380th Air Refueling Squadron

The 380th Air Refueling Squadron is an inactive United States Air Force unit. It was last assigned to the 380th Bombardment Wing at Plattsburgh Air Force Base, New York where it was inactivated on 30 September 1995.
The squadron was first active during World War II as the 580th Bombardment Squadron, which served as an Operational Training Unit and Replacement Training Unit during World War II.
The 380th Air Refueling Squadron was activated at Lincoln Air Force Base, Nebraska in November 1954. In 1956 it moved to Plattsburgh where it served with Boeing KC-97 Stratofreighter and Boeing KC-135 Stratotanker aircraft until inactivating. In September 1985, the two squadrons were consolidated into a single unit.
History.
World War II.
The earliest predecessor of the squadron was the 580th Bombardment Squadron, which was activated in early 1943 as one of the original squadrons of the 393d Bombardment Group. The squadron served as a training unit until it was disbanded in 1944.
Strategic Air Command refueling operations.
The 380th Air Refueling Squadron was first activated in the summer of 1954 at Lincoln Air Force Base, Nebraska. It moved to Plattsburgh Air Force Base, New York in 1956 with Boeing KC-97 Stratotankers providing air refueling to SAC B-47s and other USAF aircraft as directed. It converted to jet-powered Boeing KC-135 Stratotankers in 1964. In 1985 the two squadrons were consolidated. The squadron deployed aircraft and personnel to forward SAC provisional units in Western Pacific during the Vietnam War.
During the summer of 1988, aircrew from both the 380 AREFS and 310 AREFS of the 380th Bomb Wing deployed for the first time since World War II to Hunter Army Airfield, GA. For this deployment over 300 men and women deployed to their forward operating base in support of "Mighty Warrior 1988", a SAC wide exercise held to prepare and demonstrate the various SAC wings ability to carry out their respective missions under austere conditions.
The unit deployed aircraft and personnel to 1703d Air Refueling Wing, Provisional at King Khalid International Airport, Riyadh, Saudi Arabia between September 1990 and March 1991 during Operation Desert Shield and Operation Desert Storm. The squadron remained on duty until shutdown of Plattsburgh and inactivation of parent 380th Bombardment Wing in 1994.
Lineage.
580th Bombardment Squadron
380th Air Refueling Squadron


Nanisivik Airport

Nanisivik Airport, formerly , was located south of Nanisivik, Nunavut, Canada, and was operated by the Government of Nunavut. Although Nanisivik Mine closed in September 2002 the airport was in operation until 2011 and served the community of Arctic Bay. This was due to the small size of Arctic Bay Airport. However, on January 13, 2011, First Air transferred all scheduled air services to Arctic Bay's newly expanded airport.
The airport was about directly southeast of Arctic Bay but the road between them is and a one way taxi fare was $40.00.
Conversion to naval station.
On August 8, 2007, CBC News reported that Canadian Forces documents showed plans to convert the site into a naval station. The plan, which would turn the former mine's existing port into a deepwater facility, would cost $60 million and it was expected that Prime Minister Stephen Harper would make an announcement during his stop in Resolute.
On August 10, 2007, Prime Minister Stephen Harper announced construction of a new docking and refueling facility in Nanisivik for the Canadian Forces, in an effort to maintain a Canadian presence in Arctic waters during the navigable season (June–October). The choice for Nanisivik as a site was partially based on its location within the eastern entrance to the Northwest Passage, and as there is an existing deep-water berthing facility at the site, and a "jet-capable" airstrip nearby.
Detailed planning for the project began in August 2007, with environmental studies and assessments will be being carried out in the summer of 2008. Construction at the site is expected to begin in the summer of 2010, with early operating capability available in 2012. The facility was planned to be fully operational by 2015, but now delayed until at least 2018.
The re-opening of the Nanisvik Airport is unlikely to be needed as a helicopter pad is planned for the naval station site. However the old runway is not marked with a X and could be used as an emergency landing strip.


AAC Dishforth


TruStar

TruStar is an Indian low-cost airline promoted by Turbo Aviation based in Hyderabad. The airline plans to launch operations by the second quarter of 2020 with Dornier 228 aircraft.
History.
In December 2019, Turbo Aviation announced that it had secured a £100-million ($133.64 million) investment from a Business Group based in the UK for the launch of commuter air services under the third place of the UDAN scheme. The airline plans to start operations with the routes they have secured under UDAN. The airline plans to have a fleet of 10 ATR-72s, 10 Airbus A320 and 4 Dornier 228 aircraft.
In January 2019, under the third round of the Governments Regional Connectivity Scheme, the airline had been awarded four routes in Uttar Pradesh, three routes across the States of Andhra Pradesh, Chhattisgarh, Odisha, Telangana, Tamil Nadu, Karnataka and Goa. The airline will be the launch customer of the Dornier 228NG built in India at Kanpur by HAL into scheduled commercial services.


List of defunct airlines of the United States

The following is a list of defunct airlines of the United States. However, some of these airlines have changed identities and/or FAA certificates and are still operating under a different name (e.g. America West Airlines changed to use the identity of US Airways in 2005 - which itself also changed identity to American Airlines in 2015).
For reasons of size, this article is broken into four parts:

References.


Runway lighting


List of accidents and incidents involving airliners by location

This list of accidents and incidents on airliners by location summarizes airline accidents by state location, airline company with flight number, date, and cause. It is also available grouped
If the aircraft crashed on land, it will be listed under a continent and a country. If the aircraft crashed on a body of water, it will be listed under that body of water (unless that body of water is part of the area of a country). Accidents and incidents written in bold were the deadliest in that country.
International waters.
The following accidents and incidents occurred in international waters; that is, more than off the coast of any territory.


Walter J. Enright

Walter J. Enright, also known as Pat Enright, (1879 - January 19, 1969) was an American cartoonist.
Life.
Enright was born in Chicago in 1879. He attended the Chicago Art Institute and Armour Institute of Technology, and he served as a pilot in Europe during World War I.
Enright became a professional cartoonist New York City, where his work was published in the "New York American" and the "New York World". He was also an illustrator for "The Century Magazine", "Redbook", "Collier's", "Scribner", "McClure's", and "Life". He later moved to Florida, where he was a cartoonist for the "Miami Herald" from 1933 to 1943, and for "The Palm Beach Post" from 1943 to 1948.
With his wife Rae, Enright had a daughter, Elizabeth Enright, who became an author. He resided in Delray Beach, Florida, where he died on January 19, 1969, at the age of 93.


Pratica di Mare Air Base

Pratica di Mare Air Base is a military airport of the Italian Air Force, located in Pomezia, Lazio, southwest of Rome. It was first opened in 1937, and in 1957, it was named after Colonnello Mario de Bernardi. It is the biggest Italian air base.
The base houses a "Dragon Star" Airborne Multi-Intelligence Laboratory (a modified Gulfstream III) used for ISTAR.


AeroCaribe de Honduras

AeroCaribe de Honduras is an airline in Honduras. Its destinations are:
It operates one LET-410 UVPE.


Lubumbashi International Airport

Lubumbashi International Airport is an airport serving Lubumbashi, Democratic Republic of the Congo.
History.
Lubumbashi International Airport was founded in colonial times as the Elisabethville Airport.
It was also known as Luano airport.
This airport played a high-profile role during the Katanga war. After it was seized by the United Nations Force in the Congo (ONUC) troops, the airport was used as a base against the secessionist government.


Arctic Bay Airport

Arctic Bay Airport, , is an airport located southeast of Arctic Bay, Nunavut, Canada. Until January 12, 2010 Nanisivik Airport, about from Arctic Bay, was used for scheduled flights. On January 13, 2010, First Air transferred all air services to Arctic Bay's newly expanded airport with service to Iqaluit and Resolute Bay. Niore Iqalukjuak, mayor of Arctic Bay, said that the move would save community members $40.00 for the one way taxi ride. At the same time the Government of Nunavut said that the move would save $600,000 a year because of not having to keep the all-weather road clear.
The original runway at was the shortest in Nunavut. It was decommissioned in 2010 and is now marked off with two "X"s on either ends. A new runway measuring was built to the south, along with a new airport terminal. The airport can currently handle general aviation to smaller turboprop aircraft.


Nord Aviation

Nord-Aviation () was a state-owned French aircraft manufacturer. The bulk of its facilities were based on the site of Bourges airport, in the département of Cher, in central France.
On 1 October 1954, Nord Aviation was created as a result of the acquisition of SFECMAS (Société française d'étude et de construction de matériels aéronautiques spéciaux) by SNCAN (Société nationale de constructions aéronautiques du Nord). The company's name, "Nord", also became commonly used as a generic name referring to the Pingouin light aircraft. It manufactured numerous aircraft; perhaps Nord Aviation's most successful aircraft was the Nord Noratlas, a utility transport used by both military and civilian customers. Other aircraft included general aviation, trainers and experimental aircraft, as well as other transports. Nord Aviation also developed and produced its own range of missiles; perhaps the most famous of these was the Exocet, a sea-skimming anti-ship missile.
On 1 March 1970, Nord Aviation merged with Sud Aviation to create Société nationale d'industrie aérospatiale (SNIAS), which was promptly renamed Aérospatiale. In turn, this company would ultimately merged into European aerospace corporation EADS in 2000, which was subsequently rebranded as the Airbus Group.
History.
Following the end of the Second World War, France's aviation industries began to rebuilt and reestablish themselves; many companies chose to consolidate and merge with one another during this period. On 1 October 1954, Nord Aviation was created as a result of the acquisition of SFECMAS (Société française d'étude et de construction de matériels aéronautiques spéciaux) by SNCAN (Société nationale de constructions aéronautiques du Nord).
A year prior to the company's creation, development of what can be regarded as perhaps Nord Aviation's most successful aircraft, the Nord Noratlas, has been completed. Nord continued the programme to schedule, fulfilling its initial contract for 34 aircraft by 25 June 1953; the Armée de l'Air went on to order another 174 Noratlases. Eventually, a total of 228 aircraft would enter French service. In addition to this sizable domestic appetite, the Noratlas was an export success as well; the newly formed nation of West Germany decided to address the German Air Force's requirement for new transport aircraft by ordered a total of 187 Noratlases, the first of which being delivered during 1956. While the first 25 aircraft were manufactured in France, the other 161 Noratlases were locally manufactured by the West German-based Flugzeugbau Nord company; such aircraft were designated as "N-2501D". Flugzeugbau Nord had been involved in the Noratlas programme from an early stage, it being the company's first post-war aviation project, having been responsible for the design and manufacture of the majority of the aircraft's fuselage. In addition to these and other military customers, the Noratlas was also manufactured for the civil market, including a specialised de-militarised model designated "N-2502A/B".
Several of Nord Aviation's aircraft never progressed beyond the experimental stage of development. One of the more radical designs was the Nord 1500 Griffon, a ramjet-powered fighter aircraft developed during the mid-1950s to fill a French Air Force specification for a Mach 2 fighter. Two prototypes were ordered initially in a letter dated 24 August 1953, with the final contract, (No. 2003/55) in 1955; although intended to eventually fulfil a requirement for a light interceptor capable of operation from 1,000m grass runways, the two prototypes were ordered without military equipment for research purposes only. Production of the envisioned operational versions, often referred to as the "Super Griffon", did not take place as it was found that the requirements could be met and exceeded with less complex and cheaper aircraft such as the more conventional Dassault Mirage III.
In addition to its range of aircraft, Nord Aviation also developed and manufactured a range of missiles; perhaps the most famous of these was the Exocet, a sea-skimming anti-ship missile. Development was started by Nord during 1967 under the designation of "MM 38"; its basic body design was based on the AS-30 air-to-ground tactical missile. The air-launched version of the Exocet was developed during the 1970s, it entered service with the French Navy in 1979. The missile gained a level of infamy for its use during the Falklands War of 1982, in which several British ships were damaged or sunk by Exocets launched by Argentinian forces. Both the Royal Navy destroyer and the 15,000-ton merchant ship were lost to use of the Exocet. Separately, an American frigate, the , was also damaged by two Exocet missiles launched by an Iraqi Air Force Dassault Mirage F1 while patrolling off the coast of Saudi Arabia.
On 1 March 1970, Nord Aviation merged with Sud Aviation to create Société nationale d'industrie aérospatiale (SNIAS), which was promptly renamed Aérospatiale. In turn, this company would ultimately merged into European aerospace corporation EADS in 2000, which was subsequently rebranded as the Airbus Group.
Aircraft production (for SNCAN and Nord Aviation).
"Data from:Aviafrance SNCAN" and "Aviafrance Nord


