24 Hour Alert

24 Hour Alert is a 31-minute 1955 American docu-drama, made by Warner Bros. The film describes how, in 1955, the United States Air Force is ready for enemy attack during the Cold War. "24 Hour Alert" was directed by Robert M. Leeds from a screenplay by Beirne Lay Jr. and Richard L. Breen. With the rising number of complaints about noise from military aircraft in the 1950s, the film was intended to acquaint viewers and residents in the United States as to the importance of air defense.
Plot.
When filmmaker and old friend Jack Webb visits Col. Jim Breech (Art Balinger), a U.S. Air Force base commander to gather information on Air Force "lingo", he finds there is something going on at the temporary base. Col. Breech has received civilian complaints about noise from Mayor Hogan (Walter Sande), the mayor of the nearby town, which he treats seriously.
After the mayor attempts to have the base relocated, on their flight returning from Washington, D.C., the mayor and town council encounter heavy fog that could be deadly. An interceptor from the base is able to help coax them to a safe landing speaking. The mayor is now convinced that the air force is important and along with the base commander. he sets about educating the town leaders and residents about the importance of the work of the USAF.
A series of promotional events including tours of the base and an air show serve to bring residents out to the base. Ultimately, the town learns to accept the presence of the air force base as a necessary part of the defense of the United States.
Production.
"24 Hour Alert" was heavily supported by the United States Air Force as well as Mark VII Ltd., Walt Disney Productions in co-production roles. Major Lester Arasmith served as a technical advisor. A large number of current operational types were seen in the film, including the Boeing C-97 Stratofreighter, Boeing B-47 Stratojet, Boeing B-52 Stratofortress, Douglas A-4 Skyhawk, Fairchild C-123 Provider, Grumman F-11 Tiger, Lockheed C-130 Hercules, Martin B-57 Canberra, McDonnell F-101 Voodoo, North American Fury, North American B-25 Mitchell, North American F-86 Sabre, North American F-100 Super Sabre and Republic F-84 Thunderjet, Two experimental aircraft were also on display: Douglas D-558-2 Skyrocket and Douglas X-3 Stiletto.
The primary filming location was fictional Millville United States Air Force Base, possibly standing in for Southern California's March Air Force Base in the Sierra Nevada Mountain area.
Reception.
"24 Hour Alert" had its premiere in New York City on December 22, 1955 as the second feature along with "The Court-Martial of Billy Mitchell". The film, subsequently, was paired with the longer feature in major cities. "24 Hour Alert" was nominated along with producer Cedric Francis for an Academy Award as Best Short Subject, Two-reel.
References.
Notes
Citations
Bibliography


Hubert Broad

Captain Hubert Standford Broad, MBE, AFC (1897–1975) was a British First World War aviator and noted test pilot.
Early life.
Born at Aston Lodge, Watford, Hertfordshire on 18 May 1897, the son of Thomas and Amelia Broad ("née" Coles), his father was a solicitor; he was educated at St. Lawrence College in Ramsgate, Kent.
RNAS aviator.
Broad learned to fly in 1915 at the Hall School of Flying at Hendon. Flying a single-engined Caudron he received Pilot Certificate No. 2,044, after which he joined the Royal Naval Air Service at Eastchurch. After training he was posted to operations with No. 3 Squadron RNAS based at Dunkirk, France flying the Sopwith Pup. Broad was wounded in the neck during one World War I mission escorting bombers and returned to England to become an Instructor whilst he recuperated.
For his second operational tour Broad was seconded to No. 46 Squadron of the Royal Flying Corps flying the Sopwith Camel. At the end of the Great War, Broad became an instructor at the Fighter Pilots Flying School, Fairlop.
Test and sports pilot.
After leaving the RNAS Broad flew joy-riding aircraft for Avro and in 1920 he flew joy-riding flights in the United States with two Avro seaplanes. In 1921 he came first in the Aerial Derby air race around London, flying a Sopwith Camel. This gained the attention of de Havilland which took him on in October 1921 as chief test pilot at Stag Lane. Given the scarcity of test pilots he was tasked with flying a wide variety of De Havilland aircraft as well as Handley Pages and Glosters.
At the 1925 Schneider Trophy Broad was the sole British entrant following a number of pre-race accidents. Flying a Gloster III seaplane he came second to an American Army test pilot called James Doolittle.
At de Havilland, Broad undertook many demonstration flights and entered air races and competitions to show off de Havilland aircraft. In 1926 he won the King's Cup Air Race in a de Havilland Moth. In 1928 he took part in the International Light Aircraft Contest in France, finishing in 3rd place. The next year, he came second in the F.A.I. Tourist Plane Contest – Challenge International de Tourisme 1929. In the subsequent Challenge International de Tourisme 1930, he was 8th overall (he completed the rally section in 1st place).
In 1935 he left de Havilland to work with the Royal Aircraft Establishment as a test pilot. He published a book in 1939 about flying – "Flying wisdom; a book of practical experiences and their lessons". In 1940 he returned to industry as chief production test pilot for Hawker Aircraft. He was responsible for test flying the Hawker single-seat fighter planes as they left the production line. He was appointed MBE in 1944 for his work as a Hawker test pilot.
Captain Broad died in 1975 at home in Basingstoke; during his career, he completed 7,500 flying hours in 200 different types of aircraft.
Sentimental life.
Broad appears to have had an affair with Beryl Markham, the first woman to fly solo across the Atlantic from east to west; he was named by Mansfield Markham as a co-respondent in his 1937 divorce from Beryl.


Taxiway

A taxiway is a path for aircraft at an airport connecting runways with aprons, hangars, terminals and other facilities. They mostly have a hard surface such as asphalt or concrete, although smaller general aviation airports sometimes use gravel or grass.
Most airports do not have a specific speed limit for taxiing (though some do). There is a general rule on safe speed based on obstacles. Operators and aircraft manufacturers might have limits. Typical taxi speeds are 20–30 knots (37–56 km/h; 23–35 mph).
High-speed exit.
Busy airports typically construct high-speed or rapid-exit taxiways to allow aircraft to leave the runway at higher speeds. This allows the aircraft to vacate the runway quicker, permitting another to land or take off in a shorter interval of time. This is accomplished by reducing the angle the exiting taxiway intercepts the runway at to 30 degrees, instead of 90 degrees, thus increasing the speed at which the aircraft can exit the runway onto the taxiway.
Markings.
The taxiways are given alphanumeric identification. These taxiway IDs are shown on black and yellow signboards along the taxiways.
Signs.
Airport guidance signs provide direction and information to taxiing aircraft and airport vehicles. Smaller airports may have few or no signs, relying instead on airport diagrams and charts.
There are two classes of signage at airports, with several types of each:
Mandatory instruction signs.
Mandatory instruction signs are white on red. They show entrances to runways or critical areas. Vehicles and aircraft are required to stop at these signs until the control tower gives clearance to proceed.
Lights.
For night operations, taxiways at many airports are equipped with lights, although some small airports are not equipped with them.
Taxiway edge lights are spaced at a minimum of 50 to a maximum of 200 feet apart. On straightaways the spacing is typically 200 feet.
These lights can be closer together at taxiway intersections. On straight segments, Taxiway Centerline Lights are spaced at either 50 or 100 foot intervals depending on the minimum authorized visibility. On curved taxiway segments, Taxiway Centerline Lights may be required to be closer together.
External links.
https://www.faa.gov/documentLibrary/media/Advisory_Circular/150-5340-30J.pdf


Aloha IslandAir


Geoff Rabone

Geoffrey Osborne Rabone (6 November 1921 – 19 January 2006), known as Geoff Rabone, was a cricketer who captained New Zealand in five Test matches in 1953–54 and 1954–55.
Domestic career.
Geoff Rabone played for Wellington from 1940–41 to 1950–51 and for Auckland from 1951–52 to 1959–60 as a dour right-handed batsman and as a right-arm off-break bowler who bowled the occasional leg-break too.
His maiden century made an unbeaten 120 against Nottinghamshire, opening the innings and batting for 340 minutes in a total of 329 for four declared. On the tour as a whole, he made 1,021 runs at an average of 32.93. His bowling proved expensive in English conditions, and he took 50 wickets, but at an average of 35.70. In the Tests, he took only four wickets.
International career.
He represented New Zealand in 12 Test matches between 1949 and the 1954–55 seasons and he was the South African Cricketer of the Year in 1954.
After Second World War service as a Lancaster bomber pilot, Rabone had played only six first-class matches before being selected for 1949 New Zealand touring side to England. In a team of strokemakers headed by Martin Donnelly and Bert Sutcliffe, Rabone's normal batting style gave solidity to New Zealand's middle order. He played in all four Tests of the summer, making 148 runs but with a highest score of just 39.
In his next Test series, when the West Indies visited New Zealand in 1951–52, Rabone continued to be used primarily as a defensive batsman, taking 178 minutes to acore 37 as an opener, and then 83 minutes to score just nine in the middle order. And the following year, playing just one match when South Africa toured New Zealand, he took 215 minutes to score 29.
In 1953–54, New Zealand made its first Test-playing tour to a country other than England, a five-Test series in South Africa. Rabone was picked as captain, and though the side was unsuccessful in the big matches – the Test series was lost 4–0 – his own reputation for dependability and durability was enhanced. In the first Test, he made 107 out of a total of 230 in more than six hours, and followed that with 68 out of 149 in the second innings. In all, he batted for 585 out of the 675 minutes that his side's two innings lasted. That match was lost by an innings; the second, in which Rabone had little success, was lost by 132 runs.
But the third game, which ended as a draw, saw New Zealand's then-highest Test score, 505, and the first time the team had managed to enforce the follow-on. Rabone not only scored 56, but then took six wickets for 68 runs as South Africa were bowled out for 326, his best Test bowling. The tour ended in an anticlimax for Rabone, though, as he broke a bone in a foot during a provincial match and could not take part in the last two Tests.
Rabone was restored to the New Zealand captaincy the following year for the 1954–55 MCC tour of New Zealand. The results in the two Tests were poor and there was criticism of his captaincy, but Rabone's own adhesive qualities seemed undiminished. In the first innings of the first match, he was one of only two players – the other was Sutcliffe – to reach double figures, taking three hours to score 18. And in the second, when New Zealand were dismissed for the record Test low of 26, he was again second highest scorer and longest survivor, with 7 in 53 minutes. Both matches, though, were lost by a distance.
That was the end of his Test cricket, though he played for Auckland for a few more seasons. In retirement, he was a New Zealand selector.


