zabawski, CL5, is manager of training and education services for The Fluid Life Corp. in Edmonton, Alberta, Canada. You can reach him at evan@fluidlife.com.

KAISER'S COFFINS: The Sinking of the Escort Carrier St. Lo

Superstition persisted and from the moment her name was changed from USS Midway to St. Lo, she fulfilled every dire prediction that she was to be an unlucky ship

WERE KAISER'S COFFINS" ANY WORSE THAN MOST WAR-BUILT SHIPS?Almost from her inception some form of bad luck seemed to plague the St. Lo, nee Midway, nee Chapin Bay. Laid down 23 January 1943, first bureaucratic meddling and then a shipyard labor strike threatened serious delays in her assembly. At last well on her way toward taking shape, in early April she was renamed USS Midway. Another ill omen of the sea occurred on 17 August 1943, as CVE-63 saw a yard worker fatally injured when he fell from construction scaffolding as she slid down the ways during her launching. Commissioned USS Midway on 23 October 1943, the spanking new carrier soon embarked on sea trials in Puget Sound with Capt. F.J. McKenna commanding her newly mustered crew. As was common with the breaking in of most new escort carriers, her shakedown cruise was followed by two quick round robin transits to Pearl Harbor and one to Australia as an aircraft ferry.The first such vessels to be designed and constructed from the keel up as bantam-sized aircraft carriers, these thin-hulled 7800-ton escorts were the inspiration of industrialist Henry J. Kaiser who, almost on a dare with President Franklin Delano Roosevelt, boasted he could employ the same mass production pre-fabricated building techniques pioneered with his Liberty Ships to construct 50 cheap warships in record six-months' time. Enjoying much renown for his "can do" resourcefulness, Kaiser was given the green light to build from scratch the shipyard that would see these 512-ft floating airfields remarkably join the wartime fleet in a matter of months, not years. Making this challenge even more demanding was the fact that no steam engines existed to power the new carrier. This problem was solved by a clever redesign of the much disliked but easy to build Skinner Uniflow steam engine of 1912 origin. By devising special lubrication means to correct the engine's boiler feed water shortcomings, Kaiser's engineers evolved and built a reliable 11,000shp powerplant that could propel his maverick twinscrew carrier at more than 19-kts.While Washington politics and acute labor shortages served to slow down the initial building program, Kaiser's new shipyard defied the skeptics and was m full production only a few months late. Quickly making up for lost time, and in some cases meeting production deliveries ahead of time, Kaiser's prodigious feat saw class leader Casablanca (CVE-55) launched on 5 April 1943, and the 50th carrier - USS Munda (CVE-104) - slide down the ways 8 June 1944. In an astonishing regimen of 14-months of round-theclock cutting, welding, and outfitting, 50 aircraft carriers were launched at a rate of nearly four per month, or almost one per week! Remarkably, 18 were in commission by Christmas 1943.In fairness to Kaiser, it must be stressed that the escort carrier as a Naval concept was never intended to battle enemy surface warships; that with a single 5-in/38-cal sternmounted dual-purpose gun their puny armament of 16 40mm Bofors primarily focused on antiaircraft defense. As with all war-built vessels produced at a frantic pace, there was no time or budget for frills or niceties. Conceived on an emergency basis as were the war's destroyerescorte, auxiliaries, and amphibious fleets, the Kaiser carriers were created to perform a single task - launch planes to sink U-boats.While they could carry 28 aircraft and had two deck elevators to shift aircraft, the Casablancas, like all CVEs, were limited to the type of aircraft they could safely accommodate. After much trial and error it was agreed the specially modified General Motors-built FM-2 Wildcat adapted from Grumman's stubby F4F fighter well suited CVE flight deck geometries. Likewise, the Wildcat's big-sister TBM-IC Avenger torpedo bomber was, despite its 6ton girth, comfortable with the CVE's postage-stamp-sized flight deck. Lacking folding wings, the equally combat-proven Douglas SBD Dauntless was too difficult to handle in the confined spaces CVE crews were forced to deal with. As a result, the FM-2 and TBM became standard issue aircraft for all escort carriers.To meet this incredible delivery schedule, "Kaiser's Coffins" were of necessity better engineered for mass production than survival in battle. In the strictest sense they indeed were not warships at all, but highly modified Maritime Commission S4-S2BB3 merchant hulls designed for Kaiser by the noted Naval architects Gibbs & Cox. Working wonders within limited amounts of space, the designers transformed Kaiser's mass production dictates into utilitarian 19kt aircraft carriers. Totally devoid of any armored spaces that might sustain modest bomb or torpedo damage, as in the larger Esser-class fleet carriers, the Kaiser-built ships gained early notoriety as flimsily-built vessels. Welds were said to be "tacked" rather than fully beaded; a situation that saw shipyard workers often still aboard even as the oemmissioned ships embarked on sea trials.As if Si. Lo's name changes alone wasn't enough to bedevil crusty old salts, her brief existence was dogged by many minor misfortunes, as if the vicissitudes of an unkind fate early marked her for extinction; a ship seemingly cursed from the moment her keel was laid. To begin with St. Lo had the dubious distinction of being one of "Kaiser's Coffins," a rather cryptic wartime appellation applied to 50 escort carriers built in record time by Kaiser Shipbuilding at Vancouver, Washington.There's an old seafaring superstition that changing a ship's name curses her with bad luck. Though countless vessels have had their names changed through the ages, it can well be argued that few suffered fates which gave much credence to the old superstition. Unfortunately, the USS St. Lo (CVE-63) was not one of those many exceptions. In fact, she would be doubly anathematized, for this gallant warship had her name changed twice before she met her most premature and tragic end.Laid down as the Chapin Bay in June 1943, CVE-63 was soon renamed and commissioned USS Midway in. honor of the famed Pacific battle. Having ordained that American "Bays" were not inspiring enough names for Henry J. Kaiser's carriers, President Roosevelt decided that several would be renamed for World War II battle sites. Hence, among more than a dozen others under FDR's personal direction Aiazon .Bay (C VE-55) became class leader Casablanca, and Anguilla Bay (CVE-58) became USS Corregidor. However, upon further consideration, FDR deemed the pivotal victory at Midway was worthy of considerably more distinction than a mere escort carrier could convey. As a result, the name Midway was assigned to one of the trio of giant new 45,000-ton supercarriers then under construction. Meanwhile, by 1943 the war in Europe was breeding victory after victory, so rather than return CVE-63 back to her original "Bay" identity she became USS St. Lo (CVE-63) in honor ofthat bloody American victory on the Normandy battleground.As the Atlantic War unfolded, by the time most of Henry J1S carriers were at sea in 1944, Germany's Uboat menace was already in steep decline. Thus, with the exception of the USS Guadalcanal (CVE-60), Kasaan Bay (CVE-69) and Tulagi (CVE-72) which served in the Atlantic, the balance of the new CasaWanca-class vessels joined the Pacific Fleet where they could augment the tremendous number of carrier planes required to support far-ranging amphibious operations.THE HANDIWORK OF PRESIDENT ROOSEVELTENTER "HENRY J"LO. THE ST. LO: A SHIP BY ANY OThER NAME