List of airlines of Mozambique

This is a list of airlines currently operating in Mozambique.


Richard Fyffe

Lieutenant-General Sir Richard Alan Fyffe KBE CB DSO MC (12 August 1912 – 24 December 1972) was Deputy Chief of Defence Staff (Intelligence).
Military career.
Fyffe was commissioned into the Rifle Brigade in 1932.
He served in World War II initially as a General Staff Officer and then with his Regiment in North Africa and Italy. He earned his Military Cross in North Africa in 1943.
After the War he joined the Directing Staff at the Staff College, Camberley before moving to General Headquarters, Far East Land Forces in 1947. He was appointed Assistant Adjutant General at the War Office in 1950 and then Commanding Officer of 1st Bn Rifle Brigade in 1953. He was made Commander of 61st Lorried Infantry Brigade in 1955 and Commander of 11th Infantry Brigade in 1956.
He was appointed Deputy Military Secretary at the War Office in 1957 and Brigadier commanding the Army Air Corps in 1960. He moved on to be Director of Public Relations at the War Office in 1961 and General Officer Commanding 54th (East Anglian) Division/District of the Territorial Army in July 1963. He was made Head of the British Army Staff at Washington D. C. in 1965.
He was appointed Director of Service Intelligence in 1967 and Deputy Chief of Defence Staff (Intelligence) at the Ministry of Defence in 1968; he retired in 1971.


Arthur Edward George

Arthur Edward George (17 June 1875 – 8 September 1951) was an accomplished sportsman, an aviation pioneer, aircraft designer, racing driver, engineer and businessman. He served in the Second Boer War (in the British Cape Colony armed forces), in World War I and in World War II, and was awarded the Silver medal of the Royal Aero Club posthumously for his "Services to aviation over 50 years".
Early life.
Arthur Edward George was born in Fordington, near Dorchester, Dorset, England on 17 June 1875; his family moved to Newcastle upon Tyne while he was a child. He was a talented athlete, being a swimmer, figure skater and racing cyclist at international level.
After serving an engineering apprenticeship in Newcastle, he lived for some time in South Africa, where he became national cycling champion and represented South Africa at the 1899 UCI Track Cycling World Championships in Montreal, Canada. He served with the Cape Colony Cyclist Corps from 7 January 1901 until 12 May 1902 in the Second Boer War, receiving the Queen's South Africa Medal with three clasps. On his attestation (joining-up) form he is described as being "Age: 23(?), Nationality: English, Trade: Cycle Mechanic, Height: 5 ft 10½in, Weight: 150 lbs, Chest: 38in, Complexion: Fair, Eyes: Blue, Hair: Black, Character: Very good." It was noted that he "Supplies own bicycle".
Later life.
In 1902, having returned to England, he formed the company George and Jobling in Newcastle upon Tyne with Robert ("Bob") Lee Jobling. In 1904 the company moved to premises which had previously been used by Robert Stephenson and Company, which it was to occupy for 60 years. George and Jobling first manufactured bicycles and later motor vehicles and automobile bodywork. It also sold motor vehicles and was an agent for many manufacturers. In addition to its coachbuilding business, George & Jobling sold motor vehicles and was an agent for many manufacturers, including Argyll, Darracq, Hillman, Ford and Fordson. Between 1907 and 1970, the firm had branches in Hexham, Glasgow, Darlington, Bowness and Leeds and is credited with inventing the forerunner of the trolley-jack and the breakdown-truck. It became well known as 'expert witnesses' in court cases involving serious motoring accidents.
George was a keen racing driver and competed at home and in mainland Europe in road races, hill climbs and sand racing. He achieved third place driving a Darracq in the 1908 RAC Tourist Trophy race, during which he also set the fastest lap time, and won many races in a stripped-down Ford Model T at Brooklands and Saltburn. This same car was later fitted with a polished brass body and became known as the 'Golden Ford', which is still preserved. During the National Strike of 1926, he was involved in driving newspapers from Newcastle to London."
In August 1909 George became an active member of the [[Royal Aero Club]] of the United Kingdom and learned to fly on a [[Voisin (aircraft)|Voisin]] [[biplane]] called "[[Voisin 197 biplane|Bird of Passage]]" which he had bought from [[J.T.C. Moore-Brabazon]], holder of [[List of pilots awarded an Aviator's Certificate by the Royal Aero Club in 1910|Aviator's Certificate no. 1]]; he later sold the "Bird of Passage" to [[Cecil Grace]]. He designed and built his own aeroplane, which featured hollow spars, a steerable tail-wheel and unique 'triplicate control column which controlled not only [[Flight dynamics|roll]] and [[Flight dynamics|pitch]] but also [[Flight dynamics|yaw]]. The control column has been preserved and is on display at the [[Discovery Museum]] in Newcastle upon Tyne. On 6 September 1910 he gained [[List of pilots awarded an Aviator's Certificate by the Royal Aero Club in 1910|Aviator's Certificate no. 19]] flying this prototype aircraft. Front and side elevation views of his aircraft, which was displayed at the Olympia Exhibition in 1910, can be found in the [[Flight Magazine]] archive. Later the same year he crashed it at an [[Air display]] in Newcastle; his application to the banks for more funds to continue designing and building aircraft was refused on the grounds that it was too dangerous; after this setback, he concentrated his efforts on customising and selling cars.
He nevertheless took an active interest in flying throughout his life: he was a leading member of the Newcastle upon Tyne Aero Club; he obtained his Civil Aviation Class A Pilot's Licence in 1935 and his Class A glider pilot's licence in 1937; in [[World War II]] he served from July 1939 until November 1940 as Commanding Officer of 131 Tyneside Squadron, [[Air Defence Cadet Corps]].
A.E.George volunteered for military service in [[World War I]], rising to the rank of (temporary) Major in the Northumberland Motor Volunteer Corps. Between the wars he pursued his business, sporting and flying interests, serving again in World War II as Commanding Officer of the local [[Air Defence Cadet Corps]] between 1939 and 1940, followed by volunteer service in both the [[British Home Guard|Home Guard]] and the [[Royal Navy]].
On 8 September 1951 George died of cancer in [[Bingley]], Yorkshire, aged 76. His funeral was held in Newcastle and was attended by local dignitaries, representatives of the aviation world and previous employees. The local RAF Air Cadets performed a fly-past over the funeral ceremony. In honour of his services to aviation, the Royal Aero Club awarded him a posthumous Silver Medal.
References.
Bibliography.
[[Category:1875 births]]
[[Category:1951 deaths]]
[[Category:English aviators]]
[[Category:Aviation pioneers]]
[[Category:English racing drivers]]
[[Category:English male cyclists]]
[[Category:People from Dorset]]


Aklavik Water Aerodrome

Aklavik Water Aerodrome is located adjacent to Aklavik, Northwest Territories, Canada on the Peel Channel of the Mackenzie River delta. Aklavik was the regional centre but was prone to flooding, in 1959, Inuvik was purpose built to house a larger airport, highway connections, new health facilities, housing and an innovative public utilidor system. Aklavik remains a small traditional village that retains its connections to the land and river. The river is open from the middle of June until September.


