Metrojet Ltd

Metrojet is a Hong Kong provider of business aviation services and provides a range of services, including aircraft management, aircraft charter, aircraft maintenance, aircraft co-ownership, pre-buy inspection, aircraft registration, crew management and regulatory compliance.
Metrojet has a regional presence with satellite maintenance base in Clark, Philippines. The company has also established a joint venture with India-based Taj Air to form TajAir Metrojet Aviation in Mumbai, India, and a joint venture with China-based Hanxing General Aviation Co. Ltd. to form Metrojet Hanxing Zhuhai in Zhuhai International Airport.
Metrojet is a US FAA Certified Repair Station, Hong Kong CAD 145 Maintenance Organization, and Metrojet has numerous approvals from other countries, including aircraft registered in China, Macau, Taiwan, Thailand, Indonesia, Canada, Bermuda, the Cayman Islands and Isle of Man.
History.
Metrojet is part of The Kadoorie Group, which includes CLP Holdings, Heliservices (HK) Ltd, and The Peninsula Hotels. The Group has over 30 years business aviation experience in the region, with the establishment of Heliservices in 1978 and Metrojet in 1995.
Corporate affairs.
The head office is located in Suites 1303–1306 at One Citygate in Tung Chung. Previously it was at Suite 608 at One Citygate. On a previous occasion the head office was on the ninth floor of the China Hong Kong Tower in Wanchai.
Fleet.
Metrojet currently operates a fleet of over 30 aircraft in the region, including Bombardier Challenger 604, Bombardier Challenger 605, Bombardier Challenger 800, Bombardier Global Express, Bombardier Global 5000, Gulfstream G200, G450, GV and G550, [Hawker 4000 Horizon], Embraer Legacy 600, Embraer Legacy 650 and Lineage 1000 and Boeing Business Jet (BBJ). They also provide maintenance support to regionally based and transient aircraft.
Services.
Aircraft charter.
Metrojet provides private jet charter services throughout Asia and beyond. Metrojet also provides block charters for clients who require frequent travel.
Aircraft maintenance.
In addition to being a Gulfstream Authorized Warranty Repair Facility, Metrojet is also a Bombardier Authorized Service Facility, and an authorized Service Center for both Embraer's Legacy 600/650 and Lineage 1000 series. Metrojet also maintains Hawker 700/800/900 series, Hawker 4000 (LSC) and Hawker 987 (LSC), Cessna Citation series, and Boeing BBJ. Their avionics and airframe engineers also have ratings on other aircraft, including Dassault Falcon aircraft.
Metrojet's engineers have Pratt & Whitney, Rolls-Royce, GE and Honeywell aircraft engines and APU type ratings. Metrojet is also recognized as a Pratt & Whitney Authorized Service Facility and Mobile Repair Team, and a Rolls-Royce Authorized Service Facility for BR710 series engine.
Aircraft management.
Metrojet assists the aircraft purchaser initially in connection with matters leading to and associated with aircraft registration, certification, inspection and delivery.
Metrojet also acts as the turn-key flight department, providing flight operations, flight crew, aircraft maintenance, regulatory compliance, aviation accounting, insurance and administration as well as pre-delivery assistance.


Mark Clouse

Mark A. Clouse (born July 5, 1968) is a business executive in the food industry. Since January 22, 2019, he has been the President and CEO of Campbell Soup Company. Prior to that, he was the CEO of Pinnacle Foods from May 2016 through its acquisition by Conagra in late October 2018. He had previously spent two decades at Kraft Foods and its successor Mondelez International, where he held a variety of leadership positions.
Education and military career.
Clouse attended Northwest High School in Cincinnati, Ohio, graduating in 1986. In 1990 he received a Bachelor of Science degree in Economics from the United States Military Academy at West Point. Following graduation, he served in the United States Army as a helicopter pilot for six and a half years, rising to the rank of Captain.
Business career.
Kraft Foods.
In 1996 Clouse chose to retire from the Army to pursue a business career, and joined Kraft Foods, where he began by holding various positions of increasing responsibility around the world. He was President of Kraft Foods Greater China from 2006 to 2008. He was Managing Director of Kraft Foods Brazil from 2008 to 2010.
In 2010 he was appointed Senior Vice President of the Biscuits Global Category, a position he held until 2011, at which time he became President of Kraft's Snacks and Confectionery business in North America.
Mondelez International.
In October 2012, Kraft Foods changed its name to Mondelez International as an international snack-food company, and spun off its North American grocery business as Kraft Foods Group. At that time Clouse became Executive Vice President and President of North America at Mondelez. In late July 2014 he was appointed to the newly created position of Chief Growth Officer, where his responsibilities included accountability for all key areas of the company's growth strategy, and oversight of teams responsible for corporate strategy, global categories, global marketing, global sales, and research, development, and quality. In January 2016 he was promoted to the newly created position of Chief Commercial Officer, with oversight of the execution of the company's commercial growth plan for all five geographic regions, and oversight of the global sales function.
Pinnacle Foods.
Clouse was hired as CEO of the packaged-foods company Pinnacle Foods, effective May 2016, when then-CEO Robert Gamgort left to become CEO of Keurig Green Mountain. He was also named to the company's board of directors at that time. Pinnacle's chairman cited his "strong operating background and proven track record of success, combined with his broad experience in both the North American market and more entrepreneurial developing market businesses".
During his tenure as CEO, Pinnacle Foods' stock climbed 54%, in contrast to most other packaged-food companies, which lost share value.
He successfully steered the company to being acquired by Conagra in 2018 for $10.9 billion. In late October 2018, Conagra completed its acquisition of Pinnacle Foods; Pinnacle ceased to be a publicly traded company and became a subsidiary of Conagra, making Clouse's position as CEO redundant.
Campbell Soup Company.
In December 2018, Clouse was appointed President and CEO of Campbell Soup Company, effective January 22, 2019. The hiring was the result of a seven-month search after former CEO Denise Morrison resigned abruptly in May 2018.
The chairman of Campbell's board of directors stated, "Mark's leadership as CEO of Pinnacle Foods shows a clear track record of delivering solid revenue and earnings growth and generating significant value for shareholders. ... Mark was the Board's top choice due to his success leading organizations through significant transformations and his history of delivering strong results." Clouse was also the preferred choice of activist investor Third Point, which had recently settled with Campbell following an aggressive proxy fight. He was elected a member of the company's board of directors as well.
Personal life.
Clouse met and married his wife Kathy in the 1990s while he was in the Army. They live in New Jersey and have two sons.


John Christopher (Star Trek)


Charles H. Roadman II

Charles H. Roadman II (born November 27, 1943 in San Antonio, Texas) was the 16th United States Air Force Surgeon General (1996–1999), Headquarters U.S. Air Force, Bolling Air Force Base, Washington D.C. His father, Charles H. Roadman (1914–2000), was also an Air Force flight surgeon and command pilot.
Career.
Roadman entered the Air Force in May 1968. After receiving his medical degree from Emory University School of Medicine, he completed his internship and residency in obstetrics and gynecology (OB/GYN) at Keesler Medical Center.
Roadman served as a commander three times, twice in a hospital and once in a medical center. He was also a major command deputy surgeon, surgeon and command surgeon of both U.S. Transportation Command and Air Mobility Command. He served as both commander, Air Force Medical Operations Agency and deputy surgeon general, Office of the Air Force Surgeon General. He assumed duties as Surgeon General in November 1996. He retired from the Air Force on December 1, 1999.
Academia.
Roadman was Assistant Dean, Wright State Medical School (1988); the Distinguished Professor of Preventive Medicine at the Uniformed Services University of Health Sciences (1997–1999), and Adjunct Professor of Health Services Management and Leadership at The George Washington University School of Public Health and Health Services.
Later career.
After retiring from the Air Force, Roadman moved into the public health sector as President and CEO of the American Health Care Association (AHCA) (1999–2004) Dr. Roadman also served as interim president and CEO of Assisted Living Concepts as well as Chairman of the Board of Trustees of Altarum. He is currently on Altarum's Advisory Board.