Almost from her inception some form of bad luck seemed to plague the St. Lo, nee Midway, nee Chapin Bay. Laid down 23 January 1943, first bureaucratic meddling and then a shipyard labor strike threatened serious delays in her assembly. At last well on her way toward taking shape, in early April she was renamed USS Midway. Another ill omen of the sea occurred on 17 August 1943, as CVE-63 saw a yard worker fatally injured when he fell from construction scaffolding as she slid down the ways during her launching. Commissioned USS Midway on 23 October 1943, the spanking new carrier soon embarked on sea trials in Puget Sound with Capt. F.J. McKenna commanding her newly mustered crew. As was common with the breaking in of most new escort carriers, her shakedown cruise was followed by two quick round robin transits to Pearl Harbor and one to Australia as an aircraft ferry.

TAMPICO and the DOLPHIN INCIDENT

A lone gunboat on a peaceful mission nearly plunged the United States into a shooting war with Mexico BY GARY ROBBINS

Within months, she visited the islands of Madeira and Bermuda and had dropped anchor at exotic ports in Japan, Korea, China, Ceylon, India, Arabia, Egypt, Italy, Spain, and England, before arriving at New York City in September 1889 to complete her round-theworld cruise.Built by John Roach & Sons of Chester, Pennsylvania, USS Dolphin (PG-24) was the fourth ship of the United States Navy to be named for the dolphin. She was launched on 12 April 1884, with Capt. R. W. Meade in command. Armed with two rapid-fire breechloading 4-in guns, plus five threepounders, Dolphin became the second Navy ship selected to serve as a Presidential Yacht. With length of 250-ft and a speed of 16-kts, she was officially rated as a gunboat/dispatch vessel capable of executing a multitude of specific Naval chores that existed in the preMorse Code era. Rated at 1500-tons, and with a crew of 150 men and eleven officers, she first commissioned on 8 December 1885, ready to undertake any assignment the Navy might assign her.THE SCANDALOUS TAMPICO AFFAIROut of commission from 1 May 1891 until 14 March 1892, Dolphin then resumed her cruising along the Atlantic coast, often hosting the Secretary of the Navy. On 3 December 1895, she was assigned to the Special Service Squadron and made a surveying expedition to Guatemala in January/February 1896. By then, she had carried President William McKinley and his party to New York for the ceremonies at Grant's Tomb on 23 April 1897. Following that assignment, Dolphin was again placed out of commission at New York in late November 1897."WALK SOFTILY AND CARRYABIGSTICK!": PRE-WORLD WAR ONEThe commander of American forces in the area, R/Adm. Henry T. Mayo, demanded a formal apology from Huerta's government. The commander in the Tampico area complied with this and gave a written apology; however, he did not follow the demands that Mexico raise the United States flag on its soil and provide a 21-gun salute. With that, President Woodrow Wilson asked Congress for permission for an armed invasion of the area. Although this request was granted two-days later, the United States occupation of Veracruz had already begun.THE INCIDENTFrom 1899 until the outbreak of WWI in Europe, Dolphin served as a special dispatch ship for the SecNav and often earned the President of the United States and other important officials and diplomats in tastefully opulent style. She visited Washington Navy Yard for the Peace Jubilee in June; New York City for the Dewey celebration in September; and Alexandria, Virginia, for the city's sesquicentennial on 10 October. From late 1899 to early February 1900, she cruised to Venezuela to survey the mouth of the Orinoco River. She departed Washington, DC in mid-January 1902 to next survey the coast of Santo Domingo, then carried the Chief of the Bureau of Equipment from Havana for a tour of inspection of the coaling stations in the West Indies, returning to Washington in early May.ACTION IN THE SPANISH-AMERICAN WARThe Tampico Affair started off as a minor incident involving US sailors and Mexican land forces loyal to Gen. Victoriano Huerta during the guerra de las facciones phase of the Mexican Revolution. The misunderstanding occurred on 9 April 1914, but would fully transpire into the breakdown of diplomatic relations between the two countries, and the occupation of the