Flight test instrumentation

Flight test instrumentation (FTI) is monitoring and recording equipment fitted to aircraft during flight test. It is mainly used on experimental aircraft, prototype aircraft and development aircraft - both military and civil, and can monitor various parameters from the temperatures of specific components to the speed of the engines. This may be displayed in the cockpit or cabin to allow the aircrew to monitor the aircraft in flight, and is usually recorded to allow the data to be analysed later.
FTI typically monitors between 10 and 120000 parameters - for example temperatures inside the cargo and pressure distribution along the wing. FTI sources could be temperature sensors, pressure probes, voltages, current transducers, potentiometers, strain gauges, aircraft data buses or cameras. These sensors may be digitalized and acquired by the data acquisition system. A cockpit audio recording may also be included. A telemetry transmitter may be added to the FTI to allow real-time monitoring of the tests from a ground-station.
A core component of a data acquisition system are the data acquisition units (DAU). These are electronic boxes that interface to FTI sources and are typically designed to be rugged and reliable. The current trend is to make these units as small as possible and move them closer to the sensors. This leads to many challenges for the designers of a data acquisition chassis such as how to cope with inhospitable environments and maintain functionality with smaller designs. For the end user it means shorter wiring, better accuracy and easier installation and maintenance.
So called commercial off-the-shelf (COTS) systems are commonly used to keep costs low and speed delivery. This approach, and indeed the use of FTI originally developed for aerospace applications well within the earth’s atmosphere, is also increasingly common for space launchers and vehicles. More extensive testing and qualification is generally performed to help ensure reliability in the more hostile environments encountered at high altitudes and in space (for example ionizing radiation).


List of airlines of Kiribati

This is a list of airlines currently operating in Kiribati.


Continental Square

Continental Square is a office complex located in Roissypôle on the grounds of Paris-Charles de Gaulle Airport, in Tremblay-en-France, France, developed by Seifert Architects. The complex has a surface area of and consists of eight buildings. The buildings have underground walkways that link to restaurants and other facilities under pyramid roofs.
History.
GA was the builder and owner of Continental Square. Seifert Architects was the architect of the approximately complex, which was built with off-site manufactured elements.
In 1994 around half of the in the complex was occupied. In 1995 the space was 70% leased, and the owner reduced rent rates. In 1997 the center, then owned by GCI, was 80% occupied.
In 2009 Aéroports de Paris, the operator of CDG Airport, and GE Capital Real Estate France via the subsidiary Foncière Ariane SAS signed an agreement to form a partnership managing the complex. SAS Roissy Continental Square is the name of the partnership. The partnership was finalized in December 2009.
Tenants.
ProLogis has offices in the Bâtiment Saturne. Air France operates the Vaccinations Center at Paris-Charles de Gaulle Airport in the Bâtiment Uranus. Servair, an Air France subsidiary, has its head office in Continental Square.


HERC JOV-3

The HERC JOV-3 was a two-seat tandem helicopter originally designed by Drago Jovanovich at the Helicopter Engineering Research Corporation (HERC). When McCulloch Aircraft Corporation purchased HERC they improved the design for prospective military use and it became the McCulloch MC-4.


Karwar Airport

Karwar Airport is a proposed airport and will be built by the Indian Navy at Alageri village near Ankola, in Karnataka. The naval air station is expected to start functioning in 2025.
The Airports Authority of India (AAI) will operate a civil enclave at the naval air base which is part of the Navy’s Rs 10,000 crore Phase 2 of Project Seabird.
Naval Air Station.
The Naval Air Station Karwar is being built on 1,328 acres primarily to cater to the Navy's large, ship-based helicopter units and Dornier 228 aircraft that will be stationed at the base. The Indian Navy's Boeing P-8I, advanced maritime surveillance aircraft is also expected to be stationed at Karwar.
The commissioning of a Naval Air Station at Karwar will decongest INS Hansa at the nearby Dabolim Airport which is a front line Air Station that is highly congested with both operational and training flying. The resulting restrictions on civil commercial air traffic has met with opposition from civilian quarters since Goa is a popular tourist destination in India
In early 2007, there were reports of a concerted move by the Navy, the AAI, and the state of Karnataka to extend the runway planned at the naval base at Karwar to 2,500 metres (8,200 ft) to accommodate Airbus A320s and to acquire 75 extra hectares for this purpose. However, there have been no corresponding plans announced so far to relocate flight training from Dabolim to this airport or any other more convenient place.
Civilian Use.
Navy had initially planned to construct a 2,000-metre long runway for the naval air station. The Karnataka State Government approached the Ministry of Defence (MoD) to use the air station for civil operations. The MoD approved of the proposal and asked the State government to facilitate the extension of the runway by another 1000 metres to a total of 3000 meters.
The AAI had carried out an inspection of the site at the request of the Karnataka Government in 2006. It had given suggestions regarding orientation, location and extension of the proposed runway to 2,500 metres and also of its land requirements of an additional 75 hectares.
Accordingly, in 2019, the district administration began acquiring 40 acres for extension of the runway and for the terminal building. The State Government has requested the Central Government to bear the cost of acquisition of this additional land, estimated to be Rs. 20 crores.


Mil Mi-42

The Mil Mi-42 was a projected assault/transport helicopter featuring the NOTAR concept, fit to replace the Mi-40 program. The Mi-40 did not attract that many customers. Because of this and other reasons, The Mi-42 program (originally part of the Mi-40 program) was launched in 1985. The entire Mi-40 program, including the Mi-42 program, was cancelled after the collapse of the Soviet Union.
Design and development.
Starting in 1985 a further development along the lines of the Mil Mi-40 was sought which would provide higher performance in the "Aerial Infantry Fighting Vehicle" category.
Primary roles included landing troops, providing rapid redeployment, escort, close air support and tactical strikes. Its secondary roles would include transport of equipment, medivac, SAR/CSAR, reconnaissance and communications. Requirements specified day, night and all weather capability as well as diverse operating conditions. In addition the craft was to run on standard diesel fuel, be easy to maintain and simple to pilot.
A vectoring NOTAR system would replace the tail rotor. It was hoped that this would be more durable and increase safety of people working in the vicinity of the tail. Finally, it was planned that, as the aircraft picked up speed and aerodynamic forces began to have a stabilising effect, the vectoring system would angle the NOTAR nozzle so that it faced straight backward – hopefully allowing the Mi-42 to achieve its required top speed of .
The design was intended to be heavily armoured and carry a mobile forward firing cannon and four hardpoints (equivalent armament to the Mil Mi-28 gunship).
As a result of the complex requirements (essentially those of a truck, transport helicopter, attack helicopter and strike aircraft combined) the design continuously took on increasing complexity and weight. Attempts were made to improve the powerplant and replace the NOTAR system with a series of powered fans. In the end it was Mil that concluded that the specifications were impossible to meet. The design reached the mock-up stage but apparently ceased toward the end of the 1980s, although attempts were made in the 1990s to restart a less ambitious design based on the Mil Mi-40.


Nakajima Ki-8

The was an unsuccessful attempt by the Nakajima Aircraft Company to interest the Imperial Japanese Army Air Force in a two-seat modern monoplane fighter.
Design & Development.
Development of the Ki-8, (a.k.a. Nakajima DF), began in 1933, based on an all-metal two-seat aircraft, featuring low inverted gull wings, with fixed and spatted landing gear, powered by a single Nakajima Kotobuki Ha-1-3 radial engine. Proposed armament consisted of twin 7.7 mm (.303 in) machine guns firing from between the engine cylinders and a third 7.7 mm (.303 in) machine gun on a flexible mount on the back of the rear cockpit.
In initial testing, the aircraft proved unpopular with test pilots, who raised concerns about the design's aerodynamic stability . The initial prototypes were also plagued with a variety of manufacturing defects and malfunctions. Though corrections were made to improve initial design and stability problems, the performance of the aircraft was considered no better than the existing Nakajima Type 91 fighter, and as the Japanese Army Air Force had no use for two-seat fighters, the project was cancelled in 1934, after five prototype aircraft had been produced, and before the start of full production.


List of airlines of the Central African Republic

This is a list of airlines currently operating in the Central African Republic:


307th Air Refueling Squadron

The 307th Air Refueling Squadron is an inactive United States Air Force unit. It was last assigned to the 410th Bombardment Wing, stationed at K.I. Sawyer AFB, Michigan. It was inactivated on 1 August 1990.
History.
The 307th ARS was first activated in June 1950 and attached to the 307th Bombardment Wing at MacDill Air Force Base, Florida. The unit, however, was located at Davis–Monthan Air Force Base, Arizona for flying. The 307th gained its crews and equipment from the inactivated 2d Air Refueling Squadron (which later started up again at Hunter Air Force Base, Georgia). 307th crews flew the KB-29M Superfortress, a British grappling hose-type refueling aircraft. On 1 August 1951, the people and equipment inactivated and stayed at Davis–Monthan to form the 9th Air Refueling Squadron.
In August 1951, upon relocating to Walker Air Force Base, New Mexico, the 307th refueled other aircraft by using the KB-29P Superfortress, a boom type refueling system developed by Boeing. It was at Walker that the squadron performed the first U.S. Air Force over-water fighter refueling mission. Many people assigned to the squadron during this time participated in Project Ivy, the atomic tests in the Pacific.
After relocating to Bergstrom Air Force Base, Texas, the unit performed refueling missions for the 27th Fighter-Escort Wing F-84 Thunderjet aircraft within the 42d Air Division. However, when everyone but one officer and one airman were reassigned, the squadron was inactivated on 18 November 1953.
Just six months later, the unit was reactivated and flew out of Maxwell Air Force Base, Alabama, with KC-97 Stratotanker aircraft. Another six months later, after being a tenant unit, the squadron was happy to move to Lincoln Air Force Base, Nebraska, and rejoin the 307th Bombardment Wing. From 1955 to 1960 the 307th deployed to numerous bases outside the United States, providing tanker support for Strategic Air Command (SAC) forces.
In June 1960 the unit moved once again to Selfridge Air Force Base, Michigan. After performing, for ten years, refueling commitments on a global scale, the squadron was inactivated on 25 June 1966. On 30 September 1985, the 307th was reactivated at a formal ceremony at K.I. Sawyer Air Force Base, Michigan. The squadron, assigned to the 410th Bombardment Wing at Sawyer, was flying for the first time, the KC-135A Stratotanker. The unit inactivated on 1 August 1990.