Dale Mabry Army Airfield

Dale Mabry Army Airfield, was a World War II United States Army Air Force located at the Dale Mabry Field airport in Tallahassee, Florida. The military airfield closed in 1946 and the airport was returned to civil use.
History.
The military use of Tallahassee Dale Mabry Field began in 1938 when the United States Army Air Corps established a contract flying school at the airport. In 1940 U.S. Senator Claude Pepper and Florida Governor Spessard Holland influenced the Army to make Dale Mabry Field a United States Army Air Force airfield as part of the buildup of the military prior to the United States entry into World War II. The airfield was named after Captain Dale Mabry of Tallahassee, who during World War I, experimented with the use of Balloons.
In October 1940 military activity began with the construction of a railroad siding and drainage improvements to overcome the swamp conditions at the site. Hundreds of laborers began clearing swampland for temporary quarters for Dale Mabry Army Airfield. The need for a place to train pilots prompted the federal government to set a 90-day completion deadline and construction began that month. The Army constructed three concrete runways to serve their needs. The field was described as having 2 paved runways. One runway was running northwest to southeast and a second was running north to south. Another sand & sod runway ran east to west. In addition, several sub-bases and auxiliary airfields were assigned:
The base became a nearly self-sufficient city, with several runways, barracks, officers’ quarters, mess hall, hangars, a hospital, a church and a bowling alley. Originally , the airfield grew to and 133 buildings during the course of the war. Training activity peaked in mid-1944 with base complement averaging 1,300 officers, 3,000 enlisted men & women, and 800 civilian employees. Students at Dale Mabry also used a gunnery base at Alligator Point and a bombing range at Sopchoppy on the Gulf for their training needs.
In addition to being a military airfield, Eastern Airlines and National Airlines continued to use Mabry despite being closed to general aviation during World War II.
Initial use.
The field was activated on 13 January 1941 and placed under the jurisdiction of the Southeast Air District (later Third Air Force). It was assigned to the III Interceptor (later Fighter) Command on 17 June 1941. The 42d Base Headquarters and Air Base Squadron was the host military unit at the new field.
Construction delays limited the operational use of the field during 1941. The first flying organization at the field was the 53d Pursuit Group (Interceptor) which moved from MacDill Field near Tampa in December 1941. The 53d remained briefly at Dale Mabry, moving to Charleston Army Airfield, South Carolina at the end of the month for overseas movement to Panama as part of the buildup of the defenses of the Panama Canal.
Fighter training.
The first unit to train at Dale Mabry Field was the 79th Fighter Group, which was formed at the field in early February 1942 and equipped with Curtiss P-40 Warhawks. It then moved to Morris Field, North Carolina, in early May 1942. It was replaced by the 81st Fighter Group which moved from Morris Field in early May. The 81st was equipped with Bell P-39 Airacobras. It trained until the end of June before moving to Muroc Field in California, in preparation for deployment to the South Pacific. However it was instead, deployed to Egypt.
The 58th Fighter Group, which had arrived in March 1942, was the first Operational Training Unit (OTU) permanently assigned to Dale Mabry AAF. It was equipped with Curtiss P-40 Warhawks and provided advanced combat training to new pilots which had graduated from Training Command advanced flight schools who were assigned to the 79th and 81st Fighter Groups. In June 1942, the 58th was chosen to become a combat group and it was moved to Morris Field in July for combat training and also deployed to Egypt.
With the 58th being prepared for overseas deployment, III Fighter Command formed the 338th Fighter Group at Mabry to replace the 58th FG. With the P-40s being taken by the outgoing group, four squadrons P-39 Airacobras were assigned to the Group for the training mission. However Dale Mabry was unable to support the large number of aircraft and in September 1942, the 305th Fighter Squadron was reassigned to Sarasota Army Airfield to be a training unit while remaining under the control of the 338th FG. On 13 June 1943, the 307th and 441st Fighter Squadrons were transferred to the Perry Army Airfield sub-base of Dale Mabry to conduct training, while remaining under the control of Group Headquarters. With the reassignment of the two squadrons to Perry, the 305th returned to Dale Mabry, with the number of training squadrons at the base returning to two (305th and 306th).
Sometime in 1942, the 99th Fighter Squadron under the command of Lt. Col. Benjamin Davis received advanced training at Mabry Field. In 1942 and 1944 Chinese Air Force & Free French Air Force Air cadets trained at Dale Mabry Field, using the gunnery range at Alligator Point and the bombing range at Sopchoppy.
Combat training was upgraded to the P-47 Thunderbolt in the fall of 1943, as well as P-51 Mustangs as soon as they became available. In an administrative reorganization by HQ Army Air Force, on 1 May 1944, numbered training units in the Zone of the Interior (ZI) (Continental United States) were re-designated as "Army Air Force Base Units". At Dale Mabry, the 338th Fighter Group was inactivated, and replaced by the 335th Army Air Force Base Unit (Replacement Training Unit, Fighter), the squadrons being designated as "A" and "B".
Several bases in Florida, including Dale Mabry, served as detention centers for German prisoners-of-war (POWs) in the latter part of 1944 and 1945. At its apex, 150 POWs were interned at the base. Air Service Command used Dale Mabry for training of numerous Service Groups from 1941 until 1943 prior to their overseas deployment. In addition Air Material Command established a maintenance sub-depot to maintain the training aircraft assigned to the base.
Closure.
III Fighter Command fighter training ended on 31 May 1945, and the 335th AAFBU was converted into a Ground Training Unit. With the Japanese Surrender in August 1945, demobilization became the major activity at the base, with many personnel being separated and returning to civilian life.
In the fall of 1945, jurisdiction of Dale Mabry AAF was transferred to Air Technical Service Command (ATSC), whose mission was the transfer of any useful military equipment to other bases around the country. The base was closed and declared as surplus in 1946, being was turned over to the War Assets Administration (WAA) for disposal and return to civil use. The Air Force retained a communications facility at the base until March 1946 when the airport was fully returned to Civil Control.
Over 8,000 pilots from Europe, China and the United States trained here in P-39s, P-40s, P-47s and P-51s. There is a historic site marker now at the edge of the NW/SE runway near the point where planes took off or landed. Over a dozen pilots died in accidents while learning how to fire at targets such as a giant, plywood “bull’s eye” at Alligator Point to the south. During 1943, 79,000 family members came to Tallahassee, then a town of 16,000, to visit pilots-in-training.
Today, some sections of the base's asphalt runway are still visible, as are several concrete tie-down pads. On November 16, 2016 a live air strike bomb was unearthed during construction entangled in the roots of a tree in what is now known as Frenchtown. The location was near the boundaries of the old base. A special crew dispatched by The 325th Explosive Ordnance Disposal Flight out of Tyndall Air Force Base in Panama City, Florida determined that the course of action was to detonate the bomb in place to neutralize it and did so safely.


Sky High Aviation Services

Sky High Aviation Services is an airline based in Dominican Republic and operates scheduled flights in the Caribbean.
Services.
Sky High Aviation Services operates scheduled and charter operations from the Dominican Republic to different destinations in the Caribbean.
The airline currently operates scheduled flights to 11 destinations in the Caribbean with charter flights available and future destinations expected.
Fleet.
Current fleet.
As of December 2019, the Sky High fleet consists of the following aircraft types:
Former fleet.
Over the years, Sky High has operated the following aircraft types:
Accidents and incidents.
On April 20, 2015, a Piper PA-32, registered HI-957, took off from Punta Cana International Airport to Arroyo Barril Airport and crashed shortly after departure near the Punta Cana International Airport. All seven occupants on board were killed and the aircraft was destroyed by the fire.
On April 8, 2019, a British Aerospace 4100 Jetstream 41, registration HI1038, crash landed at Douglas Charles Airport, Commonwealth of Dominica, after a commercial flight from Santo Domingo, Dominican Republic. There were no fatalities.


Curtiss LaQ Day

Curtiss Day Jr. (24 May 1895 — 25 April 1972) was an American aviation pioneer. Throughout his teenage and young adult life, Day constructed planes, created a company, flew in exhibitions, taught at prominent aviation schools, and served in the United States military before leaving the field in the mid 1920s. He was once said to be youngest person in the United States to hold a pilot's license from the Aero Club of America.
Biography.
Early life.
Day was born in Paxton, Illinois on May 24, 1895. However, he spent most of his early life in the neighboring town, Gibson City, Illinois. As a young child, when he saw a movie of Wilbur Wright, he sat through both shows and left with the dream of one day becoming an aviator.
Day saw his first actual airplane on September 29, 1910, when Walter Brookins flew a Wright B over Gibson City in his historic flight from Chicago to Springfield, Illinois. Highly motivated after the event, Day constructed a biplane glider the following winter. He flew the plane solo (with assistance from his classmates) on March 17, 1911. Two days later, after removing the its tail for experimental purposes, he wrecked the glider when he took off from a railway embankment. His mother grounded him and his family set to block him from having a future in aviation.
Aviation career.
After graduating from Drummer High School in 1913, he was gifted a trip to visit relatives in New York City. Before leaving, he secretly withdrew the money in his savings account, intending to learn to fly without his family's knowledge. He chose to attend the Thomas Brothers Flying School in Bath, New York as they charged only $250 () and did not include fees for repairing breakage. He left New York City for Bath and began training on a single-seater Thomas pusher. Frank Herbert Burnside was his instructor. He made more advanced flights soon after with Walter Ellsworth Johnson in a Thomas Flying Boat at Conesus Lake. Day's family contacted the school to notify them that he was a minor and flying without their consent. Grounded again, he was forced home. He agreed with his parents to attend the University of Illinois at Urbana-Champaign in the fall of 1913 if he could continue flying the following summer.
In June 1914, Day entered the Wright Brothers School at Simms Station in Dayton, Ohio, where he was instructed by Howard Max Rinehart. There, he flew solo in a Wright Model B and was awarded the FIA Pilot License, No. 302 after flying for his tests on July 22, 1914. Immediately, he was employed at Hensil Aero Stabilizer Company at Cicero Field, Chicago, Illinois as a test pilot. He worked for the company until returning to school in the fall.
In April 1915, Day received an offer of $300 () per week from Pancho Villa to fly over Mexico, scouting for his military forces. Day refused the offer, choosing instead to earn money from public exhibitions without the added danger of military operations. He returned to Cicero Field in June, backed by businessmen who helped him form the Aeroplane Company. His company purchased planes specifically designed for exhibition work from the Benoist Aircraft Company. Day employed P. G. B. "Bud" Morriss as his booking agent. Morriss had him pose in short pants and advertised him as "Satan Day — The Boy Aviator." Day made a number of flights at and around Cicero Field that summer. Notable flights include a Fourth of July exhibition in Anna, Illinois, where he crashed due to a faulty propellor, and the two-day exhibition in Gibson City, where he flew with his colleague Frank Kastory in a P. L. V. two-seater biplane.
In June 1916, he became an assistant instructor at the Wright Flying School in Hempstead Plains, New York. He was previously employed as a test pilot at its Hempstead Field plant.
Service in the United States military.
After receiving a B.S. in commerce and banking from the University of Illinois in June 1917, Day became a civilian instructor at Chanute Field flying "Jennies." Later that fall, he instructed at Scott Field. He joined the United States Air Force and received his R.M.A. wings in 1918. Day also received his Expert License, No. 187 on August 14, 1918.
During World War I, he served as an instructor in advanced flight at the Aviation Section, U.S. Signal Corps. Day went to Morocco in 1925 to fight in the Riff War as a member of the Escadrille Cherifienne. During World War II, he worked for Eastern Air Lines in the operations department at LaGuardia Field in New York and at Savannah, Georgia.
Post aviation and death.
He quit flying after the war and worked in the hotel business. Curtiss died on April 25, 1972 in Elkhart, Indiana. He is buried in the Drummer Township Cemetery. Both of his parents outlived him, his father dying in 1974 at 105 and his mother dying in 1973 at 98.


Mountaineer Trikes Mite-Lite

The Mountaineer Trikes Mite-Lite is a family of American flying wing ultralight trikes that was designed and produced by Mountaineer Trikes. The aircraft were supplied as a kit for amateur construction.
Design and development.
The Mite-Lite was designed to comply with the US FAR 103 Ultralight Vehicles rules, including the category's maximum empty weight of . The Mite-Lite has a standard empty weight of . It features a cable-braced hang glider-style high-wing, weight-shift controls, a single-seat, open cockpit, tricycle landing gear and a single engine in pusher configuration.
The Mite-Lite is very minimalist lightweight trike, made from bolted-together aluminum tubing, with its single surface wing covered in Dacron sailcloth. Its wing is supported by a single tube-type kingpost and uses an "A" frame control bar. The wing is a large area and is suitable for power-off soaring flight. The aircraft can be disassembled by one person in 45 minutes for ground transportation on a car top or for storage. The factory standard powerplant supplied with the Mite-Lite was the Rotax 277 single cylinder, two-stroke aircraft engine.
Production of all models ended when the company went out of business in 1998.