McCauley Propeller Systems

McCauley Propeller Systems is an American aircraft propeller manufacturer, founded in Dayton, Ohio in 1938 by Ernest G. McCauley. At its peak, it was reportedly the world's largest aircraft propeller manufacturer, or at least the largest manufacturer of general aviation propellers. For most of its existence, McCauley was headquartered in or near Dayton. In the 21st century, its headquarters were moved to then-parent-company Textron Aviation's headquarters in Wichita, Kansas.
Originally called the "McCauley Aviation Corporation", it was promptly renamed the "McCauley Steel Propeller Company" when incorporated in 1939. Subsequently, it was renamed the "McCauley Industrial Corporation", and, later the "McCauley Industrial Division" (or the "McCauley Industrial Accessory Division") of Cessna Aircraft, who acquired McCauley in 1960. In 1992, Cessna was acquired by Textron Corporation, which subsequently absorbed Cessna into Textron Aviation. In September 1996, McCauley was renamed "McCauley Propeller Systems."
History.
The company began in 1928 in a small shop on Howell Street, in West Dayton, Ohio, with about 18 workers. During the 1930s and 1940s, McCauley produced wooden propellers.
The company is noted for having invented the ground-adjustable, solid-steel propeller in 1941. During World War II, McCauley manufactured 20,000 ground-adjustable solid-steel propellers. In 1946, the company invented the forged aluminum propeller. In 1947, McCauley developed the first all-metal propeller for light aircraft (such as single-engine Cessnas and Piper Cubs) — a fixed-pitch prop using the trade name "MET-L-PROP."
By 1967, in addition to propellers, the company was also producing propeller spinners and propeller governors. It was operating in a Dayton factory, employing 230 workers, with an annual sales volume of about US$5 million.
Between 1976 and 1978, Cessna planned replacing the McCauley factory with one twice the size. Initial hopes were to move the factory from West Dayton (citing thefts and staff harassment), to the Dayton International Airport — or, alternatively, to the Wichita, Kansas area (Cessna's home and prior hometown of McCauley chief Dussault). Dayton city leaders, trying to retain this key employer, struggled to overcome two Kansas advantages: its anti-union "right-to-work laws", and its legal options for local governments to grant tax breaks to employers. However, McCauley ultimately settled into a new site at Dayton International Airport.
By 1982, in addition to propellers, spinners and governors, the company was also producing wheels, brakes, and other accessories for aircraft.
In 1986, owing to product-liability lawsuits, Cessna, McCauley's parent company and principal customer, stopped producing propeller-driven aircraft (except for the Cessna Caravan) and McCauley's sales fell.
In February, 1992, McCauley parent company, Cessna Aircraft, was sold by its parent company, General Dynamics, to Textron, Inc.
In August, 1993, Textron — Cessna's new parent company — announced plans to sell the McCauley Accessory division. However, ultimately, the company remained within the Cessna/Textron family.
In 1996, after Congress passed, and President Clinton signed, the General Aviation Revitalization Act, which limited aircraft manufacturers' product liability, Cessna resumed production of propeller-driven aircraft, using McCauley propellers, boosting McCauley sales.
In December 1999, Cessna halted production of the Cessna 172 when defects in McCauley propellers were discovered during production. Though McCauley production continued, Cessna replaced McCauley's general manager and quality manager the next month.
Key personnel.
Founder Ernest G. McCauley, "a foremost pioneer in the aircraft propeller industry," according to the National Air and Space Museum, held numerous patents on controllable propellers, and was rewarded for the outstanding service which he provided to the United States government from 1918 to 1950.
However, by the mid-1940s, a large board of directors, recruited by McCauley, voted him out of power. McCauley died in 1969.
In 1954, shop superintendent Vernon W. Deinzer was promoted to vice president for manufacturing, and three years later became vice president and general manager. When Cessna acquired McCauley in 1960, Deinzer remained as general manager of Cessna's "McCauley Industrial division."
In March, 1967, Cessna re-assigned Deinzer, to vice president and general manager of Cessna's Aircraft Radio division at Boonton, New Jersey, replacing him at McCauley with engineer and executive trainee John C. Dussault, (previously the technical services manager for commercial aircraft engineering at Cessna's Wichita, Kansas headquarters).
In December, 1982, during the early 1980s recession, Dussault was among seven top McCauley division officials who accepted an early retirement offer from Cessna. He was replaced by McCauley chief engineer Walter Voisard, a mechanical engineer and licensed pilot, who, prior to Cessna's 1960 acquisition of McCauley, had been vice president and chief engineer of McCauley Industrial Corp. for nine years.
In January 2000, McCauley vice president and general manager, James W. Simiister, was replaced, along with McCauley's quality manager, when defects were discovered in McCauley propellers received at the Cessna aircraft factory. Cessna's director of operations administration, Keith Kerschen, took control of McCauley, pending a permanent replacement.


List of airlines of Bulgaria

This is a list of airlines currently operating in Bulgaria.


Henri Salmet

Henri Salmet (22 July 1878 - 1929?) was an early French aviator
Early life.
Henri Salmet was born on 22 July 1878 in Paris.
Bleriot Flying School 1911.
In early 1911, he was employed by the Blériot Flying School at Hendon Aerodrome, and was taught to fly by its Chief Flying Instructor, Pierre Prier. On 27 June 1911, he was awarded Aviator's Certificate No. 99 by the Royal Aero Club. Later in 1911, he succeeded Pierre Prier as Chief Flying Instructor. On 29 November 1911, he broke the British altitude record in a flight to .
London to Paris flight 1912.
On 7 March 1912, in a Blériot XI, he attempted to break the record for the shortest time for a non-stop flight from London (Hendon Aerodrome) to Paris (Issy-les-Moulineaux) previously set by Pierre Prier on 13 April 1911. Salmet's time was three hours sixteen minutes, and that was duly reported in the press. However, Salmet later confessed that he had landed in France en route to Paris to locate his bearings, so the existing record was not broken.
"Wake Up England" tour 1912.
In July and August 1912, Salmet took part in the "Wake Up England" aviation tour organised by Claude Graham-White, and sponsored by the Daily Mail newspaper. The purpose was to promote public interest in aviation, and it visited 121 towns, many of which were holiday resorts. Salmet flew a Blériot XI-2, a two-seater that enabled him to carry a paying passenger. A follow-up tour in 1913 used the same land-based aircraft type plus a 'waterplane' version fitted with floats.
Wars of the Roses Air Race 1913.
On 2 October 1913, Salmet displayed his aircraft at Leeds, and operated passenger flights during the preparation for the Wars of the Roses (air race).
Newspaper deliveries at Nice 1914.
On 5 January 1914, the Daily Mail Riviera Supplement reported that Salmet had started to carry passengers on flights in the area of Nice, during which flowers and copies of the newspaper were dropped as publicity stunts.
World War I.
After the outbreak of war, he joined the Aéronautique Militaire (French army air service), and served with the title Marechal des Logis, with Escadrille C9, flying Caudron G.4 reconnaissance bombers from Villers-lès-Nancy. On 7 April 1915, he was awarded the Croix de Guerre. In August 1915, a further citation was awarded to him.


John M. Riggs

John M. Riggs (born December 2, 1946) is a retired United States Army general. He was retired in 2005. He had attained the rank of lieutenant general, but was retired with the loss of one star, at the rank of major general. According to the army, this was because of misuse of contractors, but some of Riggs' supporters argued that the retirement and demotion was a result of his contradiction of the United States government stance on troop strength needed to support the actions in Afghanistan and Iraq.
Education.
Born in Kennett, Missouri, Riggs is a 1964 graduate of Caruthersville High School in Caruthersville, Missouri. Riggs earned Bachelor of Arts in political science from Tarkio College and a Master of Arts in personnel management and administration from Central Michigan University. In addition, Riggs completed a National Security Fellowship at the John F. Kennedy School of Government, Harvard University.
Military career.
He enlisted in the United States Army in 1965. Commissioned a second lieutenant in 1969, he graduated from the Infantry Officers Candidate School at Fort Benning, Georgia. He served a combat tour in Vietnam as a helicopter pilot, for which he was awarded the Distinguished Flying Cross.
Riggs commanded at company, battalion, brigade, division, and army levels, serving in Vietnam, Germany, Korea, Belgium and numerous assignments throughout the United States. He commanded the 19th Aviation Battalion and the 17th Aviation Brigade in Korea. Later assignments were as Assistant Division Commander for the 3rd Infantry Division in Germany; Deputy Commanding General United States Army Aviation School, Fort Rucker, Alabama; Assistant Deputy Chief of Staff Operations and Plans, Washington, DC; and Commanding General 7th Infantry Division, Fort Carson, Colorado.
Retirement.
In 2006, Riggs, along with a number of other retired senior United States military officials—Lieutenant General Gregory S. Newbold (USMC), Major General Paul Eaton (Army), and General Anthony Zinni (USMC)—called for the resignation of Secretary of Defense Donald Rumsfeld over his handling of the Iraq War. In an interview with NPR's Michele Norris, Riggs said, "I think he should step aside and let someone step in who can be more realistic."


RAF Greatham

Royal Air Force Greatham or more simply RAF Greatham is a former Royal Air Force station located in Greatham, County Durham, England.
It was also known as RAF West Hartlepool and was located at Hartlepool and was little more than a grass airstrip, a satellite station of RAF Thornaby.
History.
It was home to four of 403 Squadron's Supermarine Spitfires from 19 June 1942 to 22 January 1943; operating forward from RAF Catterick.
The airfield was once home to 645 Volunteer Gliding School, who operate Grob Vigilant Motor Gliders for the Air Training Corps. They are now located at RAF Topcliffe in Yorkshire.
Current use.
Little now remains, as the site was developed after the war by British Steel Corporation.


Long Thanh International Airport

Long Thanh International Airport () is an international airport currently under construction in Long Thanh, Dong Nai, Vietnam. Located approximately east of Ho Chi Minh City, it has been approved to start construction by the Vietnamese government on January 4, 2021, and the Vietnamese government has decided to begin construction in January 5, 2021 and it will be finished by 2025. It will serve over 100 million passengers annually when built to the maximum designed capacity. The project is the most expensive infrastructure project in Vietnam’s history.
Vietnam Airlines is suggested by the project consultants as the only Vietnamese carrier to operate domestic flights, other airlines will operate international flights only in this new airport.
The 1st phase of the project (with a capacity of 25 million passengers per year, one terminal, one 4000 m x 60 m runway) was officially approved by the Prime Minister of Vietnam on November 11, 2020 with completion planned in 2025.
History.
Urgent necessity for a new airport.
Tan Son Nhat International Airport is the only international airport in the planned Ho Chi Minh City Metropolitan Area (covering , with an estimated population of 20-22 million inhabitants by 2020, of which there will be 16 - 17 million urban inhabitants, accounting for 77 - 80% of total population). Tan Son Nhat airport was built during the Vietnam War to support war transportation, hence its location inside the crowded Ho Chi Minh City where growth is limited. Due to location and safety issues, it is difficult to expand to meet the increasing annual growth of passengers. The maximum design capacity of Tan Son Nhat is 25 million passengers per annum but in 2016 it handled 32.5 million.
The flow of international tourists to the South of Vietnam is increasing dramatically, by 15 to 20 percent annually. Promoting the domestic market (current population of 87 million, forecast of 100 million by 2020) by building a new airport that can adapt to future needs is necessary. Tan Son Nhat airport will serve the international and domestic flights until the completion of the new Long Thanh International Airport. The airport will be able to handle the world's biggest commercial aircraft.
Under current plans by the Vietnamese government, the Airports Corporation of Vietnam will be the main investor and operator of the airport.
Construction.
Construction of the 28,500 resident Loc An - Binh Son resettlement area began in April 2020, and by December 2020, mine clearance of the airport site started. As of January 2021, soldiers have found several unexploded mortar shells at the site.
Master Plan.
The Master Plan for Long Thanh International Airport was approved by the Prime Minister Phan Văn Khải in 2006 and several adjustments have been made through time. The project faced mixed public reaction for its expensive cost and far distance from the center of Ho Chi Minh City.
Based on the demand of transportation, the investment will be divided in phases. The Southern Airports Corporation (a company under the Ministry of Transport (Vietnam)) is in charge of development of this project.
Phase 1 (2021 – 2025).
The first phase is estimated to cost US$7.8billion and will be divided into 3 sub-phases.
Phase 1A (2021 – 2023).
According to the original plan, the airport would handle 25 million passengers per year after this phase is completed; however, the proposed capacity was later lowered to 17 million passengers per year to reduce construction cost. US$5.6billion will be allocated to this phase. One terminal will be built along with a single runway.
Phase 1B (2023 – 2025).
Another runway will be built and increase the total capacity to 25 million passengers per annum.
Phase 1C (2025).
The rest of necessary facilities will be built and land-clearance for future phases will be made. The airport will begin operating in 2025.
Phase 2 (2025 – 2035).
The capacity will be doubled to 50 million passengers per annum and the third runway will be added when the phase is finished, which is scheduled to be in 2035.
Phase 3 (After 2035).
The airport will reach its maximum designed capacity at 80-100 million passengers and 5 million tonnes of cargo per year. Four runways will be operational after the third phase.
Terminal.
Terminal 1 was designed by Korea-based Heerim Architects, and is said to be shaped like a lotus flower, the national flower of Vietnam. The design was based on feedback from Vietnamese public and experts. The building will have a floor area of divided over four floors.
Ground transportation.
Road.
The airport will be accessible via the National Highway 51, and Ho Chi Minh City–Long Thanh–Dau Giay Expressway, construction is expected be completed before the airport opens in 2025. A third road is planned east of the airport and will connect with the Dau Giay–Phan Thiet Expressway as part of the second phase of the airport plan from 2025. The airport will also be accessible via the future Bien Hoa-Vung Tau Expressway.
Rail.
A new high-speed railway service is proposed to be connected to the new airport as part of the Ho Chi Minh City–Nha Trang section of the North-South high-speed railway line. Airport planners propose a high-speed railway line be built to the airport as it will give passengers a more direct and efficient transit option to Ho Chi Minh City than by road which is already congested closer to the city centre. There are also future plans for a light metro line connecting the airport to Thu Thiem.