252d Cyberspace Operations Group

The 252d Combat Cyberspace Operations Group is a unit of the Washington Air National Guard at Camp Murray, Tacoma, Washington. It is assigned to the 194th Wing. The 252d has squadrons at Camp Murray, and two geographically separated units at Fairchild Air Force Base.
Mission.
The 252d Combat Communications Group provides mobile communication capabilities at home during state emergencies and while deployed around the world.
History.
The 252nd Communications Group was activated at Geiger Field in Spokane, Washington, on 1 April 1953. It was redesignated as the 252d Communications Group (Mobile) in October 1960. In March 1962, the 252d relocated from Geiger Field to the Four Lakes Communications Station, a former Nike missile site near Cheney, Washington. In June 1971, the 252d closed operations at Four Lakes and moved to Paine Air National Guard Base in Everett, Washington.


Pegasus Quik

The Pegasus Quik is a British-designed ultralight trike, originally designed and produced by Pegasus Aviation, later by P&M Aviation, both of the United Kingdom. The design is now owned by Albatross Flying Systems of Bangalore, India. The aircraft is supplied as a kit for amateur construction.
Design and development.
The Quik's design goal was to produce a faster trike and to this end a smaller wing in both span and area than normal is employed. The initial wing used has on a span of and an area of . The smaller wing also gives improved turbulence resistance, but at the cost of a higher stall speed.
The aircraft was designed to comply with the Fédération Aéronautique Internationale microlight category, including the category's maximum gross weight of and is certified to the British BCAR Section "S" standard. The initial version has a maximum gross weight of , while later versions have gross weights of . The Quik features a cable-braced or strut-braced hang glider-style high-wing, weight-shift controls, a two-seats-in-tandem open cockpit, tricycle landing gear and a single engine in pusher configuration.
The aircraft is made from bolted-together aluminium tubing, with its double-surface wing covered in Dacron sailcloth. On the initial model its span wing is supported by a single tube-type kingpost and uses an "A" frame control bar. Later versions use a strut-braced "topless" style wing.


Laurentide Air Services


Premier Airways

Premier Airways (promoted as Easy Air) is a low fare airline project based in Chennai, Tamil Nadu, India. It had proposed to launch low cost regional scheduled services, for which it received a No Objection Certificate (NOC) from the Ministry of Civil Aviation in June 2014. The NOC has since expired before the airline could start operations.
The Public Limited company was founded in August 2005 by a group of Non Resident Indian (NRI) entrepreneurs.
Premier Airways Ltd, which owns the Easy Air brand, is promoted by US-based Umapathy Pinghapani, and was to be a low-cost carrier modelled on the lines of Southwest Airlines. The promoters planned to fund USD 20 million of the USD 60 million project. The airline planned to purchase 40 Airbus A320 NEO aircraft worth $4.3 billion and aims to start in the last quarter of 2015 or the first quarter of 2016 with leased aircraft.


Whirl Wind Propellers

Whirl Wind Propellers Corporation, is an American manufacturer of wooden and composite propellers for homebuilt and light-sport aircraft. The company headquarters is located in El Cajon, California.
The company makes composite ground adjustable aircraft propellers as well as replacement blades for the Nanchang CJ-6's V530 propeller and also airboat propellers.


Nederlandse Helikopter Industrie

The Nederlandse Helikopter Industrie (NHI) was a Dutch helicopter manufacturer.
Early history.
The company was founded in 1955 as a commercial successor of the "Stichting voor de Ontwikkeling en Bouw van een Experimenteel Hefschroefvliegtuig" (SOBEH - the Foundation for Development and Manufacturing of an Experimental Helicopter). From 1951 on, SOBEH developed and built two helicopters, the H-1 (1954) and H-2 (1955). After having met its goal of developing a helicopter, SOBEH ceased activities. Further development and serial production were granted to the newly formed NHI. This was a joint venture between aircraft manufacturer Aviolanda and truck company Kromhout. NHI quickly came forward with an improved design, called the H-3 Kolibrie (Hummingbird). This helicopter made its first flight in May 1956. The Certificate of Airworthiness, based on U.S. requirements for rotorcraft, was issued in March 1958.
Later operations.
During its existence, NHI was confronted with parent companies in trouble. Kromhout ceased building trucks in 1958 due to stiff competition from DAF. It kept building engines and finally the company was taken over by Stork B.V.. As a result, Kromhout gave up its partnership in 1959. Aviolanda resumed production of the H-3 on its own.
Closure of operations.
Finally in 1961 production ceased due to a lack of orders. Subsequently, NHI was liquidated by Aviolanda. The failure of NHI was only a contributing factor to the liquidation, as Aviolanda and Fokker were having hard times. Aviolanda depended heavily on licensed production of foreign designs, which made the business uncertain. Fokker was having troubles with the by that date slow selling F.27 Friendship.


List of El Al destinations

El Al was established by the Israeli government in . Initially offering a weekly service between Tel Aviv and Paris in 1949, the airline began flying to many European destinations the same year, with services to the United States and South Africa starting in 1951. Following delivery of their first Boeing 707–420 in , the carrier started flying scheduled New York City–Tel Aviv flights—the longest non-stop route flown by any airline at the time.
El Al flies to 51 destinations in Europe, Asia, Africa and North America.
Following is a list of airports served by the carrier as part of its scheduled services.
COVID-19 outbreak.
On 30 January 2020, El Al suspended flights to Beijing because of the outbreak of COVID-19.
In March 2020 the airline saw reduced demand and cancelled flights to Europe. El Al proposed in early March 2020 to lay off 1 in 6 of its 6,200 employees. Israel has discontinued the entry from some nations of all non-Israelis and mandated that Israelis who return from said nations put themselves into a self-imposed two week quarantine.
On 11 March, El Al suspended 8 in 10 employees, and drastically reduced operations. The remaining employees, who include all pilots, will be paid 20% less.


63rd Air Refueling Squadron

The 63rd Air Refueling Squadron, sometimes written as 63d Air Refueling Squadron, is a United States Air Force Reserve squadron, assigned to the 927th Operations Group at MacDill Air Force Base, Florida. It is a reserve associate of the active duty 91st Air Refueling Squadron. The squadron operates the KC-135 Stratotanker aircraft conducting air refueling missions.
The squadron was activated during World War II as the 63d Troop Carrier Squadron. After Training in the United States, it deployed to the Southwest Pacific Theater, where it flew airlift missions, earning a Distinguished Unit Citation, Navy Meritorious Unit Commendation, and Philippine Presidential Unit Citation for its actions. After V-J Day, the squadron remained in the Philippines until inactivating in May 1946.
The squadron was again activated in the reserve in 1947. In April 1951, the squadron was called to active duty for the Korean War. It moved to Japan, and again flew combat airlift missions, earning a Republic of Korea Presidential Unit Citation. In January 1953, the squadron was relieved from active duty, transferring its planes and personnel to a regular unit. It was activated the same day in the reserve. The squadron continued to fly airlift missions, and was again called to active service for the Cuban Missile Crisis in 1962. Except for a short period, when it was nominally a special operations unit, it flew airlift missions until 1992, when it converted to the air refueling role.
History.
World War II.
The 63d flew aerial transportation and casualty evacuation in the South and Southwest Pacific from, 6 August 1943-August 1945, and between Japan and Korea from 19 May-31 December 1952. The squadron received a Navy Unit Commendation for its service at part of the South Pacific Combat Air Transport Command (SCAT) from October 1943 to July 1944.
Air reserve operations.
The squadron conducted tactical airlift operations from 1953 to 1969 and 1971 to 1992 and trained for tactical air support missions from 1969 to 1971. It deployed personnel to Southwest Asia in 1990 and 1991 during Operations Desert Shield and Desert Storm. It has flown air refueling missions since 1992.


Petawawa Heliport

Petawawa Heliport, , is located northwest of Petawawa, Ontario Canada. It is mostly used as a heliport for CH-146 helicopters from Garrison Petawawa.


James V. Hartinger

James Vincent Hartinger (April 17, 1925 – October 9, 2000) was a United States Air Force general who served as Commander in Chief, North American Air Defense Command from 1980 to 1981; Commander in Chief, North American Aerospace Defense Command from 1981 to 1982; and North American Aerospace Defense Command/Commander, Air Force Space Command from 1982 to 1984. He was a command pilot with more than 5,000 flying hours and was the first recipient of the Master Space Badge.
Early life and education.
Hartinger was born on April 17, 1925, in Middleport, Ohio, where he graduated from high school in 1943. He received a Bachelor of Science degree from the United States Military Academy in 1949, and a master's degree in business administration from the George Washington University, Washington, D.C., in 1963. He is also a graduate of Squadron Officer School at Maxwell Air Force Base, Alabama, in 1955 and the Industrial College of the Armed Forces at Fort Lesley J. McNair, Washington, D.C., in 1966.
Military career.
Hartinger was drafted into the United States Army in July 1943 and attained the grade of sergeant while serving in the infantry. Following World War II he entered West Point and, upon graduation in 1949, was commissioned a second lieutenant in the United States Air Force.
Hartinger attended pilot training at Randolph Air Force Base, Texas, and Williams Air Force Base, Arizona, where he graduated in August 1950. He then was assigned as a jet fighter pilot with the 36th Fighter-Bomber Wing at Fürstenfeldbruck Air Base, Germany. In December 1952, he joined the 474th Fighter-Bomber Wing at Kunsan Air Base, South Korea. While there he flew his first combat missions in F-84 Thunderjets.
Returning to Williams Air Force Base in July 1953, Hartinger served as a gunnery instructor with the 3526th Pilot Training Squadron. Hartinger then transferred to Stewart Air Force Base, New York, in August 1954 as a fighter pilot and air operations officer in the 331st Fighter-Interceptor Squadron. During this period he attended Squadron Officer School.
In July 1958, Hartinger began a four-year tour of duty in the Directorate of Requirements, Headquarters United States Air Force, Washington, D.C. After receiving his master's degree in June 1963, he was assigned to Hickam Air Force Base, Hawaii, in the Directorate of Plans, Headquarters Pacific Air Forces.
Following graduation from the Industrial College of the Armed Forces in June 1966, Hartinger completed F-4C Phantom II replacement training with the 43rd Tactical Fighter Squadron at MacDill Air Force Base, Florida. From December 1966 to December 1967, he was assigned to Headquarters 7th Air Force at Tan Son Nhut Air Base, Republic of Vietnam. He completed more than 100 aerial combat missions while assigned in the Republic of Vietnam.
In 1968, Hartinger was the F-111 test director at Nellis Air Force Base, Nevada, and then took command of the famed "Flying Tigers," the 23rd Tactical Fighter Wing, flying F-105 Thunderchiefs at McConnell Air Force Base, Kansas. He became deputy chief of staff for plans at North American Air Defense Command headquarters, Ent Air Force Base, Colorado, in June 1970. He then moved to Maxwell Air Force Base, Alabama in May 1973 as commandant of the Air War College.
From July 1975 until June 1978, Hartinger was commander of the Tactical Air Command's 9th Air Force with headquarters at Shaw Air Force Base, South Carolina. He then was commander of Tactical Air Command's 12th Air Force with headquarters at Bergstrom Air Force Base, Texas. He became commander in chief of North American Aerospace Defense Command in January 1980.
Awards and decorations.
Hartinger's military decorations and awards include the Defense Distinguished Service Medal, Air Force Distinguished Service Medal with oak leaf cluster, Legion of Merit with oak leaf cluster, Distinguished Flying Cross, Air Medal with eight oak leaf clusters, Air Force Commendation Medal, Combat Readiness Medal and the Republic of Korea Order of National Security Merit Tung II.
Hartinger also received an honorary doctor of military science from Norwich University in Vermont in 1982, and an honorary doctor of laws from the University of Akron in 1983. In 1975, he was inducted into the National Lacrosse Hall of Fame. The National Defense Industrial Association named the Hartinger Medal after him, which is presented annually to an individual who made a significant contribution to the military space mission of the United States. In 2016, Hartinger was inducted posthumously into the Colorado Space Hall of Fame.
Personal life.
During World War II, Hartinger became friends with the musician Hardrock Gunter, who was in his unit, and they remained close until Hartinger's death on October 9, 2000.
In popular culture.
Barry Corbin's character role in "WarGames" was based on Hartinger.