William Keir Carr

Lieutenant General William Keir "Bill" Carr, CMM, DFC, OStJ, CD (March 19, 1923 – October 14, 2020) was a Canadian Air Force officer. As the first commander of Air Command, he has been described as the father of the modern Canadian Air Force.
Early years.
Carr grew up in Newfoundland, one of six children, with four brothers and a sister. At age 18, he attended Mount Allison University and obtained his BA, during which time he sold typewriters to earn extra money for school. It was during university that he joined the Canadian Officer Training Corps.
Second World War service.
Recruited for service in 1941, when deployed overseas he was stationed first with No.9 OTU (operational training unit) with photo reconnaissance training on the Spitfire. Later he was deployed to No. 542 Squadron at RAF Benson flying the Spitfire PR Mk XI, one of which he flew to Malta when he was transferred to No. 683 Squadron. During one mission he suffered minor injury when his Spitfire lost control over Perugia, Italy. He also had one of the first encounters with one of the first Me 262s during a mission near Munich. With 683 Squadron in 1944 he was nominated for and received the Distinguished Flying Cross.
Post-war service.
After the war, Carr made swift progress through the ranks. He became Deputy Chief of the Defence Staff in 1973 and the first Commander, Air Command in 1975 before retiring from active duty in 1978. After retirement from the Canadian Forces Carr joined Canadair where he became Vice-President of International Marketing, primarily in sales of the Canadair Challenger and later in the same role for Bombardier Aerospace.
Carr died in October 2020 at the age of 97.


List of airlines of Denmark

This is a list of airlines operating under a Danish air operator's certificate.


Teresio Vittorio Martinoli

Teresio Vittorio Martinoli, MOVM, (26 March 1917 – 25 August 1944) was an Italian World War II fighter pilot in the Regia Aeronautica and in the Italian Co-Belligerent Air Force (ICBAF).
During the war, he fought over Libya and Tunisia, in North Africa, on Malta, and was involved in the defence of the Italian mainland. Martinoli has been credited with 22 air victories and 14 shared destroyed in 276 sorties. Flying the Fiat C.R.42 biplane and Macchi C.202 and C.205 monoplanes, he shot down: a Gloster Gladiator, Bristol Blenheims, Hawker Hurricanes, Curtiss P-40s, Spitfires, a P-38 Lightning, a Boeing B-17 Flying Fortress, and a Junkers Ju 52, the last after the Armistice of Cassibile.
He lost his life in a flying accident on 25 August 1944, while converting from the C.205 to the P-39 Airacobra.
Before World War II.
Martinoli gained a glider pilot's licence in 1937. The following year, he was enlisted in the Regia Aeronautica, and after a military flying course at Ghedi, was assigned to 366ª "Squadriglia" of 151° "Gruppo" (53°"Stormo") with the rank of "Sergente Pilota". Subsequently, he was posted to the 384ª "Squadriglia", 157° "Gruppo".
North Africa and Malta.
He claimed his first air victory, just three days after Italy entered war, on 13 June 1940. His first victim was a bomber, most probably a French Potez 630, shot down over Tunis, while flying his Fiat CR.42. Then he was posted to 78ª "Squadriglia", 13° "Gruppo" of 2° "Stormo" and on 13 October he claimed a Gloster Gladiator (most probably from No. 112 Squadron RAF), while escorting a Savoia-Marchetti S.79, on Mersa Matruh, Egypt.
After he had transferred to 4° "Stormo" (that became his permanent unit), in autumn 1941, he flew fighter sweeps over Malta, from Comiso in Sicily. Flying the Macchi C.202, in just two months, he claimed three Hurricanes (two on 19 October 1941) and a Blenheim. Still over Malta, he was credited with the destruction of three Spitfires (plus one probable) between 4 and 16 May 1942.
Back in North Africa, during the Battle of Bir Hacheim, on 9 June 1942, he shot down two P-40 and damaged a third. On 29 June, in Marsa Matruh area, along with three more 73ª "Squadriglia" Macchi C.202s, he attacked a formation of 12 P-40s, downing a Curtiss fighter (while his fellow pilots shot down two more). Martinoli's final kill in the North Africa theatre was over El Daba on 23 October 1942. Officially, this was identified as a Bell P-39 Airacobra but was more likely a Curtiss Kittyhawk from No. 260 Squadron RAF.
Home Defence.
During the summer of 1943, he took part in the defence of Sicily and Italy.
On 4 July, he claimed a P-38 Lightning and a shared Boeing B-17 Flying Fortress over Sicily.
"Aeronautica Co-Belligerante".
After the armistice of 8 September, he joined the "Aeronautica Co-Belligerante" (Co-Belligerent Air Force), fighting alongside the Allies. He flew, with other 4° "Stormo" pilots, sorties to Yugoslavia, attacking the German Wehrmacht and Luftwaffe. He shot down a Junkers Ju 52/3m over Podgorica, on 1 November 1943, after a dogfight with two Messerschmitt Bf 109s. It was his last air victory.
He was killed in a flying accident on 25 August 1944, at Campo Vesuvio air base, while training on one of the second-hand Bell P 39s that had just been delivered to the Co-Belligerent Air Force.
Awards.
Martinoli was posthumously awarded the "Medaglia d'oro al Valor Militare" (Gold Medal of Military Valor). He had been previously decorated with two silver medals and the German Iron Cross Second Class.


Operation Vigorous

Operation Vigorous ( 1942, the Battle of mid-June 1942) was a British operation during the Second World War, to escort supply convoy MW11 from the eastern Mediterranean to Malta, which took place from 1942. Vigorous was part of Operation Julius, a simultaneous operation with Operation Harpoon from Gibraltar and supporting operations. Sub-convoy MW11c sailed from Port Said on 11 June, to tempt the Italian battlefleet to sail early, use up fuel and be exposed to submarine and air attack. MW11a and MW11b sailed next day from Haifa, Port Said and Alexandria, one ship being sent back because of defects. Italian and German (Axis) aircraft attacked MW11c on 12 June and a damaged ship was diverted to Tobruk, just east of Gazala. The merchant ships and escorts rendezvoused on 13 June. The British plans were revealed unwittingly to the Axis by the US Military Attaché in Egypt, Colonel Bonner Fellers, who reported to Washington, D.C. in coded wireless messages. The Black Code was later revealed by Ultra to have been broken by the (Italian military intelligence).
The convoy and escorts sailed through "Bomb Alley" between Crete and Cyrenaica under attack from Axis bombers, dive-bombers, torpedo-bombers, E-boats and submarines and were then threatened by the sailing of an Italian battlefleet from Taranto. The British relied on aircraft and submarines to repel the Italian fleet in the absence of battleships and aircraft carriers but only one heavy cruiser was sunk. When the Italian battleships were within the British convoy and escorts were ordered to turn back and wait for the Italians to suffer losses from torpedo-bombers, bombers and submarines but little more damage was inflicted and after several more turns towards and away from Malta, the convoy and escorts returned to Alexandria on 16 June. The Battle of Gazala (26 May – 21 June) was being fought in Libya during Operation Julius and beginning on 14 June, the British defeat forced the Eighth Army to withdraw eastwards, losing landing grounds from which aircraft could provide air cover for MW11.
Operation Julius was a British defeat and only two merchant ships from Operation Harpoon, the simultaneous convoy from Gibraltar, reaching Malta to deliver supplies. In the absence of air cover and the suppression of Axis air power lining the routes to Malta, the central Mediterranean had been closed to British ships. Malta could not be revived as an offensive base and to provide some aviation fuel for the defending fighters, the British resorted to the expedient of running supplies through the blockade by submarine. No more convoys were attempted from the eastern Mediterranean until the Eighth Army conquered Libya in October. More Spitfires were delivered to Malta during July and increasing losses forced the and to reduce the tempo of operations. A limited return to offensive operations was made against Axis convoys to Libya and Operation Pedestal in August delivered four merchant ships and an oil tanker from Gibraltar, which further revived Malta as an offensive base, despite the loss of most of the convoy and many naval ships.
Background.
Malta.
Siege, 1942.
Axis bombing smashed the docks, ships, aircraft and airfields by the end of April 1942 and then the bombing was switched to targets preliminary to invasion: camps, barracks, warehouses and road junctions. After 18 April, German bombing suddenly stopped and Italian bombers took over, regularly bombing with small formations of aircraft. During the month, Axis aircraft flew more than against all but fighter sorties. The British had lost down in combat against losses during the dropping of of bombs, three times the March figure, on the docks, on airfields. The bombing demolished or damaged were killed and wounded; good shelters existed but some casualties were caused by delayed-action bombs. Rations of meat, fats and sugar were cut further and on 5 May, the bread ration was cut to per day, enough to last until late July; pasta rations had already been stopped and there had been a poor winter potato harvest.
Three destroyers, three submarines, three minesweepers, five tugs, a water carrier and a floating crane were sunk in port and more ships damaged. The island continued to function as a staging post but the Axis bombing campaign neutralised Malta as an offensive base. Two boats of the 10th Submarine Flotilla had been sunk, two were damaged in harbour and on 26 April the flotilla was ordered out because of mining by small fast craft, which were undetectable by radar and inaudible during the bombing; the surviving minesweepers were too reduced in numbers to clear the approaches. Three reconnaissance aircraft remained and only sorties were flown, eleven more by FAA aircraft during the month and by the start of June, only two Fairey Albacores and two Fairey Swordfish were left.
Offensive operations.
From December 1941, bombing neutralised Malta, decrypts of Italian cipher messages showed more sailings and fewer losses and on 23 February 1942, an Italian "battleship convoy" reached Tripoli. By the end of February, had crossed without escort and a blackout caused by a change to the machine in early March made little difference to the British for lack of means. After the British broke supply journeys had been made by May, only nine being spotted by air reconnaissance. On 14 April, five Malta aircraft were shot down and the submarine was lost. On 10 March, the cruiser was sunk by a U-boat and on 10 May, three of four destroyers were sunk by the . In February and March, Axis losses were of supplies, those sent in April fewer than one percent and May losses were
The Axis was able to reinforce North Africa sufficient for Rommel to try to attack before the British. In late April, the British Chiefs of Staff ruled that there would be no convoy to Malta in May, because the Italian fleet could be expected to sail and convoy would need battleship and aircraft carrier cover, which was not available. An operation to fly Spitfires to Malta succeeded and anti-aircraft ammunition was to be supplied by fast minelayer, with which Malta must hold on until mid-June, when the situation in the Western Desert. Should Martuba or Benghazi in Cyrenaica have been captured by the Eighth Army, a westbound convoy from Alexandria might survive without cover from battleships and aircraft carriers. It would also be known if aircraft had been diverted to the Russian Front and if the crisis in the Indian Ocean had abated, sufficient for ships to escort a fast convoy from Alexandria.
Operation Hercules () was an Axis plan to invade Malta and during 1942, reinforcement of the in Sicily and the bombing campaign against the island led to speculation that it was the prelude to invasion. Gleanings from prisoners of war and diplomatic sources led to a certain apprehension about the meaning of troop movements in southern Italy. The absence of evidence from signals intelligence and air reconnaissance led to a conclusion that an invasion was not imminent but the need to protect the source of information meant that this was not disclosed by the British. That preparations were being made was revealed on 7 February through the decryption of Enigma messages but by 23 March the scare died down and more bombing was expected. By 31 March the progress of the Axis bombing campaign led to a prediction that the attempt would be made in April but this was soon discounted because although the bombing offensive increased from in February, to in March, in April, Enigma decodes showed that there were still


List of Air Italy destinations

As of May 2019, Air Italy operated to 26 destinations in 13 countries from its hub in Milan and its focus city in Olbia. Air Italy announced that it would cease operations in February 2020.
This is a list of year-round and seasonal scheduled destinations which Air Italy flew to; the list includes the country, city, and airport names. Additionally, there are labels for airports that were the airline's hub, future cities, and former destinations that were discontinued prior to the shutdown.


