Elmer Wingate

Elmer Horsey Wingate (October 26, 1928 – February 27, 2016) was an American football player. Wingate was drafted by the New York Yanks in the fourth round of the 1951 NFL Draft and played for one season with the Baltimore Colts.
Early life and college career.
Wingate was born in 1928 in Baltimore, Maryland and attended high school at the Baltimore Polytechnic Institute. He then went on to college at the University of Maryland. While there, Wingate played football for the Maryland Terrapins as a defensive end. In 1947, he was the team's receiving leader with 12 receptions for 145 yards and three touchdowns. In 1948, Wingate repeated as the Terrapins' leader receiver with nine receptions for 32 yards and three touchdowns, and was named an honorable mention All-American. In 1950, Wingate was named to the All-Southern Conference team. At Maryland, Wingate also played on the lacrosse team as a defenseman in 1950 and 1951. He was named to the All-American second-team in 1951.
Later life.
After graduation, Wingate served in the United States Air Force and played football for the Bolling Air Force Base football team. He saw service in the Korean War.
Wingate was selected in the fourth round of the 1951 NFL Draft, 46th overall, by the New York Yanks. He eventually entered the league to play for the Baltimore Colts in 1953. While in the NFL, Wingate saw action in twelve games.


British Latin American Air Lines


Uri Sagi

Uri Sagi (; born 5 August 1943) is an Israeli retired general who held several prominent posts including commander of the Golani Brigade and chief of the IDF's Military Intelligence Directorate.
In 2000–2003 Uri Sagi was the CEO of Mekorot, Israel's national water company.
Biography.
Uri Sagi was born in Kiryat Bialik during the Mandate era, a seventh generation native of Palestine. He is married to Gila and has three children. He had a fourth daughter born outside of marriage who died of leukemia at age 19.
Military service.
Sagi was drafted into the IDF in 1961 and did his military service in the Golani Brigade, of which he became commander in 1976-1977. He served in the Brigade as a soldier, a squad leader. In 1963 he became an infantry officer after completing Officer Candidate School and return to the Golani Brigade. In The Six Day War he served as a company commander in Golani Brigade's 51 battalion and fought in the Golan Heights. Afterwards he commanded Golani Brigade's Reconnaissance company during the War of Attrition. Sagi led Golani Brigade's 13 battalion and served as in the IDF's Operations Directorate during the Yom Kippur War. Sagi commanded the Golani Brigade and led a force of officers and soldiers from the brigade in Operation Entebbe. Afterwards he commanded the 36th Division, the IDF's Southern Command, the GOC Army Headquarters. In 1991 he was appointed as the chief of the Israeli Military Intelligence Directorate. Sagi retired in 1995.
"The Spy Machine".
In 1998 he appeared in the documentary special "The Spy Machine", produced by Open Media and Israfilm and shown on Channel 4.


Sitalchay Military Airbase

Sitalchay () Military Airbase is a military airbase located in the East of Azerbaijan, near the Caspian Sea. It is located 70 km North-West of the capital Baku in Sitalchay, a village and municipality in the Khizi Rayon. The airbase is fenced and guarded but has not been operational since 1992.
History.
The Sitalchay air base was the location of the first Soviet Air Forces Sukhoi Su-25 unit.
The first eleven production aircraft were assigned to the 80th or 60th Separate Assault Aviation Regiment, based at Sitalchay, in April 1981.
In June 1981 the 200th Separate Assault Aviation Squadron was formed at Sitalchay and then deployed to Afghanistan. In the late 1980s and early 1990s it became a base for a regiment of Su-25s of the 34th Air Army of the Soviet Air Forces.
In August 1992, despite the provisions of the Tashkent Treaty which directed an orderly transfer of ex-Soviet forces to the republics, Azeri troops seized the entire regiment and its aircraft.
Possible use by Israel.
In March 2012, the magazine "Foreign Policy" reported that the Israeli Air Force might be preparing to use the airbase, located 500 km from the Iranian border, for air strikes against the nuclear program of Iran. Since then some analysts as well as news agencies started presenting the issue as something confirmed.<ref name="/nachrichten-politik"></ref> Although confirming that Israel is seeking such access, political circles in Azerbaijan deny such consent from Baku. Moreover, high-ranking politicians deny any possibility of using Azeri territory for any strike against Iran; a development that Iran sees as possible.


Berlin Regional UK


Villeneuve-les-Vertus Aerodrome

Villeneuve-les-Vertus Aerodrome was a temporary World War I airfield in France. It was located northeast of Vertus, in the Marne department in northeastern France.
Overview.
The airfield was built by the French Air Service in early 1917, widely used until the Armistice.
In January 1918, 1st Pursuit Organization and Training Center of formed by the American Air Service, to be eventually turned into an operational 1st Pursuit Group; as such, it was the first airfield in France used by the Americans for air combat operations on the Western Front.
The 94th Aero Squadron arrived at Villeneuve-les-Vertus Aerodrome to be part of the 1st POTC on 20 February 1918 without any aircraft, and it wasn't until two weeks later, on 8 March, that seven Nieuport planes arrived from Air Service Acceptance Park No. 1 at Orly Field, near Paris. However, the planes were unarmed. Despite this, the first flights of the Air Service were flown the next day, although due to the lack of armament, the pilots were not allowed to cross over the lines to enemy-controlled airspace. On 5 March, the 95th Aero Squadron arrived at the airfield, and the two squadrons started their operational training; accompanied by patrols from French "escadrilles", they would sometimes made trips to the front to get acquainted with the area.
By 1 April, both squadrons had moved to Epiez Aerodrome, then to Croix-de-Metz Aerodrome near Toul to take part in the formation of the 1st Pursuit Group on 5 May.
The airfield saw some activity with the French Air Service until May 1919, before being turned back to agricultural use. In May 1940, the field saw an RAF Fairey Battle squadron landing for some days, before being driven away by the German offensive through France; Messerschmitt fighters of the Luftwaffe also stayed here in June 1944, and finally American Stars and Stripes flew again over the grounds when USAAF ALG A.63 was set up in September 1944 for the Douglas C-47s of the 441 TCG (which stayed until early October (the shadow of the dismantled runway and taxiways were still showing in 1949). Today, what was Villeneuve-les-Vertus Aerodrome is a series of cultivated fields located north of Villeneuve-Renneville-Chevigny east of the Départmental 12 (D12), with no indications of its wartime uses.


A-25 song

In the Royal Navy's Fleet Air Arm, form A25 was a pilot's accident report.
It features in "The A25 Song", which Cyril Tawney in his book "Grey Funnel Lines" says probably originated in the early years of the Second World War, and describes as "the unchallenged 'anthem' of the Fleet Air Arm".


Advisory Committee for Aeronautics

The Advisory Committee for Aeronautics (ACA) was a UK agency founded on 30 April 1909, to undertake, promote, and institutionalize aeronautical research. In 1919 it was renamed the Aeronautical Research Committee, later becoming the Aeronautical Research Council.
Following the establishment of this committee, other countries created similar agencies, notably the French "L’Etablissement Central de l’Aérostation Militaire" in Meudon (now "ONERA"), the Russian "Aerodynamic Institute of Koutchino" and the U.S.A.'s National Advisory Committee for Aeronautics, founded in 1915.
The Aeronautical Research Council was disbanded in 1979.
Origins.
The idea for the creation of the ACA originated with the then Secretary of State for War, R.B.Haldane (later First Viscount Haldane), who was supported in his efforts by the Prime Minister of the United Kingdom H. H. Asquith.
Asquith announced the committee's appointment in a statement to the House of Commons on 5 May 1909, in which he stated:"With a view to securing that the highest scientific talent shall he brought to hear on the problems which will have to be solved in the course of the work of the two departments, the National Physical Laboratory has been requested to organize at its establishment at Teddington a special department for continuous investigation, experimental and otherwise,of questions which must from time to time be solved in order to obtain adequate guidance in construction.<br>"For the superintendence of the investigations at the National Physical Laboratory and for general advice on the scientific problems arising in connection with the work of the Admiralty and War Office in aerial construction and navigation, I have appointed a special Committee..."
Haldane was criticised for what some considered the undue preponderance of academics on the committee (7 of the original 10 members were Fellows of the premier British learned society for science, the Royal Society, founded in 1660). To these criticisms Asquith replied in the House of Commons:"It is no part of the general duty of the Advisory Committee For Aeronautics either to construct or invent. Its function is not to initiate, but to consider what is initiated elsewhere, and is referred to it by the executive officers of the Navy and Army Construction Departments. The problems which are likely to arise ... for solutions are numerous, and it will be the work of the Committee to advise on these problems, and to seek their solution by the application of both theoretical and experimental methods of research".
History.
The Advisory Committee For Aeronautics proceeded to coordinate research in the following years and produced a series of annual reports, the first of which summarised the purpose of the committee as "the scientific study of the problems of flight, with a view to their practical solution". It was kept out of the political ambit of any one ministry, reporting directly to the Prime Minister and receiving its funds from the "Civil Service Estimate". This arrangement changed with the creation of the Royal Air Force, after which it reported to the Secretary of State for Air.
"Annual Technical Reports" were produced by the committee from 1910 until 1919, at which time its name was changed to the "Aeronautical Research Committee". From 1920 reports were made to the Air Ministry. In addition, technical papers known as "Reports & Memoranda" (R&M) were produced.
The Aeronautical Research Committee's scope was both military and civil applications.
During the deteriorating international situation of the 1930s (see "Events preceding World War II in Europe"), the committee was given fresh impetus with the appointment of Sir Henry Tizard. One of the committee's most important decisions was to speed the development of a national system of air defence based on radar.
In 1945 after the Second World War the Committee's name was changed to "Aeronautical Research Council" and the Council reported directly to the Ministry of Supply. Annual reports were replaced by collections of R&Ms, the last issue appearing in 1972.
The Aeronautical Research Council was disbanded in 1979.
A brief history of the committee during its seventy years of existence is maintained online by Cranfield University, who also maintain an archive of the R&M series, which shows the many aspects of aviation which were the subject of research during the period.
Initial members of the Committee.
From the time of its appointment on 30 April 1909 until the publication of its first report, the committee's members were as follows:
Publications.
The Committee and its successor agencies published several series of reports which could be purchased from HMSO:


Gerstner Field

Gerstner Field is a former World War I military airfield, located southeast of Lake Charles, Louisiana. It operated as a training field for the Air Service, United States Army between 1917 until 1919. The airfield was one of thirty-two Air Service training camps established in 1917 after the United States entry into World War I.
History.
Gerstner Field was named for 2d Lieutenant Fredrick J. Gerstner (1891–1914), who died in an airplane crash, 31 December 1914. Lieutenant Gerstner was born in Michigan and was appointed to West Point in 1909. On graduating in 1913 he was assigned to the Tenth Cavalry and in 1914 he was assigned to the aviation school at Rockwell Field, San Diego, California. He was killed when his plane crashed into the Pacific Ocean near Oceanside, California, drowning while participating as a passenger in the annual Mackay Trophy contest.
World War I.
Beginning in June 1917, Lake Charles had tried to acquire an army training camp, but the Army rejected the area as too flat for training foot soldiers. Nevertheless, local officials continued to lobby for a military facility in the area to support the war effort. In August 1917, they successfully convinced the Air Service to establish a flying training field. The airfield was located about eleven miles southeast of Lake Charles and consisted to two separate facilities. The base was quite large, containing twenty-four hangars, twelve barracks for enlisted men, twelve buildings to house officers, twelve mess halls, four large warehouses, and numerous workshops and offices. All buildings were painted green with white trimming.
The base was intended for 2,000 men, but reached a maximum of almost 3,000, requiring tents and improvised messes to accommodate them. The first troops arrived in November 1917, before construction was completed. Guards from a national guard unit in Mississippi were followed by airmen and equipment from Chandler Field in Essington, Pennsylvania which was being closed.
The first unit stationed there was the 45th Aero Squadron, which was transferred from Essington. Some Curtiss JN-4 Jennys to be used for flight training were ferried into Gerstner from Kelly Field, south of San Antonio, Texas, however most of the planes to be used for flight training were shipped in wooden crates by railcar. Training units assigned to Gerstner Field:
Gerstner Field flight operations suffered tremendously from blowing sand that hampered flying and destroyed airplane engines. A chronic lack of spare engines and parts prevented many repairs, thus leaving men idle and, at one time, as many as two-thirds of the camp's airplanes out of commission. Sanitary conditions were probably never very good. The sewerage system was inadequate and drainage was poor. The field was somewhat lumpy, so good landing spots were hard to find, and a severe mosquito problem made life at the base frequently unbearable. Flying instruction was good, but the airplanes used to train pursuit pilots proved inadequate for truly valuable combat training. The school for training flight instructors worked impressively well. The bureaucracy had some problems, but the base was usually well-managed.
Gerstner Field suffered two incidents of massive destruction in its history. The first occurred on February 5, 1918 when a German submarine sunk the Tuscania, a British troopship, off the coast of Ireland. Among the dead were about twenty-seven men of the 158th Aero Squadron. They had trained at Gerstner Field and had left the base less than four weeks before. The second came from a hurricane that struck Southwest Louisiana on August 6, 1918. The storm killed three and injured eight at the field and destroyed ninety-six airplanes. The only building to survive at the Big Lake gunnery school was the mess hall, which was used as a temporary hospital.
Closure.
With the sudden end of World War I in November 1918, the future operational status of Gerstner Field was unknown. Many local officials speculated that the U.S. government would keep the field open because of the outstanding combat record established by Gerstner-trained pilots in Europe. Cadets in flight training on 11 November 1918 were allowed to complete their training, however no new cadets were assigned to the base. Also the separate training squadrons were consolidated into a single Flying School detachment, as many of the personnel assigned were being demobilized. Finally, flight training activities ceased on November 8, 1919.
In December 1919 Gerstner Field was deactivated as an active duty airfield, and a small caretaker unit was assigned to the facility for administrative reasons. But by 1921, the decision had been made to phase down all activities at the base in accordance with sharply reduced military budgets. and it was closed. The War Department had ordered the small caretaker force at Gerstner Field to dismantle all remaining structures and to sell them as surplus, and Gerstner never was used again as a civil airport or a military airfield.
Current status.
Today, little evidence of its existence remains. The station apparently straddled both the east and west sides of LA 27, with Old Camp Road being the northern boundary of the base. Woods and brush have taken over the west side. where at least a dozen aircraft hangars once stood. Outlines of walls and hangar foundations can be seen in aerial images, the airfield now being an agricultural field. A few isolated concrete foundations are all that remain of the station area to the east side of the road.