Naval Air Station Melbourne

Naval Air Station (NAS) Melbourne was a United States Naval Base in Melbourne, Florida. The Navy used NAS Melbourne for gunnery training for pilots of carrier-based fighter aircraft and as a base for WAVES during World War II. While operational, over 2,200 U.S. Navy and U.S. Marine Corps Naval Aviators trained in Grumman F4F Wildcats and F6F Hellcats at NAS Melbourne.
History.
The Navy constructed NAS Melbourne at the Melbourne Municipal Airport at the beginning of World War II and commissioned it on October 20, 1942 as Operational Training Unit No. 2. The Navy closed the site on February 12, 1946 and returned it to the City of Melbourne as surplus property in 1947. Currently, the City of Melbourne Airport Authority operates the site as the Orlando Melbourne International Airport.
As an active military base, NAS Melbourne contained 129 buildings and served more than 310 officers and 1,355 enlisted personnel of the U.S. Navy and U.S. Marine Corps. During the station's operation, 63 personnel died in aerial accidents and two enlisted men died in ground-related accidents.
The station published two newspapers, starting with the "Melbourne Wildcat" from 1943–44, which was replaced by the "Melbourne Hellcat" from 1944-46
As of 2019, the worst aircraft accident occurred in South Brevard County, on March 26, 1944. A B-24 bomber from Savannah, with engine problems, crashed in Eau Gallie while attempting to divert to the Naval Air Station. Ten airmen were killed. There was one survivor.


Airline alliance

An airline alliance is an aviation industry arrangement between two or more airlines agreeing to cooperate on a substantial level. Alliances may provide marketing branding to facilitate travelers making inter-airline codeshare connections within countries. This branding may involve unified aircraft liveries of member aircraft.
In 2015, Star Alliance was the largest with 23% of total scheduled traffic in revenue passenger miles (RPMs)/revenue passenger kilometres (RPKs), followed by SkyTeam with 20.4% and Oneworld with 17.8%, leaving % for others.
In 2019, by number of passengers, Star Alliance was leading 762 million, followed by SkyTeam (630 million) and Oneworld (535 million).
Rationale.
Benefits can consist of an extended network, often realised through codeshare agreements. Many alliances started as only codeshare networks. Cost reductions come from the sharing of sales offices, maintenance facilities, operational facilities (e.g. catering or computer systems), operational staff (e.g. ground handling personnel, at check-in and boarding desks), investments and purchases (e.g. in order to negotiate extra volume discounts). Traveller benefits can include lower prices due to lowered operational costs for a given route, more departure times to choose from on a given route, more destinations within easy reach, shorter travel times as a result of optimised transfers, a wider range of airport lounges shared with alliance members, fast track access on all alliance members if having frequent flyer status, faster mileage rewards by earning miles for a single account on several different carriers, round-the-world tickets, enabling travellers to fly over the world for a relatively low price.
Airline alliances may also create disadvantages for the traveller, such as higher prices when competition is erased on a certain route or less frequent flights; for instance, if two airlines separately fly three and two times a day respectively on a shared route, their alliance might fly less than 5 (3+2) times a day on the same route. This might be especially true between hub cities for each airline. e.g., flights between Detroit Metropolitan Wayne County Airport (a Delta Air Lines fortress hub) and Amsterdam Airport Schiphol (a KLM fortress hub).
Issues.
The ability of an airline to join an alliance may be restricted by laws and regulations or subject to approval by authorities. Competition law issues must also be considered in some countries.
History.
The first airline alliance was formed in the 1930s, when Panair do Brasil and its parent company Pan American World Airways agreed to exchange routes to Latin America. In 1990, the African Joint Air Services (AJAS) Accord between Tanzania, Uganda and Zambia led to the launch of Alliance Air in 1994, with South African Airways, Air Tanzania, Uganda Airlines and the governments of Uganda and Tanzania as shareholders.
The first large alliance began in 1989, when Northwest Airlines and KLM agreed to large-scale codesharing. In 1992, the Netherlands signed the first open skies agreement with the United States, in spite of objections from the European Union, which gave both countries unrestricted landing rights on the other's soil. Normally landing rights are granted for a fixed number of flights per week to a fixed destination. Each adjustment requires negotiations, often between governments rather than between the companies involved. In return, the United States granted antitrust immunity to the alliance between Northwest Airlines and KLM. Other alliances would struggle for years to overcome the transnational barriers and lack of antitrust immunity, and still do so.
Star Alliance was founded in 1997, which brought competing airlines to form Oneworld in 1999 and SkyTeam in 2000.
In 2007 Tai Tung Alliance was founded. There is 3 airlines, Korean based City Express, Japan based Super Flyer and Spain based Vacation Line.
In 2010 Richard Branson, chairman of the Virgin Group, announced his intention to form a fourth alliance among Virgin branded airlines (Virgin Atlantic; Virgin America; and the Virgin Australia Holdings group of airlines). Then in September 2011, Branson said that Virgin Atlantic would join one of the existing alliances; this idea was repeated in October 2012. In December 2012, Delta Air Lines purchased Singapore Airlines' 49% stake in Virgin Atlantic for £224 million. Virgin America was absorbed into Alaska Airlines, which will be joining the Oneworld alliance in 2021.
On February 14, 2013, it was announced that American Airlines and US Airways would merge, retaining the American Airlines name and would remain in the Oneworld alliance. US Airways' participation in Star Alliance lapsed. In 2012, in South America, LAN Airlines and TAM Airlines began their merger. In March 2014, with the merger complete, TAM left Star Alliance and became part of LAN in Oneworld.
On September 21, 2015, the Vanilla Alliance was formed between several airlines based in the Indian Ocean region, in order to improve air connectivity within the region. The founding members are Air Austral, Air Mauritius, Air Madagascar, Air Seychelles, and Int'Air Îles.
On January 18, 2016, the first alliance of low-cost carriers was formed, U-FLY Alliance. The founding members—HK Express, Lucky Air, Urumqi Air, and West Air—are all affiliated with HNA Group, although the alliance is also seeking airlines not within the group.
On May 16, 2016, the world's largest alliance of low-cost carriers was formed, Value Alliance. The founding members were Cebu Pacific, Cebgo, Jeju Air, Nok Air, NokScoot, Scoot Airlines, Tigerair, Tigerair Australia, and Vanilla Air.
Current alliances.
Star Alliance.
Star Alliance, founded in 1997, currently has 26 members:
Former members:
Oneworld.
Oneworld, founded in 1999, currently has 14 members:
Former members:
Oneworld Connect Partners.
Oneworld Transatlantic Joint Venture members
SkyTeam.
SkyTeam, founded in 2000, currently has 19 members:
Former members:
Vanilla Alliance.
Vanilla Alliance, founded in 2015, currently has 5 members:
U-FLY Alliance.
U-FLY Alliance, founded in 2016, currently has 5 members:
Value Alliance.
Value Alliance, founded in 2016, currently has 5 members:
Former members:


RAF Aboukir

Royal Air Force Aboukir or more simply RAF Aboukir is a former Royal Air Force base located northwest of Kafr El-Dawar and east of Alexandria, Egypt. Between 1916 and 1947 a number of units and squadrons were based there, including the central depot for RAF Middle East until 12 November 1939.
History.
The base was used by the following squadrons:
The base was also used by a number of different units during its lifetime:
Current use.
The site is un-recognizable and is used for farming.


Sun position (air combat)

The sun position in aerial combat is the pilot's ability to position the aircraft relative to the sun in relationship to the position of the enemy aircraft.
The sun position has had different application to different generations of aircraft. During the period when the dogfight dominated air combat, it was used to make visibility and acquisition of own aircraft difficult for the enemy if the sun was "behind" own aircraft. With the introduction of infrared homing air-to-air missiles, the use of the sun by the pilot was used to confuse the missile guidance system.
The advantages of the sun position were realised early in the history of aerial warfare and is included in the first rule of the "Dicta Boelcke".