340th Air Refueling Wing


384th Air Refueling Wing


Nathan C. Price

Nathan C. Price was an American engineer and inventor. He made substantial contributions to several US aircraft projects during the first half of the twentieth century.
Pressurized cabin.
Before World War II, American airplane manufacturer Boeing had responded to a government solicitation for a large strategic bomber. Its proposal, the B-17 Flying Fortress, was considered "too big" by some members of Congress when additional financing was requested for the project. Fearing the project would be canceled and hoping to salvage something from the design effort, Boeing President Claire Egtvedt, who was aware that fledgling airline companies Trans World Airlines and Pan American World Airways were seeking the ability to operate their airliners above most of the frequent low-level turbulence on their routes, proposed that those airlines underwrite the cost of creating a pressurized airliner from components of the B-17. The Model 307 airliner would utilize the B-17's wings and tail.
The airliner's four Curtiss Wright R-1820 radial engines used crankshaft-driven two-speed superchargers both for added power and for greater performance at altitude. To provide pressurized air for the proposed cabin, the two inboard engines also drove (via a shaft) an additional supercharger mounted on each engine's firewall.
Dr. W. Randy Lovelace of the Mayo Clinic, was consulted; he advised that cabin pressurization begin at 8,000 feet MSL. Then pressurized air would be added as required to maintain an 8,000-foot cabin pressure. Above 16,000 feet MSL, cabin pressure would again decrease, due to the limited rating of the superchargers. The plane was expected to have a maximum cruise altitude of 20,000 to 22,000 feet MSL.
Price's cabin pressure regulator was the heart of the pressurization system. Its inlet valve regulated the flow of ventilating air to the cabin; its discharge valve opened as directed to maintain the required pressure. The valves' operations were controlled by a "black box", a maze of valves, venturis, and pleated metal bellows. Incoming air was drawn through slits on the wing leading edge; discharged air exited below the empennage.
Price received a United States patent for his work. After the prototype was working correctly, a contract was given to Garrett AiResearch in California to manufacture the components.
P-38 supercharger.
In 1937 the Lockheed Company responded to a government proposal for an advanced fighter with a two-engine design of unusual configuration. Designers opted to incorporate the Allison V-1710 engine, which used a single-stage supercharger. This severely limited its performance at higher altitudes, so Lockheed added exhaust-driven superchargers, which solved the altitude problem. The GE-supplied turbochargers were upgraded in 1941 for higher-altitude missions, so Lockheed contracted with Price to analyze the installation and provide improvements. He is credited with the system's success after that time.
Axial-flow jet engine.
In 1930, Nathan Price joined Doble Steam Motors, a manufacturer of steam engines for cars and other uses. In 1933 he began working on a steam turbine for aircraft use. The engine featured a centrifugal compressor that fed air to a combustion chamber, which in turn fed steam into a turbine before exiting through a nozzle, powering the compressor and a propeller. The engine was fitted to a test aircraft in early 1934, where it demonstrated performance on par with existing piston engines, except for difficulty maintaining power at higher altitudes due to the compressor. Work on the design ended in 1936 after Doble found little interest in the design from aircraft manufacturers or the Army.
Price started work on his own turbojet design in 1938. To improve fuel efficiency, he used a combination of low-compression axial compressor stages feeding a high-compression reciprocating compressor. In 1941 he was hired by Lockheed to evaluate the General Electric superchargers being fit to the experimental XP-49, a high-altitude version of the P-38. Price had the basic design of his jet completed and was able to attract the interest of Chief Research Engineer Kelly Johnson. Johnson had been thinking about a new high-speed design after running into various compressibility problems with the P-38 and the jet engine appeared to solve some of the problems. During 1941 he ordered the development of a new aircraft to be powered by Price's engine, developing the engine as the L-1000 and the aircraft as the L-133.
The proposed engine was not officially accepted, because at that time the United States government was informed of British work on jet engines. However, Price was encouraged by United States Army Air Forces (USAAF) officials at Wright Field to refine his design. His redesign incorporated two sixteen-stage axial compressors with a single stage of intercooling. The first four stages of the forward compressor remained clutched to allow them to operate at optimum speed. The turbine was reduced to four stages. The low-pressure compressor was encased in a two-part cylindrical casing with stiffening ribs, which gave it an odd appearance similar to the bottom of an egg carton. The shorter high-pressure compressor was similarly encased, but with ribs running front-to-back only. Power was taken off between the two compressor stages to power accessories, with the gearbox placed on the top of the engine outside of the compressor casings.
In June 1943 the USAAF did give Lockheed a contract for a jet-powered airplane, but it was to incorporate a British turbojet. Thereafter, Price discontinued work on his design. The sole example of his engine is displayed at Planes of Fame Air Museum, in Chino, California.


RAF Haverfordwest

Royal Air Force Haverfordwest or more simply RAF Haverfordwest is a former Royal Air Force station located north of Haverfordwest, Pembrokeshire and south of Fishguard, Pembrokeshire, Wales.
It was operational between 1943 and 1945 and was controlled by No.17 Group of RAF Coastal Command.
History.
The following units were here posted here at some point:
Current use.
The site is currently used by Haverfordwest Aerodrome, a public-use general aviation airport.


SS Kilkenny

SS "Kilkenny" was a passenger vessel built for the City of Dublin Steam Packet Company in 1903.
History.
The ship was built by the Clyde Shipbuilding Company in Port Glasgow for the City of Dublin Steam Packet Company and launched on 30 December 1903. She was placed on the Liverpool to Dublin service.
In 1917 she was purchased by the Great Eastern Railway and in 1919 renamed SS "Frinton". She was then acquired by the London and North Eastern Railway in 1923. She was sold in 1927 to Samos Steam Navigation Company in London and again in 1928 to D Inglessi Fils SA de Navigation, Samos.
She was bombed by Luftwaffe aircraft at Megara during the German invasion of Greece and sunk on 22 April 1941.


List of aviation accidents and incidents in Guatemala

This is a list of aviation accidents and incidents in Guatemala.


Viktor Nikitin (pilot)

Viktor Nikitin (Russian: Викторь Михаӣловичь Никитинь - Viktor Mikhailovich Nikitin, May 2, 1893, Lozanovki near Kiev, Russian Empire – September 12, 1933, Ljubljana, Yugoslavia), was a Russian and Serbian pilot, killed in the first disaster of Yugoslav civil aviation. Nikitin was a pilot and one of the three top pilots in the first Yugoslav airline company Aeroput. He died in a plane crash, plane Aeroput type Farman F.306 called "Podgorica" license plate YU-SAH he piloted. The accident happened on the regular flight Ljubljana - Susak on Tuesday 12 September 1933, at 6:21am, shortly after the take off from Ljubljana airport.
Biography.
Born on May 2, 1893, Lozanovki Kiev, Russian Empire to father Mihail and mother Henriette who was of Polish ancestry. Viktor was the third of five sons (Eugene, Vladimir, Viktor, Nicholas and Alexandar) and four daughters (Anna, Olga, Sofia and Lidia).
After graduating from in 1914 he enters Elisabethgrad Cavalry Academy, and in 1915 he joins the aviation as a volunteer and is sent to the - "Kacha" where he becomes a military pilot. It is in Katcha that he first befriends Vladimir Strizevski, future colleague in the first Yugoslav civil aviation company Aeroput established in Belgrade in 1927.
World War I.
Around the same time, when he received a diploma of an international pilot, in June 1916, Viktor Nikitin was sent to the unit at the front, which was part of the 12-corps aviation department. Very quickly, he mastered the skills to pilot and the same year he moved to a single-seat fighter planes. During the war, he got slightly wounded once, but had no other accidents. As a lieutenant in 1917 he was an appointed commander of the aviation detachment of 7th Division throughout the war and as the opponents he had German and Austro-Hungarian pilots. After signing of the Brest Peace Treaty, Viktor Nikitin is in units of General Denikin until its collapse. After, his unit joined General Wrangel. Throughout the war and revolution, Viktor had 606 hours of combat flights.
Soon after the graduation, he married Vera Mihajlovna Deminjev with which 30 September 1917th had a son Yuri (George). Settled in Kiev, where the family lived until the arrival of the Bolsheviks and then evacuated to Odessa.
Emigration to Yugoslavia.
Soon, after Western intervention failed, the entire Nikitin family went into exile from Odessa across the Crimea, Simferopol and Sevastopol in Varna where they temporarily resided.
To survive, the male members of the family had to do the hardest physical labor without any prospects that the future will be better. As a White Russian exiles were slowly leaving to the Western European countries, Nikitin family at the invitation of King of SHS / Yugoslavia - Aleksandar, boarded a ship and via Constantinople and Gallipoli in 1921 was moved to Yugoslavia.
First residency of Nikitin family was in Novi Sad, probably because at that time Novi Sad was the aviation center of the new state, later they moved to Zemun, where they found conditions favorable for permanent residence. In Zemun, Viktor builds a luxury 4 level house which was finished three months before his death.
Military Aviation Kingdom of SHS / Yugoslavia.
Upon his arrival in Novi Sad 1921, he started working as a laborer at the airport. At that time, the Yugoslav military aviation experts were required of all professions and profiles. As Viktor was highly qualified, he started working as an aviation mechanic at the Novi Sad airport. After a few years, he moved to SIDNA (Franco-Romanian airline) and worked as an airline mechanic. He was trying to restart his position as a pilot and finally succeeded. He was hired as a pilot and a flight instructor in military aviation. His reputation and obvious knowledge were his best recommendation. Viktor Nikitin was an officer in the Yugoslav Royal Air Force (JKRV) and later when he worked in Aeroput, next to all of his obligations, he continued training junior pilots, flying practice and has maintained the war planes until the end of his life.
Aeroput.
This company has engaged the first pilots - Viktor Nikitin, Vladimir Striževski and Mihail Jarošenko. It was for them, the lure of professional flight and the plane becomes something more. There were a lot of temptations in a relatively fragile aircraft, with no navigation, complex weather conditions and other difficulties but flights were an adventure for Viktor Nikitin. While working at Aeroput, Nikitin made 466 hours of flight time. He was a complete pilot who knew the plane he was flying.
Aeroclub.
As a skilled pilot and a lover of blue heights, Nikitin gladly responded to calls for flying Aero Club, who at the time worked intensively to popularize aviation. At public events, he piloted aircraft type de Havillend performing cool moves in the air.
Accidents.
During his career, Nikitin had only three incidents:
1. Wounded in a combat flight on the eastern front
2. Emergency landing on unsuitable terrain when they ran out of fuel coming back from the international competition of military teams
3. Emergency landing of passenger aircraft move-29 on a regular route Belgrade - Zagreb near the village Popovača near Slavonski Brod due to overheating engines.
All three have passed without victims.
During his pilot experience, there was no plane in the sky that he didn't fly as a fighter pilot and flight instructor, Ikarus test pilot, a member of the Aero Club pilot or Aeroput pilot.
Death.
Crash of the Aeroput passenger plane type Farman F.306 called "Podgorica", license plate YU-SAH occurred at a regular route Ljubljana - Susak on Tuesday 12 September 1933, at 6:21 am, shortly after plane took off from the airport in Ljubljana. Weather conditions at the airport that morning were fine. The plane has been scheduled to take off at 6.10am but with the engines on, it waited on the tarmac for a passenger that was late. Plane took off with a 9-minute delay at 6.19am. Immediately after takeoff, the plane crashed in the woods with a tremendous crash, only one kilometer from the airport, hitting a drop in the stone wall of the Hospital at the well. There were eight persons on the flight, two crew members and six passengers. All persons on board were killed outright. The flight crew consisted of a pilot Viktor Nikitin and a mechanic Spiro Trkulja. This was the first plane crash of Aeroput, which occurred six years since the founding of the airline.
A member of the Command Air Force formed to investigate the causes of the plane crash, Mr.Stojanovic said, as quoted by the Politika (16 September 1933): "... material is not to blame. Departing was performed after a regular review and under normal circumstances. Guilt may be up to fog and its uneven formation on the upper surface, or a fatal error in pilotage, as one can not believe, knowing the extraordinary abilities of Nikitin, as a good, serious and conscientious pilot."
Pilot Viktor Nikitin was buried at the Orthodox cemetery Zemun, September 15, 1933 with all the honors that belong to him as a respectable citizen, soldier, pilot and man. At the accident site, there is an evidence that slabs of the time and the names of people missing in the disaster.
Family.
Yuri (George) was the only son after the death of his father. He graduated from high school in Zemun and then the 64th class of the Military Academy in Belgrade 1939, then served in the artillery.
After the collapse of the Yugoslav Royal Army in the April war access units World War II, and after the war, he served in the JNA armored units as well as active-duty officer. After the war, George had two sons, of whom the elder Aleksandar headed his grandfather's footsteps. He became a JAT pilot who continued the tradition of a pre-war Aeroput which flew his grandfather Viktor. For the 50-year anniversary of the first flight of Aeroput, on the Belgrade-Zagreb route, plane piloted by Aleksandar Nikitin, this has symbolically marked the anniversary.
Today, Nikitin family photo albums are kept at the Serbian National Aviation museum next to the Nikola Tesla airport in Belgrade.