Hegy Propellers

Hegy Propellers, founded by Ray Hegy, was an American manufacturer of wooden propellers for homebuilt and ultralight aircraft. The company headquarters was located in Marfa, Texas.
Hegy built fixed-pitch two and four bladed propellers with diameters from for Continental engines, Volkswagen air-cooled engines and Chevrolet Corvair engines. Propellers were made from birch and maple.
History.
Ray Hegy worked in Milwaukee, building propellers for iceboats. This experience qualified him to responded to an ad "for cabinetmakers to build wooden craft propellers" in 1925. Ray Hegy bought his first plane, a Waco-10, in 1928. In 1957, Hedgy started building the "Chuparosa" and was finished after nine years at a cost of $600. The success of the "Chuparosa" changed Hegy "from a furniture maker and refinisher to a full-time carver of wooden propellers." At that time, Hegy made his propellers in his backyard workshop.


Greg Whyte

Greg Whyte (born 1958) is a writer from Stratford, New Zealand. He is the author of "Fatal Traps for Helicopter Pilots" and "So, You Want To Be A Helicopter Pilot".
Whyte joined the New Zealand Police in 1978, attaining the rank of Sergeant before leaving in 1990. He gained commercial aeroplane and helicopter pilot licenses in the 1980s, and logged over 1000 hours of flight. The loss of a number of friends to helicopter accidents inspired him to write.
In August 2003 "Fatal Traps for Helicopter" Pilots was published by Reed Publishing New Zealand.


List of airlines of Norway

This is a list of airlines currently operating in Norway.


Bill Bedford

Alfred William Bedford OBE AFC FRAeS (18 November 1920 – 20 October 1996) was a British test pilot and pioneered the development of V/STOL aircraft.
Bedford was born on 18 November 1920 at Loughborough and was educated at Loughborough College. He was serving an electrical a mechanical apprenticeship and training to be a steeplejack when the war started.
Bedford joined the Royal Air Force as a fighter pilot in 1940. He flew the Hawker Hurricane and the Republic Thunderbolt with No. 605 Squadron RAF and No. 135 Squadron RAF, and the North American Mustang with No. 65 Squadron RAF. Bedford was awarded the Air Force Cross in 1945. After the war, he took a permanent commission with the RAF and became an all-weather flying instructor and tutor at the Empire Test Pilots' School.
On 24 August 1950, an Eon Olympia glider flown by Bill Bedford broke the British distance record by flying 310 km in 3:50 hr. On 2 May 1951 Bedford broke this record with a flight of 413 km from Farnborough to Newcastle.
On his retirement in 1951, he joined Hawker Siddeley and was chief test pilot from 1956 till 1967. Together with his colleague Hugh Merewether he pioneered Hawker's development of V/STOL aircraft. Bedford was the first pilot to fly the Hawker P.1127, Kestrel, and Harrier. In addition to his land-based test pilot duties, he also pioneered the operation of V/STOL aircraft from a ship - the P.1127 on HMS "Ark Royal" in 1963.
From 1968, he became the Sales Manager for Hawker Siddeley Aviation and later marketing manager when it became British Aerospace. Bedford retired in 1986 and died on 20 October 1996 in a cottage opposite one of the ponds in West End Esher, Surrey.
Bedford's awards include the King's Commendation, the Order of the British Empire, and the Air Force Cross. In addition, he was awarded the Britannia, Segrave and de Havilland trophies. In 1994, he was awarded the Sir Peter Masefield Gold Medal.
References.
Blue plaque on cottage


List of airlines of Algeria

This is a list of current airlines from Algeria.


Everjets

Everjets is a charter Portuguese airline. The company was established in 2015.
Fleet.
The Everjets fleet comprises the following aircraft (as of August 2016):


Mikhail Stepanishchev

Mikhail Tikhonovich Stepanishchev (; – 8 September 1946) was a Soviet ground-attack pilot and navigator during World War II who was twice awarded the title Hero of the Soviet Union.
Early life.
Stepanishchev was born on to a family of Russian farmers shortly before the fall of the Russian Empire. The family struggled after the death of the father, so he began working in agriculture from an early age. In 1930 his family moved to Donbass, where he completed his seventh grade of school in 1932 before entering trade school in Kadievka. He then worked at a mine and at a steam engine construction facility before graduating from the Voroshilovgrad aeroclub and subsequently entering the military in 1937.
Military career.
Having entered the military in December 1937, he went on to graduate from the Voroshilovgrad Military Aviation School of Pilots in November 1939 before he was assigned to the 160th Reserve Aviation Regiment. In October 1940 he was transferred to the 211th Close-Range Bomber Aviation Regiment, and immediately once Nazi Germany began invading the Soviet Union in June 1941 he started flying combat sorties on the Su-2.
In September he and the rest of his regiment were withdrawn from the warfront to undergo training to fly the Il-2 in Saratov. He was sent back to the front in May 1942 as a pilot in the 820th Attack Aviation Regiment, but in June he was sent to the 211th Attack Aviation Regiment. On 12 June 1942 he was shot down over the Kharkov oblast and suffered serious injuries from the emergency landing. With a concussion and spinal cord injuries, he was forced to remain in the hospital until July. After he was released from the hospital he became a squadron adjutant in the 686th Attack Aviation Regiment, during which he saw combat in the Battle of Stalingrad. He left the position in January to be retrained to fly a different variant of the Il-2. In February 1943 he was transferred to the 225th Attack Aviation Regiment, which was honored with the Guards designation and renamed as the 76th Guards Attack Aviation Regiment the next month. While initially a flight commander, he quickly received several promotions, first to the position of deputy squadron commander, then squadron commander, regimental navigator, and eventually to deputy commander of his regiment.
He was first nominated for the title Hero of the Soviet Union on 24 April 1944 for flying 127 sorties. He was awarded his first gold star on 26 October 1944. He was nominated for the title again on 9 April 1945 after flying 222 missions and was awarded the title after the end of the war on 29 June 1945. In total he flew 234 sorties, almost all of them on the Il-2. During the war he led many successful missions that inflicted heavy losses on enemy equipment and personnel.
After the end of the war he remained in the air force, and stayed as the deputy commander of his regiment until June 1946 when he was made the regimental navigator. He was buried in Baranovichi after he committed suicide with a service pistol on 8 September 1946.


William Switzer

William Alexander Switzer (September 21, 1920 – June 30, 1969) was a politician from Alberta, Canada. He served as Mayor of Hinton, Alberta and in the Legislative Assembly of Alberta from 1965 to 1969 as a member of the opposition in the Liberal caucus.
Early life.
William Alexander Switzer was born on September 21, 1920 in Edson, Alberta to Harvey Alexander Switzer and Edith Amelia Lawrence, from respective Scottish and English descents. He attended Edson High School and later the University of Alberta, where he received a degree in pharmacy. Switzer married Vivian Gertrude McLeod on July 22, 1946. They parented twin daughters, Joan and Janice.
Second World War.
Switzer's attendance at university was interrupted during his second year by the Second World War, where he enlisted in the Royal Canadian Air Force in 1940 as a pilot, attaining the rank of Flight Lieutenant. During the war, Switzer was sent to RCAF Station Borden for training, and piloted the Hawker Typhoon with the 193 Squadron of the British Royal Air Force based out of England and later France, in a low-level ground-attack role. Switzer participated in the Normandy landings in France, his squadron was charged with taking out early warning and communication systems, and bombing the Normandy beachhead.
Switzer was part of the July 14, 1944 attack on German Field Marshal Erwin Rommel when his and another aircraft diverted after sighting two enemy staff cars. Rommel experienced serious head injuries and returned to Germany to recover. Adolf Hitler later provided Rommel with a choice to commit suicide, following his alleged role in the Valkyrie assassination attempt, with the German public told he died of wounds from the incident.
Later in the war, when Switzer's airplane was hit with anti-aircraft fire during a mission over Falise, he bailed out just in time. He suffered a broken knee and burns from the crash and was captured by a German patrol the following day. In conveyance to an aid station, the patrol was ambushed by American soldiers, which provided Switzer an opportunity to escape. Switzer crawled for a day towards Allied lines until he was found by American soldiers. He subsequently returned to England to recover for several months, then later returned to Canada before Christmas 1944, ending his service in World War Two. Switzer flew 135 missions during the Second World War.
Switzer completed his studies at the University of Alberta and established "Switzer's Drugs" in Hinton.
Political career.
Switzer was elected as the first Mayor of his hometown of Hinton in 1958 and served in that position until 1964.
Switzer unsuccessfully contested seats for both the provincial legislature and federal parliament before winning a provincial by-election in 1965. He initially ran for the Alberta Legislature in the 1952 and 1955 general elections as a candidate for the provincial Liberal party in the electoral district of Edson. He was defeated both times by incumbent Social Credit MLA Norman Willmore.
In the Canadian federal election of 1963 Switzer ran as the Liberal candidate in the electoral district of Jasper—Edson. He finished a distant third place to incumbent Hugh Horner.
In 1965, Switzer attempted another run for the provincial legislature. He ran as a candidate in a by-election held on March 29, 1965 in the Edson electoral district, following Norman Willmore's death in a car accident. Switzer defeated Alberta NDP leader Neil Reimer and A. W. Leonard, a local grocery store owner for the Social Credit Party, by just over 100 votes each, to sit in the 15th Alberta Legislature. Switzer faced Reimer again, as well as Social Credit candidate Arthur Jorgensen, in the 1967 general election for a seat in the 16th Alberta Legislature. Switzer defeated Jorgensen by over 800 votes, while Reimer finished with a close third place.
Switzer died from a heart attack, while in office, on June 30, 1969.
In the subsequent by-election held on October 28, 1969 to fill the vacated Edson seat, Progressive Conservative candidate Bob Dowling edged out Social Credit candidate Arthur Jorgensen and NDP candidate Grant Notley. Liberal Party candidate Roger Woods was fourth.
Legacy.
The Government of Alberta named the William A. Switzer Provincial Park in his honour in 1974. In Hinton, the primary road link was named Switzer Drive.