Murray Peden

Flight Lieutenant David Murray Peden, (born 19 October 1923), is a Canadian retired air force pilot, lawyer, and author. From 1941 to 1945 Peden served in the Royal Canadian Air Force as a bomber pilot, completing the majority of his tour of duty with No. 214 Squadron RAF, part of RAF Bomber Command. Following the War he returned to Canada and became a lawyer in Winnipeg. Peden has authored three books. He is best known for his 1979 memoir "A Thousand Shall Fall", which former director of the Canadian Army Historical Section, C. P. Stacey, called "the best book any Canadian has written about his war experiences, and one of the best books about the war that has been written anywhere."
Early life.
David Murray Peden was born in Winnipeg, Manitoba on 19 October 1923 to William Peden (1893-1972) and Elsie Pearl Baldwin (1890-1987), and was the third of five children. Peden spent most of his youth in Portage la Prairie, where he attended Portage Collegiate Institute. He completed his secondary school at Gordon Bell High School in Winnipeg. Peden's father was Scottish-born and worked as a railroad clerk in Manitoba. The Pedens are descendants of the 17th century Scottish Covenanter Alexander Peden (1626-1686).
World War II.
Enlistment, training in Canada: October 1941 – November 1942.
Prior to his 18th birthday, Peden had become intent on joining the Royal Canadian Air Force. In the spring of 1941, aged 17, Peden attended a recruitment rally in the Winnipeg Auditorium at which Air Marshal Billy Bishop spoke. The rally enforced his enthusiasm to join upon turning 18. On the morning of Monday, 20 October 1941, the day after his 18th birthday, Peden visited the Lindsay Building where he enlisted in the RCAF, being given the rank of Aircraftsman Second Class and the service number R134578, and was ordered to report to No. 3 Manning Depot, Edmonton, on 6 November 1941. After a month in Edmonton, Peden was sent to No. 7 SFTS at RCAF Station Fort Macleod. Following training at Macleod, Peden was posted to No. 4 ITS, located at the Edmonton Normal School, reporting on 1 March 1942. On 23 April, Peden was assigned to flight school at No. 5 EFTS at RCAF Station High River. At High River, the new pilot learned to fly in de Havilland Tiger Moths, and on 16 May 1942, he made his first solo flight. After roughly 60 hours of flying time, Peden was given the option to transfer either to No. 7 SFTS in Macleod again, or to No. 10 SFTS at RCAF Station Dauphin. As the latter was a short train trip to his home in Winnipeg, he elected to go to Dauphin, leaving High River on 3 July. At Dauphin Peden trained extensively in Cessna Cranes. This training included formation flying. On 16 October 1942 he made his final flight at Dauphin, at which point his total flying time was approximately 225 hours. Peden left the station on 24 October, and while on leave at home, he received his commission in the mail on Monday, 26 October.
On 7 November 1942, Peden reported to No. 1 "Y" Depot in Halifax. In the afternoon on the 20th, he was ordered to pack, and was subsequently boarded on the ship S.S. "Cavina". The crossing took 17 days, and the ship docked in Avonmouth. Upon disembarkment, Peden took the train to No. 3 Personnel Receiving Centre, RCAF in Bournemouth.
Training in England: November 1942 – September 1943.
Peden was sent to the Personnel Receiving Centre in Bournemouth where he was issued with battledress, identification, and clothing coupons. Along with ten other Canadian airmen, he billeted in the Burley Court Hotel. On 22 December he was granted seven days' leave, and subsequently traveled to Glasgow to spend Christmas with his aunt. On 29 January 1943, Peden was assigned to a fill-in posting for 12 days with the 14th Army Tank Regiment (Calgary Regiment), stationed in Worthing. After returning on 10 February, on the 26th he was posted to No. 6 EFTS at RAF Sywell. During this period, Peden and three other airmen billeted with a family in Northampton. While at Sywell, Peden continued his training in Tiger Moths, and in March was certified to fly with a bombaimer. On 23 March he was assigned to No. 20 (Pilot) Advanced Flying Unit at RAF Kidlington. The course at Kidlington included ground school, solo flying in Oxfords, cross-country flights to practise navigation, night flying, and beam approach training. On 18 May 1943 Peden reported to No. 12 Operational Training Unit at RAF Chipping Warden to begin his bomber training in Vickers Wellingtons. Peden noted his first impressions of the Wellington, saying, "[o]ur very first glimpse of the Wellington IIIs, squatting heavily in the dispersals ringing the drome at Chipping Warden, made us sharply aware of the nearer presence of the God of War. For the Wellingtons looked very much like what they were, battle-tested operational heavy bombers [...]." On the 29th he was assigned a crew, which included P/O J. B. Waters, Sgt. "Stan" Stanley, Sgt. Eddie Jarvis, and Sgt. Sam Mather. On 4 June Peden's crew transferred to RAF Edgehill to begin their flying training. The crew first flew together in a Wellington on 5 June, and on the 8th they first flew without an instructor in the plane. After 27 hours of flying time, the crew returned to RAF Chipping Warden. On 24/25 July, Peden's crew flew their first sortie over the Continent. This exercise was a leaflet drop at Montargis, France. By the beginning of August 1943, Peden had flown a total of 449 hours, and just under 84 in Wellingtons. The crew was ordered to report to No. 1657 Heavy Conversion Unit at RAF Stradishall on 5 August. The first two weeks of their time at Stradishall was spent in a ground course learning about the Short Stirling, the plane they would be flying. The crew also acquired an additional two members: flight engineer Bill Bailey and mid-upper gunner Bert Lester. On 22 August Peden first flew the Stirling, and did his first solo flight the next day. His last training flight came on 19 September, at which time he had accumulated 68 hours in the Stirling. Two days later, on 21 September, Peden and his crew were posted to No. 214 (FMS) Squadron, based out of RAF Chedburgh.
Operational tour: September 1943 - September 1944.
Peden and his crew arrived at RAF Chedburgh late in the afternoon of 22 September, ready to begin the operational tour. At the time of his arrival, 214 was flying Short Stirlings. The night of his arrival Peden was assigned to fly as a co-pilot in a bombing raid on Hanover. Peden described his thoughts upon hearing of the target, saying, "I felt a tremour. Hanover struck me as a pretty deep penetration for my maiden effort into the fatherland." Following the sortie he explained his feeling of relief, stating, "[w]e had been flying for five hours and 25 minutes, and I had never experienced a sensation of relief quite as intoxicatingly satisfying as what I felt as I climbed out the rear doors and stepped onto the lovely, wonderful, marvelous, fabulous, solid old concrete of that good old dispersal." The following night Peden flew again as a co-pilot, this time in a raid on Mannheim. On the night of 25/26 September, Peden flew his first operational sortie with his own crew. This sortie was a "gardening" operation in the Frisians. Again on 2/3 October Peden's crew flew a gardening sortie, this time around Anholt Island. On 3/4 October the crew flew their first major bombing operation with Kassel as the target. The night of 8/9 October saw the crew fly a raid on Bremen. After this sixth sortie, on 15 October Peden and his crew were granted leave. At this time he returned to Glasgow to visit family again.
On the morning of 9 November 1943, Peden and crew were transferred to No. 161 Squadron at RAF Tempsford for temporary service. No. 161 Squadron, along with No. 138 Squadron, were highly secretive units working in conjunction with Special Air Service and Special Operations Executive to deliver material to the French Resistance. The day of his arrival at Tempsford, Peden was notified that he would be flying as co-pilot that night. Before the evening's sortie, King George and Queen Elizabeth visited the station to inspect the crews that would fly that night, and later joined them for afternoon tea in the officers' mess. The next night Peden again flew as a co-pilot. After a practice drop at Henlow on 12/13 November, Peden subsequently flew supply drops with his own crew on 15 and 18 November. They later flew in a mining raid on the Le Havre harbour on the night of 22/23 November, and then had an aborted sortie on 11 December.
Peden and crew rejoined 214 Squadron, which had been posted to RAF Downham Market, on 13 December, and on the 18th was granted leave. On 4 January 1944 Peden flew a raid on the Bristillerie V-1 launching site in the Pas-de-Calais. This was his 13th operation, and the final one he would fly in a Stirling. After a short repose, on 17 January, 214 Squadron was transferred to RAF Sculthorpe where it would become part of the new No. 100 Group RAF, a radar countermeasures unit. The squadron would now fly the American Boeing B-17 Flying Fortress, and would be trained on it by members of the United States Army Air Forces. Through February and March the airmen of 214 acclimatized themselves to the B-17, and from 4 to 12 April, Peden's crew flew exercises with the Bomber Development Unit at RAF Newmarket. On the night of 24/25 April, after nearly 15 weeks off operations, Peden flew a sortie on Karlsruhe. In this first sortie as part of 100 Group, the crew undertook its new supporting duty of disrupting VHF communication between German controllers and pilots. The crew flew again on 8/9 May, this time to Haine-Sainte-Pierre. On 16 May 214 Squadron transferred to RAF Oulton, where the officers took their living quarters near Blickling Hall. During their time at Oulton, the men of 214 Squadron met Margaret Lockwood and James Mason, who were filming "The Wicked Lady" at Blicking Hall. Peden flew next on 19/20 May on a sortie to Le Mans. On the night of 5 June, the night before the Invasion of Normandy, Peden's crew was selected to fly a patrol along the French coast in support of 15 Lancasters that would bomb coastal batteries. Unaware that this was the morning of the Invasion, Peden described what he saw on his return flight to England, saying,
Peden's most harrowing sortie came on 21/22 August. The target this night was the Nordstern synthetic oil plant at Gelsenkirchen. En route to the target, Peden's B-17 was attacked by cannon fire from a Messerschmitt Me 410, setting on fire the starboard-inner engine, and then was attacked a few minutes later by a Junkers Ju 88. Roughly 10 minutes from the target, Peden reversed course to return to England. After crash landing at RAF Woodbridge, Peden and his crew quickly fled from their plane before it was hit by a Lancaster that had also come in for a crash landing. For their actions returning the plane home that night, Peden, Waters, and Walker all received the Distinguished Flying Cross.
Following Gelsenkirchen, Peden's next sortie, which was also his 20th, was to Paris on the night of 14/15 July. Subsequent sorties included Châlons-sur-Marne (22/23 July), Stuttgart (28/29 July), unknown (7/8 August), Overflakkee (13/14 August), Kiel (16/17 August), screening (17/18 August), and Heligoland (25/26 August). Peden's 30th and final sortie was a raid on Königsberg the night of 29/30 August. On 7 September the Wing Commander informed Peden that his tour was finished.
Teaching, homecoming: September 1944 – August 1945.
On 9 September 1944, Peden began his career as an instructor at 1699 Heavy Conversion Unit at RAF Oulton. It was the responsibility of this unit to supply pilots to No. 214 Squadron and No. 223 Squadron. That December he took the six-day Bomber Command Tactics course at RAF Ingham. On 30 May 1945, 22 days after VE Day, Peden and his crew flew once more over Germany to observe the bombing damage. During this trip Peden detoured over Gelsenkirchen, at which time Stan Stanley urinated out the opening in the side of the B-17 onto the Nordstern plant below. On 27 June Peden was transferred to RAF Linton-on-Ouse, where he stayed for six days, after which time he was posted to RAF Dishforth. Around 14 July Peden attended a special investiture ceremony for Canadians held at Buckingham Palace. There the King presented the pilot with his DFC. After another week at Dishforth, Peden took the train to Liverpool and on 22 July embarked for Canada on the HMT "Stratheden". The ship arrived in Wolfe's Cove on 31 July, and on 1 August Peden boarded a westbound train. In the early morning of 3 August 1945 Peden arrived at Winnipeg Union Station where he was met by his father.
Post-war.
Following the War Peden entered United College, University of Manitoba, where he graduated Bachelor of Arts in 1948. On 29 April 1949 he married his classmate Jean Douglas Barker (1927-2018), with whom he had three children. In September 1948 Peden entered law school at the University of Manitoba. He graduated Bachelor of Laws in 1952 and was admitted to the Manitoba Bar that same year. Peden's legal career began as a Crown Attorney, Province of Manitoba (1952–55), and subsequently included private practice (1955–57), General Counsel, Greater Winnipeg Transit Commission (1957–60), Corporate Council, Metropolitan Corporation of Greater Winnipeg (1960–61), Assistant Deputy Minister, Municipal Affairs (1961–64), and Deputy Minister, Public Utilities (1964–68). Peden was made Queen's Counsel in December 1964. In 1968 he became the first Chairman of the Manitoba Securities Commission, a position he held until his retirement in 1988 at age 65.
Peden has also served as Director, Atlantic Council of Canada (1981–90), Governor, Manitoba Branch, Canadian Corps of Commissioners (1985–86), Director, Wartime Pilots and Observers Association, and is a life member of the Winnipeg Trap and Skeet Club.
For many years Peden has been a supporter of the Bomber Command Museum of Canada, located in Nanton, Alberta, near RCAF Station High River. In 2008 the museum acquired de Havilland Tiger Moth 1405 and restored the plane to its wartime appearance. As a tribute to Peden and a token of gratitude for his support, the museum elected to finish the plane in the livery of Tiger Moth 4080, the plane Peden made his first solo flight in on 16 May 1942 at High River. In response to the museum's proposal, Peden responded, "This is a tribute I will never forget, I assure you; and I am absolutely delighted that you are inclined to make this gesture. Apart from the great distinction you thus confer on me, your actions, to my mind, mark a deeply satisfying recognition of the wartime service of so many other young men at No. 5 EFTS, High River, and I find that richly rewarding indeed."
Writing.
In the mid-1970s Peden took up writing. His first book, "Fall of an Arrow", was published in 1978, and was one of the earliest book-length accounts of the development and cancellation of the Avro Canada CF-105 Arrow project. In the book, Peden argued against the Diefenbaker government's decision to cancel the Arrow project, although he suggested that had the government of the time been Liberal, it too would have likely cancelled the plane. He described the decision as "among the most serious mistakes made by a Canadian politician in peacetime, and it was based upon a culpably restricted assessment of some of the most important factors in the situation." Further, he argued that after the cancellation of the project, rather than scrapping the completed planes, the government should have transferred them to the RCAF for testing and research. This would have been the same course of action taken by the US Air Force after the cancellation of the North American F-107.
Peden's second book, and the work for which he remains best-known, was the memoir "A Thousand Shall Fall: A Pilot in 214", published in 1979. The book recounts the author's military service, from his enlistment in Winnipeg in 1941, through his service with Bomber Command in England, his return home, to post-War reunions with fellow pilots. Peden's account depicts the gamut of wartime experiences, including humorous episodes from leaves, terror while in combat, and the desolation after learning of friends’ deaths.
"A Thousand Shall Fall" received widespread praise. Reviewing the book in 1984, C. P. Stacey, former director of the Canadian Army Historical Section, said:
In a letter to the author dated 29 November 1979, former Marshal of the Royal Air Force Sir Arthur Harris wrote:
"A Thousand Shall Fall" was first published by Canada's Wings in 1979, with a second edition in 1982. A new edition was released by Stoddart Publishing in 1988 with a reprint in 2000. In 2002 Stoddart ceased operations. Norman Shannon wrote of the situation, “[w]hen Stoddart Publishers succumbed to financial pressures among other things, history buffs mourned the loss of a classic book on WWII aviation, assuming that the most personal yet comprehensive account of Canadian airmen in WWII would be lost.” In 2004, however, Dundurn Press acquired the title and released a new printing. The book remain in print today.
Peden's final book was "Hearken to the Evidence", published in 1983. This final work was a humorous account of his legal career.


