905th Air Refueling Squadron

The 905th Air Refueling Squadron is an inactive United States Air Force unit. It was last active as an element of the 319th Air Refueling Wing at Grand Forks Air Force Base, North Dakota, where it operated Boeing KC-135 Stratotanker aircraft. The squadron was inactivated at the end of 2010 when the 319th wing lost its operational mission and became the 319th Air Base Wing.
The first predecessor of the squadron was the 505th Bombardment Squadron, which was activated during World War II and served as a Replacement Training Unit until it was inactivated when the Army Air Forces reorganized its training units into Army Air Forces Base Units.
The 905th was organized under Strategic Air Command in 1960 at Grand Forks, where it served as an air refueling unit for the next fifty years under SAC and Air Mobility Command. From 1960 through 1991 the squadron maintained aircraft on alert, prepared to launch in the event the United States went to war. The squadron also refueled Boeing B-52 Stratofortress bombers flying airborne alert and deployed tankers and crews to the Pacific during the Vietnam War. In 1985 the two squadrons were consolidated.
In 1992 the squadron became an element of Air Mobility Command. It continued to support contingency operations in Bosnia and Herzegovina, Iraq, and Afghanistan until it was inactivated.
History.
World War II.
The first predecessor of the squadron was the 505th Bombardment Squadron, which was activated in September 1942 at Salt Lake City Army Air Base as one of the original four squadrons of the 346th Bombardment Group.</ref> The following month, the squadron moved to Smoky Hill Army Air Field, Kansas, where it briefly acted as a Consolidated B-24 Liberator Operational Training Unit (OTU). The OTU program involved the use of an oversized parent unit to provide cadres to "satellite groups." In November, its mission changed to that of a Replacement Training Unit (RTU). RTUs were also oversized units, but their mission was to train individual pilots or aircrews.
The 505th continued as an RTU until about October 1943. However, the Army Air Forces found that standard military units, based on relatively inflexible tables of organization, were proving less well adapted to the training mission. Accordingly, it adopted a more functional system in which each base was organized into a separate numbered unit, while the groups and squadrons acting as RTUs were disbanded or inactivated. This resulted in the 505th, along with other units at Dyersburg Army Air Base, being inactivated in the spring of 1944 and replaced by the 223d AAF Base Unit (Combat Crew Training Station (Bombardment, Heavy)), which assumed the unit's mission, personnel, and equipment.
Although the 346th group was reactivated in August 1944 as a Boeing B-29 Superfortress unit, it was assigned three new squadrons and the 505th remained inactive until it was consolidated with the 905th in 1985.
Air Refueling under Strategic Air Command.
In 1959 the Air Force assigned the 905th Air Refueling Squadron to Strategic Air Command (SAC), which organized it at Grand Forks Air Force Base, North Dakota in early 1960, where it was assigned to the 4133d Strategic Wing. The 905th was the first Air Force flying unit to be assigned to Grand Forks. The squadron received its first Boeing KC-135A Stratotanker on 6 May 1960 and began to fly global refueling sorties.
The 4133d wing was established by SAC in a program to disperse its Boeing B-52 Stratofortress bombers over a larger number of bases, thus making it more difficult for the Soviet Union to knock out the entire fleet with a surprise first strike. Half of the wing's aircraft were maintained on fifteen-minute alert, fully fueled and ready for combat. The 4133d (and later the 319th) continued to maintain an alert commitment until the end of the Cold War. The 905th also refueled B-52s participating in Operation Chrome Dome, the airborne component of SAC's alert force until Chrome Dome was terminated in 1968. The squadron's ground alert commitment was increased in the fall of 1962 during the Cuban Missile Crisis, when all available aircraft assumed an alert status.