Pope Field

Pope Field is a U.S. military facility located 12 miles (19 km) northwest of the central business district of Fayetteville, in Cumberland County, North Carolina, United States. Formerly known as Pope Air Force Base, the facility continues to be used by the United States Air Force but is now operated by the U.S. Army as part of Fort Bragg.
History.
Origins.
In 1918, Congress established Camp Bragg, an Army field artillery site named for the Confederate General Braxton Bragg. An aviation landing field was added a year later. The War Department officially established "Pope Field" in 1919, and it ranks as one of the oldest installations in the Air Force.
Pope AFB is named after First Lieutenant Harley Halbert Pope who was killed on 7 January 1919, when the Curtiss JN-4 Jenny he was flying crashed into the Cape Fear River. After five years, Camp Bragg became a permanent Army post renamed Fort Bragg.
Original operations included photographing terrain for mapping, carrying the mail, and spotting for artillery and forest fires. Observation planes and observation balloons occupied Pope Field for the first eight years. In December 1927, Pope Field played a role in the development of tactics that would prove critically important in shortening World War II.
The 1930s saw the first major expansion of the facilities at Pope. In 1935, Pope Field hosted 535 aircraft in one day as the United States Army Air Corps practiced large scale operations along the East Coast. In 1940, paved runways replaced dirt open fields. Much of the parking ramp space remained unpaved until after World War II.
The tempo of activities at Pope quickened with the outbreak of World War II. During the 1940s, the base swelled as a troop carrier training site, and with the institution of paratrooper training at Fort Bragg, Pope began putting the "Air" in "Airborne". Throughout the war, air and ground crews trained here with Army airborne units in preparation for airborne and aerial resupply missions.
Hangars 4 and 5 and the Pope Air Force Base Historic District were listed on the National Register of Historic Places in 1991.
10th Tactical Reconnaissance Group.
After the war, Pope Field became Pope Air Force Base with the creation of the United States Air Force on 18 September 1947. The base served as the home of the 10th Tactical Reconnaissance Group, being activated at Pope on 3 December 1947 as the 10th Reconnaissance Group. It was redesignated as the 10th Tactical Reconnaissance Group in June 1948. At Pope, the 10th flew the P/F-51 Mustang, as well as its photo recon variant the F-6, later redesignated the RF-51. Operational squadrons were:
4415th Air Base Group.
The 10th TRG was inactivated on 1 April 1949 and the host unit at Pope was the 4415th Air Base Group. The base primary mission dealt with training Forward Air Controllers for the Korean War This training was conducted by the following operational units:
Headquarters, Ninth Air Force, was located at Pope in August 1950. It was transferred to Shaw Air Force Base, South Carolina, on 20 August 1954.
464th Troop Carrier Wing.
On 21 September 1954, Ninth AF turned Pope over to the 464th Troop Carrier Wing, a Tactical Air Command unit, which transferred from Lawson AFB, Georgia. Known operational squadrons of the 464th were:
The 464th (on 1 August 1966 all troop carrier units were redesignated as "tactical airlift") provided airlift of troops and cargo, participated in joint airborne training with Army forces, and took part in tactical exercises in the United States and overseas. The wing provided aeromedical airlift and flew humanitarian missions as required. Until it was inactivated, the 464th usually had two or more squadrons deployed overseas at any one time, supporting military operations in Central America, Europe, the Middle East, the Far East, and Southeast Asia.
The 464th received the Mackay Trophy for the dramatic RED DRAGON/DRAGON ROUGE and BLACK DRAGON/DRAGON NOIR hostage rescue missions in the Congo in 1964. The wing led the deployment of 82nd Airborne forces to the Dominican Republic, April 1965-September 1966. Beginning in 1966, the 464th was responsible for training C-130E aircrew members for duty in troop carrier units in the United States and overseas.
During its time at Pope, a major period of facility expansion occurred. The main runway, the taxiways, and the ramp were all expanded to support the 464th's Fairchild C-119 "Flying Boxcar"s operations. During the 1950s and 1960s, aircraft upgrade was the primary trend at the North Carolina installation. The Fairchild C-123 Provider started replacing the C-119 in 1958, and in 1963, the first C-130 Hercules arrived, appropriately named "The North Carolina."
317th Tactical Airlift Wing.
In August 1971, the 464th inactivated and the 317th Tactical Airlift Wing administratively moved to Pope AFB from Lockbourne AFB, Ohio. Known operational squadrons and tail codes of the 317th were:
The 317th TAW flew the C-130E aircraft. After June 1972, the squadron tail codes were standardized with "PB", representing (Pope/Bragg).
The drop zones, low-level routes, and dirt landing zones at Fort Bragg became familiar to many men bound for Southeast Asia. The training gained in operating in the North Carolina area immeasurably improved aircrew preparedness for combat duty. The wing was a pioneer in the use of adverse weather aerial delivery system (AWADS) equipment in active combat operations in Southeast Asia, and after the end of American involvement, trained European-based NATO aircrews in those same techniques.
During the Vietnam War, Pope was the destination for the bodies of servicemen killed in Southeast Asia. When identification was confirmed, the bodies were sent to their hometowns or the appropriate military cemeteries for burial.
On 1 December 1974 the Military Airlift Command took responsibility for tactical airlift and assumed command of Pope with all of its assigned units. Under MAC, the two-digit tail code designation of the 317th's aircraft was removed.
On 1 January 1992 the 317th TAW was reassigned to Air Mobility Command and the wing was redesignated the 317th Operations Group as part of the new 23d Composite Wing (23d Wing) at Pope. On 1 June 1992 the 317th OG was inactivated. As part of the inactivation, its operational squadrons were dissolved as follows:
23rd Wing.
Lessons learned in the Gulf War in 1990–1991 led senior defense planners to conclude that the structure of the military establishment created numerous command and control problems. Senior planners reviewed numerous options before agreeing on the final conclusion – a merger of most strategic and tactical air resources and the transfer of the tactical airlift squadrons out of the Military Airlift Command due to their combat orientation. In addition, the number of Air Force wings was to be reduced by about one-third to reflect the financial constraints of the post Cold War environment.
These changes led to Pope Air Force Base being transferred to the new Air Combat Command upon its activation on 1 June 1992. Also, the 317th TAW was blended into the new 23rd Wing on 1 June 1992 when the 23rd Fighter Wing at England Air Force Base Louisiana was transferred to Pope after England's Base Realignment and Closure (BRAC) 1991 closing.
In April 1992, A/OA-10 Thunderbolt II aircraft were transferred to the 75th Fighter Squadron from the 353d FS / 354th FW at Myrtle Beach Air Force Base, South Carolina prior to the wing's inactivation and the base's closure in January 1993. In June 1993, Block 40 F-16C/Ds were transferred to the 74th Fighter Squadron from the 347th FW at Moody and 388th FW at Hill.
Operational squadrons of the 23rd Wing at Pope were:
In December 1992, C-130s from the 2d Airlift Squadron deployed to Mombasa, Kenya, to participate in Operation PROVIDE RELIEF. The aircraft and crews delivered tons of food and other relief supplies to small airstrips throughout Somalia. 23rd Wing Flying Tiger C-130s were also been tasked to assist in other humanitarian relief efforts, to include Hurricane Andrew in Florida. They also airdropped relief supplies into Bosnia-Herzogovina and flew relief missions into Sarajevo for more than 28 months.
On 23 March 1994 two 23rd Wing aircraft, an F-16 and a C-130, collided in the base's landing pattern. After the two crewmembers of the F-16 ejected from their damaged fighter, the unmanned aircraft crashed into an aircraft parking ramp and hit a C-141 transport aircraft parked on the ramp. The resulting fireball and flaming wreckage killed 24 United States Army paratroopers who were waiting nearby to load the transports and injured almost 100 more paratroopers in what is known as the Green Ramp disaster.
In May 1994, the deployed 41st Airlift Squadron led the evacuation, known as Operation Tiger Rescue, of U.S. personnel from Yemen.
In September 1994, 23rd Wing Flying Tiger C-130s participated in what was to be the largest combat personnel drop since World War II, Operation UPHOLD DEMOCRACY. They were to assist in dropping more than 3,000 paratroopers from the 82d Airborne Division onto Port au Prince Airport, Haiti. The invasion force was recalled at the last minute after word that the Haitian president had resigned upon hearing that the aircraft were on their way. The 75th Fighter Squadron's A-10s were also involved in UPHOLD DEMOCRACY. The squadron deployed their aircraft to Shaw AFB, South Carolina, where they were scheduled to launch close air support operations for the invasion force before recovering in Puerto Rico.
The first operational deployment of a composite wing happened in October 1994, when Iraqi troops began massing near the Kuwaiti Border. Within 72 hours, 56 aircraft and 1,500 people deployed to the Persian Gulf region for Operation VIGILANT WARRIOR. Eventually, the 75th Fighter Squadron redeployed to Ahmad al-Jaber Air Base, Kuwait, becoming the first U.S. fixed-wing aircraft to be stationed in that country since the end of the Gulf War.
On 1 July 1996, the 74th Fighter Squadron's F-16C/D Fighting Falcons were transferred to the 27FW / 524th FS at Cannon AFB New Mexico, and the squadron transitioned to A/OA-10 Thunderbolt IIs received from the 20FW / 55th FS at Shaw AFB South Carolina. This gave the 23rd Wing a 2nd A-10 squadron.
The 23rd Wing won its fifth Air Force Outstanding Unit Award for the period of 31 May 1995 through 31 March 1997. On 1 April 1997, the 23rd Wing was inactivated and the C-130s and Pope Air Force Base were realigned to Air Mobility Command under the 43d Airlift Wing designation.
On the same day, the 23rd Fighter Group was activated at Pope Air Force Base as a tenant unit aligned under the 4th Fighter Wing at Seymour Johnson Air Force Base, NC remaining in Air Combat Command. The 74th Fighter Squadron, 75th Fighter Squadron, 23rd Operations Support Squadron, and the 23rd Maintenance Squadron remained part of the group. Several of these planes provided the missing-man formation at the conclusion of the National Anthem at Super Bowl XXXII at Qualcomm Stadium in San Diego on 25 January 1998.
The 23rd Fighter Group rejoined the 23rd Wing in a ceremony held on 18 August 2006 at Pope. The group relocated to Moody Air Force Base Georgia as a result of BRAC 2005. On 19 December 2007, the last three of the A-10 Thunderbolt II aircraft left for Moody AFB.
440th Airlift Wing.
BRAC 2005 determined that the Air Force Reserve Command's 440th Airlift Wing and its C-130 aircraft were to be moved from Mitchell Field, Wisconsin to Pope. The wing started operations at Pope in 2006 and completed the move by October 2007. The first unit assembly at the new location was 1 October 2007. BRAC also made the 440th Airlift Wing the first active associate unit in Air Force history. The Regular Air Force's 2d Airlift Squadron and elements of the 43d Airlift Wing's maintenance units, that were also based at Pope, were receiving operational direction from the 440th while flying and helping maintain the C-130H2 Hercules Air Force Reserve aircraft. At the start of 2010, the 440th Airlift Wing had 16 C-130H models supporting worldwide missions and providing training missions for the XVIII Airborne Corps and 82nd Airborne Division from Fort Bragg.
The 440th was a United States Air Force Reserve unit that performed airfield operations to include airfield management, weather forecasting, airfield tower control, airfield navigation and landing systems' maintenance. The 440 AW's 95th Airlift Squadron shared the airlift mission with the 43d's 2d Airlift Squadron. The 440th also had the 36th Aeromedical Evacuation Squadron assigned which shared the AE mission with the 43d Aeromedical Evacuation Squadron.
Despite opposition from North Carolina congressmen and senators, the 440th Airlift Wing was inactivated as an Air Force cost savings measure. An article in the 6 March 2014 issue of the "Fayetteville Observer" noted that the Air Force has proposed the wing's inactivation and the retirement of its 12 C-130H aircraft. A follow-up article in the 11 March edition stated that state congressmen (Ellmers, Hudson, Price, and McIntyre) had spoken out against the proposed inactivation. North Carolina senators, Thom Tillis and Richard Burr, also opposed the inactivation.
The last C-130 assigned to the 440th Airlift Wing departed on 29 June 2016, and the unit inactivated on 18 September 2016.
Merger with Fort Bragg.
In the 2005 Base Realignment and Closure Plan, the Department of Defense started its plan to realign Pope AFB, NC. The plan called for moving the 23rd Fighter Group's 36 A-10 Thunderbolt II (Warthogs) to Moody AFB, Georgia and the 43rd Airlift Wing's 25 C-130E's to Little Rock AFB, Arkansas.
On 1 March 2011, Pope Air Force Base was absorbed into Fort Bragg, becoming Pope Field.
Role and operations.
The United States Army Fort Bragg Garrison is the host organization at Pope Field. The garrison provides airfield support, security, and protection to include emergency medical and fire response, aircraft security, and transient alert support. It also provides installation support and is responsible to execute the Inter-Service Support Agreement in providing support to United States Air Force (USAF) tenants to include services, facility maintenance, and morale, welfare and recreation support.
The United States Air Force 43d Airlift Group was activated at Pope on 1 March 2011, and later redesignated the 43d Air Mobility Operations Group (AMOG) in 2016. The unit performs en route operations support to include mission command and control, aircrew management, aircraft maintenance, aircraft loading, aircraft fueling and supply, air traffic control, and aircraft landing systems maintenance. Furthermore, the 43 AMOG has responsibility supporting training missions for Fort Bragg's XVIII Airborne Corps and 82nd Airborne Division paratroopers.
In addition, the USAF 18th Air Support Operations Group, 427th Special Operations Squadron, 21st Special Tactics Squadron, 24th Special Tactics Squadron, and Air Force Combat Control School operate from Pope Field.
Based units.
Flying and notable non-flying units based at Pope Field.
Units marked GSU are Geographically Separate Units, which although based at Pope, are subordinate to a parent unit based at another location.
United States Air Force.
Air Mobility Command
Air Combat Command
Air Force Special Operations Command


Pond Inlet Airport

Pond Inlet Airport is located at Pond Inlet, Nunavut, Canada, and is operated by the government of Nunavut.


List of defunct airlines of Germany

This is a list of defunct airlines of Germany.


Baumgartl PB-63

The Baumgärtl PB-63 was a 1950s single-seat helicopter designed and built by the Austrian-designer Paul Baumgärtl for the Brazilian Air Ministry. The PB-63 was of a conventional pod and boom design with an open steel-tube construction and it had a single main rotor and a tail-mounted anti-torque rotor. It had a tricycle landing gear with the pilot in an open sided cabin at the front. The PB-63 was powered by an Continental C85-12 flat-four piston engine.