Messerschmitt Me 509

The Messerschmitt Me 509 was an all-metal fighter project, underway in Germany during World War II.
Development.
Not much information about this project has survived. It was based on the Me 309 but with the engine located behind a pressurized cockpit, much in a similar manner to the US Bell P-39 Airacobra.
The engine was a Daimler-Benz DB 605B driving a three-blade propeller, and armament was to consist of two 13 mm (.51 in) MG 131 machine guns and two 20 mm MG 151/20 cannon. The tricycle landing gear from the Me 309 was retained, which worked better on the 509, due to the lower weight on the nosewheel - the Me 309's nosegear had collapsed during trials. The smaller nose would have improved visibility. The project was cancelled along with the Me 309, but the Japanese made a similar aircraft, the Yokosuka R2Y "Keiun", which suffered from engine overheating.


List of China Airlines destinations

List.
, China Airlines is the largest airline in Republic of China (Taiwan). The airline operates over 1,300 flights weekly to 95(+1) airports in 91(+1) cities across Asia, North America, Europe, and Oceania (brackets indicate future destinations)(excluding codeshare). Airports with China Airlines operations are listed below.


List of Royal Air Force Satellite Landing Grounds

A Satellite Landing Ground (SLG) is a type of British Royal Air Force (RAF) aviation facility that typically consists of an airfield with one or two grass runways which is designed throughout to be hidden from aerial observation by blending into forests and other natural features to hide the presence of aircraft and associated buildings. The landing grounds were mainly used by RAF Maintenance Units (MU) which used the areas to disperse aircraft to reduce the likelihood of attacks from the air. Some improvements and upgrades to aircraft were performed at these sites but overall it was kept to a minimum. Some support buildings came about by using requisitioned buildings on the land.
A satellite station is not the same as a Satellite Landing Ground.


5th Canadian Division Support Base Detachment Aldershot

5th Canadian Division Support Base Detachment Aldershot (also 5 CDSB Det Aldershot) is a training facility for 5th Canadian Division of the Canadian Army. It is located in Kings County, Nova Scotia.
5 Cdn Div Support Base Det Aldershot is located northwest of Kentville on a well-drained sandy plateau along the north side of the Cornwallis River. Surrounded by the agricultural heartland of Nova Scotia in the Annapolis Valley, 5 Cdn Div Support Base Detachment Aldershot is situated primarily on marginal agricultural land not suitable for crop growing. Relatively few military personnel are stationed at the camp as it serves primarily for training regular force and Primary Reserve units of the Canadian Army's 5th Canadian Division.
5th Canadian Division Training Centre conducts year-round courses for Regular Force and Primary Reserve personnel, while expanding dramatically during the summer months to accommodate the numerous courses for Primary Reserve personnel and some Regular Force courses. Throughout the year, the Royal Canadian Navy, the Canadian Army and the Royal Canadian Air Force conduct training at Aldershot, as well as elements of Canada's Canadian Special Operations Forces Command. This training varies from basic recruit training to advanced demolitions training
During the period of September–June 5 Cdn Div Support Base Det Aldershot also serves as the primary weekend training location for Primary Reserve and Royal Canadian Army Cadets exercises for units from the Halifax metro area, and other locations in the Maritime Provinces.
Camp Aldershot.
During the 1890s and the lead up to the Boer War, the British Army, which was responsible for Canada's defence until 1906, established Military Camp Aldershot (also shortened to Camp Aldershot) as a training area on land in the western part of Kings County between the villages of Aylesford and Kingston. Camp Aldershot was intended to train Canadian Militia units from Nova Scotia and was served by the Cornwallis Valley Railway branch line of the Dominion Atlantic Railway line running through the area. It received its name in honour of Aldershot in Hampshire, United Kingdom, the site of the home of the British Army.
In 1904, the facility was moved to its present site on northwest of Kentville with its southern boundary along the Cornwallis River. The eastern boundary of the base abutted the Cornwallis Valley Railway which operated north from Kentville to Kingsport, providing efficient transport of troops and supplies. The Department of Militia and Defence took over administration of the facility from the British Army in 1906.
Used almost exclusively as a militia facility from its inception, various militia units of cavalry, infantry and artillery from across Nova Scotia received training. Few permanent structures were established at Camp Aldershot in its early years, with militia units being required to erect canvas tents during training and to stable horses in the open.
Camp Aldershot saw extensive use during the First World War with in excess of 7,000 soldiers being trained for the infantry at any particular time. Temporary buildings were constructed to house messes and cookhouses, as well as a camp hospital, however most soldiers training at Camp Aldershot during this time period were housed in canvas tents. Temporary structures were removed following the armistice in 1918 and the camp reverted to its previous use as a militia training facility, seeing very light use throughout the inter-war period when Canada's military underwent extensive downsizing.
Given its proximity to Halifax which became a major troop shipment port, the camp underwent significant expansion during the Second World War with numerous new buildings constructed between 1939 and 1943. Only a single building from the First World War was retained, while water and sewer systems were installed in the camp's headquarters area (which was named Aldershot for postal purposes), firing ranges and parade squares established and various support buildings and barracks.
Despite the construction of barracks, the huge influx of soldiers required the use of tents for housing along with temporary cookhouses. Camp Aldershot hosted the Canadian Army's 14 Advanced Infantry (Rifle) Training Centre (14 AITC) throughout the war. 14 AITC included instructor schools, trade schools, and officer training schools. The facility experienced some of its most demanding training toward the end of the war as the 14 AITC was tasked with preparing troops for Operation Downfall, the invasion of Japan.
Following the war, Camp Aldershot went into decline when compared to its war-time activity, however its well-constructed Second World War-era facilities were maintained given the tensions of the Cold War. In 1953 The Black Watch (Royal Highland Regiment) of Canada returned from service in the Korean War and the First and Second Battalions were stationed at Camp Aldershot, along with additional units at Camp Debert. From 1953 to 1959, Camp Aldershot saw significant use while housing this regular force unit. The Black Watch's 2,300 soldiers along with dependents and civilian support staff pumped $15 million annually into the local economy.
The Black Watch rotated to West Germany in 1959 and was stationed at the newly constructed Camp Gagetown in New Brunswick upon its return, delivering a significant blow to Camp Aldershot and Camp Debert, which had no regular force units returning to fill the void. Camp Aldershot was left with the Canadian Army's reserve militia units from Nova Scotia as its primary users, primarily The West Nova Scotia Regiment, however the Royal Canadian Army Cadets also used the camp as a Cadet Summer Training Centre (CSTC) from the late 1940s-late 1960s.
Aldershot range and training area.
The late 1960s saw numerous changes to Canada's military during the unification of the Canadian Forces. Camp Aldershot underwent more decline as facility rationalization throughout the military took place and the army cadets established ACSTC Argonaut at CFB Gagetown. Rumours of the camp being declared surplus began during the early 1970s when military activity was at an all-time low, thus the new Atlantic Militia Area of Mobile Command began to increase training of reservists at the newly designated Militia Training Centre on the site in 1973. The use of the term "Camp Aldershot" was officially discontinued in lieu of Aldershot Range and Training Area.
LFAATC Aldershot.
Training continued at ARTA through the 1970s and 1980s until the mid-1990s when the camp was designated to become host to the newly formed Land Force Atlantic Area training centre, officially termed LFAA TC Aldershot.
Since the LFAATC was located at Aldershot, the majority of the Second World War-era buildings have been replaced by new construction, although the single First World War-era structure that was maintained has been incorporated as the new officers mess. Currently 5 Cdn Div TC Detachment Aldershot provides the majority of training for the 5th Canadian Division reserve units during the summer months, as well as a training area for Nova Scotia reserve units through the remainder of the year.
Mess and barracks.
The mess is located behind only a few steps from course barracks. It has two serveries with only one open most days and a senior and officer eating area. The barracks for course as well as the class rooms, computer lab and offices all share one building. Half of the build is two top and bottom H hallways with rooms on the outer of the four halls. Rooms consist of eight bunks and three bunks and lockers. Each wing (A, B, C, D) has their own common room which consists of a TV and some sofa chairs, a microwave and table with chairs. They also have a kit cleaning room.
Local Freedoms.
Land Force Atlantic Area Training Centre Aldershot was awarded the Freedom of the Town of Kentville, Nova Scotia on 14 October 2012.