Peter Hanan

Peter Sedgley Hanan (30 November 1915 – 15 September 2008) was a New Zealand swimmer who represented his country at the 1938 and 1950 British Empire Games.
Early life and family.
Born in Morrinsville on 30 November 1915, Hanan was the son of Frederick Arthur Hanan, a dentist and later a dairy farmer, and Ida Helen Hanan (née Dewes). His younger brother was Patrick Hanan, and his maternal grandfather was Albert Dewes.
Hanan was educated at Mount Albert Grammar School in Auckland, and trained as an accountant. He married Esma Elaine St George in 1946, and the couple went on to have two children.
Swimming.
Hanan began swimming at the public swimming baths in Morrinsville, which opened in 1924, as a child, and later receiving coaching from Malcolm Champion at the Tepid Baths in Auckland. He went on to win five New Zealand national swimming titles: the 100 yards freestyle in 1938 and 1940; and the 220 yards freestyle in three consecutive years from 1938.
Hanan represented New Zealand in the men's 110 yards freestyle at both the 1938 British Empire Games in Sydney and the 1950 British Empire Games in Auckland. On both occasions he did not progress beyond the heats.
Military service.
Enlisting in the Royal New Zealand Air Force in 1939, Hanan became a Spitfire and Hurricane pilot during World War II. He was commissioned as a pilot officer in July 1941, promoted to flying officer in July 1942, and flight lieutenant in July 1943. He saw active service with Fighter Command in Britain and in the Far East, including with No. 67 Squadron RAF in Burma, and was transferred from the active list to the Reserve of Air Force Officers at the end of January 1945.
Later life and death.
Following World War II, Hanan purchased his family's dairy farm, and also finished his accountancy studies. His first wife died in 1970, and after marrying nurse Peg Paterson, Hanan returned to live and practise accountancy in Morrinsville. His daughter from his first marriage had Down syndrome, and in 1963 Hanan was the founding president of the Thames sub-branch of the IHC. He was elected as a Morrinsville borough councillor, serving in that role for six years, and was the treasurer of the Morrinsville RSA from 1964. In 2005 he published a history of the organisation titled "Lest we forget: the history of Morrinsville's RSA from 1916 to 2004".
In the 2002 Queen's Birthday and Golden Jubilee Honours, Hanan was appointed a Member of the New Zealand Order of Merit, for services to the community. When celebrations were held in 2008 to mark the centenary of the first meeting of the Morrinsville Town Board, Hanan, then aged 92, was recognised as the oldest person born in the town still resident there.
Hanan died on 15 September 2008, and he was buried at the Piako Lawn Cemetery, Morrinsville.


Kulik Lake Airport

Kulik Lake Airport is a public use airport located one nautical mile (1.85 km) south of Kulik Lake, in the Lake and Peninsula Borough of the U.S. state of Alaska. It is owned by Katmai National Park.
As per Federal Aviation Administration records, Kulik Lake Airport had 1,842 passenger boardings (enplanements) in calendar year 2008, an increase of 21% from the 1,518 enplanements in 2007.
Facilities and aircraft.
Kulik Lake Airport has one runway designated 6/24 which has a gravel surface measuring 4,350 by 110 feet (1,326 x 34 m). It also has a seaplane landing area designated 18W/36W which measures 5,000 by 5,000 feet (1,524 x 1,524 m). The airport is unattended.
Remarks:


CFS Armstrong

Canadian Forces Station Armstrong (ADC ID: C-15) is a former General Surveillance Radar station. It is located east of Armstrong, Thunder Bay District, Ontario. It was closed in 1974.
It was operated as part of the Pinetree Line network controlled by NORAD.
History.
Origins.
There was military activity in Armstrong during the Second World War. The community was the site of a detachment of the US Army's 671st Signal Aircraft Warning Company (Reporting), established to detect an enemy air attack on the locks at Soo Locks in Sault Ste. Marie, Michigan. The site was opened in 1942 and abandoned in 1943 as an attack seemed less likely. It is believed that the facility was situated in the same place as CFS Armstrong and no trace of it remains.
Cold War.
As a result of the Cold War and with the expansion of a North American continental air defence system, Armstrong was selected as a site for a United States Air Force (USAF) radar station, one of the many that would make up the Pinetree Line of Ground-Control Intercept (GCI) radar sites.
This second period began with construction starting in 1952 and completed in 1954. The site was originally known as Armstrong Air Station in the early 1950s and it was home to the USAF's Air Defense Command (ADC) 914th Aircraft Control and Warning Squadron. ADC designated the site "C-15". Initial radars installed were AN/FPS-3C, AN/FPS-502, AN/TPS-502, and an AN/FPS-6B set. The squadron initially reported to the 30th Air Division at Willow Run AFS, Michigan.
As a GCI base, the 914th's role was to guide interceptor aircraft toward unidentified intruders picked up on the unit's radar scopes. These interceptors were based at the 29th Air Division at Great Falls (Malmstrom) AFB, Montana. The squadron was inactivated on 1 November 1962.
On 1 April 1963 Armstrong AS was connected to the Semi Automatic Ground Environment (SAGE) system, and the station became a long-range radar site. It would no longer guide interceptors but only look for enemy aircraft, feeding data to the Duluth Air Defense Sector SAGE DC-10 Data Center of the 30th NORAD Region at Duluth AFS, Minnesota
Later that month, the American station was handed over to the Royal Canadian Air Force and renamed the site as RCAF Station Armstrong. This was part of an arrangement with the United States that came as a result of the cancellation of the Avro Arrow. Canada would lease 66 F-101 Voodoo fighters and take over operation of 12 Pinetree radar bases. The new radar unit, 38 AC&W Squadron, continued in the early warning role. It would later be known as 38 Radar Squadron. It was also upgraded with the following radars:
Popular by virtue of being the only radio station, CFAO began broadcasting from the trailer court on the station in the early 60's with a 10 watt transmitter. It was run by a core of 20 volunteers offering music and news to the station and surrounding area seven days a week on 1450 kHz. Armstrong had up to three deHavilland Canada Otters operating from the DOT run airfield at any one time. The Otter Flight's duties ranged from logistical support, search and rescue, to "Flying Doctor" services. The "Flying Doctor" service was offered on a weekly and monthly basis to personnel stationed at Pagwa and Sioux Lookout. Medical evacuations were carried out as necessary. Dental services were provided on a bi-monthly visit by a Royal Canadian Army Dental Corps detachment. The station had limited recreational facilities, so hunting and fishing became quite popular, as did snowmobiling.
With unification of the Canadian Forces, the facility was renamed Canadian Forces Station Armstrong in 1967. Improvements in radar technology made the site redundant, and closed on 1 September 1974. CFS Armstrong was disbanded on 1 October 1974.
Later that year the site was sold to private owners and became into a popular gathering area for Armstrong residents. The site included a restaurant and bar, hotel, multiple apartments, garages, and a curling rink. The area, known as D&L, was closed in 1993 and remains abandoned behind the main gate. There is much to see for the ghost town hunter as all but a few buildings remain. A few Radar towers are standing and the airfield is now run by the provincial government.


List of defunct airlines of Chad

Defunct airlines.
This is a list of now defunct airlines from Chad.


Airbus Helicopters, Inc.