The squadron transferred to the 319th Bombardment Wing in 1963 when SAC replaced its Major Command controlled (MAJCON) strategic wings with wings carrying the honors of World War II organizations. The squadron supported combat operations in Southeast Asia from 1965 to 1975, supporting PACAF fighters participating in Operation Rolling Thunder, the bombing campaign against North Vietnam. The squadron also deployed elements as part of Operation Young Tiger, which provided tanker support from Thailand. Operating from its home station, the unit refueled the SAC airborne command post, code named Looking Glass.
As the war in Southeast Asia wound down, the squadron once more focused on training for strategic missions. In 1985, the 505th Bombardment Squadron was consolidated with the 905th. In 1986 the 319th wing's last B-52 left Grand Forks, and the following year the 905th began to support the wing's newly assigned B-1A Lancers. 1987 also marked the squadron's upgrade from the KC-135A to the re-engined KC-135R
In December 1989, the squadron flew missions during Operation Just Cause, the American operation to oust Manuel Noriega from power in Panama. The efforts of the 905th enabled aeromedical evacuation missions to be flown directly to medical facilities in the United States from Panama.
The squadron provided personnel and aircraft for air refueling operations in Southwest Asia from 13 August 1990 to 9 April 1991. On 29 September 1991, as the United States reduced its nuclear alert force following the signing of the Strategic Arms Reduction Treaty, the squadron ended thirty years of alert duty with SAC.
Air Refueling under Air Mobility Command.
In 1992 the air force reorganized its major commands. As a result, the 905th's parent 319th Operations Group was reassigned to Air Combat Command as a bomber unit, while the 905th became an element of Air Mobility Command (AMC) and was assigned as a geographically separated unit to the 305th Operations Group, stationed at Grissom Air Force Base, Indiana. The following year it was transferred to the 43d Operations Group at Malmstrom Air Force Base, Montana, when Grissom closed. This assignment was short-lived, however, because the 319th wing lost its B-1s and became an air refueling wing in December 1993 and the 905th was once more part of its operations group.
Under AMC control, the unit supported Operation Deny Flight, the no-fly zone over Bosnia and Herzegovina in 1994 and 1995 from Pisa Airport, Italy and Istres Air Base, France. It supported Operation Uphold Democracy, the United States action to remove the military junta and restore the elected president of Haiti in 1995. In 1996 the squadron deployed planes and crews to Riyadh Air Base, Saudi Arabia for Operation Southern Watch, the Southwest Asia Task Force operation to monitor and control airspace in southern Iraq, as an element of Air Expeditionary Force III. It also deployed for the sister operation patrolling northern Iraq, Operation Northern Watch.
The squadron was named the best air refueling squadron in AMC in 1997, being awarded the Spaatz Trophy. After 1998, the unit participated in Operation Joint Forge, the North Atlantic Treaty Organization to provide stability in Bosnia and Herzegovina.
For three months in the summer of 2000, the squadron was forced to operate from MacDill Air Force Base, Florida as the Grand Forks runways underwent a nine million dollar renovation. For the first time in ten years, following the 9/11 attacks, the squadron once again placed aircraft on alert as part of Operation Noble Freedom and also began support for Operation Enduring Freedom in Afghanistan. Toward the end of the following year, the squadron began to deploy forward in what became Operation Iraqi Freedom, the war in Iraq.
The last squadron KC-135 departed Grand Forks on 6 December 2010. At the end of the year the squadron inactivated as AMC ended air refueling operations at Grand Forks and the 319th became a housekeeping unit for the base in preparation for the arrival of Global Hawk unmanned aircraft.
Lineage.
505th Bombardment Squadron
905th Air Refueling Squadron