Michael Herrick

Michael James Herrick (5 May 1921 – 16 June 1944) was a New Zealand flying ace of the Royal Air Force (RAF) during the Second World War. He was credited with the destruction of eight enemy aircraft.
Born in Hastings, New Zealand, Herrick joined the RAF in 1939. He flew Bristol Blenheims on night operations with No. 25 Squadron during the Battle of Britain, destroying three German bombers. He was awarded the Distinguished Flying Cross (DFC) for his achievements during the battle. In late 1941, having shot down five enemy aircraft, he was sent to New Zealand on secondment to the Royal New Zealand Air Force to take command of its newly formed No. 15 Squadron. With the squadron he flew two operational tours in the Pacific, including several missions around Guadalcanal. In 1944, having been awarded a bar to his DFC, he returned to England to resume service with the RAF. He joined No. 305 Polish Bomber Squadron, which operated the de Havilland Mosquito fighter-bomber, as one of its flight commanders. He was killed during a daylight raid on a German airfield at Aalborg in Denmark. In recognition of his services in the Pacific, he was posthumously awarded the United States Air Medal.
Early life.
Michael James Herrick was born in Hastings in New Zealand on 5 May 1921, one of five boys of Edward Herrick and his wife, Ethne Rose Smith. He was educated at Hurworth School in Wanganui, before going onto Wanganui Collegiate School. While still at school, he took flying lessons and soon gained his pilot's licence. In 1938, he gained a cadetship for the Royal Air Force (RAF). This involved attending its college at Cranwell, and he travelled to England the following year to commence his training.
Second World War.
The outbreak of the Second World War forced Herrick's cadetship, originally scheduled to run for two years, to be consolidated and he gained his wings in early 1940. Commissioned as a pilot officer in March, he was posted to No. 25 Squadron which was stationed at North Weald and operated Bristol Blenheims. The squadron flew covering patrols for the ships evacuating the British Expeditionary Force from Dunkirk. In June it began operating from Martlesham Heath, flying convoy patrols and undertaking night operations.
Battle of Britain.
Although its aircraft had been intended for light bombing, No. 25 Squadron was in the process of converting to a night fighting role and the Blenheims were equipped with airborne radar. This switch to a night fighting role coincided with an increase in nightly bombing raids mounted by the Germans. On the night of 5 September, despite his aircraft's radar set malfunctioning, Herrick spotted a Heinkel He 111 bomber caught in search lights and shot it down. Within minutes he repeated the feat, destroying a Dornier Do 17 bomber and exhausting his ammunition. For his exploit, he was later awarded the Distinguished Flying Cross (DFC). The published citation read:
On 14 September, while flying a patrol north of London, he was directed by his radar to another Heinkel He 111. Climbing up behind the bomber he opened fire, prompting its crew to jettison its bombload. As the German aircraft went down out of control and exploded but not before its rear gunner caused minor damage to Herrick's aircraft. He had accounted for three of the four German aircraft destroyed by Fighter Command on night operations during September. No. 25 Squadron shifted north in November, flying from Wittering and covering the Midlands region. It began converting to Bristol Beaufighters and by mid-1941 Herrick, now holding the rank of flying officer, had destroyed a total of five German aircraft; his fifth, a Junkers Ju 88, had been shot down in June 1941.
Secondment.
In October 1941, Herrick was seconded to the Royal New Zealand Air Force (RNZAF) and by the end of the year was back in the country of his birth. He spent a period of time as an instructor at the No. 2 Flying Training School at Woodbourne and then Ohakea before being posted to the RNZAF's No. 15 Squadron in June 1942. The squadron had just been formed and, based at Whenuapai, was training with P-40 Kittyhawks.
After a few months it was sent to Tonga, where it began operating P40s that had been recently used by the United States Army Air Force's No. 68 Pursuit Squadron, with responsibility for the air defence of the island. In February 1943, the squadron moved to Espiritu Santo, the main island of Vanuatu, assuming a similar defence role there for a few weeks before, in April, being dispatched to Guadalcanal in the Solomon Islands. Its role there was to carry out local patrols, fly as escorts for bombers, and provide cover for American shipping convoys. By this time Herrick was commander of the squadron; its original commanding officer had been killed in a flying accident. The squadron's initial encounter with the enemy took place on 6 May; while escorting a Lockheed Hudson, Herrick and his wingman shared in the destruction of a Japanese float-plane. This is acknowledged to be the first enemy aircraft shot down in the Pacific by fighters of the RNZAF. A few days later he took part in an escort mission, leading a flight of eight P-40s accompanying light bombers attacking Japanese destroyers and strafing landing craft. On 7 June, he was involved in a large dogfight that took place when a force of over 100 Allied fighters, including twelve P-40s from No. 15 Squadron, encountered nearly around 50 Japanese Mitsubishi A6M Zeroes near the Russell Islands. On this occasion, Herrick shot down a Zero.
In late June, No. 15 Squadron completed its first operational tour and returned to New Zealand for a rest. It was back in Guadalcanal to commence its second tour in September, again flying as escorts for bombing missions and covering convoys. On 1 October, Herrick shared in the destruction of an Aichi D3A "Val" dive bomber that was attacking a convoy transporting troops of the 3rd New Zealand Division to Vella Lavella. Herrick's kill was one of seven Japanese aircraft shot down by the squadron that day. In late October, No. 15 Squadron moved to Ondonga in New Georgia; it was to support operations against the Treasury Islands and Bougainville.
On 27 October, during the landings at the Treasury Islands by New Zealand infantry and supporting troops, the squadron flew covering missions throughout the day. In doing so, they intercepted a force of 80 Japanese aircraft attempting to attack barges landing supplies and shot down four fighters, with Herrick accounting for one of them, a Zero. The squadron also flew missions protecting the beachhead on Bougainville throughout November. On one of these missions, Herrick was wounded in the foot during an attack on Japanese defensive positions. This would be his final sortie for he handed over command of the squadron and left to return to New Zealand. In recognition of his services in the Solomons, Herrick was awarded a bar to his DFC; this was gazetted in February 1944.
Return to the RAF.
Herrick's stay in New Zealand was brief for his secondment to the RNZAF ended in December 1943 and the following month he embarked for England, via Canada, travelling on a troopship taking RNZAF personnel to Edmonton for flight training. Resuming his service with the RAF, he was sent to No. 305 Polish Bomber Squadron, where he took command of one of its flights.
At the time he joined the squadron, it operated de Havilland Mosquito fighter-bombers on nighttime missions to mainland Europe, targeting enemy airfields and launching sites for V-1 rockets, but by the middle of the year it was also flying daytime operations. On 16 June 1944, Herrick and his Polish navigator flew a mission during the day to German-occupied Denmark, targeting a "Luftwaffe" airfield at Aalborg. They were accompanied by Wing Commander John Braham in his own Mosquito, flying as a pair until Braham separated to pursue his target in Copenhagen. As Herrick approached the Jutland coast, his Mosquito was attacked by a Focke Wulf Fw 190 flown by "Leutnant" Robert Spreckels. Although Herrick and his navigator bailed out when their aircraft was shot down, they were too low for their parachutes to open and were killed. Herrick landed in the sea and his body washed ashore two weeks later. Spreckels later shot down Braham, who became a prisoner of war. Interrogated by Spreckels, he was reportedly advised that Herrick had made a good account of himself before being shot down.
Herrick is buried in the Commonwealth War Graves Commission's section of the Frederikshavn Cemetery in Denmark. The month after his death, it was announced that he was to be awarded the United States Air Medal, in acknowledgement of his services in the Pacific; the medal was presented to his parents in a ceremony in Wellington in June 1945 by Captain Lloyd Gray, the naval attache at the United States Embassy. The citation specifically noted his exploits in the Solomon Islands area during the period of May to June 1943. Two of his brothers also served in the RAF; both died on flying operations in the early years of the war. An aunt, Ruth Herrick, played a key role in the establishment of the Women's Royal New Zealand Naval Service.


Purple Label Airlines


Tactical Supply Wing RAF

The Tactical Supply Wing (TSW) is a helicopter support unit of the Royal Air Force, based at MOD Stafford (also known as Beacon Barracks) in Staffordshire. The wing specialises in the refuelling of helicopters in the field.
History.
The Tactical Supply Wing concept was devised by Group Captain Craven-Griffiths, who developed the idea during his time at the Ministry of Defence in London during the late 1960s. Griffiths and colleagues spent many hours discussing the concept in The Old Shades public house, located on Whitehall. Ever since, the Old Shades has been considered as the birthplace of the TSW.
Also known by some former members as "Tiswas", the TSW was formed at RAF Stafford in late 1970 and became operational in January 1971.
TSW was sent on its first operational deployment to Northern Ireland in 1971. Elements of TSW have deployed around the world to support British and NATO helicopter units in most major exercises and conflicts since it was formed.
Role and operations.
TSW's primary role is supporting the deployment of helicopter operations, specialising in providing rotors-turning refuelling to helicopters and field refuelling of fixed-wing aircraft; this can done from the back of a transport aircraft, or deploy-able storage facilities, such as bowsers or pillow tanks, often in the field or at austere temporary sites.
The unit is still at Stafford, but the base is now called Beacon Barracks which houses 22 Signal Regiment, 16 Signal Regiment and 1 Signal Regiment.


James Gruben Airport


Robert William Hamilton Jr.

Robert William Hamilton Jr. (1930 – 16 September 2011) was an American physiologist known for his work in hyperbaric physiology.
Family.
He was predeceased by his first wife Beverly, son Beto and daughter Kitty.
He was survived by his wife Kathryn (née Faulkner) of nearly 40 years, daughters Lucy and Sally, grandsons, Felix, Bobby, Zach, Tyler and Truman.
Education.
He earned his degree in liberal arts at the University of Texas, followed by a master's degree in animal reproductive biology at Texas A&M.
He earned his Doctoral degree in physiology and biophysics in 1964 from the University of Minnesota.
Military service.
Hamilton served as a fighter pilot in the U.S. Air Force in the Korean War and Vietnam, earning the rank of major. He was also awarded the Distinguished Flying Cross, Air Medal, and other decorations.
He helped solve equipment problems on unsuccessful bailouts as a Life Support Officer, which earned him a National Academy of Sciences recommendation to NASA as a Scientist Astronaut.
Underwater sciences.
Hamilton left the Air Force with and moved to Buffalo, New York, in 1964, where he met Heinz Schreiner and began his work on the undersea world as a scientist and director of the Ocean Systems environmental physiology and diving research lab in Tarrytown, New York.
Research.
Hamilton investigated the effects of gases in hyperbaric and hypobaric environments which led to the development of decompression modelling tools and operational procedures for divers, astronauts, hyperbaric chambers, and tunnel and caisson workers. He was both the physiologist and test subject on the first manned laboratory saturation diving to the continental shelf pressure of 12 ATA (200 msw) in 1965.
He founded Hamilton Research, Ltd. (1976), for decompression and hyperbaric research, which developed procedures and techniques to mitigate the effects of High Pressure Neurological Syndrome and the Diving Computational Analysis Program (DCAP), which he co-developed with David J. Kenyon.
Hamilton was the principal investigator of the NOAA Repex Oxygen Exposure tables to assist divers in avoiding oxygen toxicity. These became the basis for most oxygen exposure calculation methods used for saturation and repetitive diving exposures to oxygen in breathing mixtures.
In the late 1980s, he developed project-specific custom decompression tables. His work with decompression tables, physiological effects of gases, and methods of managing exposure to oxygen, helped to open up the new field of technical diving. This included work with the National Oceanographic and Atmospheric Administration (NOAA) developing "Monitor Mix" breathing gas for dives to the USS "Monitor". This breathing gas became NOAA Trimix I, with decompression tables designed by Bill Hamilton published in the NOAA Diving Manual.
Publications.
R.W. Hamilton contributed to, and authored, a large number of scientific and technical papers, reports, and diving medical and safety workshop
Proceedings. Some of these are listed here:


Ratier

Ratier-Figeac is an aircraft components manufacturer in Figeac, France.
From 1926 until 1930 it also built a car with a 746 cc overhead camshaft engine.
From 1959 until 1962 Ratier made motorcycles, having taken over the motorcycle business of the Centre d'Études de Moteurs à Explosion et à Combustion (CEMEC). The engines were flat-twins derived from Second World War BMW designs.
History.
Ratier was originally a joinery firm at the beginning of the century. By the outbreak of the first world-war, the company specialized in propeller blades for the aircraft of the French Air Force. Afterwards it produced for the French mail service Aéropostale all the way through its heyday of the 1930s when the service broke many flight-records. The factory was originally in Malakoff and then transferred to Montrouge. Much of its workload consisted of the contract work it received from Citroën to produce the Citroenette, a child's pedal-car. Paulin Ratier fabricated a prototype propellor-car which never made it into production.
The company produced a rally-car which went on to win many races, such as the Bol d'or race, during a time when it was raced by cars and motorcycles. The factory at Figeac produced bicycles during World War II.
After World War II, the company was renamed CEMEC. As a victory spoil, it was the recipient of many motorcycle parts from the German company BMW and the company was able to construct its own motorcycles, sharing many common features with the BMW brand. General Charles de Gaulle, outfitted his presidential escort with Ratier motorcycles. There were only 1,200 motorcycles produced after the government failed to renew its contract with the company.
Today in Figeac, the company produces aircraft parts, in particular for Airbus.
Timeline.
1904 : Ratier was created by the joiner, Paulin Ratier, in order to fabricate wooden plane-propellors.
1908 : Paulin Ratier joins with the industrial engineer Bernard Montet to produce the propellors for the Breguet XIV bomber
1914-1918 : War increases demand and production times are tightened. 1917 : Ratier opens a new factory at Figeac in an old saw-mill. Ratier chose Figeac for the abundant wood-supplies in the region, necessary for propellor production.
1919-1929 : After the war, demand falls and Ratier must diversify into other products. Ratier begins to produce toys, electrical appliances and telephones. At the same time, metal propellors come onto the scene and Ratier patents a variable pitch propellor, putting the company among the world's top producers.
1939 : Ratier outfits 90% of the French Air Force, holds 63 world records, 32 foreign licenses, and has branches in Algeria, Switzerland and in Morocco. The company employs 500 persons.
1941 : Aircraft demand plummets and the company resorts to producing bicycles.
1949-1950 : The company experiences a crisis from lack of demand. The workforce falls below 100.
1951-1961 : Exceptional business opportunities allow the company to diversify and multiply its workforce by 10. G. Forest takes over the company and opens a tool-die factory at Capdenac (today's Forest-Line factory), not far from Figeac.
1961 : Momentum builds in propellor production with Transall and l’Atlantic in particular, and Ratier becomes the flight equipment manufacturer for the Caravelle
1968 : Ratier produces propellors and fan-lift engines.
1970 : Ratier begins working with Airbus to fill orders.
1980 : Ratier produces composite propellors in conjunction with Hamilton Sundstrand and sees its projects multiply with Airbus, Eurocopter, Bombardier, ATR...
1990 : Hamilton Sundstrand brings in new capital to Ratier-Figeac with 20.5% of its parts.
1998 : Hamilton Sundstrand acquires 100% of its capital
2001 : Ratier-Figeac receives the order to produce the elevator for the Airbus A380
2003 : Ratier-Figeac obtains the contract to produce the propellors for the A400M.
2007 : Ratier-Figeac is the only propellor producer for the Hamilton Sundstrand group. It will be entirely incorporated by 2008.
References.
David Burgess Wise, "The New Illustrated Encyclopedia of Automobiles".


List of airlines of Myanmar

This is a list of airlines currently operating in Myanmar.


BA Citiexpress


No. 3 Flying Training School RAAF


Pitomnik Airfield

The Pitomnik airfield (, lit. plant nursery) was an airfield in Russia. During the Second World War, it was the primary of seven airfields used by the German Wehrmacht during the Battle of Stalingrad.
Flights originating from Pitomnik generally had two main initial destinations outside the pocket, Tatsinskaya and Morozovskaya.
Overview.
Pitomnik was captured by the German 6th Army when it linked up there with the 4th Panzer Army on 3 September 1942.
The airfield at Pitomnik was one of seven airfields within the Stalingrad Pocket after the 6th Army was encircled and the only one properly equipped to handle large amounts of air traffic. The field was equipped with lights for night operation.
Ordered to the "cauldron" by Paulus, Wilhelm Adam flew from Morozovsk airstrip to Pitomnik on 12 Dec. 1942. After his He 111 landed, Adam noted, "The place was overflowing with crashed aircraft and destroyed vehicles: there a 'Condor', here a 'Focke Wulf'. Among the wrecks were several Ju 52s and He 111s – the work of the Red bombers and fighters!"
Along with anti aircraft guns, the airfield was protected by fighter planes of Jagdgeschwader 3, elements of which were based there (the remainder of JG 3 was stationed outside the pocket). In mid-January, the remaining planes of the group were ordered to leave the pocket.
The airfield was used to fly out the remaining female hospital staff of the 6th Army, when the hopelessness of the situation became apparent. Male medical staff were not permitted to leave. The edges of the runway were filled with wounded German soldiers whose conditions were deemed not serious enough for evacuation, and only ambulatory cases were actually evacuated by air.
From 15 January, Pitomnik came under artillery fire of the Red Army and two days later, the airfield was captured, leaving the 6th Army with Gumrak as its only supply airfield. Karpovka had already fallen on 13 January and alongside Pitomnik, four other airfields fell on 17 January. Soviet sources vary on exactly which Red Army units took the airfield. General Ivan Chistyakov, commander of the 21st Army, stated in his memoirs that it was his "51st Guards Rifle Division, together with units of 252nd Rifle Division..." However, the Red Army General Staff's operational study credited the 298th and 293rd Rifle Divisions of the same Army. As well, Gen. P. I. Batov of the 65th Army stated in his memoirs that units of his Army took the airfield in hand-to-hand combat. According to David M. Glantz, the airfield was in fact captured by the 51st Guards and the 252nd Rifle Divisions, while the village of Pitomnik was seized by the 298th and 293rd. Gumrak eventually fell on 23 January, leaving the 6th Army without any means of direct support.
As of 2009, the location of the Pitomnik Airfield is used as farmland.
Battle of Stalingrad airfields.
Pocket airfields.
Seven airfields were used inside the pocket to supply the 6th Army:
External airfields.
Eleven airfields were used to supply the 6th Army from outside of the pocket:


Willie McKnight

William Lidstone McKnight, (18 November 1918 – 12 January 1941) was a Canadian aviator and flying ace of the Second World War. He was Canada's fifth-highest scoring ace of the war. McKnight joined the Royal Air Force (RAF) in early 1939 and served in No. 242 Squadron RAF during the final phase of the Battle of France, covering the Allied retreat from Brittany, and later the Battle of Britain.
McKnight's aircraft wore a distinct cartoon of a jackboot kicking Adolf Hitler on the port side of the engine cowling. His Hurricane also carried a human skeleton image which held a sickle in its hand under the cockpit, on both sides of the aircraft. McKnight scored 17 victories, as well as two shared and three unconfirmed kills. McKnight was shot down and killed on 12 January 1941 during a fighter sweep over Calais.
Early years.
William Lidstone "Willie" McKnight was born in Edmonton, Alberta, Canada on 18 November 1918 and grew up in Calgary. He was considered a bit of a character at school and showed a rebellious streak. At Crescent Heights High School, he quarterbacked the football team but was renowned for once crashing his father's car into a neighbour's fence while trying to impress a new girlfriend.
In 1939, after entering the medical school at the University of Alberta, McKnight continued his cockiness but was on the verge of expulsion when a British recruiting mission for the Royal Air Force arrived in Calgary. Seeing a chance for adventure as well as leaving behind a turbulent romance with his girlfriend Marian, he enlisted as a prospective fighter pilot in February 1939 and sailed for England.
Second World War.
Commissioned in the Royal Air Force (RAF) and appointed acting pilot officer on probation (41937), 15 April 1939, McKnight began training at No. 6 Flying Training School (FTS), Little Rissington, Bourton-on-the-Water, Cheltenham. While in training, he was nearly incorrigible, being confined to his barracks twice (for a fortnight) and, along with a classmate, being placed on open arrest as "perpetrators of a riot." Highjinks soon came to an end when Germany invaded Poland and the recruits in training were hurriedly graduated as fighter pilots.
McKnight was posted to No. 242 Squadron on 6 May 1940. The squadron had reformed on 30 October 1939 at RAF Church Fenton and initially had a large number of Canadian personnel on strength. The first aircraft assigned to the squadron were Blenheim MK 1F twin-engine fighters but replacement Hawker Hurricane fighters were sent in January 1940. After transitioning to the more potent Hurricane, the squadron became operational on 24 March 1940.
Battle of France.
As part of the British Expeditionary Force (BEF), McKnight and 242 Squadron began operations over France on 14 May, a detachment being based at French airfields. With the squadron partly stationed in England in reserve, four individual pilots (with six more following) were attached to other BEF units. McKnight flew with No. 615 Squadron at Abbeville, France, but the constant retreats necessitated three new relocations in six days. In typical McKnight style, he commandeered a limousine that had been abandoned by a "brass hat" and carried on a romantic encounter with a Parisienne (whom he eventually tried to smuggle back to England in a transport).
On 19 May 1940, McKnight scored his first victory while on an evening patrol over Cambrai. The four patrolling Hurricanes were "bounced" by two groups of Messerschmitt Bf 109s totaling 19 enemy fighters. Flying as the "tail-end Charlie," McKnight shouted a warning and wheeled into a steep climbing turn that brought him on the tail of one of the diving Bf 109s, which he shot down, his squadron's first kill over France.
On 21 May 242 Squadron pilots were withdrawn to Britain essentially to begin a seven days' leave which was abruptly cut short after 48 hours when was the retreating BEF and allied armies were pushed into Dunkirk. The squadron was rushed to RAF Manston and operated out of French airfields during daylight hours but returning in the evening. As fierce fighting over Dunkirk took place, McKnight claimed a victory over a Bf 109 on 28 May but his Hurricane was hit, and he had to limp home with his oil and coolant systems shot up. Over Dunkirk, in four days, McKnight shot down six enemy aircraft, eventually claiming 10 victories by 7 June 1940.
The constant combat had been telling on McKnight and he was admitted to hospital in July 1940 to recuperate. He had lost in weight and was clearly suffering from sleep deprivation as well as a host of other ailments including stomach problems. While in hospital, he openly fretted over a squadron mate, P/O Stan Turner overhauling him as the top scorer.
Battle of Britain.
No. 242 Squadron was badly mauled over France, losing 11 pilots and was reassembled at Coltishall with a new commanding officer, Squadron Leader Douglas Bader. In 242, he saw a squadron that needed to be "whipped back into shape" and he proceeded to establish his brand, selecting new flight commanders, requisitioning new equipment and eventually winning the approval of every squadron member, especially "Willie" McKnight. Bader saw his top ace as a surrogate son and chose him as a wingman.
By mid-July, 242 was declared operational again and joined No. 12 Group, Fighter Command. Throughout July and August although the Battle of Britain had raged over England, the industrial Midlands which the squadron patrolled did not receive heavy attacks. On 30 August 1940, the squadron relocated to RAF Duxford and was involved in action when a large formation of He 111s with Bf 109 and Bf 110 escorts was intercepted on a raid against RAF North Weald. Bader scored two victories while his "wingman" claimed two enemy Bf 110s and a He 111.
On 9 September, McKnight scored twice when enemy raiders were intercepted by a group of three squadrons that were coordinated into a single unit by Bader as part of his "Big Wing" plan. While trying to split the escorting fighters from the bombers, McKnight's Hurricane (bearing his irreverent individual marking of a death's head skull and skeleton with a sickle) was hit and one aileron was shot away. He barely made it back to his home base.
Another two kills took place on 18 September when McKnight brought down a Dornier Do 17 and shared in the destruction of a Junkers Ju 88. His final victory was over the Thames Estuary on 5 November 1940, McKnight disabled a Bf 109, pulling close and motioning for the enemy fighter pilot to lower his undercarriage in a sign of defeat. Instead the pilot (Fw Scheidt of Jagdgeschwader 26) bailed out over the Thames.
Promoted to flying officer, McKnight was awarded the Distinguished Flying Cross on 30 August 1940 and a Bar in September 1940.
Death.
No. 242 Squadron was relocated to Coltishall in November 1940, followed by a further move to Martlesham Heath in December. On 12 January 1941, the squadron began a series of offensive sorties against targets in France, first acting as escorts for Blenheim bombers then beginning on 12 January, the first of the "Rhubarbs," low-level intruder attacks on targets of opportunity.
While strafing an E-boat in the English Channel, P/O M.K. Brown accompanying McKnight, broke off as the duo were under fire from anti-aircraft fire from the French coast just as a Bf 109 attacked. Brown made it back home but McKnight was listed as "missing." Recent research suggests McKnight fell to Fw. Brugelmann of Jagdgeschwader 26 (three kills). Bader was distraught at the loss of McKnight and vowed revenge, but 242's "top gun" was never found. Fellow Canadian ace Pilot Officer John B. Latta (seven kills and one shared) was also killed on this day.
Before his death in January 1941, McKnight had 17 kills, two shared and three unconfirmed credited to his score. Following is a list of victories:
Flying Officer McKnight has no known grave; his name is inscribed on the Runnymede Memorial, Englefield Green, Egham, Surrey, United Kingdom.
Calgary's McKnight Boulevard is named after him.
References.
Willie McKnight at acesofww2.com