Jonathan Moyle

Jonathan Moyle, the 28-year-old editor of the magazine 'Defence Helicopter World' and former RAF helicopter pilot, was found dead in room 1406 of Santiago's "Hotel Carrera" on 31. March, 1990. His purpose in Santiago was to attend a Chilean sponsored defence conference.
The circumstances.
He was found hanging in a wardrobe with a pillow case over his head. But a needle mark on his leg and blood on the bed were not considered in the first police analysis.
He was interested in a Bell Helicopter for civil use that the Chilean company Industrias Cardoen was converting to multi-use, especially for Third World conditions and economies. At that time, just before the Gulf War (the invasion of Kuwait by Iraqi troops began 2. August 1990), Iraq was a potential customer for the helicopter.
The investigation.
Moyle's death was considered initially by the Chilean and British authorities as suicide or death in some sort of "bizarre sex game". But in December 1991, after pressure from the Moyle family, a judicial investigation in Chile concluded he had been assassinated, but as the police couldn't identify any suspect they halted the manhunt.
The United Kingdom inquest also into the death of Moyle, opened in Exeter in November, 1990. It was adjourned by forensic doctor Richard Van Oppen after a pathologist said the autopsy could not be completed due to the fact that vital organs had been removed. In 1998 the reconvened inquest found that he had been unlawfully killed and the authorities later apologised to the family for spreading the allegation of suicide.
Excerpts from an apparently "un-redacted" version of a CIA report entitled Project Babylon, published in 2013 by the British magazine Lobster and in May 2014 by the newspaper Tribune, blame the murder of Jonathan Moyle on a British government agent, the late Stephan Aldolphus Kock. The "un-redacted" CIA report states: "Meantime, as we co-ordinated an MI6 set-up, alleged nuclear capacitors shipped from US by Euromac for Iraq was [sic] seized at Heathrow Airport, it led to the arrest of CEO Ali Daghir and Jeanine Speckman, Kock found that defence journalist, Jonathan Moyle, possessed evidence of UK covert deals. Consequently, Kock and [a third named agent] eliminated him in Santiago, Chile. [S NF NC]."
Arms deals.
The dead man's father, retired teacher Tony Moyle, said that the motive for the murder lay in Moyle's uncovering of information regarding arms shipments from Chile to Iraq.
The family's claim of a concealment has been supported by a book "The Valkyrie Operation" on Moyle's death written by Wensley Clarkson. The author alleges that Moyle was killed by local hitmen hired by arms dealer Carlos Cardoen, who denies he had any participation in Moyle's death.
In late 1997 a Santiago Court of Appeal reopened the investigation into Jonathan Moyle's death following representations from a lawyer representing the family.
Insights from Robin Ramsay.
The Editor of Lobster Magazine provided additional insight and context to the affair in a speech to the Centre for Security Analysis in London on 8 November 2000 and published in the summer 2001 edition of Lobster - issue 41. Explaining how the SIS's are "so awful to work for", he continued:
Aftermath.
There are some literature and film about the circumstances of the death:


Colville Lake Water Aerodrome

Colville Lake Water Aerodrome , is located just west of Colville Lake, Northwest Territories, Canada and may be used for ski equipped aircraft in the winter months.


RAF Fullarton

Royal Air Force Fullarton or more simply RAF Fullarton is a former Royal Air Force Ground Control Intercept station, situated in Ayrshire, Scotland.
History.
RAF Fullarton was established during the Second World War and initially consisted of mobile vans, but was later upgraded to a stage 2 station with operations blocks made out of brick. The station was never fully updated and remained an intermediate station. The station closed at the end of the war and was placed on care and maintenance until the early 1950s when the site was selected for the ROTOR programme, as RAF Gailes.