Pegasus UAV

The Pegasus UAV is a solar powered unmanned aircraft developed by Flemish Institute for Technological Research (VITO). It is being created from the cooperation between the Flemish Institute for Technological Research and Alcatel. It aims to hook up into ESA's earth monitoring system GMES, and will also be used for disaster preparedness and environmental monitoring.
It is similar (though smaller) than the Helios, and of the same size as the DLR UAV and ESA Heliplat.


Accessory drive

The accessory drive is a gearbox that forms part of a gas turbine engine. Although not part of the engine's core, it drives the accessories, fuel pumps, etc., that are otherwise essential for the operation of the engine or the aircraft on which it is mounted. Accessory drives on large engines handle between 400–500 hp.
Components.
Power for the accessory drive is taken from the central shaft linking the turbine and compressor sections of the engine. This requires an internal gearbox that couples the drive to a radial driveshaft or "towershaft" that drives an external gearbox.
Internal gearbox.
The design of the internal gearbox is complicated by the heat and small space available in which to connect the driveshaft. It is usually placed between the compressor outlet and the combustor. In turboprops or designs with centrifugal compressors, it may be placed ahead of the compressor.
For two-shaft designs, an accessory drive will be taken from the high-pressure shaft, i.e. the outer and shorter of the two concentric shafts. This shaft comes up to speed more quickly when the engine is started. The drive and accessory gearboxes may also be split in two, one driven from each engine shaft, so as to distribute their loads. The engine-critical systems, including the starter drive, are arranged on the high-pressure shaft, with aircraft systems on the low-pressure shaft. The high-pressure shaft also rotates faster than the low-pressure shaft, which may influence the distribution of accessories.
To allow for thermal expansion, the drive from the main shaft may be taken by one of three means:
Radial driveshaft.
To make the best use of the limited space for the driveshaft and internal gearbox, the driveshaft runs at high speed, thus allowing it to be of small diameter. This reduces the disruption to the airflow and the size of the hollow fairing that encloses it.
If it is not possible to arrange a single straight path for the driveshaft, it may be arranged in two sections and linked by an intermediate gearbox. This is most commonly required for high-bypass turbofans with large diameter fans.
External gearbox.
The packaging of an engine within its nacelle is a complicated task. The accessory drive is usually arranged as a curved casing, so that the various accessories are mounted close to the engine. The casing is a pair of light alloy castings. Separate machined mounting pads are provided for each accessory.
The drive within the casing is provided by a train of spur gears. Accessories are arranged on both sides of the driveshaft entry, in reducing order of their speed. The gears are usually plain spur gears, running in roller bearings. Idler gears are commonly used between them, to increase the spacing between accessories. Helical gears are sometimes used for the high-torque drives, typically the starter, as these give smoother running. However helical gears also generate an end-thrust, which then requires a more complicated thrust bearing to support them.
The complexity of an accessory drive and its gears is so great that they were used as a theme by the anthropomorphic illustrator Boris Artzybasheff in advertising for the Avco Lycoming company, who were making drive gearboxes for the Westinghouse J40 engine.
Bleed air.
In some engines, bleed air is also tapped to provide power for accessories, as well as a mechanical shaft drive. Bleed air is particularly useful when a source of compressed air is specifically needed, either to pressurise cabin air, or as a supply of cooling air to other components (to avoid excess heat, this is taken for a low-pressure tapping, or from the LP compressor of a two-shaft engine). One important use for bleed air is for cross-starting of other engines in a multi-engine aircraft.
Accessories.
Some of the accessories that may be driven include:
Additional facilities are provided for a centrifugal oil breather, to separate the drive lubricating oil from the overboard breather air vent. Also access for hand-turning the engine, during ground maintenance.


CAAC Flight 296

The hijacking of CAAC Flight 296, a Hawker Siddeley Trident 2E aircraft, took place on May 5, 1983. Flight 296 of China Civil Aviation Airlines (CAAC), a scheduled domestic passenger flight from Shenyang Dongta Airport to Shanghai Hongqiao International Airport, was hijacked by six Chinese nationals and was forced to land at Camp Page, a US military base in Chuncheon, South Korea.
At the time of the incident, China and South Korea did not have diplomatic relations. The incident contributed to the first official non-adversarial contact between China and South Korea before the establishment of diplomatic relations, which was a turning point in the relationship between the two sides. In the following series of incidents, the mutual hostility between China and South Korea in the process of handling or reporting began to fade, and the goodwill component increased greatly, laying a foundation for the formal establishment of diplomatic relations between the two countries in the future.
Course of events.
At 10:47 am on May 5, 1983, CAAC Flight 296 took off from Shenyang Dongta Airport to Shanghai Hongqiao Airport. At around 11:32 am, when the plane was flying above Dalian, six armed people led by Zhuo Changren hijacked the flight and ordered the pilot to change route to South Korea. When the pilot refused, the militants shot him in a leg with a pistol and also hurt the operator, forcing them to proceed as demanded. There were 105 passengers and 9 crew members on board the plane. At 14ː10 hours, the hijacked plane landed at Camp Page military base near Chuncheon, South Korea. The Chinese Foreign Ministry spokesperson immediately issued a communication requesting the South Korean authorities to return the aircraft together with all crew members and all passengers to China's Civil Aviation in accordance with the relevant provisions of the Convention on International Civil Aviation, and hand over the hijackers to the Chinese side. Zhuo Changren and other six hijackers filed a request to the Korean authorities to allow them to defect to Taiwan.
On the day of the incident, US State Department Deputy Spokesman Longberg informed reporters about the hijacking: two injured crew members were being treated at the US Army 121 Hospital, 99 passengers and the crew members (5 men and 1 woman) were released. Six hijackers have been detained by the Korean authorities. He said that the cooperation between the United States and South Korea will be carried out in accordance with the Hague Convention. Taiwan's World Anti-Communist Alliance Chairman Ku Cheng-kang called South Korea on the same day, claiming that the hijacking incident was purely a political incident and should not be handled in accordance with the Hague Convention, and requested South Korea to send the hijackers to Taiwan. The Government of the Republic of China also immediately formed a special action group ready to go to South Korea to assist in the negotiations. Xue Yu, the ambassador of the Republic of China to South Korea, issued a statement saying that the hijacking was "the freedom of the anti-communist people." On May 6, a South Korean government spokesman said that South Korea will handle the hijacking in accordance with the spirit of an international agreement to prevent air hijacking and terrorist activities, and is considering the proposal for direct negotiations between China and South Korea. The Director of the Civil Aviation Authority of South Korea, Jin Cherong, said that Shen Tu, the director of the Civil Aviation Administration of China, had agreed to come to Seoul to handle related matters.
Although South Korea and the People's Republic of China did not establish diplomatic relations at the time, the South Korean government properly arranged the crew and passengers on the hijacked passenger aircraft to stay at the Sheraton Hotel in the suburbs of Seoul. The hotel welcomed the Chinese guests who were hijacked and also offered high-end Chinese, Korean and Japanese dishes. The South Korean Ministry of Transportation and the South Korean Air Force sent senior technicians to inspect and repair the aircraft. On May 7, the Chinese civil aviation working group and crew members headed by Shen Tu were welcomed by the Korean government with a red carpet at the Gimpo Airport in Seoul, and arranged for the Chinese delegation to stay at the Shilla Hotel. At 4:10 pm on the same day, the two sides held their first meeting at the Shilla Hotel. After the talks, Shen Tu and his party went to the hospital to visit the injured crew and visited other crew members and passengers at the Sheraton Hotel. On the day, the Korean side arranged for Chinese guests who had been hijacked to visit Seoul, boarded the Namsan Tower, visited the factories of the department store and Samsung Electronics, and were warmly welcomed by the ROK.
On May 8, the two sides reached an agreement: passengers and crew members were to return to China with the delegation on the 9th; the hijacked aircraft would be returned to China immediately after the technical problems were resolved; a seriously injured crew member would stay in South Korea for treatment, and afterwards would return to China. The main difference between the two sides was the handling of hijackers. The Chinese side requested extradition, but the South Korean government refused the Chinese request on the grounds that "there have been no extraditions of prisoners in the hijacking incidents occurred in various countries." On the morning, Shen Tu issued a statement in Seoul expressing gratitude to the South Korean side for providing assistance and convenience in handling the hijacking incident. At the same time, he said that the six hijackers were criminals wanted by the Chinese police before the hijacking, and that therefore they should be returned to the Chinese side to be punished, he regretted that South Korea had refused to extradite the hijackers, and reserved the right to further negotiations.
At the time of drafting the memorandum, China and South Korea had new differences on the official identity of the signatory. The trip originally scheduled to return on the 9th had to be postponed by one day. The South Koreans argued that Shen Tu was a member of the Central Committee of the Communist Party of China and a representative of the Chinese government, and the Director of the Civil Aviation Administration of China was a ministerial-level official. Therefore, the two sides should be reflected in the memorandum of negotiations between the Chinese and South Korean ministers. The Chinese insisted on signing a memorandum in the name of civil aviation authorities, without the need to use the names of the countries. The Chinese also suggested that South Korea's official name be used in the copy of the memorandum retained by the South Korean government, while this detail could be ignored in the copy brought back by the Chinese side. However, South Korea rejected the Chinese proposal on the grounds of "ignoring the location of the negotiations" as "a sovereign state." After the Chinese representatives and the domestic communication, the two sides finally held a ceremony of signing and exchanging memoranda at the Shilla Hotel on May 10. The signatories of the memorandum were respectively Shen Tu representing the People's Republic of China and a representative of the Ministry of Foreign Affairs of the Republic of Korea. In the afternoon of the same day, Shen Tu and his team returned to China on the Boeing 707 plane with 99 passengers and 8 crew members of Flight 296. At the time of departure, senior Korean officials such as came to the airport to see the plane off. Before leaving, Shen Tu delivered a speech to the reporters. He expressed his gratitude to the South Korean for the assistance and care given to the hijacking. Although the two sides disagreed on the handling of hijackers, both sides agreed that these criminals should be severely punished according to law.
Prosecution of the hijackers.
On May 20, 1983, the local procuratorate of Seoul, South Korea, officially arrested the six hijackers and prosecuted them on June 1 for violating the Aircraft Navigation Safety Act. According to the Hague Convention, the Montreal Convention and the Korean Aircraft Navigation Safety Law, those who hijack an aircraft by means of violence or threats should be sentenced to imprisonment for an indefinite period of seven years or more, and those who kill or inflict injuries during the hijacking should be sentenced to death or indefinite imprisonment. However, under the request of the government of the Republic of China, the local criminal court in Seoul sentenced Zhou Changren, the principal offender, to six years on August 18, and five or four years in prison for the other hijackers. The Chinese side expressed dissatisfaction with this.
On August 13, 1984, South Korea pardoned the six hijackers and sent them to Taiwan. Upon arriving Taipei, the six seeks asylum, being hailed as "Anti-Communist Hero" and they were given financial and lifepath assistance by the Free China Relief Association. In July 1991, Zhuo and Jiang conducted the kidnap and murder activities due to economic difficulties. Zhuo and Jiang were sentenced to the death penalty in 2000. On August 10, 2000, Zhuo and Jiang were executed by firing squad in Toucheng Detention Center.
Effect on the relationship between China and South Korea.
In August 1983, an agreement was reached to allow the civilian aircraft of the People's Republic of China to pass through the flight information zone of the Republic of Korea. It was also the occasion to start exchanges between the Republic of Korea and the People's Republic of China in non-political areas such as physical education, culture and tourism. Under the influence of formal diplomatic contact, the Korean athletes first participated in the Davis Tennis Cup tournament held in February 1984. In March 1984, the People's Republic of China allowed relatives across the border to interact with each other, and in April 1984, the People's Republic of China basketball team first visited the Republic of Korea. The overall relationship between the Republic of Korea and the People's Republic of China improved, leading to the establishment of formal diplomatic relations in 1992.