Marineflieger

The Marinefliegerkommando is the naval air arm of the German Navy.
History.
During the First World War, naval aviators were part of the "Kaiserliche Marine". Between the wars, naval aviation, the "Seeflieger", was absorbed by Hermann Göring's "Luftwaffe" in 1935. It almost came into existence when the aircraft carrier "Graf Zeppelin" was laid down in 1936, but lack of suitable aircraft, coupled with the reluctance of the "Luftwaffe" to support the "Kriegsmarine" in the carrier's construction, culminated in its eventual cancellation in 1943, and all anti-ship operations were transferred to the "Luftwaffe" shortly afterwards.
After the Second World War, it was not until West Germany's entry into NATO in the 1950s and the establishment of the "Bundesmarine", that a naval aviation force ("Marineflieger") was formed.
The British were largely instrumental in creation of the Marineflieger, supplying training and aircraft. A number of Royal Navy Fleet Air Arm (FAA) officers operated as part of the German Navy in the process. The first aircraft included Hawker Sea Hawks, which were used by "Marinefliegergeschwader" 1 and 2, and Fairey Gannets. Until the new bases were ready, pilots were trained with the FAA in the UK.
Aircraft.
The "Marinefliegerkommando" had 2,500 personnel on active duty in 2020. As of 2019, it operates 54 aircraft.
The "Marinefliegerkommando" previously operated the following aircraft:
See also.
"Luftschiffer"


Medway Microlights

Medway Microlights is a British aircraft manufacturer, specializing in the manufacture of ultralight trikes and fixed wing microlight aircraft. The company is located in Rochester, Kent.
Medway Microlights is the oldest established approved microlight aircraft manufacturer in the UK.
The company is known for its Raven wing. Designed in the 1980s, it remains in production.


Spruce Creek Airport

Spruce Creek Airport is a private airport located in Port Orange, seven miles (11 km) south of the central business district of Daytona Beach, in Volusia County, Florida, United States. It was originally constructed during World War II as an outlying field (OLF) to nearby Naval Air Station DeLand and NAS Daytona Beach. OLF Spruce Creek originally had four paved 4,000 foot runways and was abandoned by the U.S. Navy in 1946.
Facilities and aircraft.
The Spruce Creek Airport covers an area of , which contains one asphalt-paved runway (6/24) measuring 4,000 × 176 ft (1,219 × 54 m). For a 12-month period the airport had 25,000 general aviation aircraft operations, an average of 68 per day. There are 438 aircraft based at this airport: 67% single-engine, 31% multi-engine, 1% jet and 1% helicopter.


807th Expeditionary Air Support Operations Squadron

The United States Air Force's 807th Expeditionary Air Support Operations Squadron (807 EASOS) is a combat support unit located at an undisclosed location in the Middle East. The 807 EASOS provides Tactical Command and Control of air power assets to the Joint Forces Air Component Commander and Joint Forces Land Component Commander for combat operations.


List of airlines of Barbados

There are currently no airlines of Barbados.


AQQ


List of airports in Ankara

List of airports in Ankara, this is a list of airports in the capital of Turkey of Ankara.
List of airports.
The list is sorted by the name of the community served, click the sort buttons in the table header to switch listing order.


TrueBlue (frequent flyer program)


Hugh Shine

Hugh D. Shine is a retired United States Army Colonel, financial advisor, and politician. He is a Republican member of the Texas House of Representatives, representing the 55th District. Shine defeated incumbent Molly White in the 2016 Republican primary and went on to win the November 2016 general election. He previously served two terms in the Texas House of Representatives from 1986 to 1990 before vacating his seat to run unsuccessfully for the United States House of Representatives.
Early life.
Shine was born July 27, 1952, in the city of Houston in Harris County, Texas. After growing up in Navasota, Texas, Shine was awarded an Army ROTC scholarship to Sam Houston State University in Huntsville, Texas. He graduated with a B.A. in business administration and was commissioned as a second lieutenant in the U.S. Army.
Military career.
After receiving his commission, Second Lieutenant Shine completed a basic officer course at Fort Knox, Kentucky. He was then assigned to the U.S. Army Aviation Center and School for flight training as a helicopter pilot. Shine's active duty assignments included South Korea and Fort Hood, Texas before separating from active duty at the rank of captain after six years of service. After leaving active duty, Shine continued his military service in the Texas Army National Guard. While a National Guard member, Shine attended the U.S. Army War College, where he completed an M.A. in strategic studies. He commanded aviation units, including the aviation brigade of the 49th Armored Division, garrisoned at Camp Mabry, Austin, Texas, and following that assignment, Shine retired from the military at the rank of colonel with 30 years of service.
Career as a financial advisor.
In 1983, shortly after separating from active duty and while a member of the National Guard, Shine began a civilian career as a financial advisor in Bell County, Texas, in the city of Temple. Shine completed an M.B.A. from Baylor University and later an investment associate certificate through the executive education program of the Wharton School of Business at the University of Pennsylvania.


Swashplate (aeronautics)

A swashplate is a device that translates input via the helicopter flight controls into motion of the main rotor blades. Because the main rotor blades are spinning, the swashplate is used to transmit three of the pilot's commands from the non-rotating fuselage to the rotating rotor hub and mainblades.
Assembly.
The swashplate consists of two main parts: a stationary swashplate and a rotating swashplate. The stationary (outer) swashplate is mounted on the main rotor mast and is connected to the cyclic and collective controls by a series of pushrods. It is able to tilt in all directions and move vertically. The rotating (inner) swashplate is mounted to the stationary swashplate by means of a bearing and is allowed to rotate with the main rotor mast. An anti-rotation link prevents the inner swash from rotating independently of the blades, which would apply torque to the actuators. The outer swashplate typically has an anti-rotation slider as well to prevent it from rotating. Both swashplates tilt up and down as one unit. The rotating swashplate is connected to the pitch horns by the pitch links. Alternative mechanics to the stationary (outer) swashplate are the hexapod and the universal joint.
Swashplates for helicopters having two rotors mounted on the same shaft are much more complex than the single rotor helicopters.
Cyclic blade control.
Cyclic controls are used to change a helicopter's roll and pitch. Push rods or hydraulic actuators tilt the outer swashplate in response to the pilot's commands. The swashplate moves in the intuitively expected direction, tilting forwards to respond to a forward input, for instance. However "pitch links" on the blades transmit the pitch information way ahead of the blade's actual position, giving the blades time to "fly up" or "fly down" to reach the desired position. That is, to tilt the helicopter forward, the difference of lift around the blades should be maximum along the left-right plane, creating a torque that, due to gyroscopic precession, will tilt the rotor disc forward and not sideways.
Collective blade control.
To control the collective pitch of the main rotor blades, the entire swashplate must be moved up or down along its axis without changing the orientation of the cyclic controls. Conventionally, the entire swashplate is moved along the mainshaft by a separate actuator. However, some newer model helicopters remove this mechanically complex separation of functionalities by using three interdependent actuators that can each move the entire swashplate. This is called cyclic/collective pitch mixing.
History.
The swashplate was originally proposed by Russian Boris Yuryev in 1911, though he did not use it on his first helicopter of 1912.
Pescara helicopters (1919–30) are coaxial rotors helicopters, each rotor being controlled by a swashplate (oscillating bearing) driven by the first control stick for helicopter (UK 178,452 Improvement in or relating to Joy Sticks for helicopters. Convention date in Spain: April 12, 1921).
French engineer and helicopter precursor Etienne Oehmichen filed an application to patent a swashplate device on June 18, 1926 in France and later in the U.S. (August 12, 1929).
Today, on most modern aircraft the swashplate is above the transmission and the pushrods are visible outside the fuselage, but a few early designs, notably light helicopters built by Enstrom Helicopter, placed it underneath the transmission and enclosed the rotating pushrods inside the mainshaft. This reduces rotor hub drag since there are no exposed linkages.
Other swashplate and control design have been used. For instance, Kaman Aircraft helicopters do not use a traditional swashplate and instead operate servo flaps on the rotor blades to adjust the angle of attack of the blades.