University of Illinois Willard Airport

University of Illinois Willard Airport is south of Savoy in Tolono Township, Champaign County, Illinois. It is owned and operated by the University of Illinois at Urbana–Champaign and is named for former University of Illinois president Arthur Cutts Willard.
History.
The airport was dedicated on 26 October 1945. Airline flights began in 1954. The terminal building built in 1960 was used until the present terminal was completed in 1987. By 1969 Willard was the second-busiest airport in the state of Illinois. After the Airline Deregulation Act of 1978 many airlines found service to small airports to be inefficient, the price differential to airfares from major hub airports such as Chicago O'Hare grew, which limited demand for tickets from Willard and caused airlines to leave.
Until 2014, the airport was home to the University of Illinois Institute of Aviation, a research and pilot training facility. The university trustees voted to shutter the institute in 2011 while allowing enrolled students to complete their studies. In 2013, the university agreed to transfer the pilot training function of the institute to Parkland College, a local community college. The university continues to operate the airport and provides an annual subsidy of $433,000 for its operations.
Traffic at Willard airport declined significantly from 2005 to 2013. According to FAA published data, in CY2013 there were 84,853 passenger enplanements compared to 132,077 in 2005. Overall traffic also declined to 54,653 total Combined TRACON / Tower operations in CY 2013 compared to 123,341 in CY2005.
The airport has had various problems with delays recently. In 2013, the airport ranked 285th out of 320 airports for on-time performance according to government statistics and was ranked 251st out of 324 airports for the first 11 months of 2014.
The airport gained some notoriety for a January 21, 1998, incident in which Air Force One became stuck in mud, requiring a backup aircraft to transport President Bill Clinton from a speaking engagement at the University of Illinois' Assembly Hall. The pilot opted to enter the main taxiway from the ramp using a feeder taxiway with an unusually large angle. Due to the wide turn, the right main gear left the taxiway and slipped into the soft turf, causing the aircraft to be lodged in the mud. The Air Force dispatched backup aircraft SAM26000, which first entered service during the Kennedy Administration and would be retired later in 1998.
Facilities.
Willard Airport covers and has three runways:
The terminal has five gates.
Airline and destinations.
American Eagle has two daily flights (one on Saturdays) to Dallas/Fort Worth International Airport on 50-seat ERJs, four daily (three on Saturdays) ERJ flights to Chicago's O'Hare International Airport, and twice daily non-stop to Charlotte Douglas International Airport on ERJ 140s.
Delta Air Lines dropped Willard Airport on August 31, 2010. Vision Airlines also ceased service to Willard Airport on January 6, 2012 after three weeks of service. United Airlines as well ceased service to Willard Airport on September 5, 2018 after a year of service.
Ground transportation.
Four car rental agencies have offices in the terminal building. The airport is reached from U.S. Route 45, five miles south of downtown Champaign. The nearest expressway exit is Exit 229 (Monticello Road) on Interstate 57, about a four-mile drive from the terminal. Parking facilities include a paid parking lot, rental car parking lot, and curbside loading zone.
Economic impact.
In 2016, the Champaign County Economic Development Corporation commissioned an Economic Impact Report with support from community sponsors. The report found that the airport had a total of $74,325,994 annual economic impact and a $204,000 daily impact within Champaign County. The 23,266 visitors coming to the area each year because of the airport helped created 112.8 jobs locally. Further, the airport was found to generate $10.2 million in annual tax receipts, $2.3 million in annual local taxes. More than $800,000 of these local tax dollars goes to local schools.