Airbus Helicopters, Inc. (AHI) is a subsidiary of Airbus Group, Inc., the United States subsidiary of Airbus. Airbus Helicopters manufactures and markets a broad range of civil helicopters. With large facilities in Texas and Mississippi and service centers throughout the country, Airbus Helicopters, Inc. has a U.S. footprint of over 860,000 square feet (79,900 m²) and controls over 50% of the U.S. market.
History.
The company's history goes back to the now-defunct LTV Corporation. In 1968, Vought Helicopter Inc. (VHI), a subsidiary of LTV, built a facility at the Grand Prairie Municipal Airport in Grand Prairie, Texas, for the purpose of marketing helicopters to North America built by Aérospatiale, the French helicopter manufacturer. However, six years later Aérospatiale bought out VHI and took over its own marketing; two years later it changed VHI's name to Aérospatiale Helicopter Corporation (AHC). In 1980, AHC built its current Grand Prairie facility.
In 1992, DASA of Germany and Aérospatiale merged to form Eurocopter; AHC would become American Eurocopter.
In 2004, the facility in Columbus, Mississippi was opened and in 2006, became the manufacturing facility and home for the U.S. Army's UH-72A Lakota helicopter. The company was renamed Airbus Helicopters, Inc. on January 2, 2014.
US production plants.
Airbus Helicopters produces helicopters at two production plants in the US.


Earle McCormick

Earle L. McCormick is an American politician and retired teacher. McCormick served as a Republican State Senator from Maine's 21st District, where he represented part of Kennebec County, including Hallowell and Gardiner. He graduated from the Naval Postgraduate School with a MS in Meteorology. He was first elected to the Maine State Senate in 2006 after serving from 2002 to 2006 as state representative. He served as chair of the Health and Human Services committee in the State Senate in 2011 and 2012.
McCormick spent 23 years in the United States Air Force. After retiring from the USAF, he returned to Maine and taught mathematics and coached high school sports. He lives in West Gardiner, Maine.
Elections.
In 2008, McCormick defeated Democrat Sharon Benoit with approximately 54% of the vote.
In 2010, McCormick defeated Winthrop Town Councilor Patrice Putman with more than 62% of the vote in a two-way race.
After winning an uncontested primary for re-election to the Maine Senate in June 2012, McCormick announced that he would withdraw from the general election.
In December 2020, McCormick announced he would run in a March 2021 special election for his prior seat in the Maine Senate. The vacancy was created by former Senator Shenna Bellows' election as Maine Secretary of State.


John C. Meyer

General John Charles Meyer (April 3, 1919 – December 2, 1975) was an American World War II flying ace, and later the commander-in-chief of the Strategic Air Command (SAC) and director of the Joint Strategic Target Planning Staff at Offutt Air Force Base, Nebraska. SAC was the United States' major nuclear deterrent force with bombers, tankers and reconnaissance aircraft, and intercontinental ballistic missiles. The Joint Strategic Target Planning Staff coordinated the nation's nuclear war plans and developed the Single Integrated Operations Plan.
Early life.
Meyer was born in Brooklyn, New York, on April 3, 1919. He attended schools in New York and left Dartmouth to become an Aviation Cadet in 1939. After World War II, he graduated from Dartmouth College with a Bachelor of Arts degree in political geography.
Military career.
Meyer enlisted in the United States Army Air Corps in November 1939 in order to become a pilot. In July 1940 he was commissioned a second lieutenant and awarded pilot wings. Second Lieutenant Meyer was assigned to flight instructor duty at Randolph Field, Texas and Gunter Field, Alabama. He was then transferred to the 33rd Pursuit Squadron of the 8th Pursuit Group at Mitchel Field, New York to fly the Curtiss P-40. During the tense days before the United States entered World War II, the Group was sent to Iceland, flying convoy patrol missions.
World War II.
In September 1942 he was assigned to the newly formed 352nd Fighter Group at Westover, Massachusetts where he, as a 1st Lieutenant, assumed command of the 34th Pursuit Squadron that had recently returned from the Philippines in name only and was in need of new equipment and personnel. By the end of December, Meyer had received most of the ground personnel and had twenty six pilots assigned, but had no aircraft. In January, the unit moved to New Haven, Connecticut and began picking up the first Republic P-47 Thunderbolt fighters that it would take to combat. The 34th was redesignated as the 487th Fighter Squadron in May 1943 prior to receiving orders to deploy to England.
Captain Meyer took the 487th Fighter Squadron to its new base at RAF Bodney in East Anglia and into combat, scoring its first victory in November. By then he had been promoted to major and began leading the group in aerial victories. He continued to score against German fighters and remain a leading ace after the 352nd transitioned to the North American P-51 Mustang and adopted their famous "Blue Noses". By November 1944 he was deputy commander of the 352nd Fighter Group and the fourth highest scoring American ace in Europe with 24 confirmed air-to-air victories and 13 destroyed on the ground.
In December Meyer, as a Lieutenant Colonel, deployed with the 352nd to a forward base in Belgium designated "Y-29". His foresight in having the 487th squadron preflighted and ready to take off on 1 January averted a major disaster when the field was attacked by fighters of Jagdgeschwader 11 in the massive aerial assault known as Operation Bodenplatte. Meyer led the takeoff under fire and scored against a strafing Focke-Wulf Fw 190 before his landing gear retracted earning a Distinguished Service Cross that day.
Later, a vehicle accident left him with a severe leg injury thereby ending his combat flying with the 352nd after flying 200 combat missions with 462 combat flying hours and scoring 24 aerial victories with another 13 credited to ground strafing.
Postwar assignments.
In 1948, Meyer was selected as the Secretary of the Air Force's principal point of contact with the United States House of Representatives.
Korean War.
Meyer then returned to a tactical flying unit in August 1950 when he assumed command of the 4th Fighter Wing at New Castle, Delaware. He took the North American F-86 Sabre jet wing to Korea where it flew in the First United Nations Counteroffensive and Chinese Communist Forces Spring Offensive campaigns.
In December 1950, Meyer, led a flight of eight F-86 Sabres against 15 MiG-15s in the first major all-jet fighter battle in history. The flight downed six MiGs without sustaining any losses.
During the war, he destroyed two MiG-15 aircraft, bringing his total of enemy aircraft destroyed (air and ground) in both World War II and Korean War to 39½.
Postwar assignments.
After a tour of duty as Director of Operations for Air Defense Command and Continental Air Defense Command, General Meyer graduated from the Air War College, Maxwell Air Force Base, Alabama, in June 1956, and was retained as an instructor at the college. He was then assigned to Strategic Air Command (SAC) where he commanded two air divisions in the Northeast United States. In July 1962 he moved to SAC headquarters at Offutt Air Force Base, as the deputy director of plans, and also served as the commander-in-chief of SAC's representative to the Joint Strategic Target Planning Staff.
In November 1963 General Meyer assumed command of the Tactical Air Command's Twelfth Air Force with headquarters at James Connally AFB in Waco, Texas. Twelfth Air Force provided tactical air units for joint logistic and close air support training with Army ground units stationed in the western half of the United States. In February 1966 he was assigned to the Organization of the United States Joint Chiefs of Staff where he served first as deputy director and then vice director of the Joint Staff. In May 1967 he became the director of operations on the Joint Staff.
Meyer became the vice chief of staff of the United States Air Force in August 1969, remaining in that post through April 1972. On May 1, 1972, he became the seventh commander-in-chief of the Strategic Air Command, and the director of the Joint Strategic Target Planning Staff. As commander of SAC from 1972 to 1974, he directed Operation Linebacker II, the 'Christmas Bombing' of North Vietnam.
General Meyer's military career has included a broad variety of Air Force and joint assignments. He held operational jobs in air defense interceptors, tactical fighters and strategic bombers. He had also been a key member of the Joint Staff, the Headquarters U.S. Air Force staff, and the Strategic Air Command staff. He had been called upon to command major tactical and strategic units, and retired on July 1, 1974, as commander-in-chief of the Strategic Air Command.
Later life.
Meyer died of a heart attack on December 2, 1975 and is buried with full military honors at Arlington National Cemetery.
Awards and decorations.
Meyer's military decorations include the Distinguished Service Cross with two oak leaf clusters, Air Force Distinguished Service Medal with oak leaf cluster, Silver Star with oak leaf cluster, Legion of Merit, Distinguished Flying Cross with six oak leaf clusters, Air Medal with 14 oak leaf clusters, Croix de Guerre with palm from both France and Belgium. In March 1973 be received the Frank Hawks Memorial Award for his many contributions to aviation. He retired July 1, 1974.
Distinguished Service Cross citation (1st Award).
The President of the United States of America, authorized by Act of Congress July 9, 1918, takes pleasure in presenting the Distinguished Service Cross to Lieutenant Colonel (Air Corps) John Charles Meyer, United States Army Air Forces, for extraordinary heroism in connection with military operations against an armed enemy while serving as Pilot of a P-51 Fighter Airplane in the 487th Fighter Squadron, 352d Fighter Group, Eighth Air Force, in aerial combat against enemy forces on 8 May 1944, during an air mission over Germany. On this date, Lieutenant Colonel Meyer led a flight of eight fighters in an attack against greatly superior numbers of enemy fighters trying to intercept a friendly bomber formation. The enemy flight was dispersed. During the engagement Lieutenant Colonel Meyer became separated from his flight except for one wingman and lost considerable altitude. While regaining altitude he observed another flight of fifteen more enemy fighters flying toward the bombers. Accompanied only by his wingman, he unhesitatingly attacked the formation with utter disregard of the odds against him, destroyed two enemy fighters and broke up the formation. Before setting course for home Lieutenant Colonel Meyer attacked and destroyed another enemy fighter. The courage and determination to destroy the enemy displayed by Lieutenant Colonel Meyer upon this occasion reflect highest credit upon himself and the Armed Forces of the United States.
Distinguished Service Cross citation (2nd Award).
The President of the United States of America, authorized by Act of Congress July 9, 1918, takes pleasure in presenting a Bronze Oak Leaf Cluster in lieu of a Second Award of the Distinguished Service Cross to Lieutenant Colonel (Air Corps) John Charles Meyer, United States Army Air Forces, for extraordinary heroism in connection with military operations against an armed enemy while serving as Pilot of a P-51 Fighter Airplane in the 487th Fighter Squadron, 352d Fighter Group, Eighth Air Force, in aerial combat against enemy forces on 11 September 1944. On this date, Lieutenant Colonel Meyer was leading his squadron of P-51 fighters and was proceeding to rendezvous with a task force of heavy bombers, when he observed approximately thirty hostile aircraft forming up near the bomber track. He promptly led his squadron in an attack on the enemy formation and succeeded in scattering it into ones and twos. With the enemy separated, his squadron proceeded to engage them with great tenacity. Lieutenant Colonel Meyer sent one enemy plane crashing to the ground and found himself separated entirely from his squadron. At this time he observed about fifteen enemy aircraft preparing to engage the bombers. Without regard to the superior enemy numbers, he unhesitatingly attacked the enemy formation without support of any kind, and destroyed three of them. The formation was dispersed and any possible attack on the bombers frustrated. The outstanding heroism and devotion to duty displayed by Lieutenant Colonel Meyer on this occasion are in keeping with the highest traditions of the Armed Forces of the United States.
Distinguished Service Cross citation (3rd Award).
The President of the United States of America, authorized by Act of Congress July 9, 1918, takes pleasure in presenting a Second Bronze Oak Leaf Cluster in lieu of a Third Award of the Distinguished Service Cross to Lieutenant Colonel (Air Corps) John Charles Meyer, United States Army Air Forces, for extraordinary heroism in connection with military operations against an armed enemy while serving as Pilot of a P-51 Fighter Airplane and as Deputy Commander, 352d Fighter Group, Eighth Air Force, in aerial combat against enemy forces on 1 January 1945. On this date, to save the airfield and ground personnel from extensive damage by a surprise enemy strafing attack, Colonel Meyer unhesitatingly led his squadron off the field in the face of an attacking force of approximately fifty hostile fighters, and engaged the enemy as they initiated their first strafing run. Despite the enemy's great tactical advantage in numbers and position, and although his own aircraft was burdened with loaded wing tanks and its maneuverability greatly reduced, Colonel Meyer viciously engaged the enemy formation, personally destroying two of their aircraft. His valiant action in the face of extreme danger unquestionably saved the airfield from great damage. The extraordinary heroism and complete disregard for his personal safety displayed by Colonel Meyer on this occasion reflect highest credit upon himself and the Armed Forces of the United States.