Air Force Security Forces Center

The Air Force Security Forces Center (AFSFC) organizes, trains, and equips Air Force security forces worldwide. It develops force protection doctrine, programs, and policies by planning and programming resources to execute the missions of nuclear and non-nuclear weapon system security, physical security, integrated defense, combat arms, law enforcement, anti-terrorism, resource protection, and corrections. It identifies and delivers emergent and future force protection and force application solutions through modeling and simulation. It acts as the executive agency for the Department of Defense military working dog program.


Novaport

Novaport Holding is a Russian transport company which operates regional airports, and holds interests in the operation of several other airports.
History.
Before the official creation of Novaport, the company's owner bought a 38% stake in Tolmachevo Airport in 2004 and 48% of Barnaul Airport's operator. The airport operator Novaport was created in 2007 and acquired 100% of Kadala Airport's operator Aerochita.
In March 2008, Novaport announced a $1 billion budget to grow its portfolio of regional airports in the next 5 years. That same year, Novaport acquired 69% of Chelyabinsk Airport and 43% of Narimanovo Airport's operator.
In September 2011, Novaport finalized the 51% purchase of the Tolmachevo Airport through its Moscow-based subsidiary AeroService Complex, bringing its participation to 68%. AeroService Complex then sold those 68% in August 2011 to Cyprus-based TS Trans Siberia, an offshore company also related to Roman Trotsanko, the owner of Novaport.
In November 2015, Novaport bought out the Murmansk Airport from its former owner, Gazprom Oil, with the aim to develop flights of the low-cost airline Podeba to the airport. In May 2016, Novaport presented its plan to build a new terminal to reach 1.7 million passengers by 2030 (from 751,300 in 2015).
In July 2016, Novaport bought the Khrabrovo Airport and the Mineralnye Vody Airport from Aeroinvest.
In February 2017, Novaport invested $500K in the online service Grabr that provides a solution to buy any goods abroad by hiring a traveler.
In March 2017, Novaport expressed its interest in acquiring 100% of the Belgrade Airport.
In August 2017, Novaport began the discussion to purchase Omsk-Fyodorovka Airport, however in October 2017, Airports of Regions also made an interest to take part in the airport's construction.
Operations.
Airports partially owned and/or managed by Novaport.
Novaport Holding is one of the largest regional airport operators in Russia with 16 airports. Novaport serviced more than 21.6mln passengers in 2018 and is leading Russia’s drive to enhance regional connectivity across the country’s vast geography and multitude of time zones. As of December 2018 it holds or operates a major equity stake in 14 regional airports in Novosibirsk, Chelyabinsk, Volgograd, Tomsk Astrakhan, Chita, Tyumen, Perm, Murmansk, Kemerovo, Kaliningrad, Mineralnye Vody, Ulan-Ude, Vladikavkaz and possesses minority interest (48-49%) in Barnaul and Stavropol airports.
! Airport !! Ownership !! Country !! City served !! Passengers (2016)
Governance.
Novaport Holding is owned by Russian billionaire Roman Trotsenko, the former advisor to the head of Rosneft. Novaport is a subsidiary of Roman Trotsenko's AEON Corporation, who is also the president of Russia's state-run United Shipbuilding Corporation. AEON Corporation also owns assets in the shipbuilding, telecommunications and real estate sectors.
The deputy CEO of the company is Anna Varshavskaya.


Grand Central Airport

Grand Central Airport is a small privately owned airfield which is open to public air traffic. It is located in Midrand, halfway between Johannesburg and Pretoria in South Africa. Prior permission to land at Grand Central is not required for light aircraft pilots; a radio call is sufficient.
The airfield was started in the 1930s by a group of motor racing enthusiasts who were also interested in flying. Their old race track, although no longer in use, can be seen from the air on the north west side of the airfield.
Grand Central is a fully equipped airfield and is open 24 hours a day. The complex incorporates a modern terminal building (although it lacks Customs facilities). It is also the base of numerous flying schools for both fixed-wing aircraft and helicopters. There are 2 or 3 fixed-base operators on the airfield which provides maintenance and repair facilities for light aircraft.
This is a small airfield that is restricted to light aircraft only.
Aviation.
Notes.
Radio mast in area


John R. Deane Jr.

John Russell Deane Jr. (June 8, 1919 – July 18, 2013) was a highly decorated United States Army officer who rose to the rank of general and served as commander of the United States Army Materiel Command.
Early life.
Deane was born in San Francisco, California as the son of career army officer, future Major general John R. Deane.
United States.
In 1937, Deane enlisted in the 16th Infantry. After one year, he entered the United States Military Academy. Upon graduation from the academy in 1942, he joined the 104th Infantry Division as a platoon leader and, by the end of World War II, he had become a battalion commander.
Deane held the position of Intelligence Officer in Europe from 1945 to 1947 and then returned to Washington, D.C. to work in the Joint War Plans Division, HQDA. In 1951, he became Executive Assistant to the Secretary of the Army. From this post, he went to the Command and General Staff College, Fort Leavenworth, in 1952. Upon graduation, he served as Chief of Plans in the Military Armistice Commission until 1954.
Returning to the United States in late 1954, he attended the Armed Forces Staff College. Upon graduation, he became Chief of Programs and Budget in the Office of the Chief, Research and Development, HQDA. From 1958–1959, he attended the National War College. He then became Assistant to the Chief of Staff, United States Army Europe, Heidelberg, Germany. From February 1961 to June 1962, he was Commander of the 2nd Battle Group in Berlin. In December 1962, he returned to Washington as Assistant to the Director of Defense Research and Engineering, where he served as Executive Assistant to the Assistant Secretary of Defense (Deputy Director, Defense Research and Engineering). During this time, he attended Harvard Business School's six-week advanced management program. On 16 August 1965, he became the Assistant Division Commander, 82nd Airborne Division, Fort Bragg, North Carolina.
Deane received the assignment of Chief of Staff, Field Forces in Vietnam in February 1966. In July 1966, he became Assistant Division Commander, 1st Infantry Division, Vietnam. In December 1966, he was assigned as Commanding General, 173rd Airborne Brigade in Vietnam. He earned two Distinguished Service Crosses in Vietnam.
From October 1967 to September 1968, Deane served as Director of Doctrine in the Office of the Assistant Chief of Staff for Force Development, United States Army. From October 1968 to July 1970, he was the Commanding General of the 82nd Airborne Division, Fort Bragg, North Carolina. In July 1972, he was appointed the Deputy Assistant Chief of Staff for Force Development, U.S. Army, where he served until August 1972, when he became the Deputy Director of the Defense Intelligence Agency. He was promoted to full general and assumed command of the United States Army Materiel Development and Readiness Command on 12 February 1975. Deane retired from active service on 31 January 1977.
Deane died on July 18, 2013 in Bangor, Maine.


Thomas J. Hudner Jr.