Bert Hall

Weston Birch "Bert" Hall (November 7, 1885 – December 6, 1948) was a military aviator and writer. Hall was one of America's first combat aviators, flying with the famed Lafayette Escadrille in France before the U.S. entered World War I.
Biography.
Hall was born near Higginsville, Missouri, the son of George Hall.
Bert Hall learned to fly in 1910 at Buc, France, using a "Maurice Farman Biplane Pusher, with a fog-cutter out in front and an air-cooled Renault motor behind." He subsequently acquired a "new 1913 Bleriot, equipped with a 60 H.P. Gnome motor", and on February 16, 1913, he along with his French mechanic André Pierce became soldiers of fortune flying for the Sultan of Turkey, Akbdul Hamid, for $100 American dollars a day, against the Bulgarians. The first day he was paid in Turkish currency and refused to fly, but received "in gold money" from then on. After two months the Turkish Army payments became inconsistent "fifty dollars one day and sixty the next and forty-five the next", so Bert and André "packed up and flew into Roumania (sic), stopping at Bucharest ... receiving the equivalent of one hundred dollars gold per day in advance.". After 30 days the Bulgars welshed, but before Bert and his mechanic could depart with their gold, Bert was arrested, leaving André to bribe the jailers for Bert's release.
After a brief barn storming tour through Ukraine, his Bleriot motor quit over the Pyrenees Mountains outside of Tarbes and crashed. He salvaged the motor for 2,500 francs.
In early August 1914, Bert met renowned big game hunter René Philezot and both enlisted as infantry in the French Foreign Legion Deuxiéme (Second) Regiment, which had been redeployed from Morocco to France for trench warfare. In early October, 1914, Bill Thaw, Jimmy Bach, and Bert applied for aviation, and on December 14, 1914, the three entered "into the French Flying Corps."
Bert was one of the seven original members of the Lafayette Escadrille. They included two of the original three applicants—Bill Thaw and Bert Hall, (Jimmy Bach was in the French Flying Corps, but was in a German Prison camp before the LE was organized); Norman (Nimmie) Prince, Frazier Curtiss and Elliot Cowdin joined on March 9, 1914; with the final addition of Raoul Lufbery and Didier Masson. However, he was greatly disliked by his comrades. Besides having an abrasive personality, he was known to be a liar.
Dennis Gordon wrote a book called "Autobiographies of the Lafayette Escadrille" published by the Doughboy Historical Society - POB 3912 Missoula, MT 59806. According to this book, Bert Hall did get four confirmed kills in the LS and several medals and was the squadron adjutant. But he was a four-flusher, a liar, a deserter and a good poker player who could read his opponents. and usually cleaned the table.
Hall wrote two books about his exploits in the Lafayette Escadrille, "En L'air" (1918) and "One Man's War: The Story of the Lafayette Escadrille" (1929). The former was the basis of the 1918 film "A Romance of the Air", in which he starred as himself.
In the book "One Man's War: The Story of the Lafayette Escadrille", Bert Hall recounts how after he was taken off the front lines due to the mumps, he was to recover in the south of France, versus Paris where he had an apartment and female acquaintances. At the train depot he encountered a wounded soldier who was to recover in Paris, versus the south of France where he was from. So they mutually exchanged their destination "tags", Bert gave him all his cigarettes, and then shook his hand very gently. In this he admitted that he circumvented the French Army, and that he "always did object to doing things by the numbers anyhow".
He also tells of forcing a German Albatross down in French territory, and contrasts his own personal style versus his mechanic, Leon Mourreau, who also deserved credit as gunner in his early two seat Nieuport: "... my mechanic came in for no small part of this catch, and he deserved it too. But he was a modest fellow, and not nearly as good a talker as I was. Talking up one's exploits had its advantages, even in a big caliber war.
And finally, Bert Hall persistently refers to his fellow pilots and commanders in glowing and respectful terms, with rare exceptions. And if some were envious and sought to discredit his achievements, he did not reciprocate.
In civilian life, he contracted with the Chinese government to buy surplus planes from the U.S. government and return to China to set up an air service for them, but failed to obtain permission from the State Department. He was charged with violating export restrictions and convicted. Bert Hall was released from McNeil Island Federal Penitentiary in May 1936. His effort anticipated the July 7, 1937 Second Sino-Japanese War wherein Clair Chennault assessed the Chinese Air Force and received Washington approval of the American Volunteer Group ("Flying Tigers"). Deployment of aircraft, aircrews, and supplies to China began in the spring of 1941.
He lived in Seattle for a few months before heading to Hollywood to work for Twentieth Century Fox studios. Weary of Hollywood, in 1940 he moved to Dayton, Ohio and in 1944 settled in Castalia, Ohio, where he started the Sturdy Toy Factory.
On December 6, 1948, he died of a massive heart attack while driving down the highway near Fremont, Ohio. His ashes were scattered over his hometown of Higginsville, Missouri on January 20, 1950.
Bibliography.
Hall wrote books about being a "Flyboy" in the Lafayette Escadrille:


Robert W. Smith (historian)

Robert W. Smith is a scholar of history and the classics at the University of Alberta, and he directed the Science, Technology and Society Program in the Faculty of Arts. He researches the history of big science, especially U.S. technology and the history of spaceflight. He wrote "The Space Telescope: A Study of NASA", "Science, Technology and Politics" and he co-edited "Reconsidering Sputnik: Forty Years After the Soviet Satellite". He served as the Walter Hines Page Fellow at the National Humanities Center in North Carolina in 1993–94. He held the Charles A. Lindbergh Chair in Aerospace History at the U.S. National Air and Space Museum, Smithsonian Institution during the academic year 2006–07. He is interested in the technology and politics of the James Webb Space Telescope. In 2020 he was awarded the LeRoy E. Doggett Prize for his histories of the Hubble Space Telescope and the planned James Webb Space Telescope.