port city of Veracruz for over six-months.Just as in the recent confrontation between North and South Korea over the accidentale?) sinking of a South Korean gunboat, small warships still have the ability to trigger incidents which threaten to flare into major international crises. The unique status of a warship imbued with special powers of sovereignty is nothing new and, as America learned shortly before the outbreak of World War I, the smallest vessels can trigger * international reaction out of all proportion to the scope of the supposed affront. Take for instance the gunboat Dolphin incident in Tampico Harbor in 1914.As Tampico was laid siege by Constitutionalist forces, relations between US forces and Huerta's federal garrison remained amicable. The American Naval force, limited to a single modest gunboat, the USS Dolphin, due to the navigational constraints of the shallow harbor entrance, presented a 21-gun salute to the Mexican flag three times on 2 April 1914 to pay tribute to the celebrated occupation of Puebla in 1867 by Mexican Gen. Porfirio D�az in the last phases of the French intervention in Mexico.PRESIDENT WILSON INFURIATEDFrom 1903 to 1905 she carried dignitaries like the, Secretary of the Navy, war hero Admiral and Mrs. George Dewey, the Philippine Commissioners, the Attorney General, Prince Louis of Battenberg and his party, and President Theodore Roosevelt on various VIP cruises. Early in August 1905, she carried the Japanese peace plenipotentiaries from Oyster Bay, New York, to Portsmouth, New Hampshire, to negotiate the settlement of the Russo-Japanese War. She continued on primarily ceremonial duty, participating in the interment of John Paul Jones at the United States Naval Academy, and the departure ceremonies for the Great White Fleet until 22 October 1908, when she became flagship of the Third Squadron, Atlantic Fleet.AROUND THE WORLD ON A GUNBOAT: PRE-SPANISHAMERICAN WAR SERVICEIn midst of the Mexican Revolution, de facto head of state Victoriano Huerta struggled to hold his power and territory intact from the challenges of Emiliano Zapata in the south and the fast advance of the opposition Constitutionalists of Venustiano Carranza in the north. By 26 March 1914, Carranza's forces were 10-mi from the prosperous oil town of Tampico, Tamaulipas. There was a considerable concentration of US citizens in the area due to the immense investment of American firms in the local oil industry. Several American warships commanded by R/Adm. Henry T. Mayo settled in the area with the responsibility of protecting American citizens and property.A true "Son of a Gun" built for the new steel Navy, the first of her class to be completed, Dolphin was assigned to the North Atlantic Station, cruising along the eastern seaboard until early 1886 when she was ordered to sail around the tip of South America for duty with the Pacific Squadron.In the spring of 1914, as the tensions that would lead to WWI mounted, the Third Squadron - with Dolphin as flagship - sailed into Tampico Bay to protect American lives and property The US Navy frequently used boats to deliver messages and ferry fleeing civilians, depleting fuel supplies. The commander of the USS Dolphin arranged for a pickup of oil from a warehouse on 9 April near a tense defensive position at Iturbide Bridge. The defenders of the bridge anticipated an attack based on the two consecutive days of skirmishes that had immediately preceded. Nine US sailors and a squad of US Marines in a whaleboat flying the US flag were dispatched to the warehouse along a canal. Based on the sailors' account, seven of them moved the cans of fuel to the boat while two remained on the vessel. Mexican federal soldiers were alerted to the activity and confronted the American sailors. Though it wasn't proven, the Mexicans claimed the Marines were drunk and unruly and had insulted several Mexican women. These charges were vehemently denied since all of the American troops had been urged to avoid upsetting the locals who looked with disdain on the American presence. Furthermore, neither side was able to speak the other's language, which left the sailors immobile in the face of commands from the soldiers. The Mexicans raised rifles against the Americans, including the sailors and Marines still on the boat, and ushered the group to the nearby Mexican regimental headquarters.