Chino Airport

Chino Airport is a county-owned airport about three miles southeast of Chino, in San Bernardino County, California, United States. The Federal Aviation Administration's National Plan of Integrated Airport Systems for 2007–2011 classified it as a "reliever airport", due to its proximity to the Ontario International Airport and the John Wayne Airport (in Orange County).
History.
Cal-Aero Academy was an independent flying school at Chino Airport when World War II started. The U.S. Army Air Forces contracted with the school to provide basic and primary flight training for Army Air Cadets. During the war, Cal-Aero operated the training base with Stearmans and BT-13s. The name "Cal-Aero" is preserved at the airport and it can be seen on several buildings.
Starting in early 1945, training aircraft surplused by the cessation of pilot training programs, and post-war, hundreds of combat aircraft were flown into Chino for disposal. This agricultural area was employed as a vast parking lot for warplanes. Soon, the entire area was filled with everything from T-6s to B-24 Liberators. Most planes met an undignified end in portable smelters which were brought there to melt down the warplanes into aluminum ingots.
During the mid-1960s, the field was used as the location setting for the TV series "12 O'Clock High", as the fictitious Archbury Army Air Field, which was home base to the (equally fictitious) 918th Bomb Group. The airfield itself and a number of World War II-era buildings were used for exterior shots.
Chino Airport is the home of two aircraft museums, the Planes of Fame and the Yanks Air Museum, and the airport is one of the centers of aircraft restoration and preservation with several different companies that do this work at the airport.
Accidents and incidents.
On 13 June 2013, a private jet crashed into an empty office building near a hangar. Maintenance workers were testing the jet engines when the plane jumped over the chocks and the workers lost control. Since the building was empty, no one was seriously hurt, but the jet was destroyed.
Facilities.
Chino Airport covers and has three asphalt runways:
General aviation.
In the year ending March 27, 2009 the airport had 173,193 aircraft operations, average 461 per day: 99.9% general aviation and <1% military. 947 aircraft are based at the airport: 77 percent single-engine, 18 percent multi-engine, four percent jet, and one percent helicopter.
FBOs:
Airport businesses


22nd Expeditionary Air Refueling Squadron

The 22d Expeditionary Air Refueling Squadron is a provisional United States Air Force unit, assigned to United States Air Forces Central. It is engaged in combat operations as part of the Global War on Terrorism in Afghanistan. Its current status and location are undetermined.
The squadron was previously designated as the 22d Air Refueling Squadron, and was an Air Mobility Command, Strategic Air Command, and Air Combat Command air refueling squadron, established in 1950.
During World War II, the 22d Bombardment Squadron was a heavy Boeing B-17 Flying Fortress and later, a medium B-25 Mitchell bomb squadron which fought in the Southwest Pacific and China-Burma-India theaters.
History.
World War II.
Formed in 1939 as a prewar bomb squadron, equipped with Douglas B-18 Bolos, later early model Boeing B-17 Flying Fortresses. Flew antisubmarine patrols off California coast, 8 December – c. 10 December 1941. Deployed to Southwest Pacific Theater and assigned to Fifth Air Force in Australia, engaging in combat, c. 13 January – c. 1 March 1942; detachment under control of United States Navy in combat from the Fiji Islands and Australia, 14 February – c. 14 March 1942. Surviving B-17 aircraft and personnel reassigned to other units in Australia, March 1942 and unit reassigned without personnel or equipment to the United States for re-equipping and remanning as medium bomber squadron.
Re-equipped as a North American B-25 Mitchell bomb squadron and deployed to Tenth Air Force for combat in the China-Burma-India theater, 14 December 1942 – 25 July 1945. Deployed to Karachi, India; Chakulia, India; and Yangkai, China. While in Calcutta, India, the unit converted to the Douglas A-26 Invader attack bomber. During World War II, the unit earned two Distinguished Unit Citations and participated in nine separate campaigns. Personnel demobilized in India after the war, and the 22d was inactivated as a paper unit in the United States in November 1945.
Strategic Air Command.
On 16 June 1950, the 22d Air Refueling Squadron was activated at March Air Force Base, California, flying the Boeing KC-97 Aircraft. The squadron relocated to McChord AFB, WA on 15 June 1960 where it later upgraded to the Boeing KC-135 Stratotanker. The squadron was inactivated on 1 July 1962. The Squadron was reactivated at March on 1 July 1963, flying the KC-135 and EC-135 aircraft.
In 1962, SAC established an airborne command post at Offutt Air Force Base, Nebraska, nicknamed Looking Glass, to ensure continuity of command and control of SAC forces in the event of a nuclear attack. Looking Glass was soon augmented by auxiliary aircraft stationed with the headquarters of SAC's three Numbered Air Forces. The 22d received Boeing EC-135C aircraft to operate SAC's Western Auxiliary Command Post's airborne element for Fifteenth Air Force. The 22d continued to operate PACCS aircraft until 1 April 1970, when SAC reorganized its airborne command post aircraft and withdrew them from vulnerable bases near the coasts like Westover and assigned them to the 2d, 3d, and 4th Airborne Command and Control Squadrons, stationed at bases closer to the heartland of North America.
It was deployed to Andersen AB, Guam whereupon it supported the Vietnam War until mid-1973. The squadron was inactivated on 1 December 1989.
On 19 Sep 1985 the 22d Air Refueling Squadron was consolidated with the 22d Bombardment Squadron (Medium), a unit that was last active 2 Nov 1945. This action was directed by Department of the Air Force Letter DAF/MPM 662q Attachment 1 (Active Units), 19 Sep 1985. The Consolidated Unit retained the Designation of 22d Air Refueling Squadron, Heavy.
Mobility unit.
Reactivated on 1 October 1992 at Mountain Home AFB, ID, it was assigned seven KC-135R model aircraft as part of the Air Force's first Composite Air Intervention Wing. The squadron was consecutively awarded the 366th Wing's Silver Bolt Award for foreign object damage prevention during fiscal year 1997-1 and 1997–2, as well ACC's Best Tanker Award for 1993. The squadron garnered the 366th Wing's only "Outstanding" rating during the July 1995 ORI and its deployed maintenance won the ACC IG Superior Performance Team Award during the 366th Wing's 1997 AEF and first ever combat zone ORI. The 22d ARS was the only squadron in the 366th Wing to display nose art on the entire fleet (nose art developed by crew chief, SSgt Tony Eubanks). It was also awarded the Outstanding Unit Award, 1 June 1998 through 31 May 1999. The squadron was inactivated in 2002.
The unit was reactivated as the 22nd Expeditionary Air Refueling Squadron in 2003 as an AFCENT provisional squadron deployed to combat areas as part of the Global War on Terrorism in Afghanistan.
Lineage.
22d Bombardment Squadron
22d Expeditionary Air Refueling Squadron


Avionair


Airpoints


Hassan Airport (Karnataka)

Hassan Airport is a greenfield airport project under construction at Boovanahalli village, 6 km from Hassan, Karnataka, India. The State government had initially found the project financially un-viable and decided to revise the project plan in 2012.
The project was revived in 2021 and the airport development will be taken up the UDAN scheme at a cost of Rs 175 crore.
History.
The Government of Karnataka floated the airport proposal at Hassan in 1967, keeping in view of the economic and tourism potentials of the district. The Public Works Department (PWD) of Government of Karnataka acquired 134.28 acres of land in 1972 for the airport project. However, the project was shelved until the 1990s. The proposal was revived again in 1996 and the PWD and Directorate General of Civil Aviation (DGCA), surveyed the area and evaluated the sites for the airport project. The site at Boovanahalli village was selected after detailed study on the physical, environmental, meteorological and economic aspects. A notification was also made in the State Gazetteer and local dailies to invite interested bidders for the project. After technical and financial appraisals, the Hassan Airport Project was awarded to M/s Jupiter Aviation and Logistics Limited, Bangalore.
The project was to be implemented as a joint venture between the Government of Karnataka and Jupiter Aviation. The airport complex was to include a pilot training institute and an Aircraft maintenance centre. An Agreement to construct the airport on Build-operate-transfer basis was signed on 6 September 2007, effective from the day of commissioning of the airport until the completion of 30 years of lease period. The groundbreaking ceremony on 26 August 2007 was attended by former Prime Minister H.D. Deve Gowda The project requires 960 acres of land. The district administration acquired and handed over 536 acres of the total 960 acres required for the project. The remaining 424 acres was not acquired and the project failed to take off.
In May 2015, the Government of India granted the approval for setting up15 Greenfield airports in the country including Hassan. The Civil Aviation Ministry directed the state government to acquire 200 acres for the airport in 2018. The project will be developed under the Centre's Regional Connectivity Scheme at a cost of Rs 175 crore and the costs will be shared by the State and Central Governments.


Frecuenta


Deraps Aviation


Craig Seaplane Base

Craig Seaplane Base is a public use seaplane base owned by and located in Craig, a city in the Prince of Wales-Hyder Census Area of the U.S. state of Alaska.
As per Federal Aviation Administration records, the airport had 5,844 enplanements (passenger boardings) in calendar year 2008, 4,470 enplanements in 2009, and 4,368 in 2010. It is included in the National Plan of Integrated Airport Systems for 2011–2015, which categorized it as a "non-primary commercial service" airport (between 2,500 and 10,000 enplanements per year).
Facilities and aircraft.
Craig Seaplane Base has one seaplane landing area designated N/S with a water surface measuring 10,000 by 2,000 feet (3,048 x 610 m). For the 12-month period ending December 31, 2006, the airport had 2,254 aircraft operations, an average of 187 per month: 78% air taxi and 22% general aviation.
Airlines and non-stop destinations.
The following airlines offer scheduled passenger service:


List of airlines of Thailand

List of aircraft operators that are licensed by the Thai civil aviation authorities.


List of airlines of the Maldives

This is a list of airlines currently operating in The Maldives.