Barney M. Giles

Barney McKinney Giles (September 13, 1892 – May 6, 1984) was an American military officer who helped develop strategic bombing theory and practice. Giles stepped outside established bomber doctrine during World War II to develop long-range capabilities for fighter aircraft in use by the United States Army Air Forces. Giles served as commanding general of the Fourth Air Force then as commander of the Twentieth Air Force in the Pacific Ocean Areas. In 1945 Giles was appointed honorary Knight Commander of the Order of the British Empire by King George VI of the United Kingdom.
Early career.
Barney McKinney Giles was born on a farm near Mineola, Texas in 1892 to Richard Portlock Giles and Louisa (Read) Giles. He and his identical twin, Benjamin Franklin Giles, both attended East Texas Normal College and taught school for three years. Both twins studied law at the University of Texas at Austin until World War I began in Europe. Benjamin Giles went to Canada to see about joining the Royal Flying Corps, and then America became directly involved, allowing both brothers to join the United States Army Air Service, Benjamin as an officer candidate becoming second lieutenant in April 1917 and Barney as a flying cadet in August 1917. Giles attained the rank of second lieutenant in April 1918 and flew with the 168th Aero Squadron in France for a year. Giles resigned his commission in September 1919, Benjamin in October.
The twins returned to duty one year later: Benjamin in March 1920 and Barney in October 1920. Giles served as assistant engineering officer, first at the Aviation Repair Depot in Dallas, Texas, and eight months later at San Antonio Air Intermediate Depot. Giles became first lieutenant in April 1921, and remained at San Antonio until July 1924 when he transferred to Kelly Field as engineer and operations officer. Giles served as assistant chief at the Maintenance Branch in Fairfield, Ohio, from July 1925 until April 1927 and then as chief of the Maintenance Engineering Branch, Field Service Station at Wright Field from May 1927 until April 1928.
Lieutenant Giles spent the next year as assistant engineering officer and instructor in the Flying Department at March Field in California and in July 1929 became the post engineering officer at the same field. He served as chief engineering officer at Rockwell Air Depot in San Diego from October 1930 until July 1934, becoming captain in January 1932. Giles attended the Air Corps Tactical School at Maxwell Field in Alabama with his twin brother; The two Giles men graduated in June 1935 and both advanced to the rank of major. Other officers in the graduating class included strategic bombing advocates Haywood S. Hansell, Muir S. Fairchild, Vernon M. Guymon, Laurence S. Kuter, Lawson H. M. Sanderson and Hoyt S. Vandenberg.
Major Barney Giles commanded the 20th Bomb Squadron at Langley Field in Virginia for a year and moved up to operations officer of the 2d Bomb Group there in July 1936. He flew the first YB-17 Flying Fortress service test bomber to Langley on March 4, 1937. He was awarded the Distinguished Flying Cross for leading the rescue of seven men stranded on an ice floe near Cape Cod Bay. After graduation from the Command and General Staff School at Fort Leavenworth, Kansas in June 1938, he went to Washington, D.C. as chief of the Inspection Division in the Office of the Chief of Air Corps.
World War II.
Giles was promoted to lieutenant colonel in February 1941, to colonel in January 1942, and to brigadier general in March. In July, General Giles went to Hamilton Field just north of San Francisco where he organized and commanded the 4th Air Service Area Command. Giles received his second star in September 1942. He was named director of military requirements and assistant chief of air staff for operations in March 1943 and chief of Air Staff in July. Giles was appointed lieutenant general in May 1943 and in July was named deputy commander of the Army Air Forces. In this role, he often served as acting head of Army Air Forces because of General Arnold's prolonged illness. Giles actively promoted the development of long-range capabilities for fighter aircraft such as P-38 Lightnings, P-47 Thunderbolts and P-51 Mustangs. He went to the China-Burma-India Theater in mid-July and held a conference with commanders to arrive at some agreement on the allocation of tonnage over The Hump.
Giles was named commanding general of the Army Air Forces in the Pacific Ocean Area in April 1945 and was in charge of planning the final B-29 Superfortress air attacks against Japan, including plans for dropping the atomic bombs. At the death of President Franklin D. Roosevelt, Giles and other top military leaders briefed Harry S. Truman in the Oval Office the first morning of his presidency. In May, Giles went to Guam to join Major General Curtis LeMay in planning the strategy of bombing industrial and petroleum targets in Japan. Giles stated to the press that Japan's would receive more bombs than Germany's . In June, Giles backed Admiral Charles A. Lockwood's plan to hold airman-submariner conferences with the goal of improving air-sea rescue operations. Giles was appointed deputy commander of United States Strategic Air Forces in the Pacific under General Carl Andrew Spaatz on July 5, 1945. Giles witnessed Japan's surrender aboard the battleship . In September 1945, Giles, LeMay and Brigadier General Emmett O'Donnell Jr. piloted three B-29s in a record-breaking non-stop flight from Japan over Alaska and Canada to Chicago, a flight of , then on to Washington D.C. At that date it was the longest non-stop Army Air Forces flight, it was the first non-stop flight from Japan to the U.S., and the bomb bay filled with fuel was the heaviest load ever lifted by a B-29. In October, Giles became commanding general of the U.S. Strategic Air Forces in the Pacific; he held this position until his retirement on June 30, 1946.
Giles's twin brother Benjamin also served at high level in the Army Air Forces and retired from the military in September 1946 at the rank of major general.
Honors.
General Giles' awards and decorations include the Distinguished Service Medal with oak leaf cluster; Distinguished Flying Cross; Air Medal with two oak leaf clusters, and the Navy Distinguished Service Medal. He was appointed honorary Knight Commander of the Order of the British Empire in 1945. Giles earned a doctorate degree in aeronautical engineering from Pennsylvania Military College. Further awards include the Mexican Medal of Military Merit, the "Honoris Causa" from the Kingdom of Yugoslavia, and the Order of the Cloud and Banner presented by President Chiang Kai-shek of China.
Civilian life.
After retirement from the military, Giles served as vice president of Air Associates, Inc. in New York for three years. Subsequently, he worked for ten years with Swiss American Aviation Corporation, later known as Learjet, helping to develop the automatic pilot and other instrumentation. Giles was a member of the Order of Daedalians.
Giles married Hollyce Thomas (1896–1968) in San Antonio, Texas on April 18, 1922; the 46-year marriage produced no children. After her death in 1968, he married Laura Edwards in 1969. Giles's twin brother Benjamin died in 1974. Laura Edwards Giles died in the early 1970s, and Barney Giles married Katherine Elizabeth Gregg, on October 11, 1975. Giles died of complications of pneumonia on May 6, 1984 in San Antonio, and was buried with full military honors.


Adnan Menderes Airport railway station

Adnan Menderes Airport railway station also referred to as just Airport () is a railway station in southern Gaziemir. The station is served by regional trains heading to southwestern Turkey, operated by the Turkish State Railways. The station allows a connection for people between planes at Adnan Menderes Airport to direct train service into İzmir. All regional trains stops at the station. The station was built in 1987 along with the completion of the airport. The İZBAN commuter rail service began serving the station on August 30, 2010. İZBAN operates between Alsancak Terminal in İzmir and Cumaovası.


Berlin Airlift Device

The Berlin Airlift Device is miniature gold airplane that was awarded for wear on occupation medals and ribbons issued to United States Armed Forces service personnel for participation in or in direct support of, the Berlin airlift during the Cold War.
History.
The Berlin Airlift Device is awarded for service of 92 consecutive days with a unit credited with participation in the Berlin airlift, or by competent field authority on an individual basis within the period June 26, 1948 to September 30, 1949 inclusive. U.S. Army orders announcing award of the Berlin Airlift device will specifically award the Army of Occupation Medal to persons otherwise not eligible therefor. The device is a gold colored metal miniature of a Douglas C-54 cargo airplane. It is worn centered on the suspension and service ribbon of the Army of Occupation Medal or Navy Occupation Service Medal. When worn on the suspension ribbon, the device is pinned above the "Germany" medal clasp.
Those awarded the Army of Occupation Medal or Navy Occupation Service Medal and the Berlin Airlift Device may also be entitled to the Medal for Humane Action awarded for at least 120 days of service or direct support thereof of the Berlin airlift. The 31 American service personnel and one Army civilian worker of the 101 persons who lost their lives mostly due to plane crashes during the Berlin airlift were awarded the Medal of Humane Action posthumously.


Tower Municipal Airport

Tower Municipal Airport is a city-owned public-use airport located one nautical mile (2 km) northwest of the central business district of Tower, a city in Saint Louis County, Minnesota, United States. It is located on Lake Vermilion and is also known as Tower Municipal Airport & Seaplane Base.
Facilities and aircraft.
Tower Municipal Airport covers an area of at an elevation of 1,369 feet (417 m) above mean sea level. It has two runways designated 8/26 with a 3,400 x 75 ft (1,036 x 23 m) asphalt surface. It also has one seaplane runway landing area designated 14W/32W which measures 5,000 x 200 ft (1,524 x 61 m).
For the 12-month period ending April 30, 2007, the airport had 3,700 general aviation aircraft operations, an average of 10 per day. In March 2017, there were 15 aircraft based at this airport: 14 single-engine and 1 ultralight.