Thomas Jerome Hudner Jr. (August 31, 1924 – November 13, 2017) was an officer of the United States Navy and a naval aviator. He rose to the rank of captain, and received the Medal of Honor for his actions in trying to save the life of his wingman, Ensign Jesse L. Brown, during the Battle of Chosin Reservoir in the Korean War.
Born in Fall River, Massachusetts, Hudner attended Phillips Academy and the United States Naval Academy. Initially uninterested in aviation, he eventually took up flying and joined Fighter Squadron 32, flying the F4U Corsair at the outbreak of the Korean War. Arriving near Korea in October 1950, he flew support missions from the aircraft carrier .
On 4 December 1950, Hudner and Brown were among a group of pilots on patrol near the Chosin Reservoir when Brown's Corsair was struck by ground fire from Chinese troops and crashed. In an attempt to save Brown from his burning aircraft, Hudner intentionally crash-landed his own aircraft on a snowy mountain in freezing temperatures to help Brown. In spite of these efforts, Brown died of his injuries and Hudner was forced to evacuate, having also been injured in the landing.
Following the incident, Hudner held positions aboard several U.S. Navy ships and with a number of aviation units, including a brief stint as executive officer of during a tour in the Vietnam War, before retiring in 1973. In subsequent years, he worked for various veterans' organizations in the United States. The guided missile destroyer is named for him.
Early life and education.
Hudner was born 31 August 1924 in Fall River, Massachusetts. His father, Thomas Hudner Sr., was a businessman of Irish descent who ran a chain of grocery stores, Hudner's Markets. Three brothers were later born, named James, Richard, and Phillip.
Hudner entered the prestigious Phillips Academy in Andover, Massachusetts, in 1939. His family had a long history in the academy, with his father graduating in 1911 and his uncle, Harold Hudner, graduating in 1921. Eventually, the three younger Hudner children would attend the academy as well; James in 1944, Richard in 1946 and Phillip in 1954. During his time in the high school, Thomas was active in several organizations, serving as a team captain in the school track team as well as a member of the football and lacrosse teams, a class officer, a member of student council, and an assistant house counselor.
Career.
Following the attack on Pearl Harbor and the United States' entry into World War II, Hudner heard a speech by academy headmaster Claude Fuess which he later said inspired him to join the military. One of 10 from Phillips to be accepted into the academy from his class, he entered the United States Naval Academy in Annapolis, Maryland, in 1943 and graduated in 1946. By the time he was commissioned, however, World War II had ended. Hudner attended the Naval Academy with a number of other notable classmates, including Marvin J. Becker, James B. Stockdale, Jimmy Carter, and Stansfield Turner. He played football at the academy, eventually becoming a starting running back for the junior varsity team.
After graduation, Hudner served as a communications officer aboard several surface ships. During his initial years in the military, Hudner said he had no interest in aircraft. After a one-year tour of duty aboard the "Baltimore"-class heavy cruiser , which was operating off the coast of Taiwan, he transferred to a post as a communications officer at the Naval Base Pearl Harbor where he served for another year. By 1948, Hudner became interested in aviation, and applied to flight school, seeing it as "a new challenge". He was accepted into Naval Air Station Pensacola in Pensacola, Florida, where he completed basic flight training, and was transferred to Naval Air Station Corpus Christi in Texas, where he completed advanced flight training and qualified as a naval aviator in August 1949. After a brief posting in Lebanon, Hudner was assigned to VF-32 aboard the aircraft carrier USS "Leyte", piloting the F4U Corsair. He later said he enjoyed this assignment, as he considered the Corsair to be "safe and comfortable".
Korean War.
On the night of 25 June 1950, ten divisions of the North Korean People's Army launched a full-scale invasion of the nation's neighbor to the south, the Republic of Korea. The force of 89,000 men moved in six columns, catching the Republic of Korea Army by surprise, resulting in a rout. The smaller South Korean army suffered from widespread lack of organization and equipment, and was unprepared for war. The numerically superior North Korean forces destroyed isolated resistance from the 38,000 South Korean soldiers on the front before it began moving steadily south. Most of South Korea's forces retreated in the face of the invasion. The North Koreans were well on their way to South Korea's capital of Seoul within hours, forcing the government and its shattered army to retreat further south.
To prevent South Korea's collapse the United Nations Security Council voted to send military forces. The United States' Seventh Fleet dispatched Task Force 77, led by the fleet carrier , and the British Far East Fleet dispatched several ships, including , to provide air and naval support. Although the navies blockaded North Korea and launched aircraft to delay the North Korean forces these efforts alone did not stop the North Korean Army juggernaut on its southern advance. U.S. President Harry S. Truman later ordered ground troops into the country to supplement the air support. All U.S. Navy units and ships including "Leyte" were placed on alert. The ship was in the Mediterranean Sea, and Hudner did not expect to be deployed to Korea, but on 8August a relief carrier arrived in the area and "Leyte" was ordered to Korea. Naval commanders felt the pilots on "Leyte" were better trained and prepared than those of other available carriers, so they were among the first dispatched to the theater. "Leyte" sailed from the Strait of Gibraltar across the Atlantic Ocean and to Quonset, then through the Panama Canal and to San Diego, California, Hawaii, and Japan before arriving in the waters off Korea around 8October.
The ship joined Task Force 77 off the northeast coast of the Korean Peninsula, part of a fleet of 17 ships from the U.S. Seventh Fleet, including the aircraft carrier , battleship , and cruiser . Hudner flew 20 missions in the country. These missions included attacks on communication lines, troop concentrations, and military installations around Wonsan, Chongpu, Songjim, and Senanju.
Following the entrance of the People's Republic of China into the war in late November 1950, Hudner and his squadron were dispatched to the Chosin Reservoir, where an intense campaign was being fought between the People's Volunteer Army and the U.S. X Corps. Almost 100,000 Chinese troops had surrounded 15,000 U.S. troops, and the pilots on "Leyte" were flying dozens of close air support missions every day to prevent the Chinese from overrunning the area.
Medal of Honor action.
On 4 December 1950, Hudner was part of a six-aircraft flight supporting U.S. Marine Corps ground troops who were trapped by Chinese forces. At 13:38, he took off from "Leyte" with squadron executive officer Lieutenant Commander Dick Cevoli, Lieutenant George Hudson, Lieutenant Junior Grade Bill Koenig, Ensign Ralph E. McQueen, and the first African American Naval Aviator, Ensign Jesse L. Brown, who was Hudner's wingman. The flight traveled from Task Force 77's location to the Chosin Reservoir, flying 35 to 40 minutes through very harsh wintery weather to the vicinity of the villages Yudam-ni and Hagaru-ri. The flight began searching for targets along the west side of the reservoir, lowering their altitude to in the process. The three-hour search and destroy mission was also an attempt to probe Chinese troop strength in the area.
Though the flight spotted no Chinese, at 14:40 Koenig radioed to Brown that he appeared to be trailing fuel. The damage had likely come by small arms fire from Chinese infantry, who were known to hide in the snow and ambush passing aircraft by firing in unison. At least one bullet had ruptured a fuel line. Brown, losing fuel pressure and increasingly unable to control the aircraft, dropped his external fuel tanks and rockets and attempted to land the craft in a snow-covered clearing on the side of a mountain. Brown crashed into a bowl-shaped valley at approximately , near Somong-ni, behind Chinese lines, and in 15-degree weather. The aircraft broke up violently upon impact and was destroyed. In the crash, Brown's leg was pinned beneath the fuselage of the Corsair, and he stripped off his helmet and gloves in an attempt to free himself, before waving to the other pilots, who were circling close overhead. Hudner and the other airborne pilots thought Brown had died in the crash, and they immediately began a mayday radio to any heavy transport aircraft in the area as they canvassed the mountain for any sign of nearby Chinese ground forces. They received a signal that a rescue helicopter would come as soon as possible, but Brown's aircraft was smoking and a fire had started near its internal fuel tanks.
Hudner attempted in vain to rescue Brown via radio instruction, before intentionally crash-landing his aircraft, running to Brown's side and attempting to wrestle him free from the wreck. With Brown's condition worsening by the minute, Hudner attempted to drown the aircraft fire in snow and pull Brown from the aircraft, all in vain. Brown began slipping in and out of consciousness, but in spite of being in great pain, did not complain to Hudner. A rescue helicopter arrived around 15:00, and Hudner and its pilot, Lieutenant Charles Ward, were unable to put out the engine fire with a fire extinguisher. They tried in vain to free Brown with an axe for 45 minutes. They briefly considered, at Brown's request, amputating his trapped leg. Brown lost consciousness for the last time shortly thereafter. His last known words, which he told Hudner, were "tell Daisy I love her." The helicopter, which was unable to operate in the darkness, was forced to leave at nightfall with Hudner, leaving Brown behind. Brown is believed to have died shortly thereafter of his injuries and exposure to the extreme cold. No Chinese forces threatened the site, likely because of the heavy air presence of the VF-32 pilots.
Hudner begged superiors to allow him to return to the wreck to help extract Brown, but he was not allowed, as other officers feared an ambush of the vulnerable helicopters resulting in additional casualties. In order to prevent the body and the aircraft from falling into Chinese or North Korean hands, the U.S. Navy bombed the crash site with napalm two days later; the aircrew recited the Lord's Prayer over the radio as they watched flames consume Brown's body. The pilots observed that his body looked to have been disturbed and his clothes stolen, but he was still stuck in the aircraft. The remains of both Brown and the aircraft were never recovered. Brown was the first African American U.S. Navy officer killed in the war.
The 4 December incident grounded Hudner for a month, as he injured his back in the landing, an injury he later said persisted for 6to 8years. He flew 27 combat missions during the war, serving there until 20 January 1951, when "Leyte" was rotated back to the Atlantic Fleet. On 13 April 1951, Hudner received the Medal of Honor from President Harry S. Truman, meeting Brown's widow, Daisy Brown, in the process. The two stayed in regular contact for at least 50 years following this meeting. He was the first service member to receive the medal during the Korean War, though several others would receive the medal for actions which occurred before 4December 1950.
Hudner said he was occasionally criticized for his actions, and that "about 90" people had told him he acted recklessly. His commanders noted his actions may have endangered the helicopter pilot and sacrificed an aircraft, criticisms Hudner later said did not make him regret his decision, as he felt it was a spur-of-the-moment action. Still, commanders later issued orders forbidding pilots from crash-landing in a similar way to try to save downed wingmen. On later reflection, Hudner indicated he did not consider himself a hero for his actions.
Later Navy career.
After receiving the Medal of Honor, Hudner was transferred to the United States and served as a flight instructor at Naval Air Station Corpus Christi in Texas in 1952 and 1953. Following this, he served as a staff officer for Carrier Division 3, which at the time was part of Task Force 77 and operating around Japan, in 1953 and 1954. In 1955 and 1956, he served in Air Development Squadron 3 at Naval Air Station Atlantic City in New Jersey, where he flew developmental and experimental aircraft. During this time, he was trained on jet engine-powered aircraft.
Beginning in October 1957, Hudner served in an exchange program with the U.S. Air Force, flying for two years with the 60th Fighter-Interceptor Squadron at Otis Air Force Base in Barnstable County, Massachusetts. During this assignment, he flew the F-94 Starfire and the F-101 Voodoo. He was then promoted to commander and served as aide to the Chief of the Bureau of Naval Weapons until 1962, when he attended the Air War College at Maxwell Air Force Base in Montgomery, Alabama. Upon graduating in July 1963, he returned to flying duty and was appointed the executive officer of Fighter Squadron 53, flying the F-8E Crusader aboard . After serving as executive officer, Hudner assumed command of VF-53. Following this assignment, he was transferred to a position as Leadership Training Officer at the office of Commander, Naval Air Forces, at Naval Air Station North Island in Coronado, California.
Hudner was promoted to captain in 1965, taking command of Training Squadron 24 at Naval Air Station Chase Field in Bee County, Texas, which he commanded in 1965 and 1966. In 1966 he was assigned to , first as a navigator, then as the ship's executive officer. "Kitty Hawk" deployed off the shore of South Vietnam in 1966 and 1967, launching missions in support of the Vietnam War, and he served on the ship during this tour but saw no combat and flew none of the missions himself. In 1968, he was assigned as the operations officer for the Southeast Asia Air Operations division of the U.S. Navy. That year, he married Georgea Smith, a widow with three children, whom he had met in San Diego. The two had one son together, Thomas Jerome Hudner III, born in 1971. Hudner's final Navy posting was as the head of Aviation Technical Training in the Office of the Chief of Naval Operations in Washington, D.C., a post which he held until his retirement in February 1973.
On 17 February 1973, days before Hudner's retirement, the Navy commissioned the , the third U.S. ship to be named in honor of an African American. Present at the commissioning ceremony in Boston, Massachusetts, were Daisy Brown Thorne, who had remarried, her daughter Pamela Brown, and Hudner, who gave a dedication. The ship was decommissioned on 27 July 1994 and sold to Egypt.
Later life and death.
After retiring, Hudner initially worked as a management consultant, and later worked with the United Service Organizations. Because of his Medal of Honor, he worked regularly with various veterans groups in his retirement as a leader in the veterans' community, otherwise living a quiet life. From 1991 to 1999, he served as Commissioner for the Massachusetts Department of Veterans' Services, until he gave up that position to Thomas G. Kelley, another Medal of Honor recipient.
He received a number of honors in his later life. In 1989, he was honored by the Gathering of Eagles Program of the Air Force at Maxwell Air Force Base. In 2001, Hudner presented Daisy Brown Thorne with several of Jesse Brown's posthumous medals at Mississippi State University. In May 2012, the Secretary of the Navy announced that an guided missile destroyer would be named . The ship was christened on April 1, 2017, with Hudner in attendance, and commissioned in Boston on 1 December 2018.
After 1991, Hudner lived in Concord, Massachusetts, with his wife, Georgea. In July 2013, he visited Pyongyang, North Korea, in an attempt to recover Jesse Brown's remains from the crash site. He was told by North Korean authorities to return in September when the weather is more predictable.
Hudner's official biography—"Devotion: An Epic Story of Heroism, Friendship, and Sacrifice"—was released in October 2015, after seven years of collaboration with author Adam Makos.
Hudner died at his home in Concord, Massachusetts, on November 13, 2017, at the age of 93. He was interred at Arlington National Cemetery on April 4, 2018, in a ceremony attended by General Joseph Dunford, Chairman of the Joint Chiefs of Staff.
Awards and decorations.
Medal of Honor citation.
Hudner was one of 11 men awarded the Medal of Honor during the Battle of Chosin Reservoir. He was the first of seven U.S. Navy servicemen, and the only Naval aviator, to be awarded the Medal of Honor in the Korean War.
Citations.
Sources.
Online sources