Aero Activities Limited


Naval Air Station Corpus Christi

Naval Air Station Corpus Christi is a United States Navy naval air base located six miles (10 km) southeast of the central business district (CBD) of Corpus Christi, in Nueces County, Texas.
History.
A naval air station for Corpus Christi had been proposed since the mid-1930s, and the city's congressman, Richard M. Kleberg, supported it. But it remained a low priority construction project for the U.S. Navy as late as January 9, 1940. (The Kleberg family and Roy Miller both supported Vice President John Nance Garner's quest for the 1940 presidential nomination.) Rep. Lyndon B. Johnson made himself a key Texas ally of President Franklin D. Roosevelt's bid for a third term, and the White House told the Navy Department to consult Johnson, and heed his advice, on Navy contracts in Texas. By February 1940, the project was on the Navy's preferred list. Brown & Root, a Houston firm, shared the construction contract with another New Deal supporter, Henry Kaiser; the president personally signed the (first) cost plus fixed fee contract June 13, 1940. The Roosevelt campaign in Texas no longer had a shortage of cash.
The official step leading to the construction of the Naval Air Station was initiated by the 75th United States Congress in 1938. A board found that a lack of training facilities capable of meeting an emergency demand for pilots constituted a grave situation. They recommended the establishment of a second air training station, and further, that it be located on Corpus Christi Bay. NAS Corpus Christi was commissioned by its first Commanding Officer, CAPT Alva Berhard, on March 12, 1941. The first flight training started on May 5, 1941.
In 1941, 800 instructors provided training for more than 300 student pilots a month. The training rate nearly doubled after the bombing of Pearl Harbor. By the end of World War II, more than 35,000 naval aviators had earned their wings there. Corpus Christi provided intermediate flight training in World War II, training naval pilots to fly SNJ, SNV, SNB, OS2U, PBY, and N3N type airplanes. In 1944 it was the largest naval aviation training facility in the world. The facility covered , and had 997 hangars, shops, barracks, warehouses and other buildings.
Former President George H.W. Bush was the youngest pilot to receive his wings at NAS Corpus Christi in June 1943. NAS Corpus Christi also was home to the Blue Angels from 1951 to 1954. It also served as a Project Mercury Tracking station in the early 1960s.
2020 shooting.
On May 21, 2020, a motorist crashed through a northern perimeter gate at NAS Corpus Christi, activating vehicle barriers that stopped the vehicle. The driver then got out and opened fire before being shot and killed. A Navy police officer was shot but was protected by a ballistic vest. Officials with the Federal Bureau of Investigation announced the incident was terrorism-related and a second person of interest may be at large. The shooter was later identified as Adam Alsalhi, a 20-year-old Corpus Christi resident born in Syria, who had expressed support for ISIS and Al-Qaeda in the Arabian Peninsula. The incident was the second fatal shooting and the fourth security incident that caused NAS Corpus Christi to be locked down since February 2019.
Current operations.
Today, the Naval Aviator training program at NAS Corpus Christi is much longer, approximately 18 months, due to the increased complexity of today's aircraft. Currently, Training Air Wing FOUR produces approximately 400 newly qualified aviators each year via the "Maritime Pipeline" for shore-based U.S. Navy, U.S. Marine Corps and U.S. Coast Guard fixed-wing jet and turboprop aircraft, as well as a limited number of NATO/Allied/Coalition military pilots for similar aircraft.
Training Air Wing FOUR consists of four squadrons. VT-27 and VT-28 handle primary training in the T-6B Texan II, a single engine turboprop aircraft. VT-31 and VT-35 provide advanced training in the twin engine T-44C Pegasus aircraft.
Other aircraft found at NAS Corpus Christi include the P-3 Orions and General Atomics MQ-9 Reaper drones operated by U.S. Customs and Border Protection.
In addition to U.S. Navy Student Naval Aviators, VT-31 and VT-35 also train Student Naval Aviators from the U.S. Marine Corps and U.S. Coast Guard. The station employs officer, enlisted and civilian personnel serving in the U.S. Navy, U.S. Marine Corps, U.S. Coast Guard, U.S. Army, U.S. Customs and Border Protection and the military services of numerous NATO/Allied/Coalition partner nations.
In support of the base's training mission are three nearby outlying landing fields owned by the Navy: Naval Outlying Field Waldron, which is southwest of the Naval Air Station, Naval Outlying Field Cabaniss, which is west of the Naval Air Station and Naval Outlying Field Goliad which is north of the Naval Air Station.
NAS Corpus Christi is also home to the Corpus Christi Army Depot (CCAD), the largest helicopter repair facility in the world (and an unusual arrangement of an Army installation located on a Naval facility). The commanding officer is currently Colonel Gail E. Atkins who took command of the depot on 20 July 2018. The Army is considering moving its helicopter squadron from Honduras to this air station to save money, using facilities recently abandoned when large Navy minesweeping helicopters moved elsewhere.


BUA


Wayne County Airport Authority

The Wayne County Airport Authority is a governmental entity that operates airports in Metro Detroit in the U.S. state of Michigan. The authority operates Detroit Metropolitan Airport and Willow Run Airport. It has its headquarters in the L.C. Smith Terminal at Detroit Metropolitan Airport in Romulus.
The authority is overseen by an independent board appointed jointly by the Governor of Michigan, the Wayne County Executive and the Wayne County Commission. Prior to the authority's founding, these two airports were operated directly by Wayne County. Michigan Senate Bill 690, signed into law on March 26, 2002, became effective on April 24 of that year, establishing the airport authority. Accordingly, as of 2002, the airports are no longer operated by Wayne County.
Although the airport authority was created as a unit of government, it receives no local tax support and is entirely self-sustaining.


A. Porter Davis

Albert Porter Davis (November 13, 1890–September 1, 1976) was a pioneering African-American physician and pilot. He practiced medicine in Kansas City, Kansas, where he served in multiple county-level positions and on the staff of local hospitals. In 1953, he became president of the National Medical Association. He received a pilot's license in 1928, making him one of the first licensed African-American pilots in the nation, and played an important role in the development of African-American aviation nationally.
Early life and medical career.
Davis was born on November 13, 1890 in Palestine, Texas to Louisa Craven and William W. Davis. He received his medical education at the historically black Meharry Medical College in Nashville, Tennessee. Upon graduating in 1913, he moved to Kansas City, Kansas to begin his practice; he also continued his education at Sumner Junior College and the University of Kansas.
Davis' first medical practice was in the Argentine neighborhood of Kansas City; as Davis spoke Spanish, he was able to grow his practice through the area's large Mexican immigrant population. He later relocated his main office to a multi-story building at 422 Minnesota Avenue in downtown Kansas City. In 1920, Davis opened the Davis Maternity Sanitarium for Unwed Mothers, which provided maternity services in complete privacy for African-American mothers; while these services were commonly available for white women at the time, few other facilities provided them for black women.
In 1926, Davis became the first black Assistant Health Director of Wyandotte County, a position he held until 1932. He served on the staff of two area hospitals, Wheatley-Provident Hospital in Kansas City, Missouri and Douglas Hospital in Kansas City, Kansas. Davis served two two-year terms as Deputy Coroner of Wyandotte County, beginning in 1940 and 1950. The National Medical Association, a national organization of African-American physicians barred from the American Medical Association due to their race, elected him president in 1953.
Aviation and other pursuits.
In addition to his work as a physician, Davis was a distinguished aviator. He earned his pilot's license on May 16, 1928, making him one of the first federally licensed African-American pilots. He purchased his first plane the same day, and he flew it to Chicago the next year for the first national meeting of African-American pilots; Davis was the only attendant who was not from Chicago. In 1939, Davis was awarded the Dwight H. Green Trophy for his contributions to aviation by the National Airmen's Association of America, an organization of African-American aviators. He was also named one of the association's seven vice presidents, and helped plan the following year's annual meeting in Kansas City.
Davis also pursued business interests in addition to his primary career. He founded both the Red Top taxi company and the Service Finance Corporation savings and loan agency, the first black-owned businesses of their kind in the state of Kansas, in 1927. He later became involved with real estate, redeveloping and renting several homes in his neighborhood in the 1940s and buying a mobile home park in 1953.
Personal life.
Davis married his wife Hazel on September 1, 1926. The couple had one daughter, A. Portia Davis.
In his early life, Davis took an interest in jazz music and performance. He wrote a piece in 1920 which was composed by James Scott, another Kansas City resident and a prominent ragtime composer. The next year, he starred in "Lure of a Woman", a black-and-white silent film which was one of the first produced by African-Americans in Kansas City.
The Davis couple completed a home in Kansas City, known as Castle Rock, in 1938. The house featured a French Eclectic design and had an extensive list of modern amenities, which were documented in an article in the "Kansas City Call". They opened the house to the public upon its completion, drawing 400 visitors. The house is listed on the National Register of Historic Places.


Ngerengere Air Force Base

Ngerengere Air Force Base is a military airbase of the Tanzania Air Force Command. It is located about west of Dar es Salaam, the former capital and largest city in Tanzania.
History.
The airbase was built with assistance from the Chinese government. During the Uganda–Tanzania War, a squadron of MiG aircraft en route to Mwanza Airport in northern Tanzania was hit in a friendly fire whilst flying over the nearby Musoma town. All three aircraft were hit by SAM-2 missiles fired by the army's anti-aircraft units, who mistook it for enemy aircraft as they had not been informed.
On 28 June 2010, an FT-5 (registration JW-9119) whilst on a routine training mission, lost communication with the airbase and made an emergency landing on the A14 highway. Upon landing, one of its wings crashed onto a tourist vehicle; resulting in the deaths of both the instructor and trainee.
Operations.
The airbase maintains a prohibited (HTP6) and a restricted airspace (HTR7) west of Dar es Salaam's Julius Nyerere International Airport. A number of civilian aircraft have infringed into these areas, and the Tanzania Civil Aviation Authority has advised pilots to keep away at all times.
A report published in 1996 by the Tanzania Accident Investigation Branch recommended that the prohibited area (HTP6) ought to be modified in order to facilitate easier access to towns west of Dar es Salaam. It also stated that civilian aircraft were able to fly over it upon request to Ngerengere Tower, contrary to its designation as a civilian no-fly zone. The nearby Morogoro Airstrip is located just off the western side of HTP6 but within HTR7. According to a local pilot, the detour over the airbase results in an additional 15 minutes to the flight duration between Morogoro and Dar es Salaam.


General Aviation Design Bureau T-2 Maverick

The General Aviation Design Bureau T-2 Maverick is a Ukrainian ultralight trike, designed and produced by the General Aviation Design Bureau of Ukraine, based in Kiev. The aircraft is supplied as a complete ready-to-fly-aircraft.
Design and development.
The T-2 was produced starting in 1995 as a trainer for western markets under subcontract, but is now sold under the General Aviation Design Bureau's own name.
The T-2 Maverick was designed to comply with the Fédération Aéronautique Internationale microlight category, including the category's maximum gross weight of . The aircraft has a maximum gross weight of depending on the version. It features a cable-braced hang glider-style high-wing, weight-shift controls, a two-seats-in-side-by-side configuration open cockpit with two separate cockpit fairings, tricycle landing gear and a single engine in pusher configuration.
The aircraft's structure is made from tubing, with its double surface wing covered in Dacron sailcloth. Its span wing is supported by a single tube-type kingpost and uses an "A" frame weight-shift control bar. Powerplants available are the twin cylinder, air-cooled, two-stroke, dual-ignition Rotax 503 engine, the liquid-cooled Rotax 582 engine or the four cylinder, air and liquid-cooled, four-stroke, dual-ignition Rotax 912UL engine.
The aircraft has an empty weight of and a gross weight of depending on the version, giving a useful load of . With full fuel of the payload is .
Two different wings have been supplied as standard, initially the Maverick 14.7 and, since 2000, the larger Maverick II with a wing area of .