Vostok Skiway


Caproni Vizzola Ventura

The Caproni Vizzola C22 Ventura was a light jet-powered aircraft developed in Italy for use as a military trainer. It was of conventional sailplane configuration and bore a family resemblance to the Caproni Calif gliders, although the Ventura had an almost entirely metal structure. The student and instructor sat side by side under an expansive canopy, and weapons hardpoints were provided under each of the slender, high-mounted wings. It had retractable, tricycle undercarriage.
In 1981, Agusta acquired 50% of the C22 programme and proposed a new version, the C22R, which was to have been a reconnaissance aircraft also capable of Forward Air Control and ELINT operations. The basic C22J trainer was exhibited at the Farnborough Air Show in 1980 and September 1982, but failed to attract any customers, and the proposed C22R was never actually built.


Otto Stammberger

Otto Stammberger (20 February 1920 – 11 July 2000) was a German aviator and World War II flying ace.


KLIA East @ Labu

KLIA East @ Labu, (or KLIA-East or KLIA 2), was a proposed budget carrier international airport. It would have been the third civilian airport serving Kuala Lumpur and the surrounding Greater Klang Valley area in Malaysia, after Kuala Lumpur International Airport (KLIA) and Sultan Abdul Aziz Shah Airport (Subang Airport).
The airport was to be located at Labu, Negeri Sembilan, which is 8.6 kilometres away from KLIA. It was proposed by AirAsia, a Malaysian low-cost airline, to replace its use of the low-cost carrier terminal (LCCT) at KLIA. The airport at Labu was intended to serve AirAsia only, and the other airlines serving Kuala Lumpur, including full service carriers, low-cost carriers as well as cargo airlines would continue to utilize KLIA.
By road, the airport is 50 km from downtown Kuala Lumpur, compared to the distance of 78 km for KLIA. The construction of the new airport, on a 2,800ha area at the state's central corridor in Labu, would have been financed by the private sector. The two parties involved in this project were AirAsia Holdings Group and Sime Darby who own the land. Construction was planned to start in mid-2009 and the new airport was anticipated to be ready by 2011.
However, after a meeting with the Cabinet Ministers of Malaysia, which includes the Deputy Prime Minister, the government instructed the airport operator of KLIA, Malaysia Airports Holding Berhad, to build a new low-cost carrier terminal at KLIA itself with close consultation with AirAsia. AirAsia will submit its wish-list and specifications to the operator for discussion. The new terminal, klia2, started operations on 2 May 2014, with AirAsia moving to klia2 a week later on 9 May.
Currently the former project site is a proposed site for a Royal Malaysian Air Force base.
Background.
Prior to the proposed airport, AirAsia is operating from the LCC terminal of the Kuala Lumpur International Airport. The terminal was initially build with a design capacity of up to 10 million passenger a year of which further extension to 15 million passenger a year. It was built on a fast track basis starting in June 2005 and opened 6 months later. The site was actually meant for a cargo facility with aprons for aircraft already built.
Demand for AirAsia has cause a surge in the usage of LCC terminal which resulted almost 9.5 million passengers in 2007. AirAsia was looking for new room to expand its operations and decided to use a purpose built low-cost carrier airport at a site near the current airport. It was reported on December 2008 that Sime Darby, the land owner for the new airport and AirAsia has given a green light for the building of the new airport in Labu, Negeri Sembilan. It was reported that the cost of building the airport will be totally privately funded by both AirAsia and Sime Darby.
The proposal and the speed of the cabinet giving it a green light has attracted many critics, including the former Prime Minister of Malaysia, Tun Dr. Mahathir Mohammed. Arguments against the airport includes duplication of facilities with the new airport and KLIA, questioning the issues on the airport will be privately funded, as some facilities such as access road may need to be borne by the government and also proximity between the two airports.
Finally, the criticism has made the cabinet to re-look the issue with the Deputy Prime Minister, Datuk Seri Najib Razak asking AirAsia to present their case to him and other cabinet ministers and the airport operator Malaysia Airports. After the presentation, the cabinet decided that the proposal is off and asked AirAsia to work with the airport operator to build a new LCC Terminal inside KLIA.