Naval aviation

Naval aviation is the application of military air power by navies, whether from warships that embark aircraft, or land bases.
Naval aviation is typically projected to a position nearer the target by way of an aircraft carrier. Carrier-based aircraft must be sturdy enough to withstand demanding carrier operations. They must be able to launch in a short distance and be sturdy and flexible enough to come to a sudden stop on a pitching flight deck; they typically have robust folding mechanisms that allow higher numbers of them to be stored in below-decks hangars and small spaces on flight decks. These aircraft are designed for many purposes, including air-to-air combat, surface attack, submarine attack, search and rescue, matériel transport, weather observation, reconnaissance and wide area command and control duties.
Naval helicopters can be used for many of the same missions as fixed-wing aircraft while operating from aircraft carriers, helicopter carriers, destroyers and frigates.
History.
Establishment.
Early experiments on the use of kites for naval reconnaissance took place in 1903 at Woolwich Common for the Admiralty. Samuel Franklin Cody demonstrated the capabilities of his 8-foot-long black kite and it was proposed for use as either a mechanism to hold up wires for wireless communications or as a manned reconnaissance device that would give the viewer the advantage of considerable height.
In 1908 Prime Minister H. H. Asquith approved the formation of an "Aerial Sub-Committee of the Committee of Imperial Defence" to investigate the potential for naval aviation. In 1909 this body accepted the proposal of Captain Reginald Bacon made to the First Sea Lord Sir John Fisher that rigid airships should be constructed for the Royal Navy to be used for reconnaissance. This resulted in the construction of "Mayfly" in 1909, the first air component of the navy to become operational, and the genesis of modern naval aviation.
The first pilots for the Royal Navy were transferred from the Royal Aero Club in June 1910 along with two aircraft with which to train new pilots, and an airfield at Eastchurch became the Naval Flying School, the first such facility in the world. Two hundred applications were received, and four were accepted: Lieutenant C R Samson, Lieutenant A M Longmore, Lieutenant A Gregory and Captain E L Gerrard, RMLI.
The French also established a naval aviation capability in 1910 with the establishment of the Service Aeronautique and the first flight training schools.
U.S. naval aviation began with pioneer aviator Glenn Curtiss who contracted with the United States Navy to demonstrate that airplanes could take off from and land aboard ships at sea. One of his pilots, Eugene Ely, took off from the cruiser anchored off the Virginia coast in November 1910. Two months later Ely landed aboard another cruiser, , in San Francisco Bay, proving the concept of shipboard operations. However, the platforms erected on those vessels were temporary measures. The U.S. Navy and Glenn Curtiss experienced two firsts during January 1911. On 27 January, Curtiss flew the first seaplane from the water at San Diego Bay and the next day U.S. Navy Lt. Theodore G. Ellyson, a student at the nearby Curtiss School, took off in a Curtiss "grass cutter" plane to become the first naval aviator.
$25,000 was appropriated for the Bureau of Navigation (United States Navy) to purchase three airplanes and in the spring of 1911 four additional officers were trained as pilots by the Wright brothers and Curtiss. A camp with a primitive landing field was established on the Severn River at Greenbury Point, near Annapolis, Maryland. The vision of the aerial fleet was for scouting. Each aircraft would have a pilot and observer. The observer would use the wireless radio technology to report on enemy ships. Some thoughts were given to deliver counter attacks on hostile aircraft using “explosives or other means”. Using airplanes to bomb ships was seen as largely impractical at the time. CAPT Washington Irving Chambers felt it was much easier to defend against airplanes than mines or torpedoes. The wireless radio was cumbersome (greater than 50 pounds), but the technology was improving. Experiments were underway for the first ICS (pilot to observer comms) using headsets, as well as connecting the observer to the radio. The navy tested both telephones and voice tubes for ICS. As of August 1911, Italy was the only other navy known to be adapting hydroplanes for naval use.
The group expanded with the addition of six aviators in 1912 and five in 1913, from both the Navy and Marine Corps, and conducted maneuvers with the Fleet from the battleship , designated as the Navy's aviation ship. Meanwhile, Captain Henry C. Mustin successfully tested the concept of the catapult launch in August 1912, and in 1915 made the first catapult launching from a ship underway. The first permanent naval air station was established at Pensacola, Florida, in January 1914 with Mustin as its commanding officer. On April 24 of that year, and for a period of approximately 45 days afterward, five floatplanes and flying boats flown by ten aviators operated from "Mississippi" and the cruiser "Birmingham" off Veracruz and Tampico, Mexico, respectively, conducting reconnaissance for troops ashore in the wake of the Tampico Affair.
In January 1912, the British battleship took part in aircraft experiments at Sheerness. She was fitted for flying off aircraft with a downward-sloping runway which was installed on her foredeck, running over her forward gun turret from her forebridge to her bow and equipped with rails to guide the aircraft. The Gnome-engined Short Improved S.27 "S.38", pusher seaplane piloted by Lieutenant Charles Samson become the first British aircraft to take-off from a ship while at anchor in the River Medway, on 10 January 1912. "Africa" then transferred her flight equipment to her sister ship .
In May 1912, with Commander Samson again flying the "S.38", the first ever instance of an aircraft to take off from a ship which was under way occurred. "Hibernia" steamed at at the Royal Fleet Review in Weymouth Bay, England. "Hibernia" then transferred her aviation equipment to battleship . Based on these experiments, the Royal Navy concluded that aircraft were useful aboard ship for spotting and other purposes, but that interference with the firing of guns caused by the runway built over the foredeck and the danger and impracticality of recovering seaplanes that alighted in the water in anything but calm weather more than offset the desirability of having airplanes aboard. In 1912, the nascent naval air detachment in the United Kingdom was amalgamated to form the Royal Flying Corps and in 1913 a seaplane base on the Isle of Grain, an airship base at Kingsnorth and eight new airfields were approved for construction. The first aircraft participation in naval manoeuvres took place in 1913 with the cruiser converted into a seaplane carrier. In 1914, naval aviation was split again, and became the Royal Naval Air Service. However, shipboard naval aviation had begun in the Royal Navy, and would become a major part of fleet operations by 1917.
Other early operators of seaplanes were Germany, within its "Marine-Fliegerabteilung" naval aviation units within the "Kaiserliche Marine", and Russia. In May 1913 Germany established a naval zeppelin detachment in Berlin-Johannisthal and an airplane squadron in Putzig (Puck, Poland). The Japanese established the Imperial Japanese Navy Air Service, modelled on the RNAS, in 1913. On 24 January 1913 came the first wartime naval aviation interservice cooperation mission. Greek pilots on a seaplane observed and drew a diagram of the positions of the Turkish fleet against which they dropped four bombs. This event was widely commented upon in the press, both Greek and international.
World War I.
At the outbreak of war the Royal Naval Air Service had 93 aircraft, six airships, two balloons and 727 personnel, making it larger than the Royal Flying Corps. The main roles of the RNAS were fleet reconnaissance, patrolling coasts for enemy ships and submarines, attacking enemy coastal territory and defending Britain from enemy air-raids, along with deployment along the Western Front. In 1914 the first aerial torpedo was dropped in trials performed in a Short "Folder" by Lieutenant (later Air Chief Marshal Sir) Arthur Longmore, and in August 1915, a Short Type 184 piloted by Flight Commander Charles Edmonds from sank a Turkish supply ship in the Sea of Marmara with a , torpedo.
The first strike from a seaplane carrier against a land target as well as a sea target took place in September 1914 when the Imperial Japanese Navy carrier conducted ship-launched air raids from Kiaochow Bay during the Battle of Tsingtao in China. The four Maurice Farman seaplanes bombarded German-held land targets (communication centers and command centers) and damaged a German minelayer in the Tsingtao peninsula from September until 6 November 1914, when the Germans surrendered. One Japanese plane was credited being shot down by the German aviator Gunther Plüschow in an Etrich Taube, using his pistol.
On the Western front the first naval air raid occurred on 25 December 1914 when twelve seaplanes from , and (cross-channel steamers converted into seaplane carriers) attacked the Zeppelin base at Cuxhaven. The raid was not a complete success, owing to sub-optimal weather conditions, including fog and low cloud, but the raid was able to conclusively demonstrate the feasibility of air-to-land strikes from a naval platform. Two German airships were destroyed at the Tøndern base on July 19, 1918 by seven Sopwith Camels launched from the carrier .
In August 1914 Germany operated 20 planes and one Zeppelin, another 15 planes were confiscated. They operated from bases in Germany and Flanders (Belgium). On 19 August 1918 several British torpedo boats were sunk by 10 German planes near Heligoland. These are considered as the first naval units solely destroyed by airplanes. During the war the German "Marineflieger" claimed the destruction of 270 enemy planes, 6 balloons, 2 airships, 1 Russian destroyer, 4 merchant ships, 3 submarines, 4 torpedo boats and 12 vehicles, for the loss of 170 German sea and land planes as well as 9 vehicles. Notable Marineflieger aces were Gotthard Sachsenberg (31 victories), Alexander Zenzes (18 victories), Friedrich Christiansen (13 victories, 1 airship and 1 submarine), Karl Meyer (8 victories), Karl Scharon (8 victories), and Hans Goerth (7 victories).
Development of the aircraft carrier.
The need for a more mobile strike capacity led to the development of the aircraft carrier - the backbone of modern naval aviation. was the first purpose-built seaplane carrier and was also arguably the first modern aircraft carrier. She was originally laid down as a merchant ship, but was converted on the building stocks to be a hybrid airplane/seaplane carrier with a launch platform and the capacity to hold up to four wheeled aircraft. Launched on 5 September 1914, she served in the Dardanelles campaign and throughout World War I.
During World War I the Royal Navy also used HMS "Furious" to experiment with the use of wheeled aircraft on ships. This ship was reconstructed three times between 1915 and 1925: first, while still under construction, it was modified to receive a flight deck on the fore-deck; in 1917 it was reconstructed with separate flight decks fore and aft of the superstructure; then finally, after the war, it was heavily reconstructed with a three-quarter length main flight deck, and a lower-level take-off only flight deck on the fore-deck.
On 2 August 1917, Squadron Commander E.H. Dunning, Royal Navy, landed his Sopwith Pup aircraft on "Furious" in Scapa Flow, Orkney, becoming the first person "to land" a plane on a moving ship. He was killed five days later during another landing on "Furious".
 was converted from an ocean liner and became the first example of what is now the standard pattern of aircraft carrier, with a full-length flight deck that allowed wheeled aircraft to take off and land. After commissioning, the ship was heavily involved for several years in the development of the optimum design for other aircraft carriers. "Argus" also evaluated various types of arresting gear, general procedures needed to operate a number of aircraft in concert, and fleet tactics.
The Tondern raid, a British bombing raid against the Imperial German Navy's airship base at Tønder, Denmark was the first attack in history made by aircraft flying from a carrier flight deck, with seven Sopwith Camels launched from HMS "Furious". For the loss of one man, the British destroyed two German zeppelins, L.54 and L.60 and a captive balloon.
Interwar period.
Genuine aircraft carriers did not emerge beyond Britain until the early 1920s.
The Japanese (1921) was the world's first purpose-built aircraft carrier, although the initial plans and laying down for (1924) had begun earlier. Both "Hōshō" and "Hermes" initially boasted the two most distinctive features of a modern aircraft carrier: a full-length flight deck and a starboard-side control tower island. Both continued to be adjusted in the light of further experimentation and experience, however: "Hōshō" even opted to remove its island entirely in favor of a less obstructed flight deck and improved pilot visibility. Instead, Japanese carriers opted to control their flight operations from a platform extending from the side of the flight deck.
In the United States, Admiral William Benson attempted to entirely dissolve the USN's program in 1919. Assistant Secretary of the Navy Franklin Roosevelt and others succeeded in maintaining it, but the service continued to support battleship-based doctrines. To counter Billy Mitchell's campaign to establish a separate Department of Aeronautics, Secretary of the Navy Josephus Daniels ordered a rigged test against in 1920 which reached the conclusion that "the entire experiment pointed to the improbability of a modern battleship being either destroyed or completely put out of action by aerial bombs." Investigation by the "New-York Tribune" that discovered the rigging led to Congressional resolutions compelling more honest studies. The sinking of involved violating the Navy's rules of engagement but completely vindicated Mitchell to the public. Some men, such as Captain (soon Rear Admiral) William A. Moffett, saw the publicity stunt as a means to increase funding and support for the Navy's aircraft carrier projects. Moffett was sure that he had to move decisively in order to avoid having his fleet air arm fall into the hands of a proposed combined Land/Sea Air Force which took care of "all" the United States's airpower needs. (That very fate had befallen the two air services of the United Kingdom in 1918: the Royal Flying Corps had been combined with the Royal Naval Air Service to become the Royal Air Force, a condition which would remain until 1937.) Moffett supervised the development of naval air tactics throughout the '20s. The first aircraft carrier entered the U.S. fleet with the conversion of the collier USS "Jupiter" and its recommissioning as in 1922.
Many British naval vessels carried float planes, seaplanes or amphibians for reconnaissance and spotting: two to four on battleships or battlecruisers and one on cruisers. The aircraft, a Fairey Seafox or later a Supermarine Walrus, were catapult-launched, and landed on the sea alongside for recovery by crane. Several submarine aircraft carriers were built by Japan, each carrying one floatplane, which did not prove effective in war. The French Navy built one large submarine, which also carried one floatplane, and was also not effective in war.
World War II.
World War II saw the emergence of naval aviation as the decisive element in the war at sea. The principal users were Japan, United States (both with Pacific interests to protect) and Britain. Germany, the Soviet Union, France and Italy had a lesser involvement. Soviet Naval Aviation was mostly organised as land-based coastal defense force (apart from some scout floatplanes it consisted almost exclusively of land-based types also used by its air arms).
During the course of the war, seaborne aircraft were used in fleet actions at sea (Midway, ), strikes against naval units in port (Taranto, Pearl Harbor), support of ground forces (Okinawa, Allied invasion of Italy) and anti-submarine warfare (the Battle of the Atlantic). Carrier-based aircraft were specialised as dive bombers, torpedo bombers, and fighters. Surface-based aircraft such as the PBY Catalina helped finding submarines and surface fleets.
In World War II the aircraft carrier replaced the battleship as the most powerful naval offensive weapons system as battles between fleets were increasingly fought out of gun range by aircraft. The Japanese , the most powerful battleship ever built, was first turned back by light escort carrier aircraft and later sunk lacking its own air cover.
During the Doolittle Raid of 1942, 16 Army medium bombers were launched from the carrier "Hornet" on one-way missions to bomb Japan. All were lost to fuel exhaustion after bombing their targets and the experiment was not repeated. Smaller carriers were built in large numbers to escort slow cargo convoys or supplement fast carriers. Aircraft for observation or light raids were also carried by battleships and cruisers, while blimps were used to search for attack submarines.
Experience showed that there was a need for widespread use of aircraft which could not be met quickly enough by building new fleet aircraft carriers. This was particularly true in the North Atlantic, where convoys were highly vulnerable to U-boat attack. The British authorities used unorthodox, temporary, but effective means of giving air protection such as CAM ships and merchant aircraft carriers, merchant ships modified to carry a small number of aircraft. The solution to the problem were large numbers of mass-produced merchant hulls converted into escort aircraft carriers (also known as "jeep carriers"). These basic vessels, unsuited to fleet action by their capacity, speed and vulnerability, nevertheless provided air cover where it was needed.
The Royal Navy had observed the impact of naval aviation and, obliged to prioritise their use of resources, abandoned battleships as the mainstay of the fleet. was therefore the last British battleship and her sisters were cancelled. The United States had already instigated a large construction programme (which was also cut short) but these large ships were mainly used as anti-aircraft batteries or for shore bombardment.
Other actions involving naval aviation included:
Post-war developments.
Jet aircraft were used on aircraft carriers after the War. The first jet landing on a carrier was made by Lt Cdr Eric "Winkle" Brown who landed on in the specially modified de Havilland Vampire LZ551/G on 3 December 1945. Following the introduction of angled flight decks, jets were regularly operating from carriers by the mid-1950s.
An important development of the early 1950s was the British invention of the angled flight deck by Capt D.R.F. Campbell RN in conjunction with Lewis Boddington of the Royal Aircraft Establishment at Farnborough. The runway was canted at an angle of a few degrees from the longitudinal axis of the ship. If an aircraft missed the arrestor cables (referred to as a "bolter"), the pilot only needed to increase engine power to maximum to get airborne again, and would not hit the parked aircraft because the angled deck pointed out over the sea. The angled flight deck was first tested on , by painting angled deck markings onto the centerline flight deck for touch and go landings. The modern steam-powered catapult, powered by steam from a ship's boilers or reactors, was invented by Commander C.C. Mitchell of the Royal Naval Reserve. It was widely adopted following trials on between 1950 and 1952 which showed it to be more powerful and reliable than the hydraulic catapults which had been introduced in the 1940s. The first Optical Landing System, the Mirror Landing Aid was invented by Lieutenant Commander H. C. N. Goodhart RN. The first trials of a mirror landing sight were conducted on HMS "Illustrious" in 1952.
The US Navy built the first aircraft carrier to be powered by nuclear reactors. was powered by eight nuclear reactors and was the second surface warship (after ) to be powered in this way. The post-war years also saw the development of the helicopter, with a variety of useful roles and mission capability aboard aircraft carriers and other naval ships. In the late 1950s and early 1960s, the United Kingdom and the United States converted some older carriers into Commando Carriers or Landing Platform Helicopters (LPH); seagoing helicopter airfields like . To mitigate the expensive connotations of the term "aircraft carrier", the carriers were originally designated as "through deck cruisers" and were initially to operate as helicopter-only craft escort carriers.
The arrival of the Sea Harrier VTOL/STOVL fast jet meant that the Invincible-class could carry fixed-wing aircraft, despite their short flight decks. The British also introduced the ski-jump ramp as an alternative to contemporary catapult systems. As the Royal Navy retired or sold the last of its World War II-era carriers, they were replaced with smaller ships designed to operate helicopters and the V/STOVL Sea Harrier jet. The ski-jump gave the Harriers an enhanced STOVL capability, allowing them to take off with heavier payloads.
In 2013, the US Navy completed the first successful catapult launch and arrested landing of an unmanned aerial vehicle (UAV) aboard an aircraft carrier. After a decade of research and planning, the US Navy has been testing the integration of UAVs with carrier-based forces since 2013, using the experimental Northrop Grumman X-47B, and is working to procure a fleet of carrier-based UAVs, referred to as the Unmanned Carrier Launched Airborne Surveillance and Strike (UCLASS) system.
Roles.
Naval aviation forces primarily perform naval roles at sea. However, they are also used for other tasks which vary between states. Common roles for such forces include:
Fleet air defense.
Carrier-based naval aviation provides a country's seagoing forces with air cover over areas that may not be reachable by land-based aircraft, giving them a considerable advantage over navies composed primarily of surface combatants.
Strategic projection.
Naval aviation also provides countries with the opportunity to deploy military aircraft over land and sea, without the need for air bases on land.
Anti-submarine warfare.
During the Cold War, the navies of NATO faced a significant threat from Soviet submarine forces, specifically Soviet Navy SSN and SSGN assets. This resulted in the development and deployment of light aircraft carriers with major anti-submarine warfare (ASW) capabilities by European NATO navies. One of the most effective weapons against submarines is the ASW helicopter, several of which could be based on these light ships. These carriers are typically around 20,000 tons displacement and carry a mix of ASW helicopters and BAe Sea Harrier or Harrier II V/STOL aircraft. Land-based maritime patrol aircraft are also useful in this role, since they can operate independently of aircraft carriers.
Anti-surface warfare.
Aircraft operated by navies are also used in the anti-surface warfare (ASUW or ASuW) role, to attack enemy ships and other, surface combatants. This is generally conducted using air-launched anti-ship missiles.
Amphibious warfare.
Naval aviation is also used as part of amphibious warfare. Aircraft based on naval ships provide support to marines and other forces performing amphibious landings. Ship-based aircraft may also be used to support amphibious forces as they move inland.
Maritime patrol.
Naval aircraft are used for various maritime patrol missions, such as reconnaissance, search and rescue, and maritime law enforcement.
Vertical replenishment.
Vertical replenishment, or VERTREP is a method of supplying naval vessels at sea, by helicopter. This means moving cargo and supplies from supply ships to the flight decks of other naval vessels using naval helicopters.
Mine countermeasures.
Aircraft may be used to conduct naval mine clearance, the aircraft tows a sled through the water but is itself at a significant distance from the water, hopefully putting itself out of harm's way. Aircraft include the MH-53E and AW101.
Disaster relief.
Naval aircraft are used to airlift supplies, insert specialized personnel (e.g. medical staff, relief workers), and evacuate persons in distress in the aftermath of natural disasters. Naval aircraft are vital in cases where traditional infrastructure to provide relief are destroyed or overtaxed in the wake of a disaster, such as when a region's airport is destroyed or overcrowded and the region cannot be effectively accessed by road or helicopter. The capability of ships to provide clean, fresh water which can be transported by helicopter to affected areas is also valuable. Naval aircraft played an important part in providing relief in the wake of the 2010 Haiti earthquake and Typhoon Haiyan.