Aeroflot Flight 207

Aeroflot Flight 207 was a Soviet domestic passenger flight from Rostov-on-Don Airport to Tbilisi International Airport that crashed on 10 June 1960 in the Tkvarcheli district. The crash involved an Ilyushin Il-14 aircraft operated by Aeroflot. All 24 passengers and 7 crew on board were killed.
Aircraft.
The Il-14P with a serial number of 7343107 and serial 31-07 would be released by the Tashkent Aviation Plant on 7 August 1957, after which it was sold to the General Directorate of the civil air fleet. The airliner received the tail number USSR-L1571 and was sent to the 77th air transport detachment of the North Caucasus Territorial Directorate of the civil air fleet. In 1959, due to re-registration, the tail number was changed to CCCP-91571. In total, at the time of the crash, the aircraft had total 5423 flight hours.
Crew.
The crew of Flight 207 was composed of:
Accident.
The crew on Flight 207 were carrying out a flight from Rostov-on-Don to Tbilisi with stopovers in Krasnodar, Sochi, Sukhumi and Kutaisi. At 10:07 Moscow time, the plane, with 24 passengers and 7 crew members on board, took off from Sochi airport. According to the weather forecast, variable stratocumulus cloud with a ceiling of 600–1000 meters and visibility more than 10 kilometers was expected en route. At 10:31 the crew contacted the dispatch center in Sukhumi and reported entering their area of responsibility. Also, a request was made for permission to fly over without landing, since there were no passengers to disembark at Sukhumi. The dispatcher instructed them to climb to and maintain an altitude of 1200 meters. At 10:45 the aircraft reported on the progress of the flight under the Visual Flight Rules and permission was received to make the flight without landing. After that, Flight 207 did not contact the dispatcher in Sukhumi.
At 10:55, the crew tried to contact the dispatcher at the Kutaisi airport. During the call the transmission was unexpectedly interrupted. At the same time, the Il-14, flying in the clouds at an altitude of 1,200 meters, 51 kilometers east of Sukhumi airport and 17 kilometers north of the prescribed route, crashed into the cloud-covered mountain of Recch (altitude 1,436 meters), near Tkvarcheli. After the initial impact with trees, the plane broke in two and after 80 meters, the fuselage fell down a mountain slope. The completely destroyed and burned out plane was found the next day. All the people on board had been killed.
Cause.
During the investigation, it was established that Flights 207 and 208 (return) were being performed by the North Caucasus Directorate for the first time, and that the tasking for 77 squadron had been issued 10 days earlier. However, the crew had been assembled in a hurry, and only a day before the flight, on 9 June, there was no flight mechanic or radio operator during training. Although the flight route was considered difficult, the crew had not flown it, and also did not include a navigator. In addition, the crew commander Samus did not have permission to work independently on passenger flights, so the instructor pilot who had returned from vacation on 7 June, that is, 3 days before the flight, was included in the crew. Poorly guided during the flight, as well as not knowing and underestimating the meteorological situation, the crew as a result deviated north of the route. In turn, the Sukhumi dispatchers did not control the flight of Flight 207 on radar and did not carry out continuous radio communication with it. Having flown 100 kilometers within 20 minutes, the crew did not receive a single location message or information on what course it was flying. It was also established that the flights on this route were carried out according to outdated instructions, which in many respects contradicted the existing instructions for the planning of flights (NPP-GA-58).
According to the commission, the causes of the incident were:


Robert M. Adam

Robert Moyes Adam (1 January 1885 – 13 November 1967) was a Scottish photographer and botanist known for his work with the Royal Botanic Garden Edinburgh.
He acquired his first camera, a quarter plate model, when he was fourteen and upgraded to a half plate model in 1908 that was made for him and that he used for the rest of his life. He started work at the Royal Botanic Garden Edinburgh in 1903 prepared illustrations for lectures by Isaac Bayley Balfour, becoming a permanent employee in 1914 and working there until his retirement.
He was the official artist to the Botanical Society of Edinburgh and provided photographic illustrations for books, articles and calendars. He developed all his photographs himself, amassing a large collection of plates and prints that he sold to D. C. Thomson who subsequently donated it to the University of St Andrews in 1987.
Early life and family.
Robert Adam was born on 1 January 1885 at the Evangelical Union manse in Carluke, Lanarkshire, Scotland, to the reverend John Adam (1841 – c. 1916) of the Evangelical Union church, and his wife Isabella Adam (née Moyes).
His childhood was spent in Edinburgh where his father was a minister at the Kirk Memorial, Abbeymount. He acquired his first camera, a quarter plate model, when he was fourteen and acquired a half plate camera in 1908 that was made to his specification. He began to keep records of his photographs in 1901. He studied science at Heriot-Watt College and drawing at the Edinburgh College of Art.
He married Anne Stewart and they had two children.
Career.
Adam began work at the Royal Botanic Garden Edinburgh in 1903 where one of his early jobs was to prepare illustrations for lectures by Isaac Bayley Balfour. He studied botany at the University of Edinburgh and became a permanent employee of the botanic gardens in 1914 as assistant in charge of the studio. He was promoted to botanist in 1915, a grade he held until the end of his career.
During the First World War he served in the Royal Garrison Artillery as a gunner and later as a photographer in the Royal Flying Corps. His older brother was killed during the war.
He was official artist to the Botanical Society of Edinburgh and secretary of its offshoot, the Scottish Alpine Botanical Society which combined botany with mountain climbing. In 1929, he campaigned to protect Glen Affric from damage by a proposed hydro-electric scheme by photographing the natural beauty of the area and sending the prints to the newspapers and each Scottish member of Parliament. His work resulted in significant changes to the proposals.
He photographed the botanic gardens and provided photographic illustrations for books, articles and calendars. His work covered botany, landscapes, and the people and life of the Highlands. In 1905, he was one of the last people to photograph the island of Mingulay before it was abandoned. His work appeared in "Picture Post", "The Scots Magazine", and "The Scotsman". He provided the photographs for Hugh Quigley's "The Highlands of Scotland" (1936) in The Face of Britain series, and F. Fraser Darling's "Crofting Agriculture – Its Practice in the West Highlands and Islands" (1945).
Throughout his career he used almost exclusively the same half-plate camera that he acquired in 1908. Using 6 × 4 inch glass plates and mounted on a wooden tripod, the whole weighed around 30 lbs. The weight of the camera, the inflexibility of the system, and Adam's naturally meticulous nature, meant that photographs had to be planned a long time in advance, leaving little room for spontaneity or improvisation. But it also produced highly distinctive images that had a high depth of field due to the camera's small aperture. He developed all his prints himself, not even letting assistants at the gardens learn his methods.
Later life and legacy.
In 1949, Adam retired and left Edinburgh for Kingussie, taking 14,000 of his negatives with him through a blizzard. In 1956, he suffered a heart attack while at Glenfinnan and subsequently moved back to Edinburgh. In 1958 he sold his personal collection of plates and prints to "D. C. Thomson", publishers of "The Scots Magazine", from where they entered the collection of the University of St Andrews library in 1987. He died in an Edinburgh hospital on 13 November 1967.


427th Air Refueling Squadron

The 427th Air Refueling Squadron is an inactive United States Air Force unit. It was last assigned to the 4505th Air Refueling Wing at Langley Air Force Base, Virginia, where it was inactivated on 1 April 1963.
History.
The squadron was established in 1956 by Tactical Air Command (TAC) to provide dedicated in-flight refueling, initially for F-100 Super Sabres, and later for other air refueling capable TAC fighters and fighter bombers. The 427th was initially equipped with Boeing KB-29M Superfortresses transferred from Strategic Air Command (SAC). These aircraft were converted from bombers to tankers using a British-developed hose refueling system.
The 427th retired its KB-29s by November 1957, and was fully equipped with Boeing KB-50 tankers by the end of the year. These were existing B-50A, B-50D or RB-50 aircraft with armament removed and equipped with a probe and drogue refueling system installed by Hayes Aircraft Corporation, and capable of refueling three fighters at the same time. The squadron began to send KB-50s to be modified to KB-50J configuration. These tankers added a General Electric J47 turbojet engine underneath each wing to increase the speed and altitude capability of the aircraft.
The unit's KB-50Js proved difficult to maintain to meet operational commitments, and modification of the aircraft to improve them would not be economical in view of their expected service life. Although TAC wanted to replace them with Boeing KC-135 Stratotankers, in 1960 the Air Force announced that Strategic Air Command (SAC) would become the Air Force's single manager for air refueling. TAC's KB-50s would be phased out by 1964, while SAC would acquire additional KC-135s to support TAC. In April 1963, the 429th inactivated, and its KB-50Js were sent to the Military Aircraft Storage and Disposition Center at Davis–Monthan Air Force Base, Arizona.