The commander of American forces in the area, R/Adm. Henry T. Mayo, demanded a formal apology from Huerta's government. The commander in the Tampico area complied with this and gave a written apology; however, he did not follow the demands that Mexico raise the United States flag on its soil and provide a 21-gun salute. With that, President Woodrow Wilson asked Congress for permission for an armed invasion of the area. Although this request was granted two-days later, the United States occupation of Veracruz had already begun.

Harbor Homes, LLC Responds to Reports of Sinking in Cuba of Barge Carrying Humanitarian Aid to Haiti

It has been reported by the Associated Press that Harbor Homes, LLC suffered the loss of an oceangoing barge on December 1 of last year. Harbor Homes and its Haitian subsidiary PermaShelter S.A. acknowledge the loss of the vessel CIA204 and its approximately $2 million in cargo intended for humanitarian relief in Haiti.

Contact: Matt Williams PermaShelter S.A., a Subsidiary of Harbor Homes, LLC Email Contact U.S. Phone: 229 234 2911 Haiti Phone: 509 3930 2900 More information can be found online at http://www.permashelter.comHarbor Homes subsidiary PermaShelter S.A. is currently building homes in Haiti and has established a major manufacturing operation at Terminal Abraham in Carrefour where it possesses a current manufacturing capacity of 500 homes per week employing nearly 100 Haitian workers. Harbor Homes is establishing a trust account to facilitate the construction of additional homes. Any groups or individuals interested in helping to replace the homes that were lost at sea may send a check to "Houses for Haiti" c/o Thomasville National Bank, 301 North Broad Street, Thomasville, Georgia, 31792.Add to Digg Bookmark with del.icio.us Add to NewsvineImage Available: http://www2.marketwire.com/mw/frame_mw?attachid=1573243Lloyd's of London has denied the insurance claim on the humanitarian cargo based upon the age of the tugboat despite a lack of evidence of any kind that the vessel was unfit for the voyage. According to Matthew Batson, Vice President of Harbor Homes, "The vessel had just undergone extensive repairs and upgrades under the direction and supervision of the U.S. Coastguard in Jacksonville, Florida. In cooperation with the owner of the tug Muheet, Harbor Homes assisted in making numerous mechanical repairs to the vessel prior to its departure from Jacksonville, and the U.S. Coastguard declared the vessel seaworthy and permitted it to sail on to its destination in Haiti. We have in our possession signed statements from each crew member that the vessel was seaworthy. Lloyds of London has produced no evidence to the contrary."The Harbor Homes family of companies includes Harbor Homes, LLC, PermaShelter S.A., Intrepid Structures, and Outlast Emergency Products. PermaShelter S.A. is the exclusive distributor of the Concrete MD in Haiti and the Dominican Republic.Harbor Homes was under contract with a major NGO to build 1,000 transitional shelters in Haiti. The materials, supplies, and equipment required to build these homes are a total loss. Despite this setback, Harbor Homes, a major supplier of disaster housing to the U.S. Federal Emergency Management Agency and the U.S. Department of Homeland Security, self-financed the construction of 200 homes on the island of La Gonave. Harbor Homes has made every reasonable effort to uphold its commitment to build these homes despite the cancellation of the original contract by USAID and the Office of Foreign Disaster Assistance (OFDA) for failure to meet the project deadline as a result of the sinking of the vessel.It is the position of Harbor Homes, LLC that the denial of the insurance claim on the vessel is without basis, and that this denial most adversely affects the roughly five to eight thousand intended occupants of these homes along with the several hundred Haitians who would have been provided meaningful employment through the construction of these transitional shelters. Had it not been for the denial of assistance by the Cuban government, the barge would have been retrieved by the U.S. Coastguard, provided adequate clean fuel to continue its voyage to Haiti, and delivered the much needed humanitarian aid to the Haitian people.