Although there were talks that the decision on the airport has not been finalized yet, Deputy Prime Minister clarify that the project would not commence as Sime Darby lack funds to initiate infrastructure. He also confirmed that the new LCC terminal will be built within the Kuala Lumpur International Airport.
Connectivity.
The KLIA East @ Labu will be connected with KLIA Main Terminal by:-
A 3 km KTM Komuter railway line also has been proposed from the railway station in Labu to KLIA East.
All the costs for building the airport, road and rail links will be privately financed.
Funding.
The funding for the building of the airport is reported to be based on private finance initiative (PFI). Funds is expected to be provided by Sime Darby and AirAsia. However, critics questions the validity of the claim as some aspect of the airport operations such as Customs, Immigration and Quarantine facility may need to be borne by the government. The same argument also goes for other infrastructure such as building new KTM or ERL tracks to the airport.
Controversies.
Arguments for building the airport.
AirAsia has launch a cyber-campaign to promote the building and use of the airport. The company's chief executive office, Tony Fernandes has dubbed the airport as the Rakyat's Terminal (People's Terminal).
On its website AirAsia has listed down several justification on its need to build a new airport for its own purpose. Among them are:-
AirAsia has also list down the justification of choosing the site for the airport. Among them are:-
AirAsia on its website claims that building a second terminal building opposite the current one, as envision in the KLIA master plan was not possible due to Express Rail Link powers cable height issues.
According to a local business newspaper, AirAsia enjoys incentives such as waiver of all aeronautical charges except Passenger Service Charge, which is borne by the passenger expires in 2007. The incentive was given as a part of convincing AirAsia to move from Subang Airport to Kuala Lumpur International Airport. However, the incentives covers not only KLIA but all airports where AirAsia operated. Incentive covers waivers on landing, parking, aerobridge and check-in counter charges. It expected that AirAsia wants its own an airport to help better manage airport costs.
Argument against building the airport.
Malaysia Airports Berhad, the airport operator has issues a series of press statements refuting AirAsia claims on airport charges while explaining delays on the construction of a permanent LCC terminal. The airport operator mentioned that:-
On the National Airport Master Plan study, the operator in collaboration with Ministry of Transport and Ministry of Finance, conducted a study on the direction of future development of airports and aviation infrastructure in Malaysia.
The issue is complicated by parties (on both sides) which allegedly appear to be interested only for their own benefits. What is more, some of the interested parties are companies partly or wholly owned by the government, or have links with the government. It seems less and less clear where politics come in, where decision is based on pure business, and which decision is truly in the "national interest". There has also been confusion on decisions from the Cabinet. Although it has approved the project earlier, the latest report from local free newspaper is the Deputy Prime Minister has now said "We are studying the matter from all angles to see if the project should go ahead or if we can make some different arrangements.".
According to Singapore-based Straits Times economists and bankers have said of the debacle, "The wrangling (between the various parties) also highlights the (Malaysian) government's inability to rein in poor- performing public enterprises and pursue policies to maximise the use of resources." It also indicated "how the dominance of state-controlled agencies often stifles entrepreneurship (in Malaysia)". Analysts are calling for the Malaysian administration to referee the case (see External Links below). Air Asia is currently the largest and the most successful budget airline in the whole of Southeast Asia, pioneered by Malaysian entrepreneur Tony Fernandes. He privately bought Air Asia, then an ailing government-linked airline and turned it around as a no-frills budget airline until it was profitable and publicly listed but the public also pointed out that Air Asia receive a lot of benefits like tax waiver incentives, landing rights being fast tracked and also being given lucrative routes that previously serviced by the government-linked Malaysia Airlines.