Yao Xian (general)

Yao Xian (; 27 April 1927 – 3 March 2018) was a Chinese fighter pilot and lieutenant general of the People's Liberation Army Air Force (PLAAF). He fought in the Second Sino-Japanese War and the Korean War, and later served as Deputy Commander of the Lanzhou Military Region Air Force and then concurrently as Commander of the Beijing Military Region Air Force and Deputy Commander of the Beijing MR.
Early life.
Yao Xian was born on 27 April 1927 to a peasant family in Zhuguantun Village (), Yutian County, Hebei Province. His original name was Wei Yaoxian (). He went to school at the age of seven, but joined the local resistance force when he was 13 after the Japanese invasion of China.
Career.
He joined the Communist Party of China in June 1945, and was selected to undergo pilot training at the Northeast People's Liberation Army Aviation School (a predecessor of the PLA Air Force Aviation University) in April 1948. He was deployed in the newly established 7th Mixed Brigade after graduating in June 1950, just before the Korean War broke out.
In 1951, Yao's unit, the PLAAF 4th Fighter Aviation Division (reorganized from the 7th Mixed Brigade) was deployed to fight in North Korea. Yao participated in his first air battle on 2 October 1951, as a wingman of the squadron leader , in the airspace above Anju, South Pyongan.
He served as a deputy squadron commander, later promoted to commander. On 17 May 1953, in an air battle north of Pyongyang, Yao Xian's squadron shot down four American F-86 Sabre fighters, while losing two MiG-15s. During the war he was credited with shooting down one American F-86 jet and damaging two others, and awarded the First-Grade Merit.
After the Korean War, Yao was successively promoted to regiment commander, division commander, and deputy corps commander. In 1978, he was appointed deputy commander of the Lanzhou Military Region Air Force. He was transferred to the Beijing Military Region Air Force (MRAF) in 1987, and promoted to Commander of the Beijing MRAF and concurrently Deputy Commander of the Beijing Military Region in 1990. He was awarded the rank of lieutenant general in 1988. He retired in January 1993.
Personal life.
In 1956, Yao Xian married Mao Yufang (), a textile worker from Liaoyang, who first saw him on the cover of the "Hangkong" (Aviation) magazine and met him when he went to her factory to give a speech. She had already been admitted to Qingdao Textile Institute, but gave up the opportunity to attend university to marry him.
Death.
Yao Xian died in the morning of 3 March 2018, on the same day as his friend and colleague, fellow Korean War veteran and PLAAF lieutenant general Lin Hu. They were born in the same year and graduated from the same aviation school.


Tupolev Voron

The Tupolev Voron (Russian: Ворон; English: Raven) was a planned supersonic unmanned reconnaissance aircraft of the Soviet Union manufactured by the company Tupolev, largely based on or designed to compete with the Lockheed D-21.
History.
In the first mission of the Lockheed D-21 on 9 November 1969, the drone reached its target area and was able to photograph the nuclear weapon testing site Lop Nor in the People's Republic of China, but did not turn around due to a malfunction of the navigation system and ultimately crashed in the Soviet Union. The remains of the crashed drone were recovered and analysed by the Soviet aircraft industry. Decades later, during the 1980s they were given to Ben Rich, an aeronautics engineer for Lockheed.
The Council of Ministers of the Soviet Union commissioned the Tupolev OKB (Tupolev Experimental Design Bureau) to rebuild the D-21 using Soviet materials, engines and equipment. Work began at the MMZ Opyt facility near Moscow, which already had experience with the drones Jastreb-1, Jastreb-2, Reys and Strizh. The project was named Voron (English: Raven). It was headed by Alexei Tupolev, the son of Andrei Tupolev.
The Voron was planned as an reconnaissance platform which, in conjunction with other airborne and ground-based reconnaissance tools, would contribute to overall strategic reconnaissance for the Soviet Union. The autopilot was to guide the aircraft along a route pre-programmed with way-points. Navigation was based on an inertial navigation system. For the reconnaissance, only a high-resolution camera, which would have been attached to the underside, was available as payload. The drone was intended to be launched from a Tupolev Tu-95 strategic bomber. This is similar to the modification of the D-21, which could be launched from a wing station of a Boeing B-52 Stratofortress, though a B-52 could carry a D-21 under each wing while a Tu-95 could only carry one Voron held partially inside an opened bomb bay. It was also planned to use the Voron from a bomber version of the Tupolev Tu-144, as a counterpart to the Lockheed M-21 / D-21 combination, and a later bomber produced as Tupolev Tu-160.
Some sources state the Voron was equipped with an RD-012 engine with thrust; other sources speak of a 3Ts4 (RD-07K) engine from the OKB-670 of Michail Bondarjuk. The OKB-670 also used the relatively well-preserved Marquardt RJ43-MA-11 engine of the D-21. After disengaging from the carrier aircraft, the Voron was to be accelerated to a supersonic speed by the jettison-able booster with an output of . The Voron was only intended for a single mission. After completing the mission, the collected data would be separated from the rest of the drone in a reusable section containing the reconnaissance equipment and glide down on a parachute, similar to the Jastreb-1 drone.
A ground-based launch of the Voron was also planned, using a trailer with a large booster rocket. This project was soon rejected because the deployment range would have been much shorter than a carrier-aircraft launch. The work on the Voron lasted for several years and the project yielded valuable insights and useful materials for future supersonic missiles. The Voron was not built as the Soviet government came to believe that reconnaissance satellites would be more effective than drones.


List of airlines of Finland

This is a list of airlines currently operating in Finland.


Martin Rutty

Martin Ashley Rutty (4 February 1960 – 9 December 2010) was a British entrepreneur in the London courier industry, and an adventurer and British Champion helicopter pilot. He was the first person to fly in a piston engine helicopter from Cambridge, England to Adelaide, Australia, unsupported, in 1999.
Early life.
Rutty grew up in Forest Hill, in south east London. His father was a general practitioner, and his mother was a housewife. He was the middle of three children. He was educated as a day pupil at the nearby St Dunstan's College, Catford, London. He attended Bangor University for a short while before returning to London to be a despatch rider.
Speed Couriers.
Rutty founded Speed Couriers, a motorcycle despatch company in London, England, in 1978 in a former basement coal cellar under New Oxford Street in London WC1. The company suffered a serious setback in the late 1980s recession, but by 1995 the company's sales were "around £6 million" and the company had moved to the London Docklands and had added offices in Telford, Welshpool Manchester and Cambridge. The company grew by acquisition in the 1990s, and bought a dozen rivals in 1994/5. In 1998 the company claimed on its website to have made 35 acquisitions to date, and was selling franchises. By 1999 sales were "£15 million", the service was UK-wide, and customers included Orange and Ondigital. By the early 2000s the business as a whole had ceased to trade, and parts of it were sold.
Helicopter championships.
Rutty competed successfully in various helicopter championships events. Together with his navigator Simon Lichtenstein he won the British Helicopter Championships (Club Class) four times in five years up to 2008. He participated as pilot in the FAI World Helicopter Championships 1996 and 1999 with co-pilot Timothy Gilbert, and in 2002, 2005 and 2008 all with Simon Lichtenstein as co-pilot, all as part of Team GB.
UK to Australia by helicopter.
In 1999 Rutty flew in his Robinson R44 registration G-BXUK (which had been repaired following a heavy landing incident prior to Rutty's ownership) from Cambridge Airport, Cambridge, England, to Adelaide Airport, Adelaide, Australia. The journey totalled 13,506 nautical miles, and lasted 163 flight hours over 48 days. In purely aviation terms, the journey was largely without incident. However, on October 12, 1999 Rutty landed in Gwadar in western Pakistan, the day of the 1999 Pakistani coup d'état. This coincidence of timing led to a night of imprisonment. A last minute change of route to enter Australia at Kununurra instead of Darwin, led to a threat of further arrest, this time by Australian Immigration officials. On 18 May 2000 Rutty was awarded a certificate by the Council and members of The Air League, in recognition of his achievement.
Death.
Rutty was killed in a helicopter accident near Tourrettes-sur-Loup in France on 9 December 2010, while flying from Cuneo in Italy to the UK. The aircraft in which he died (together with Simon Lichtenstein) was a Robinson R22 helicopter registration G-CBVL. The official investigation into the accident concluded that "the accident was likely due to an inappropriate input on the flight controls by the pilot in turbulent conditions. This input caused rotor shaft bumping that resulted in a deviation in main rotor rotation and the failure of the main blades’ droop restrainer". The report lists a number of similar accidents in the history of the R22. The manufacturer issued in 1999 a "Safety Notice" for pilots of its aircraft indicating specific actions to be taken if high winds and turbulence are encountered. The mountainous area in which the accident happened is known locally for its turbulent conditions.