Georg Betz

Georg Betz (15 June 1903 – 2 May 1945) was an SS officer (SS number: 625,419), who rose to the rank of SS-"Obersturmbannfuhrer" during World War II. Betz served as Adolf Hitler's personal co-pilot and Hans Baur's substitute. Betz was present in the "Führerbunker" in Berlin in late April 1945. On 1 May 1945, Betz took part in the break-out from the Reich Chancellery in Berlin. Early on 2 May 1945, Betz was wounded and died while crossing the Weidendammer Bridge which was under heavy fire from Soviet troops.
Biography.
Betz was born in Kolbermoor near Rosenheim (Bavaria). He attended college for mechanical engineering in Munich. Betz then trained as a pilot. In 1932, he became a captain and flew European routes for "Lufthansa". He joined the SS and was transferred to the staff of "Reichsführer-SS" Heinrich Himmler. Betz was appointed captain of the reserve aircraft of the "Fliegerstaffel des Führers". Betz served as Hitler's personal co-pilot and Hans Baur's substitute. Betz was promoted to SS-"Obersturmbannfuhrer" on 30 January 1944. He further held the rank of "Oberstleutnant der Reserve" in the Luftwaffe.
Berlin.
Betz was in Berlin during the month of April 1945. Betz had been placed in charge of a small fleet of aircraft at the Tempelhof Airport; making sure the planes were flight ready. Further, he was tasked with making a list of staff personnel to be flown out of Berlin to Obersalzberg, after Hitler gave the word to do so. Hitler on 20 April ordered Albert Bormann, Admiral Karl-Jesko von Puttkamer, Dr. Theodor Morell, Dr. Hugo Blaschke, secretaries Johanna Wolf, Christa Schroeder, and several others to leave Berlin by aircraft for the Obersalzberg. The group flew out of Berlin on different flights by aircraft of the "Fliegerstaffel des Führers" over the following three days. Thereafter, Betz was in charge of overseeing the construction of an emergency air strip near the Brandenburg Gate for use by the "Führerbunker" personnel.
On 29 April 1945, the Soviet Red Army launched an all-out attack on the centre of Berlin. The Soviet artillery opened up with intense fire in and around the Reich Chancellery area. That evening in the bunker complex below the Chancellery garden, Betz was present with Baur when Hitler said his farewell to his personal pilots. Baur pleaded with Hitler to leave Berlin. The men volunteered to fly Hitler out of Germany in a Ju 390 and to safety. It was all in vain as Hitler turned Baur down, stating he had to stay in Berlin. By the following day, 30 April, the Red Army was less than 500 metres from the "Führerbunker". That afternoon, Betz was still present in the bunker complex during the time when Hitler committed suicide.
In one of Hitler's last orders, he had given permission for the Berlin forces to attempt a breakout of the Soviet encirclement after his death. General Helmuth Weidling, commander of the Berlin Defence Area, and SS-"Brigadeführer" Wilhelm Mohnke, the ("Kommandant") Battle Commander for the centre government district, devised a plan to escape out from Berlin to the Allies on the western side of the Elbe or to the German Army to the North. Mohnke split up the Reich Chancellery and "Führerbunker" soldiers and personnel into ten main groups. Betz left the Reich Chancellery as part of one of the groups attempting to break out. After midnight on 2 May 1945, Betz was part of a large group of German soldiers and civilians who crossed the Weidendammer Bridge while under heavy fire from Soviet tanks and guns. Betz was wounded during the crossing. According to Erich Kempka, he came across the badly wounded Betz and left him in the care of Kaethe Hausermann, a dental assistant who had been on Hitler's staff working with Dr. Hugo Blaschke. Kempka went on to state that he learned that Betz died from his injuries a short time thereafter. Other sources only state that Betz died from his wounds received in the area of the Weidendammer bridge. Betz was age 42.


List of defunct airlines of North Macedonia

This is a list of defunct airlines of North Macedonia.


Naval Air Station Norman

Naval Air Station Norman is a former United States Navy air station. It was also called a Naval Flight Training Center.
The air station opened in 1942 as the navy sought to expand its training capacity during World War II. It was co-located at University of Oklahoma Westheimer Airport. After the War, the base was inactivated as the military downsized. The base was reactivated in 1952 and remained open until 1959. The base was turned over to the University of Oklahoma.
In 1944, the station fielded a football team called the Zoomers.
Naval Air Technical Training Center.
The Naval Air Technical Training Center was a different base located on the south section of Norman.


Wright Exhibition Team

The Wright Exhibition Team was a group of early aviators trained by the Wright brothers at Wright Flying School in Montgomery, Alabama in March 1910.
History.
The group was formed in 1910 at the suggestion of balloonist Augustus Roy Knabenshue.
The team made its first public appearance on June 13, 1910 at the Indianapolis Motor Speedway.
The team performed aerial shows and set records for altitude "(4939 feet)" and endurance.
Pilots were paid $20 per week and $50 a day when flying. By August there were five separate teams flying at one time with $186,000 in receipts. Ralph Johnstone was the first to be killed.
After attempting another altitude record over Denver's Overland Park in November, Johnstone put his plane into Walter Richard Brookins' 'spiral dip' dive, and he never recovered. The plane plummeted to the ground, and Johnstone was crushed.
A month later, on New Year's Eve, 1910, Arch Hoxsey was killed in an identical crash. Although the team had lost its star fliers, newer pilots trained by Welsh joined the team and continued performing around the country at 25 locations.
Troubled by the deaths of the pilots, the group was disbanded in November 1911.
Members.
† Died in flight crashes.


Henley McKegg

Henley Robert McKegg (6 December 1921 – 10 October 1961) was a New Zealand-born Cook Islands politician. He served as a member of the Legislative Council between 1953 and 1958.
Biography.
McKegg was born in Auckland in 1921. After working as a bank clerk, he joined the Royal New Zealand Air Force in November 1941 and served as a flight lieutenant in Europe during World War II, winning the Distinguished Flying Cross. Following the war he returned to the Cook Islands, becoming involved in his family's business.
In 1953 McKegg contested the elections for the European seat on Rarotonga Island Council and the Legislative Council, defeating the incumbent Willie Watson. He was re-elected in the 1956 elections, winning by just three votes. He did not stand in the 1958 elections.
McKegg moved to New Zealand in 1961, but died during a return visit to the Cook Islands on 10 October the same year.


Heinz Cramer

Heinz Cramer (24 May 1911 – 5 September 2003) was a German pilot during World War II, and a recipient of the Knight's Cross of the Iron Cross of Nazi Germany. Cramer was shot down by British fighters in September 1940 and was held until 1947. He later joined the Bundeswehr and retired in 1966 as a Brigadegeneral.


Gadsden Depot

Gadsden Depot is a United States military depot for storage of industrial materials in the city of Gadsden, Alabama. The facility was known as Gadsden Air Force Station until deactivation in 1961. During World War II, it was referred to as Army Air Force Specialized Depot #829. The facility is now an industrial park used by various firms. One side is also adjacent to the city of Glencoe.


Harold Blackburn

Wing Commander Harold Blackburn, MC, AFC (19 January 1879 – 29 April 1959) was a British aviation pioneer. Blackburn was the first pilot to carry newspapers for commercial sale by air and on 22 July 1914 piloted the first scheduled airline service in Great Britain.
Biography.
Early life.
Born on 19 January 1879 in Dymock, Gloucestershire, Blackburn was the third child of Edwin Waller Blackburn and Sarah Jane Blackburn (née Tate). Soon after his birth the family moved to Carcroft, near Doncaster, Yorkshire, where his father took up an appointment as a schoolmaster. Harold became an engineer and by 1901 worked as a bicycle maker and repairer in Doncaster.
Pre-war career.
Blackburn moved to London around 1909. In association with Albert Walker he built the Blackburn-Walker biplane, a tailless three-bay tandem pusher biplane with a canard elevator and the engine in front of its two occupants. It is not known how – or even if – this machine ever flew. Blackburn gained Royal Aero Club pilot's certificate no. 79 at Brooklands on 9 May 1911, flying a Bristol Boxkite.
In 1912 Harold Blackburn helped establish a motorcycle manufacturing business with C. S. and E. A. Burney. When the first machines were successful the business was incorporated as Burney and Blackburn Ltd., although at this point Blackburn sold his stake. Despite his absence the business built motorcycles and engines under the brand name 'Blackburne'. As a "dividend" for his investment, Harold Blackburn was given a motorcycle and sidecar which he later used to promote flying displays in Yorkshire.
In September 1912 aircraft constructor Robert Blackburn (no relation to Harold Blackburn) moved his flying school from Filey Bay in Yorkshire to Hendon. Harold Blackburn was appointed instructor and test pilot. The school's activities were reported in Flight magazine but it ceased operations some time in early 1913.
Harold Blackburn became a demonstration pilot for Robert Blackburn's latest aircraft, the Blackburn Type D single-seat monoplane (which survives in flying condition with the Shuttleworth Collection) and its two-seat derivative, the Blackburn Type I. The Type I was demonstrated extensively throughout Yorkshire in the late summer of 1913 by Blackburn and its owner, Dr. M. G. Christie. They visited locales that had seen little or nothing of flying, such as Bridlington where Blackburn took 9-year-old American Isla Tudor up to a height of . Tudor became known as the "Little Air Lady".
On 2 October 1913 Blackburn and Dr. Christie won the Wars of the Roses air race, a competition sponsored by the Yorkshire Evening News between the Yorkshire-built Type I monoplane and the Lancashire-built Avro 504 biplane, piloted by F. P. Raynham with Humphrey Verdon Roe as passenger. The race began evenly but in deteriorating conditions Raynham missed a checkpoint, handing the race to the Yorkshire crew.
For the Yorkshire Agricultural Show at Bradford on 22 July 1914 the Yorkshire Evening News established the Great Yorkshire Show Air Line, inaugurating "the first air-line service in Great Britain between cities flying to a time table" with half-hourly flights between Leeds and Bradford using the Blackburn Type I piloted by Harold Blackburn. The first passenger was Dorothy Una Ratcliffe, the Lady Mayoress of Leeds.
Wartime service.
Upon the outbreak of World War I Harold Blackburn joined the Royal Flying Corps, receiving his Certificate 'B’ (no. 214) from the Central Flying School at Upavon, Wiltshire, on 19 August 1914. He flew in combat in France during that year. In 1915 he assumed command of 'C’ Flight of No. 14 Squadron which was then under formation. The squadron commenced operations in the Sinai and Palestine campaign in November 1915, defending the Suez Canal from Turkish invasion. Blackburn received the Military Cross and also designed a bombsight which 2nd Lieutenant Cedric Waters Hill successfully used to destroy the water tank of the remote Turkish outpost at Bir el Hassana on 26 February 1916. Blackburn was given command of No. 22 (Reserve) Squadron in Egypt though he later saw further service in England and France, for which he received the Air Force Cross Blackburn achieved the rank of Lieutenant-Colonel and was mentioned in despatches four times, including a special commendation for his work in the Palestinian campaign from General Sir Archibald Murray.
Post-war service.
Blackburn remained in the Royal Air Force after the war. He was second-in-command at RAF Henlow, until September 1924, when he left to become base commander at the Aeroplane & Armament Experimental Establishment (A. & A.E.E.) at Martlesham Heath in Suffolk, a position he held until November 1928.
Retirement and death.
Blackburn retired from the RAF in 1929 with the rank of Wing Commander and moved to Jersey. He was evacuated during World War II but returned to the island, where he died in 1959. He is buried at Trinity Church with his second wife Ruth Morley.
Honours.
Since 1967 the Jersey Aero Club has awarded the Harold Blackburn Cup for the longest distance flown by a club aircraft.