Bede BD-5J


Irving K. Barber

Irving Kearl "Ike" Barber, (February 14, 1923 April 13, 2012) was a Canadian forest industrialist and philanthropist. Though originally from Alberta, Barber spent most of his life in British Columbia, where he founded Slocan Forest Products Ltd., a lumber-producing company. He then went on to use his resource-based fortune to become one of BC's most prominent education philanthropists. Barber made significant donations to the University of British Columbia, as well as many other schools across the province, until his death in 2012.
Personal life and career.
Barber was born in Edmonton, Alberta in 1923, where he attended school until he dropped out in grade 11. He then travelled to the Peace River Region of British Columbia, where he worked as a parts man for Caterpillar Tractor in Fort St. John until the beginning of the Second World War.
During World War II, Barber spent five years in the Royal Canadian Air Force working as a flight instructor. After his war service, he was given Department of Veterans Affairs credits from the Government of Canada, entitling him to one free month of university education for every month served during the war. Though Barber had initially planned on becoming a forest ranger in British Columbia upon his return from war, he decided instead to use his credits to attend the University of British Columbia in 1945, where he graduated with a Bachelor of Science in Forestry in 1950. Barber credited this "second chance at education" as a main reason for his future support of various education programs in BC.
Barber qualified as a Professional Registered Forester in 1952, and went on to work in British Columbia's forestry industry for 57 years. Barber initially worked for MacMillan Bloedel and Triangle Pacific, but in 1978 he bought the Slocan sawmill and founded Slocan Forest Products Ltd. Barber spent the next 23 years building it into one of the most prominent lumber producers in North America before retiring as its chairman in 2002.
Barber died at his home in Tsawwassen, British Columbia in 2012 at the age of 89.
Philanthropy.
Barber was passionate about improving the quality of education and access to education for students of British Columbia, and donated millions of dollars to various schools and educational causes across the province.
In 1999, Barber donated $500,000 to the University of Northern British Columbia in order to establish the I.K. Barber Enhanced Forest Laboratory.
In 2001, Barber donated $2.5 million to the University of British Columbia in order to establish research programs at the university, such as the Irving K. Barber Diabetes Research Endowment Fund at UBC and the Ike Barber Human Islet Transplant Laboratory at Vancouver General Hospital in partnership with UBC.
In 2002, Barber donated $20 million to the Vancouver campus of the University of British Columbia in order to update their main library and build the Irving K. Barber Learning Centre. In 2004, Barber donated $10 million to establish both the Irving K. Barber School of Arts and Sciences and the Irving K. Barber Learning Centre Interface Program at UBC's Okanagan campus.
Also in 2004, the Irving K. Barber British Columbia Scholarship Society was established, and Barber assisted the society in funding the Barber Transfer Scholarship and the Aboriginal Student Award program.
In 2010, Barber donated $2.5 million to Kwantlen Polytechnic University to establish the Irving K. Barber Endowment for Educational Opportunities. Also in 2010, Barber donated $1.5 million to Thompson Rivers University for the Irving K. Barber British Columbia Centre.
In 2012, Barber donated $250,000 to the Justice Institute of British Columbia in order to establish a new Aboriginal Justice Worker Certificate.
Awards and honours.
In 1993, Barber was inducted into the Canadian Business Hall of Fame.
In 1996, he was awarded the Forest Excellence Award in Communications for his work in publishing the book "The Working Forest of British Columbia".
In 1997, Barber was presented with the Ernst and Young Entrepreneur of the Year Award for the Pacific Region.
In 1999, he was named the Distinguished Forester of the Year by the Registered Professional Foresters Association.
In 2002, both the University of British Columbia and the University of Northern British Columbia conferred Honorary Doctorate of Law (LL.D) degrees to Barber.
In 2003, Barber was recognized by the Order of British Columbia, and in 2004, he became an Officer of the Order of Canada for both his contributions to the forestry industry and his philanthropic work.
In 2012, the Justice Institute of British Columbia conferred an Honorary Doctorate of Law (LL.D) degree to Barber.
Barber also received the Golden Jubilee Medal (2002) and the Diamond Jubilee Medal (2012) for his outstanding contributions to Canada.


Dome Fuji Skiway


Naha Airport

 is a second class airport located west of the city hall in Naha, Okinawa. It is Japan's seventh busiest airport and the primary air terminal for passengers and cargo traveling to and from Okinawa Prefecture, Japan, and handles scheduled international traffic to Taiwan, Hong Kong, South Korea, Thailand, Singapore and mainland China. The airport is also home to Naha Air Base of the Japan Air Self-Defense Force.
Naha Airport served 17.5 million passengers in 2014, an increase of roughly 3 million passengers in two years.
History.
, an Imperial Japanese Navy airfield, opened in 1933. The base was taken over by the United States in 1945 and was renamed . Pan American World Airways and Northwest Orient began service to Naha in 1947.
The airport was closed for refurbishment between 1952 and 1954. Japan Airlines began service to Okinawa during this time and initially used Kadena Air Base.
Air America operated interisland flights to Miyako and Ishigaki from 1964 to 1967, when Southwest Airlines (now Japan Transocean Air) took over these routes.
Okinawa was returned to Japan in 1972. In 1982, Naha Airport was transferred from US military control to the Japan Air Self-Defense Force.
The basic and detailed design engineering works in addition to the later construction management phase of the main passenger terminal were awarded in the 1990s in part to the Japan Branch of the American design-build engineering company, The Austin Company, which joined Japanese firms in a joint venture design consortium.
Peach, a low-cost carrier based at Kansai International Airport in Osaka, announced that it would establish its second hub at Naha in July 2014, which would initially have flights to Osaka, Fukuoka, Ishigaki and Taipei. ANA Holdings, the parent company of both Peach and Vanilla Air, opened a new LCC terminal in a refurbished portion of the airport's cargo area in October 2012, and plans to open new international facilities in October 2014.
Development.
The airport has been undergoing major development projects that will continue to transform the airport:
Airlines and destinations.
Cargo service.
All Nippon Airways operates an overnight cargo hub at Naha Airport, which receives inbound Boeing 767 freighter flights from key destinations in Japan, China and Southeast Asia between 1 and 4 a.m., followed by return flights between 4 and 6 a.m., allowing overnight service between these regional hubs as well as onward connections to other ANA and partner carrier flights.
The hub began operations in 2009; by 2013 it served eight cities, and ANA had chartered a Nippon Cargo Airlines Boeing 747 freighter to handle demand on the trunk route from Narita International Airport.
Access.
The airport is served by the Okinawa Urban Monorail (Yui Rail) which carries passengers from Naha Airport Station to the center of Naha, and to the terminal at Tedako-Uranishi Station in Urasoe. Bus service is also available to many parts of Okinawa Island.


Jack Browns Seaplane Base

Jack Browns Seaplane Base is a public-use seaplane base located 3 nautical miles (5.56 km) northwest of the central business district of Winter Haven in Polk County, Florida, United States. It is located on the northeast shore of Lake Jessie, which is part of the Winter Haven Chain of Lakes. The privately owned seaplane base is located adjacent to Winter Haven's Gilbert Airport and connected to it by an asphalt taxiway.
Facilities and aircraft.
Jack Browns Seaplane Base covers an area of at an elevation of 140 feet (42.7 m) above mean sea level. It has one water runway: 1/19 is 3,600 by 2,200 feet (1,097 x 670.6 m).
For the 12-month period ending November 17, 2009, the airport had 10,000 general aviation aircraft operations, an average of 27 per day. At that time there were 5 aircraft based at this airport: 80% single-engine and 20% multi-engine.


List of airlines of Saudi Arabia

This is a list of airlines currently operating in Saudi Arabia.


Maryland Aviation Administration

The Maryland Aviation Administration (MAA) is a state agency of Maryland and an airport authority under the jurisdiction of the Maryland Department of Transportation. The agency owns and operates Baltimore/Washington International Thurgood Marshall Airport (BWI) and Martin State Airport. Its headquarters is on the third floor of the terminal building at BWI Airport, located in unincorporated Anne Arundel County.
In 1920 The Maryland State Aviation Commission was formed by Governor Ritchie, appointing Dr. Joeseph S. Ames, W. Frank Robert, Temple N. Joyce, Garland W. Powell, William B. Tipton and J. Fletcher Rolph.
In 1929, the State Aviation Commission was established in Maryland to inspect and license commercial airports, flight schools and flight instructors. The agency was renamed as the State Aviation Administration in 1971 when it became a subordinate unit of the Maryland Department of Transportation. In 1989, its name became Maryland Aviation Administration.
BWI Airport became the responsibility of the MAA in 1972 when the State of Maryland purchased the airport from the city of Baltimore for $36 million. Previously known as Friendship International Airport, the airport was renamed Baltimore/Washington International Airport in 1973, then BWI Thurgood Marshall Airport on October 1, 2005. Martin State Airport, located in Baltimore County on the opposite side of Baltimore from BWI, was purchased by the State of Maryland and assigned to the MAA in 1975. Since the purchase of BWI in 1972, the MAA has grown from three employees to more than 200.
The MAA office developed the Maryland Aid to Private Airports Program, and Airport Equipment Loan Program.
The executive director of the MAA is appointed by the Maryland Secretary of Transportation, with the approval of the governor and advice from the Maryland Aviation Commission.


Almirante Marcos A. Zar Airport

Almirante Marcos A. Zar Airport (, ) is an airport in Trelew, Chubut Province, Argentina, named after the Argentine Navy Admiral and aviator Marcos Andrés Zar. The airport serves the cities of Trelew and Rawson.
The airport is northeast of Trelew and from Rawson, the capital of Chubut Province. It has a passenger terminal and has parking for 128 cars. It is operated by London Supply.
The Trelew Almirante Zar Naval Air Base is on the airport, and has an Argentine Naval Aviation squadron flying P-3 Orions.
History.
This airport replaced an airport noted as a pivotal site during the Trelew massacre. On August 15, 1972, 110 prisoners escaped from the Rawson jail and tried to hijack an Austral Líneas Aéreas BAC One-Eleven en route to Comodoro Rivadavia, in order to escape to Chile and from there to Cuba. Their plans failed, and 19 of them were killed by the army on August 22, at 3:30 AM.


Hanns Heise

Hanns Horst Heise (1 February 1913 – 18 May 1992) was a highly decorated Oberstleutnant in the Luftwaffe during World War II, and a recipient of the Knight's Cross of the Iron Cross. The Knight's Cross of the Iron Cross was awarded to recognise extreme battlefield bravery or successful military leadership.


Naval Air Station Palmyra Island