Vertical stabilizer

A vertical stabilizer, vertical stabiliser, or fin, is a structure designed to reduce aerodynamic side slip and provide directional stability. They are most commonly found on vehicles such as aircraft or cars. It is analogous to a skeg on boats and ships. Other objects such as missiles or bombs utilize them too. They are typically found on the aft end of the fuselage or body.
On aircraft, vertical stabilizers generally point upwards. These are also known as the vertical tail and are part of an aircraft's empennage. This upright mounting position has two major benefits: The drag of the stabilizer increases at speed, which creates a nose-up moment that helps to slow down the aircraft and prevent dangerous overspeed; and when the aircraft banks, the stabilizer produces lift which counters the banking moment and keeps the aircraft upright in the absence of control input. If the vertical stabilizer was mounted on the underside, it would produce a positive feedback whenever the aircraft dives or banks, which is inherently unstable. The trailing end of the stabilizer is typically movable, and called the rudder; this allows the aircraft pilot to control yaw.
Often navigational radio or airband transceiver antennas are placed on or inside the vertical tail. In all known trijets (jet aircraft with three engines), the vertical stabilizer houses the central engine or engine inlet duct.
A few aircraft models have a ventral fin under the rear end. Normally this is small or can fold sideways, to allow landing. Both the North American X-15 supersonic/hypersonic experimental aircraft, and the late World War II German twin-engined Dornier Do 335 heavy fighter used differing forms of the cruciform tail stabilizing surface format.
Vertical stabilizers have also been used in automobiles, specifically in top-level motor sports, with the concept making a resurgence in both Formula 1 and Le Mans Prototype racing.
Types.
Single stabilizer.
Conventional tail.
The vertical stabilizer is mounted exactly vertically, and the horizontal stabilizer is directly mounted to the empennage (the rear fuselage). This is the most common vertical stabilizer configuration.
T-tail.
A T-tail has the horizontal stabilizer mounted at the top of the vertical stabilizer. It is commonly seen on rear-engine aircraft, such as the Bombardier CRJ200, the Fokker 70, the Boeing 727, the Vickers VC10 and Douglas DC-9, and most high-performance gliders.
T-tails are often incorporated on configurations with fuselage-mounted engines to keep the horizontal stabilizer away from the engine exhaust plume.
T-tail aircraft are more susceptible to pitch-up at high angles of attack. This pitch-up results from a reduction in the horizontal stabilizer's lifting capability as it passes through the wake of the wing at moderate angles of attack. This can also result in a deep stall condition.
T-tails present structural challenges since loads on the horizontal stabilizer must be transmitted through the vertical tail.
Cruciform tail.
The cruciform tail is arranged like a cross, the most common configuration having the horizontal stabilizer intersecting the vertical tail somewhere near the middle. The PBY Catalina uses this configuration. The "push-pull" twin-engined Dornier Do 335 World War II German fighter used a cruciform tail consisting of four separate surfaces, arranged in dorsal, ventral, and both horizontal locations, to form its cruciform tail, just forward of the rear propeller.
The Dassault Falcon is known for its cruciform tail.
Multiple stabilizers.
Twin tail.
Rather than a single vertical stabilizer, a twin tail aircraft has two. These are vertically arranged, and intersect or are mounted to the ends of the horizontal stabilizer. The Beechcraft Model 18 and many modern military aircraft such as the American F-14, F-15, and F/A-18 use this configuration. The F/A-18, F-22 Raptor, and F-35 Lightning II have tailfins that are canted outward, to the point that they have some authority as horizontal control surfaces; both aircraft are designed to deflect their rudders inward during takeoff to increase pitching moment. A twin tail may be either H-tail, twin fin/rudder construction attached to a single fuselage such as North American B-25 Mitchell or Avro Lancaster, or twin boom tail, the rear airframe consisting of two separate fuselages each sporting one single fin/rudder, such as Lockheed P-38 Lightning or C-119 Boxcar.
Triple tail.
A variation on the twin tail, it has three vertical stabilizers. An example of this configuration is the Lockheed Constellation. On the Constellation it was done to give the airplane maximum vertical stabilizer area while keeping the overall height low enough so that it could fit into maintenance hangars.
Quad tail.
Another variation on the twin tail, with four vertical stabilizers. The most prominent example is the Northrop Grumman E-2 Hawkeye AEW&C aircraft used by the United States Navy. Another possible example is the Xian KJ-600 that is being developed and rumored to serve the People's Liberation Army Navy in the near future.
V-tail.
A V-tail has no distinct vertical or horizontal stabilizers. Rather, they are merged into control surfaces known as ruddervators which control both pitch and yaw. The arrangement looks like the letter V, and is also known as a "butterfly tail". The Beechcraft Bonanza Model 35 uses this configuration, as does the Lockheed F-117 Nighthawk, Northrop YF-23, and many of Richard Schreder's HP series of homebuilt gliders.
Winglet.
Winglets served double duty on Burt Rutan's canard pusher configuration VariEze and Long-EZ, acting as both a wingtip device and a vertical stabilizer. Several other derivatives of these and other similar aircraft use this design element.
Fins.
Vertical stabilizers are also known as "fins".
The vertical stabilizer often employs a small fillet or "dorsal fin" at its forward base which helps to increase the stall angle of the vertical surface (thanks to vortex lift) and to prevent a phenomenon called rudder lock or rudder reversal. Rudder lock occurs when the force on a deflected rudder (in a steady sideslip) suddenly reverses as the vertical stabilizer stalls. This may leave the rudder stuck at full deflection with the pilot unable to recenter it.
The dorsal fin was introduced in the 1940s, like for the 1942 Douglas DC-4, predating the wing strakes of the 1970s fighter prototypes like the YF-16 (developed into the F16) or YF-17 (developed into the F18).
Automotive use.
While vertical stabilizers have also been used in some race cars, such as the 1955 Jaguar D-type, the concept has seen sparing use until recently. It has seen a resurgence in Formula 1 and Le Mans endurance racing, where it is sometimes referred to as a "shark fin". Its primary purpose is to reduce sudden high-speed yaw-induced blow-overs that would cause cars to flip due to lift when subject to extreme yaw angles during cornering or in a spin. Since 2011, the vertical stabilizer has become mandatory for all newly homologated Le Mans Prototypes.
Some Formula 1 teams utilized a vertical stabilizer as a way to disrupt the airflow to the rear wing reducing drag, the most radical system being the "F-duct" found in the McLaren MP4-25 (and later copied by Ferrari in the Ferrari F10). On demand by the driver, this system diverted air from a duct in the front of the car through a tunnel in the vertical fin onto the rear wing to stall it and reduce drag on the straights on which downforce wasn't needed. The system was banned for the 2011 Formula 1 season, with vertical stabilizers altogether being replaced with vestigial strakes for the 2018 season.


Richard Frewen Martin

Richard Frewen Martin, (26 July 1918 – 1 September 2006) was a British test pilot. He was born in Bournemouth.
"Dickie" Martin served in the Royal Air Force during the Second World War and won a Distinguished Flying Cross and bar. After the war, he tested the early experimental jets that led to the development of the Hunter, Swift and Sea Vixen fighter aircraft.
He left the RAF in 1953 with the rank of Wing Commander to become a test pilot at Gloster Aircraft Company, where he was appointed chief test pilot the following year and led development of the delta-wing Javelin fighter. He amassed 19,000 flying hours, and flew 240 different types of aircraft.


Seymour Johnson Air Force Base

Seymour Johnson Air Force Base is a United States Air Force base located in Goldsboro, North Carolina. The base is named for Navy Lt. Seymour A. Johnson, a test pilot from Goldsboro who died in an airplane crash near Norbeck, Maryland, on March 5, 1941.
In August 1940 the War Department designated the airport as essential to national defense. In December 1940, $168,811 was authorized for the construction of a U.S. Army Air Corps Technical Training School. Local officials began working to have the field named in honor of Lieutenant Johnson. Seymour Johnson is the only Air Force base named in honor of a naval officer.
Until 2005 the Federal Bureau of Prisons had a Federal Prison Camp on the base where William Aramony was incarcerated.
Based units.
Flying and notable non-flying units based at Seymour Johnson Air Force Base.
Units marked GSU are Geographically Separate Units, which although based at Seymour Johnson, are subordinate to a parent unit based at another location.
United States Air Force.
Air Combat Command (ACC)
Air Force Reserve Command (AFRC)


FLYi

FLYi, Inc., previously known as Atlantic Coast Airlines Holdings, Inc., was a Delaware airline holding company based in the Dulles area of unincorporated Loudoun County, Virginia. Prior to filing for Chapter 11 Bankruptcy, the company operated Independence Air.
History.
Atlantic Coast Airlines Holdings, Inc. was a commuter airline formed in 1989. Atlantic Coast Airlines operated as United Express and Delta Connection. Upon termination of their codeshare agreements, in 2004 the company changed its name to FLYi, Inc, representing the airline's new name, Independence Air.
On November 7, 2005, FLYi, Inc. and its subsidiaries filed for Chapter 11 bankruptcy protection in the US Bankruptcy Court for the District of Delaware. This press release declares that they expected to attract new investors within sixty days of the filing.
Due to Flyi not finding an investor as expected, Flyi ceased operations on January 5, 2006 at 7:00 p.m. UTC-5. The airline's operating certificate was purchased by Northwest Airlines and operated Compass Airlines. The company had traded on the Pink Sheets under the symbol FLYIQ, but the stock has since ceased trading there.
External links.


RAF Dronehill

Royal Air Force Dronehill" or more simply RAF Dronehill"' is a former Royal Air Force station, a "G Chain Radar" site on Coldingham Moor, Berwickshire, Scotland.
The site is currently being used as an caravan park and grassland.


Moriusaq Heliport

Moriusaq Heliport is a heliport in Moriusaq, a village in the Qaasuitsup municipality in northern Greenland. The heliport is considered a "helistop", and is served by Air Greenland as part of a government contract. The village population had dwindled to 2 by 2010, and thus operations at the heliport are likely to be discontinued at any time.
Airlines and destinations.
Air Greenland operates government contract flights to villages in the Qaanaaq area. These mostly cargo flights are not featured in the timetable, although they can be pre-booked. Departure times for these flights as specified during booking are by definition approximate, with the settlement service optimized on the fly depending on local demand for a given day.
Transfers at Thule Air Base.
Travellers bound for Thule Air Base in Pituffik are required to apply for an access permit from either Rigsombudsmanden in Nuuk (residents of Greenland) or the Danish Foreign Ministry (all others). Failure to present the permit during check-in results in denial of boarding. The same rules apply for transfers at Pituffik, including a stopover on the way from Moriusaq to Savissivik.


Sabre Aircraft

Sabre Aircraft was an American aircraft manufacturer, specializing in ultralight trikes and their hang glider-style wings. It was located in Buckeye, Arizona.
In circa 2000 the company was noted for producing the least expensive single and two-seat completed, ready-to-fly aircraft available. By 2000 they had sold more than 200 aircraft. The company claimed that it was the "largest and oldest Trike manufacturer in the United States".
The company wound up operations in 2008, stating on their website "Sabre is no longer in the business of building ultralight trikes. We felt that it was time to move on."


Meridiana Fly


Kenmore Air Harbor Seaplane Base

Kenmore Air Harbor Seaplane Base, or Seattle Lake Union Seaplane Base, is a seaplane international airport on Lake Union, Washington, U.S., north of Downtown Seattle.
Facilities and aircraft.
Kenmore Air Harbor Seaplane Base is at an elevation of above mean sea level. It has one seaplane landing area designated 16/34.
For the 12 months ending December 31, 2007, the airport had 35,500 aircraft operations, an average of 97 per day: 72% air taxi and 28% general aviation.


Hellmuth Hauser

Hellmuth Hauser (24 February 1916 – 5 September 2004) was a German general in the Bundeswehr. During World War II, he served in the Luftwaffe and was a recipient of the Knight's Cross of the Iron Cross of Nazi Germany.


Joseph M. Pallissard

Joseph Marie Pallissard (January 4, 1886 - May 24, 1960) also known as Caproni-Joe, was a pioneer aviator.
Biography.
He was born in St. Anne, Illinois on January 4, 1886. He attended St. Anne's Academy and the University of Illinois.
In 1913, he started a flying school with E. L. Partridge and H. C. Keller at Cicero Field in Chicago, Illinois.
He built his own aircraft and soloed for the first time on June 5, 1915. This flight made him eligible for the Early Birds of Aviation, an organization whose membership was limited to those who had solo piloted a glider, gas balloon or airplane prior to December 17, 1916 (December 17 being the date of the first flights of Wilbur and Orville Wright).
In July 1917, Pallissard helped fly one of the first twenty Curtiss JN-4 "Jennys" to Chanute Field.
Pallissard returned to his farm temporarily in 1927 and then went to work building diesel engines in the General Motors Electro-Motive Division.
He died on May 24, 1960 in Broadview, Illinois of a heart attack.