List of defunct airlines of Russia

This is a list of defunct airlines of Russia.


Kibrit Air Base

Kibrit Air Base (formerly Kabrit Air Base) is an operational Egyptian Air Force (, "") helicopter base located in Egypt, approximately 20 miles north of Suez; 125 km east of Cairo. An SA-342 Gazelle unit is based here. The name of the station came from a nearby village, and in Egyptian means "sulphur كبريت". "Kabrit" now is the name of a pilot station for Suez canal navigation on the same location.
History.
During World War II the facility was known as RAF Station Kabrit, (Landing Ground 213) and was a major Royal Air Force facility which was used during the Western Desert Campaign. In 1941, it was where the Special Air Service (SAS) was formed. Beginning in 1943, United States Army Air Forces Ninth Air Force units arrived to supplement the RAF against the Germans in the Western Desert. After the war, Kabrit remained a RAF station, hosting transport squadrons, five circa 1946. This continued until the breakdown in relations between the British and Egyptian governments in 1956, when the decision was taken to pull out British forces from the Suez Canal Zone.
The airfield was taken over by the Egyptian Air Force and renamed "Kibrit", becoming one of its main airfields. During the 1956 Suez Crisis, it was an airfield for 20 Squadron EAF, equipped with twelve Soviet-built Mikoyan-Gurevich MiG-15 aircraft. During the 1967 Arab-Israeli War, the station was attacked by the Israeli Air Force, and many of its Soviet-built MiG-17 aircraft were destroyed on the ramp by the IAF's Dassault Mystère IVs. In the 1973 Yom Kippur War with Israel, the airfield was captured by Israeli ground forces that crossed the Suez Canal along with Kasfreet and Shalufa Airfields, however it was not used by the Israeli Air Force.
Kibrit remains an Egyptian Air Force base. Currently, the airfield houses an SA-342 Gazelle unit. Its main runways are having their asphalt removed, but the hangars are still being used for housing the helicopters.


Air Kerala

Air Kerala is a proposed airline promoted by the Government of Kerala, registered as a subsidiary of the Cochin International Airport Limited (CIAL). In March 2015, the board of directors of the airline decided to defer the start of commercial operations until a clear picture of relevant government rules emerged.
The airline had initially planned to commence operations in April 2013, however, the Indian government's stipulation, that an Indian airline seeking to operate international air services should first have a fleet of at least 20 aircraft and a five-year experience in operating domestic services, had put the project on the backburner.
Air Kerala will be India's first airline with a State government as one of the primary stakeholders. The State government, CIAL and other public sector companies will together hold 26% of the shares of the company, while the remaining 74% will be issued to individuals and private groups.
History.
The project was first proposed in 2005 during the Chief Ministership of Oommen Chandy and Air Kerala International Services was registered as a fully owned subsidiary of Cochin International Airport in February 2006. However the proposal went to cold storage, after the ruling UDF government stepped down in 2006. On returning to power in 2011, the UDF government decided to revive the project. The hardship faced by the Non-resident Keralites, due to high airfares and frequent cancellation of flights between Kerala and the Gulf countries, led to the revival of the Air Kerala proposal. The project has evoked good interest from the various Malayali businessmen and Non-resident Keralites in the Middle East.
Business plan.
The primary objective of the airline is to eventually operate international flights to the Middle East, where around 2.5 million Keralites are employed. The airline will follow the model of Cochin International Airport Limited (CIAL), which is India's first PPP airport. The architect of CIAL's success and its present MD, V J Kurian IAS, is expected to head the proposed Air Kerala.
Air Kerala plans to raise 200 crore through equity as initial capital. While 26% of shares will be held by the state government, CIAL and public sector undertakings, the remaining 74% will be held by shareholders. The state government and CIAL will fund 50 crore each while 100 crore will be mobilized from the public as shares. Each share is valued at 10,000 and it is expected that at least Keralites will invest in the project. Consultancy firm Ernst & Young, that conducted a study in 2006, is now preparing the Detailed Project Report for the government.
Hurdles.
The proposal of starting the airline was first floated in 2006. But the central government rejected the proposal, as it did not meet the criteria for operating international services. The Government of Kerala has sought speedy approval from the MoCA for launching Air Kerala. The government has also sought exemptions on the MoCA regulatory norms, that require airline companies at least five years experience in domestic flight operations and a minimum fleet size of 20 aircraft, to start international flight services. The state government cites the exemption given by the central government to Air India when it launched its subsidiary, Air India Express.
Current Status.
Air Kerala was expected to submit formal application in November 2012 before the Directorate General of Civil Aviation (India) (DGCA) for getting the no objection certificate for services, as stated by the Minister for Fisheries, Port and Excise, Shri. K. Babu, who is also a member of the director board of Air Kerala.
Kerala's former Chief Minister Oommen Chandy said in February 2014 that the Union government's stipulation for starting international airline operations had put the project on the back burner. He said that his government would pursue the project if these stipulations were removed.
In December 2014, the Board of directors decided to commence domestic operations and began negotiations for leasing a 15-seater aircraft to fly between the state's three airports, but changed their mind and began looking at leasing an aircraft that could fly non-stop for five hours so as to achieve the proposed minimum required domestic flying credits at the earliest. In March 2015, the board of directors of the airline decided to defer the start of commercial operations until decided to wait till a "clear picture" emerged on the move to amend the '5/20' rule. As of 2017 the rule has been amended and made 0/20 rule


AB Shannon


LiteWing Aircraft LiteWing

The LiteWing Aircraft LiteWing, also called the Lite Wing Trike, is an American ultralight trike that was designed and produced by LiteWing Aircraft of Caryville, Tennessee in the late 1990s. The aircraft was supplied as a kit for amateur construction.
Design and development.
The aircraft was designed to be a US homebuilt aircraft as its empty weight exceeds the US FAR 103 Ultralight Vehicles rules, which imposes a category maximum empty weight of . The LiteWing has a standard empty weight of . It features a cable-braced hang glider-style high-wing, weight-shift controls, a single-seat, open cockpit with a three-piece fiberglass cockpit fairing, tricycle landing gear with wheel pants and a single engine in pusher configuration.
The aircraft is made from welded and bolted 6061-T6 aluminum tubing, with its NorthWing 157 wing covered in Dacron sailcloth. Its span wing is supported by a single tube-type kingpost and uses an "A" frame control bar. The engine factory supplied was the Rotax 447 twin cylinder, two-stroke, air-cooled aircraft engine. The aircraft can accept engines of . Brakes on the main wheels are standard equipment.
Twenty examples had been completed and flown by February 2000.


May-en-Multien Aerodrome

May-en-Multien Aerodrome, was a temporary World War I airfield in France. It was located 1/2 miles south of the commune of May-en-Multien, in the Île-de-France region in north-central France.
Overview.
The airfield was a temporary facility used by the French Aeronautique Militaire from early June 1918, most likely consisting of no more than a few tents, then later for a very short period on 5–10 August by the I Corps Observation Group as a forward operating airfield during the Aisne-Marne Offensive Campaign. Its HQ and two squadrons, the 1st and 12th Aero Squadron operated from the field until moving out during the middle of August to Coincy Aerodrome.
It was then once again used by the French Air Service on 7–21 September 1918. By the time of the Armistice, the airfield had already been returned to agricultural use.


Glenn Messer

Glenn Edmund Messer (July 12, 1895 – June 13, 1995) was an American aviation pioneer, responsible for major advances in the use and modification of existing aircraft and in the design and construction of aircraft and aircraft instruments.
Biography.
He was born in Henry County, Iowa on July 12, 1895.
He began his flying career by taking lessons on a Wright biplane from aviator George Gustafson in Bay City, Michigan. He and fellow pilot Jack Turner completed a successful demonstration U. S. Air Mail flight from Birmingham's Roberts Field to Marr Field in Chattanooga, Tennessee on March 24, 1925 under a temporary commission. Messer recreated that flight on its 50th anniversary in 1975.
Messer operated Birmingham Municipal Airport in Birmingham, Alabama with Edward Stinson. He later operated Messer Field. In 1927 he started the Southern Aircraft Corporation which designed and built the Air Boss. He later started The Glenn E. Messer Company of Birmingham.
He died on June 13, 1995 in Birmingham, Alabama.
Legacy.
The highway from 5th Avenue North in downtown Birmingham to the airport was named the Glenn E. Messer Airport Highway in his honor. In 1991 he was inducted into the Georgia Aviation Hall of Fame.