Kulbit

The "Kulbit" (also known as the "Frolov chakra") is an aerial maneuver developed by Russian pilots in which the aircraft performs an extremely tight loop, often not much wider than the length of the aircraft itself. It differs from the traditional inside loop as it uses post-stall maneuvering capabilities,
a type of supermaneuverability. Like most post-stall maneuvers, it demonstrates pitch control outside the normal flight envelope wherein pitch control is made possible by having aerodynamic flow over the aircraft's elevators or stabilators.
The name "Kulbit" is derived from the Russian Кульбит, meaning "somersault". The alternate name, "Frolov's Chakra", refers to Russian test pilot Yevgeni Frolov, the pilot who first carried out the maneuver, while "chakra" is a yogic term, meaning "vortex" or "whirlpool".
The Kulbit drastically decreases the aircraft's speed and could theoretically be used to cause a pursuing aircraft to overshoot its target. The maneuver is closely related to the famous "Pugachev's Cobra" maneuver, but the Kulbit completes the loop that the Cobra almost immediately cuts off.
Aircraft known to be able to execute the "Kulbit".
The following aircraft are currently known to be able to execute the "Kulbit":
All have performed the Kulbit in airshow displays in the past.


Atlas ACE

The Atlas ACE is a South African turboprop trainer, that was designed by the Atlas Aircraft Corporation as a contender to replace the North American Harvard in service with the South African Air Force. The aircraft was not selected and only two examples were completed.
Design and development.
The design originated as the 1986 Project Ovid by the government research agency Aerotek, as a composites technology demonstrator. In 1991 the design was entered into a competition to replace the North American Harvard by the Atlas Aircraft Corporation as the ACE (All Composite Evaluator).
The ACE is a tandem two-seat low-wing cantilever monoplane powered by a Pratt & Whitney PT6A turboprop. It has a retractable nosewheel landing gear and a conventional tail unit. The aircraft is constructed from carbon fiber composites.
The prototype was first flown on 29 April 1991, but did not win the competition which was awarded to the Pilatus PC-7.
On 14 January 1995 the prototype was lost in a wheels up landing at Jan Smuts Airport. The second improved aircraft was scheduled to fly, but the design was not developed.


Air Atlas

Air Atlas (Compagnie Cherifienne de l'Air) was a Moroccan airline based in Casablanca. The airline operated services from Morocco to Algeria, France and Spain.
Fleet.
The California Central Airlines fleet in 1953:


Naval Air Station Rockaway

 Naval Air Station Rockaway adjoined Fort Tilden on the western portion of the Rockaway Peninsula in the New York City borough of Queens. It was established on transferred municipal property in 1917 during American involvement in World War I.
The station was the departure point for the first transatlantic flight in 1919, executed by the crew of the NC-4. On November 27, 1918, the NC-1 took off from the station with 51 people aboard, establishing a new world record for persons carried in flight.
On August 31, 1921, an airship hangar caught fire. It destroyed the D-6 blimp along with two small dirigibles, the C-10 and the H-1 and the kite balloon A-P. The D-6 was built by the Naval Aircraft Factory, Philadelphia, Pennsylvania, to a design somewhat different from the other five D-class airships. It featured an improved control car (the "D-1 Enclosed Cabin Car) which had a watertight bottom for landings on water, and internal fuel tanks.
The station was demolished in 1930 to make way for Jacob Riis Park. Operations were moved across the inlet to a hangar in the municipal Floyd Bennett Field, which itself was sold to the federal government in 1941 and made Naval Air Station New York. In turn, NAS New York was decommissioned in 1972 and is now a part of the Gateway National Recreation Area, as are Fort Tilden and Jacob Riis Park.


Caproni Ca.350

The Caproni Ca.350 was an Italian single-engined project for a two-seat fighter-bomber/reconnaissance aircraft of the 1930s. Designed by Cesare Pallavicino to meet a requirement of the Regia Aeronautica, it was an innovative and fast design, to have been powered by an Isotta Fraschini Zeta R.C.42, but no aircraft were built.