Chris Luck

Air Vice-Marshal Christopher James Luck, (born 1965) is a British charity executive and retired Royal Air Force officer. He was Commandant of the Royal Air Force College Cranwell from 2013 to 2016, and Commandant of the Joint Services Command and Staff College from 2017 to 2019. Since 2019, he has been CEO of the Shaw Trust.
Early life and education.
Luck was born in 1965 in London, England. He graduated from the School of Advanced Air and Space Studies, a graduate school of the United States Air Force, with a Master of Arts (MA) degree in 2003 and a Master of Philosophy (MPhil) degree in 2007.
Military career.
On 11 October 1984, Luck was commissioned into the General Duties Branch, Royal Air Force, as an acting pilot officer. He then undertook flying training on the Chipmunk and Jet Provost, before training on helicopters. Upon completion of training, he was posted to No. 33 Squadron RAF, a Puma squadron based at RAF Odiham in Hampshire. He was promoted to flying officer on 11 October 1986. During his early career, he underwent deployments to Northern Ireland and Belize.
He was promoted to flight lieutenant on 11 April 1990. He was posted to Iraq as part of Operation Granby, the British operation during the 1991 Gulf War. In 1992, he underwent training to become a qualified helicopter instructor at RAF Shawbury. He was then posted to No. 230 Squadron RAF, based at RAF Aldergrove, Northern Ireland, with whom he served from 1992 to 1996. In recognition of his "gallant and distinguished services in Northern Ireland", Luck was appointed a Member of the Order of the British Empire in November 1996.
He was deployed to Bosnia during the Bosnian War as part of the United Nations' force.
As part of the half yearly promotions, he was promoted to squadron leader on 1 July 1996. He then returned to RAF Odiham to become officer commanding of the Puma Operational Conversion Unit Flight, part of No. 27 (Reserve) Squadron. In 1998, the end of this posting, saw the Pumas of No. 27 (Reserve) Squadron leave to join No. 33 Squadron RAF at RAF Benson. In 1999, he was posted to RAF Strike Command as the Rotary desk officer; this post soon moved to the newly formed Joint Helicopter Command. From August 2001 to 2003, he was attached to the Kuwait Air Force as an advisor and helicopter instructor, and was based at Ali Al Salem Air Base.
As part of the half yearly promotions, he was promoted to wing commander on 1 January 2003. He then attended the United States Air Force Air Command and Staff College at Maxwell Air Force Base in Montgomery, Alabama. From July 2004 to June 2006, he remained at the college as a member of the directing staff as Deputy Director of Strategy and War. In 2006, he attended the USAF School of Advanced Air and Space Studies; he was the first non-American to attend the school. He graduated with a Master of Arts in strategic air power.
In 2007, he returned to the United Kingdom and was appointed officer commanding No. 33 Squadron RAF based at RAF Benson. This tour included a posting to Iraq as part of Operation Telic. In June 2009, he was promoted to group captain and posted to the Permanent Joint Headquarters as Deputy Assistant Chief of Staff. He had specific responsibility for the Middle East region and global counter terrorism. In November 2011, he became Commanding Officer of RAF Shawbury, home to the Defence Helicopter Flying School. From September to November 2013, he studied at the Royal College of Defence Studies. In December 2013, he was appointed Commandant of Royal Air Force College Cranwell, a post he held until August 2016 when he was succeeded by Air Commodore Peter Squires. Promoted to air vice marshal, he was Commandant of the Joint Services Command and Staff College from February 2017 to May 2019.
Luck has over 5000 military flying hours, of which 4300 hours have been on the Puma. He was appointed Aide-de-Camp (ADC) to Queen Elizabeth II on 20 January 2010. He relinquished the appointment on 9 September 2013, but was appointed once more on 16 December the same year. He was appointed Fellow of the Royal Society of Arts 2012. He was appointed Companion of the Order of the Bath (CB) in the 2019 Birthday Honours.
Later life.
Since May 2019, Luck has been chief executive officer of the Shaw Trust, a charity that helps people into education work and independent living.
Personal life.
Luck is a keen horse rider; he is the President of the RAF Equitation Association, Chairman of UK Armed Forces Equestrianism and Vice Chairman of UK Armed Forces Polo.
References.


List of airlines of the Federated States of Micronesia

This is a list of airlines currently operating in the Federated States of Micronesia.
There are no active airlines.


Athens Airport Station

The Athens Airport Station is a train station that serves the international airport of Athens, Greece. It operates on both the "Proastiakos" (suburban rail) line as a well as Line 3 of the Athens Metro. It is the first and only train station in Greece that is not managed by GaiOSE, a subsidiary of OSE, the national rail company. It is owned by the airport, which charges the train operating companies (TrainOSE and STASY) fees to use it.
History.
The station opened on 30 July 2004, two weeks before the Athens Olympics. Although it was projected that only commuter rail would use the station, the Athens Metro operating company decided to extend Line 3 to the airport. However, building new tracks was not economically viable, so the route would be served by dual-voltage second-generation trains and would share tracks with "Proastiakos" trains between Doukissis Plakentias station and the airport. Because of the limited availability of these trains (7 in total), only 2 per hour reach the station, leaving the airport every 30 minutes from 06:32 to 23:32.
The decision to extend Line 3 to the airport forced a change to the station design; metro trains have a higher floor than Proastiakos trains, so the central track had to be lowered. This is why initial services to the airport did not use any stations between Doukissis Plakentias and the airport. The intermediate stations did not have the tracks lowered; parts of the platforms were raised in 2006. Since then, all intermediate stations have been used by both services.
Platforms.
Athens Airport Station has two island platforms and three tracks. Track 1 is not used due to low traffic, Track 2 is used by the Metro, and Track 3 is used by Proastiakos. All trains terminate at this station.
Access.
The railway station is immediately adjacent to the airport terminal, which is accessible by an elevated walkway. Because of the additional cost of using the station, there is a surcharge for passengers entering or exiting at the airport. As of 2020, the base fare to the airport is €9 with varying prices for round trips or groups.
Future developments.
As the airport's passenger numbers are rising, services may get denser and Track 1 could be used again. Moreover, for many years there have been plans to extend Proastiakos services to Rafina, a suburb of Athens and the third largest harbour of the city as well. Although original plans show the line branching off the main one after Pallini or Doukissis Plakentias Station, then running in a reserved-for-this-purpose median of the A64 Mount Hymmetus Ring Road and then extending to Rafina, recent plans have called for an extension of the line from the Airport. Such an extension would be shorter and less expensive to build, however, it has been unpopular due to the fact that the travelling time from and to Rafina will be longer and certain areas will not be served.


Sadaaki Akamatsu

 was an officer and ace fighter pilot in the Imperial Japanese Navy (IJN) during the Second Sino-Japanese War and the Pacific theater of World War II. In aerial combat over China and the Pacific, he was officially credited with destroying 27 enemy aircraft.
Flying ace.
Akamatsu was known as a troublemaker and trickster. Many of his air victories were obtained while drunk. Despite this, his supervisors stood behind him, as did his fellow pilots who frequently defended and covered for him. Henry Sakaida confirmed that Akamatsu flew for more than 8,000 flight hours. At the end of the war, Akamatsu flew the Mitsubishi J2M Raiden fighter.
Akamatsu was credited with shooting down 11 enemy aircraft over China in the Second Sino-Japanese War, including four in a single engagement near Nanchang on 25 February 1938. In the opening months of the Pacific War, he served in the Philippines and Dutch East Indies campaigns. From January 1944 until the end of the war, Akamatsu flew out of Atsugi Air Base, defending Tokyo from Allied air attacks.
After the war.
After the war, Akamatsu worked as a fish search pilot for the Kōchi Fishery Association and later ran a small cafe in Kōchi. After struggling for years with alcoholism, Akamatsu died of pneumonia on 22 February 1980.


Hohhot Shengle International Airport

Hohhot Shengle International Airport () is an airport being built to serve Hohhot, the capital of Inner Mongolia Autonomous Region in north China. Once completed it will replace the existing Baita International Airport as the city's main airport. It is located in Qiaoshiying Township, Horinger County, south of the city center.
History.
Hohhot is currently served by Baita International Airport. With the rapid expansion of the city, the airport is now surrounded by urban area. It has no more room to expand to accommodate growing traffic, while the presence of the airport in the middle of the city has severely restricted urban development.
In April 2012, the city of Hohhot launched the project to build a new airport to replace Baita Airport. It chose a site in Qiaoshiying Township, Horinger County, south of the city center, and named it Hohhot Shengle International Airport. The name refers to Shengle, capital of the Kingdom of Dai in the 4th century CE. In September 2013, an office overseeing the construction of the airport was established in Horinger and began acquiring land and relocating residents. The Civil Aviation Administration of China evaluated the site starting in December 2013 and gave its approval in 2015. On 15 January 2019, the airport was approved by the National Development and Reform Commission.
Facilities and construction.
Shengle Airport will have two parallel runways with a distance of between them, connected by taxiways. The southern runway will be long and wide (class 4F), and the northern runway will be long and wide (class 4E). It will have a terminal building, parking aprons for 125 aircraft, a transit hub, and a parking garage. The airport is projected to serve 28 million passengers per year by 2030, as well as 320,000 tons of cargo. The total construction budget is .
Shengle Airport will be connected to the Hohhot Metro. The Baobei River (宝贝河) will be diverted for the new airport.


Big South Fork Airpark

Located 50 miles north of Knoxville, Tennessee, the South Fork Airpark boasts an asphalt runway 5,500 feet in length, with 3 instrument approaches. The Airpark grounds, totaling 400 acres, offers 1-3+ acre homesteads with taxiway access; personal hangars are also available.
Airpark.
Big South Fork Airpark is served by the adjacent Scott Municipal Airport and has access to a 5,500 ft. runway with 3 instrument approaches and an on-site maintenance facility. Owned by Bill Armstrong.
Wings Over Big South Fork Air Show.
The Big South Fork Airpark participates in the Wings Over Big South Fork air show every September. Attractions include shows by well-known aviators and a collection of airplanes from eras ranging from World War I to modern fighter jets.


380th Air Refueling Wing


Central Service Flight Company

Central Vietnam Helicopter Company (VNHC) "(Vietnamese: Công ty Trực thăng miền Trung)", also known as Central Service Flight Company (CSFC) or VNH Central, is a Vietnam People's Army-owned chartered helicopter airline in Vietnam that provides helicopter services for tourism as well as oil and gas exploration and VIP transportation. The company's headquarters are based in Danang International Airport, Nguyen Van Linh St., Thac Gian Ward, Thanh Khe District, Danang. It has a base in Nuoc Man Airport.
The company is one of three subsidiaries of Vietnam Helicopter Corporation, along with Northern Vietnam Helicopter Company and Southern Service Flight Company. They all have the same slogan: "Flying for your success" "(Vietnamese: Cùng bay tới thành công)".