Boeing Model 493

The Boeing Model 493 was a proposed, large, turboprop-driven transport aircraft envisaged in the early 1950s by the United States aircraft manufacturer Boeing for use by the USAF.
Design and development.
The Model 493-3-2 was similar to the baseline C-97 Stratofreighter but differed in having a gull-wing and increased wingspan, but also turboprop engines. The wingspan measured 165 feet from tip to tip, and the fuselage diameter was increased to 214 inches to accommodate a second deck as on the Douglas C-124 Globemaster II.
Although a promising design, the Model 493 never left the drawboard because of the USAF's announcement of the XC-Heavy competition based on the concept of pod-equipped airlifter.
The Model 493-3-2 is known in some sources as the C-127, but Air Force records show that the C-127 designator was allocated to the Douglas C-124B.


Paul Schulte

Paul Schulte OMI (1896 – 1975), was a German priest and missionary, known as the "Flying Priest", who founded MIVA ("Missionary International Vehicular Association") to provide automobiles, boats and airplanes for the service of missions throughout the world.
Schulte's training for the priesthood was interrupted by the outbreak of World War I. He was conscripted and served in the Prussian 4th Guard Grenadier Regiment. After 2½ years he was wounded. On his recovery he joined the Air Force to be trained as a pilot, and served in Palestine. Following the war he returned to his studies at the scholasticate in Hünfeld, and was ordained an Oblate Priest of the Missionary Oblates of Mary Immaculate in 1922. As a first obedience he was sent to South Africa as a missionary.
In 1925 his childhood friend and fellow soldier Father Otto Fuhrmann died in South-West Africa of pneumonia complicated by malaria. It had taken him five days to reach the hospital of the Protestant Finnish mission where he died. This led Fr. Schulte to found MIVA, the "Missionalium Vehiculorum Associatio", known in German as the "Missions-Verkehrs-Arbeitsgemeinschaft", and the "Missionary International Vehicular Association" in English, to provide training and modern vehicles for missionaries, especially in Africa, Asia and Latin America, with the motto "" ("Toward Christ by land and sea and in the air"). Despite some opposition from his superiors he finally received the blessing of the Archbishop of Cologne. In 1929 Schulte made his first journey to the United States to raise funds. Finally the Pope himself gave his unqualified approval.
In 1936 Father Schulte flew to the US on the airship "Hindenburg" and with papal permission celebrated the world's first aerial Mass in memory of his brother Lieutenant Franz Schulte who had died of influenza in 1919 while a POW in Raikeswood POW camp, Skipton, West Riding, Yorkshire, England. While over Keighley he dropped a parcel containing a bunch of carnations, a small silver and jet crucifix, some postage stamps, a picture postcard and some Hindenburg notepaper. It was found by two Scouts, who placed the carnations on Franz Schulte's grave. By that time MIVA had bought a dozen aircraft, and more than 150 automobiles and motorboats, used by mission stations in Albania, Latvia, Africa, Madagascar, Korea, New Guinea, Brazil and the Solomon Islands.
Schulte was then assigned to a parish in Northern Canada. There, in August 1938, Schulte mounted a 2,200 mile medical evacuation on behalf of Father Julien Cochard from Arctic Bay, the most northerly Catholic mission in the world, to Chesterfield Inlet. In his Stinson Reliant floatplane Schulte flew through storm force winds and thick fog in order to rescue Cochard, and received a special blessing from Pope Pius XI for his services.
Schulte was transferred to St. Henry's Seminary in Belleville, Illinois during World War II where he helped found the National Shrine of Our Lady of the Snows. He continued his work with MIVA until his death in Swakopmund, Namibia, in 1975. He is buried beside his boyhood friend, Father Otto Fuhrmann.
In 2007 MIVA celebrated its 80th anniversary. It has branches all over Europe, the United States and Korea, and still raises money to provide everything from aircraft to horses.


Flin Aerodrome

Flin Aerodrome, was a temporary World War I airfield in France. It was located near the commune of Flin, in the Meurthe-et-Moselle department in north-eastern France.
Overview.
During the first week of June the 12th Aero Squadron received notice that orders would shortly issue for its movement overland to Vathemenil, in the Baccarat sector, to the southeast of Luneville. Accordingly, an advance party of several officers and a considerable detachment of men were sent forward to prepare Flin airdrome and buildings for the arrival of the squadron.
The fact that the location assigned for the airdrome contained little else than some newly erected hangars necessitated a great amount of labor by this advance party in the preparation of the landing field, offices, and quarters for both enlisted and commissioned personnel. A construction squadron had not been available for thm work; the utilization of squadron officers and men in the advance party and in addition the necessity for utilizing a large proportion of the squadron in this work after its arrival interfered with active operations for a period of four days.
However, the tactical situation in that sector at the time was not such that this delay could result seriously, the observation work during this time being carried out by the French squadron which the 12th was to relieve. On the other hand, much benefit was derived by the squadron in its earnest and strenuous endeavors to complete the airdrome
installation necessary to the conduct of active operations over the front; a unit spirit of teamwork was developed which proved invaluable in the months to come.
During its first week in this sector, the squadron gave up its equipment of AR-2 airplanes and received 18 Salmson 2A2 two seater observation airplanes. This airplane proved most satisfactory in every respect; no observation airplane used upon the western front up to the conclusion of the armistice gave greater all-around satisfaction.
Tactical situation.
The Baccarat sector was a typical “stabilized” or “quiet” sector. The enemy was strongly entrenched in positions which had been in existence for many months. Barbed-wire entanglements and machine-gun strong points reinforced the lines of trench work. To the rear he was supported by the usual complement of field and heavy artillery.
In the air his forces were considerably more numerous than was the case in the Toul sector. A rather active observation service was supplemented by a pursuit force which carried out daily patrols of the sector. The latter, although not equipped with the latest types of enemy pursuit airplanes, was active and aggressive. Bombardment
squadrons operated on practically all clear nights against various posts of command in the sector, allied airdromes, and the towns and villages adjoining the lines. Farther to the rear the enemy had a considerable amount of pursuit aviation which devoted its energies to the attack of allied day bombardment squadrons which were then carrying out long-distance raids into Germany throughout that area.
The sector of the 42d Division, United States Army, to which the 12th Squadron was assigned, extended approximately from Badenviller to Blamont, some 12 kilometers. As in the Toul sector, the positions of the infantry were strongly organized by means of trench systems, barbed-wire entanglements, and machine-gun emplacements. The infantry was reinforced by the divisional artillery which consisted of two regiments of field and one regiment of heavy artillery. The division operated under the command of the 6th Corps of the 8th French Army. The command of all aviation forces in the Baccarat sector operating for the 6th Corps, 8th French Army, was vested in the “commandant of the sector aeronautique,” whose headquarters were located at Luneville. This officer corresponds to the present corps chief of Air Service in the American Air Service.
In addition to the 12th Aero Squadron, the aviation forces of the sector consisted for the most part of observation squadrons operating in conjunction with the divisions to the right and left of the 42d Division, United States Army. These squadrons carried out observation work for their divisions of the same nature as that to be performed for the 42d Division, United States Army. In addition, there operated one observation squadron which did the work of the Army
corps. There was no regularly assigned pursuit aviation patrolling that section of the front. As a consequence the observation airplanes there operating had to rely solely upon their own armament as a means of defense against hostile aircraft.
Operations.
For the most part, the missions performed were confined to those of artillery adjustment and visual and photographic reconnaissance. On only one occasion were infantry contact patrols attempted. That occurred during a raid the enemy carried out against the American troops at the time of the relief of the 42d Division by the 77th Division, United States Army.' The raid took place during the night, and on the following morning the 12th Aero Squadron was requested to locate the friendly front line. In attempting to carry out the request, the caused by antiaircraft artillery fire. The second observer, when the infantry failed repeatedly to respond to his signals calling upon them to mark out the first line by means of panels or Bengal flares, flew so low that he was able to distinguish the uniforms of such men as exposed themselves to view, and was thus able to give a rough idea as to the position of the friendly infantry. Unfortunately, he was wounded by machine-gun fire from the ground before he had fully satisfied himself as to the location of our first-line troops. The third airplane dispatched encountered no better fortune than the first two in receiving a response from the infantry, but he was finally able to report briefly upon the position of the latter by means of observations made at extremely low altitude.
For the most part, aside from the visual reconnaissance missions performed at dawn and twilight of each day, and a certain number of photographic missions requested by the division and the commandant of the secteur aeronautique, practically all of the work undertaken was that solicited by the squadron commander and the observers. It being
realized that the plan of operations in this sector was one of training, every effort was made to arrange and perform as many adjustments of artillery as were possible. The only limitation placed upon this type of work was that which resulted from a shortage of artillery ammunition, the artillery regiments being allotted only a fixed amount for their per diem allowance.
During the three weeks operations by the 12th Aero Squadron in the Baccarat sector much valuable advice and aid were given by the corps observation air service commander-the commandant secteur aeronautique, 6th Corps, 8th French Army-and by the experienced observer whom he placed at the disposal of the squadron commander. As the result from hostile pursuit forces during the time at Flin, considerable experience was gained by some three or four tours of pilots and observers of the squadron in aerial combat.
At the end of June, the Americans left Flin Airfield for Saints Aerodrome and was re-equipped with Salmson 2A2 reconnaissance aircraft and began flying over the more active Toul Sector. Flin was turned over to the French and its history afterwards is undetermined.
After the armistice, the airfield was returned to agricultural use. Today it is likely a series of cultivated fields, its location undetermined.