Contact: Matt Williams PermaShelter S.A., a Subsidiary of Harbor Homes, LLC Email Contact U.S. Phone: 229 234 2911 Haiti Phone: 509 3930 2900 More information can be found online at http://www.permashelter.com

Boat is sinking

A FLOATING nightclub's future has been thrown into doubt after it started to sink.

The former Tuxedo Royale floating nightclub attracted thousands of revellers when it was moored on the banks of the Tyne in Gateshead.Its future hangs in the balance as discussions take place over what should be done with the redundant vessel.But now it has started sinking at its current home in Teesside after being hit by a number of vandal attacks.

Its future hangs in the balance as discussions take place over what should be done with the redundant vessel.

THE story of a British battleship built on the Tyne [..]; Film to be made of Tyne-built battleship's Falkland sinking

Byline: ANDREW GLOVER

The Atlantic Conveyor was sunk by an Exocet missile with 12 men losing their lives.The book tells the story of how 19 people died after the ship was sunk.A merchant ship, the Atlantic Conveyor, was also hit by a bombardment on the same day. At the time the Chronicle reported a statement from Ministry of Defence spokesman Ian McDonald.Of the ship's 200 crew, 29 were from the North East.It will be written and directed by Tom Shankland, who made horror film The Children in 2009."And that''s war. You've got to take risks to win."While at war the ship had shot down five fighter bombers and a helicopter and sunk a patrol vessel.CAPTION(S):AUTHOR Capt David Hart Dyke wrote a book AT WAR HMS Coventry sank after it was attacked by Argentinian planes during the Falklands War in May 1982The replacement for HMS Coventry was sold to the Romanian Navy as part of a pounds 116million deal after it was built by workers at Swan Hunter and launched from Wallsend.He said: "HMS Coventry, a destroyer, was hit and has been lost.They later came under attack by four A-4 Skyhawks flying so low they were able to drop their bombs before Coventry's radar system could lock on.HMS Coventry was hit by cannon fire and struck by three of the four bombs dropped."The Atlantic Conveyor, a merchant ship requisitioned to support the Fleet, was also hit and has had to be abandoned."Mr Hart Dyke published his memoir called, Four Days In May, in 2007.Two of the bombs blew out part of her port side and within 20 minutes she had been abandoned and completely capsized.She also controlled a number of Sea Harriers involved in fierce fighting.The film, Destroyer, is based on a book by the ship's commanding officer David Hart Dyke.The adaptation of Mr Hart Dyke's book was announced yesterday at the opening of the Cannes film festival.THE story of a British battleship built on the Tyne and sunk during the Falklands War is to be made into a film.HMS Coventry sank after it was attacked by Argentinian planes in May 1982.Mr Hart Dyke, a former commanding officer of the Royal Yacht Britannia, told a BBC documentary he knew he was taking a risk when ordered to lure enemy bombers away from British troops on land.HMS Coventry, a destroyer, was built on the River Tyne in 1970."I realised why we were doing it," he said.Both HMS Coventry and the Atlantic Conveyor were rebuilt at Tyneside shipyards."If necessary, we were the sacrifice rather than other ships which were more important.

AUTHOR Capt David Hart Dyke wrote a book AT WAR HMS Coventry sank after it was attacked by Argentinian planes during the Falklands War in May 1982