No. 9 (Advanced) Flying Training School RAF


Christopher John Pickup

Colonel Christopher John Pickup (born August 1942) is a retired British Army officer who was chief of staff and regimental colonel of the Army Air Corps. He was later secretary of the Royal Warrant Holders Association and was made a lieutenant (LVO) of the Royal Victorian Order in the 2007 New Year Honours.
Early life.
Pickup was born in August 1942 and educated at Abingdon School.
Army career.
Pickup served in the British Army from 1960 to 1994 mainly as a helicopter pilot with the Army Air Corps. In 1984 he was awarded the Order of the British Empire (OBE). He became chief of staff and regimental colonel Army Air Corps, a position which he relinquished in 1992. He was replaced by Colonel William McMahon. He is a former director of The Museum of Army Flying.
Civilian life.
Pickup was secretary of the Royal Warrant Holders Association from 1996 to 2007. He was made a lieutenant (LVO) of the Royal Victorian Order in the 2007 New Year Honours.


Hugh Trenchard as Metropolitan Police Commissioner

Hugh Trenchard served as Metropolitan Police Commissioner from 1931 to 1935.
After Trenchard had retired from the Royal Air Force in 1930, he largely disappeared from public life. However, in March 1931, the British Prime Minister Ramsay MacDonald asked Trenchard to take the post of Metropolitan Police Commissioner, which Trenchard declined. MacDonald had been concerned about unrest in the police and Trenchard was seen as strong-minded military man. By October the political crisis resulting from the Great Depression had deepened and when MacDonald offered the post again, Trenchard accepted.
One of Trenchard's early reforms was the abolition of the scheduled beat system and in 1933 he instigated changes for the improvement of police residences known as section houses. In May 1932, Trenchard first annual report as Commissioner was published. The report proposed sweeping changes and indirectly called into question the reliability of the police in a major emergency. After adverse reactions in the press and questions in Parliament, the Home Secretary Sir John Gilmour stated that Trenchard's report would be published as a White Paper, giving MPs an opportunity to debate the issues. In very quick order the White Paper was turned into a Government Bill. The first two clauses of the Bill, which proposed to increase the number of assistant commissioners from four to five and lower the age of retirement for senior officers, did not prove too controversial. However, the clauses which set out limitations on membership of the Police Federation were hotly debated and characterized by left-wing politicians as "fascist". Additionally, the proposed introduction of ten-year employment terms for some new constables was met with considerable opposition. The bill was enacted in 1933 as the Metropolitan Police Act.
Perhaps Trenchard's most well known achievement during his time as Commissioner was the establishment of the Police College at Hendon. Not long after his appointment, Trenchard decided that the recruitment and training methods of Metropolitan Police were not conducive to developing senior leaders from within the Force. He therefore envisaged a Metropolitan Police college that could help to produce such leaders by training the best selected from the ranks, as well as directly recruited educated men from school and university. Trenchard also wanted to create a new police rank of junior inspector to which Hendon's graduates would be promoted before later going on to the rank of Inspector. Although Trenchard's plans were criticized as a militarizing step, the Hendon College was opened in 1934. Today, the College principally provides initial training to police recruits as opposed to only those selected for advancement to the higher ranks. In his final few months, Trenchard was made a knight grand cross of the Royal Victorian Order and in November 1935, Trenchard departed the Metropolitan Police, having wanted to relinquish his post the previous year. He was succeeded by Air Vice-Marshal Sir Philip Game, whom Trenchard nominated as his preferred replacement.


Cuero Municipal Airport

Cuero Municipal Airport is a public airport located approximately east-southeast of Cuero, Texas. It provides general aviation service.
History.
Opened on 1 April 1941 with 5000ft all-way turf runway (same location as present day Dewitt County Prison, hangars still used). Began training United States Army Air Corps flying cadets under contract to Brayton Flying Service, Inc.
Assigned to United States Army Air Forces Gulf Coast Training Center (later Central Flying Training Command) as a primary (level 1) pilot training airfield.
had four local axillary airfields for emergency and overflow landings.
Flight training was performed with Fairchild PT-19s as the primary trainer. Also had several PT-17 Stearmans and a few old Curtiss P-1 Hawks and Airco DH.4s assigned.
Deactivated on 4 August 1944 with the drawdown of AAFTC's pilot training program.
Declared surplus and turned over to the Army Corps of Engineers on 30 September 1945.
Eventually discharged to the War Assets Administration (WAA) and became a civil airport.
Present.
As of February 2015, there are 2 hangars and 4 tie downs for general aviation aircraft.


List of airlines of Eswatini

This is a list of airlines currently operating in Eswatini.


Bombing of Hildesheim in World War II

The German city of Hildesheim, c. 30 kilometres south of Hanover, was the target of eight Allied air raids in 1944 and 1945 and suffered considerable bomb damage.
Hildesheim during World War II.
In 1939 Hildesheim had about 72,000 inhabitants. For most of the war Hildesheim was regarded as a minor target by British Bomber Command mainly because the military potential of the industry in and around Hildesheim was underestimated and classified as 'minor plants in major industries, or major plants in minor industries'.
However, a branch of the Vereinigte Deutsche Metallwerke (United German Metalworks) named VDM-Halbzeugwerke in the town produced aircraft parts for constant speed propellers, landing gear and aircraft engines, others were producing fuzes and tank parts (Senking-Factory), torpedoes (Ahlborn AG) and rubber products such as lifejackets and inflatable dinghies (Wetzell Gummiwerke). In the Hildesheim forest southwest of the city a subsidiary of Robert Bosch GmbH with the code name "ELFI" (Elektro- und Feinmechanische Industrie, Electrical and Precision Engineering Industry; from 1942 to 1952: Trillke-Factory) manufactured starters, generators and other components for lorry/truck and tank engines.
There was also a goods station/marshalling (classification) yard in Hildesheim.
July 29, 1944.
During the first air raid on Hildesheim the sugar refinery received heavy damage and the marshalling yard was slightly damaged. 34 people were killed. The city itself remained undamaged.
August 12, 1944.
Twenty explosive and 80 incendiary bombs were dropped on Hildesheim at night. The sugar refinery was damaged again and the Vereinigte Deutsche Metallwerke (United German Metalworks) were slightly damaged. A few bombs hit "Südstadt", a residential area in the Southern part of the city where one house was destroyed and five heavily damaged. Several bombs hit the camp where the POWs were sleeping and 10 of them were killed.
November 26, 1944.
Between 11 a.m. and 1.30 p.m. a few bombs were dropped on the forests in the west of Hildesheim and on the city itself. Hildesheim was probably an alternate target. Nobody was killed, but a few houses were damaged in the city center, which was hit for the first time. One house was destroyed in "Steinbergviertel", a residential area in the Southwestern part of Hildesheim.
February 13, 1945.
An aerial mine was dropped on a tennis court at night. Nobody was killed, but hundreds of roofs were damaged in the city center and in the Southern and Southwestern residential areas.
February 22, 1945 (Operation Clarion).
As part of the Allied Operation Clarion (destruction of German traffic centres in smaller cities) the marshalling yard in Hildesheim was targeted in the afternoon of February 22, 1945. Due to good weather and clear sight the marshalling yard was heavily damaged, the city itself received considerable damage: 102 houses were completely destroyed, and 106 houses and two churches (St. Bernward's Church and St. Lamberti Church) suffered severe damage. 998 houses and four churches, among them the Cathedral and Saint Michael's Church which were declared World Heritage Site in 1985, were slightly damaged.
About 250 people were killed.
March 3, 1945.
On March 3, 1945, Hildesheim was an alternate target when the city of Braunschweig was bombed. A total of 583 explosive bombs were dropped on "Oststadt", a residential area in the Eastern part of the city. 51 houses were completely destroyed and 58 suffered severe damage. 22 houses were slightly damaged and 52 people were killed.
March 14, 1945.
On March 14, 1945, elements of the 1st Air Division bombed several targets in the area around Hanover. Among these were the Vereinigte Deutsche Metallwerke (VDM) and again the marshalling yard in Hildesheim. While the marshalling yard was hit hard again and disabled for several days, the bombers missed VDM and instead bombed the Senking metal works, completely destroying the factory. About 150 people were killed, including 60 POWs. In the city itself, 18 houses were completely destroyed and 20 suffered severe damage. 109 houses were slightly damaged.
March 22, 1945.
On March 22, 1945, Hildesheim was the key target of the Allied Bomber Command. British and Canadian bomber aircraft were ordered "to destroy built up area with associated industries and railway facilities."
At 2 a.m. about 250 bomber aircraft started the attack. In the following 15 minutes, they dropped a total of 438.8 tons of high explosive and 624 tons of incendiary bombs.
Almost 74% of the buildings in Hildesheim were destroyed or damaged during the attack, including nearly the entire historical city centre. 26.8% of the houses remained undamaged. The Cathedral, Saint Michael's Church and St. Lamberti were completely destroyed, among others. The centre, which had retained its medieval character until then, was almost levelled. Although the famous historic center had little military significance, two months before the end of the war in Europe it was chosen to be destroyed in order to shatter the will to defend as part of the area bombing directive.
Around 1,500 civilians were killed in the March attacks. About 500 of them could not be identified.
After the war.
As people were suffering, 34,000 people or 46% of the city's population had remained homeless; as in many cities, preference was given to quickly build housing, and concrete structures took the place of the destroyed buildings. The churches, two of them now UNESCO World Heritage Sites, were all rebuilt in the original style after the war. The reconstruction of the Cathedral took ten years (1950-1960). Saint Michael's Church, another World Heritage Site, was rebuilt from 1946 to 1960. During the war, the valuable world heritage had been hidden in the basement of the city wall. In the 1980s a reconstruction of the historic centre began. Some of the unattractive concrete buildings around the historic market place were torn down and replaced by replicas of the Butchers' Guild Hall and the other original buildings. In the fall of 2007, a decision was made to reconstruct the "Umgestülpter Zuckerhut" ("Upended Sugarloaf"), an iconic half-timbered house famous for its unusual shape. It was completed in October 2010.


French destroyer Orage

Orage was a ("torpilleur d'escadre") built for the French Navy during the 1920s. The ship was sunk in 1940.
Design and description.
The "Bourrasque" class had an overall length of , a beam of , and a draft of . The ships displaced at (standard) load and at deep load. They were powered by two geared steam turbines, each driving one propeller shaft, using steam provided by three du Temple boilers. The turbines were designed to produce , which would propel the ship at . The ships carried enough fuel oil to give them a range of at .
The main armament of the "Bourrasque"-class ships consisted of four Canon de Modèle 1919 guns in shielded single mounts, one superfiring pair each fore and aft of the superstructure. Their anti-aircraft (AA) armament consisted of a single Canon de Modèle 1924 gun. The ships carried two triple mounts of torpedo tubes amidships. A pair of depth charge chutes were built into their stern that housed a total of sixteen depth charges.


No. 8 Service Flying Training School RAF


List of Pacific Royale Airways destinations

Pacific Royale Airways ceased operation in 2012. Below are the destinations that were served by Pacific Royale Airways:


HMS Bambara