Airwest International, Inc.


Autreville Airdrome

Autreville Airdrome was a temporary World War I airfield in France. It was located S of Toul, at the northern tip of the Vosges department in northeastern France, near the large depot of Colombey les Belles.
Overview.
Autreville Airdrome was one of the first airfields selected in the Toul sector for the Air Service. However, since it was 45 kilometers from the front at the time it was chosen for development, was used by the United States First Army Air Service as both a long-distance strategic reconnaissance airfield as well as for battlefield tactical reconnaissance.
The Airdrome was obtained by the Air Service on 7 March 1918. It consisted of 268 acres of land, with a capacity of four aero squadrons and one-half a Park (Support) squadron. Buildings were constructed in a forested area next to the airfield for camouflage from enemy aircraft; works were performed by two Construction squadron: 477th Aero Squadron 28 March to 12 June, and 482nd Aero Squadron 28 March to early July. On the Airdrome at the time of the November 1918 armistice consisted of 33 barracks and mess hals, two maintenance shops, 6 supply warehouses and a total of twenty-one French "Bessonneau" aircraft hangars. There were a total of eight administration buildings, and a small medical clinic.
The airfield was mostly completed by the summer of 1918 with the exception of hangars, as the construction of the flying field was given priority. In the first week of August, Royal Air Force Handley-Page bombers arrived at the airfield from Ochey, after a bombing raid there had caused considerable damage. The British erected five hangars on the field. From Autreville, the RAF carried out a night bombing raid on Cologne before returning to Ochey by the end of September.
In mid September, the first United States units began to arrive - 168th and 186th Aero Sqn, although without any aircraft, having just been released from the 1st Air Depot in nearby Colombey les Belles; they probably trained joining operational groups. Two more squadrons arrived in late September, along with Salmson 2A2 and Dayton-Wright DH-4 aircraft, also being released from the 1st Air Depot, the squadrons taking part in the Meuse-Argonne Offensive when properly trained. The last one was gone by 10 November.
In preparation for a joint drive by the American Second Army and the French on Metz in November, arrangements were made for two additional French hangars to be shipped to Autreville from Lay-St. Remy; two French escadrilles were ordered to Autreville, both working for the French 1st Cavalry Corps with 10th Fr. Army, but they reached Autreville after the Armistice was signed; they had left Autreville by the end of November. The last unit to fly through the airfield was seen in February 1919, escadrille R 246, on its way to Germany.
Known units assigned to Autreville Airdrome were:
In the following weeks after the armistice in November 1918, the airfield was abandoned and turned to the 1st Air Depot for de-construction. All hangars and other structures were dismantled and all useful supplies and equipment were removed and sent back to the Depot for storage. Upon completion, the land turned over to the French government.
Eventually the land was returned to agricultural use by the local farmers. The site today is a series of cultivated fields located on the south side of the Départmental 674 (D674), about 2 miles north-east of Martigny-les-Gerbonvaux, with no indications of its wartime use. The wooded area to the west of the Airfield remains a forested area.


Edward Bayard Heath

Edward Bayard Heath (November 17, 1888 – November 1, 1931) was an American Aircraft engineer.
Biography.
He was born on November 17, 1888 in Brooklyn, New York to Clark Heath and Ada M. Johnson.
Heath designed and built a series of aircraft starting in 1909 with a Bleriot-inspired monoplane. His first flight was on 10 October 1909 in Amsterdam, New York resulting in a broken landing gear. On July 4, 1910 Heath made $500 in appearance fees and $200 in photograph revenues from his aircraft that flew a 3 feet above the ground.
In 1911 Heath went to work for Glen Curtiss in Hammondsport, New York as a motorcycle mechanic, next to the Curtiss aircraft factory where he built a second aircraft with Walter Eales making short aerial runs. After purchasing the Chicago-based Bates Aeroplane Company in 1912, Heath founded the "E.B. Heath Aerial Vehicle Co.", later becoming the "Heath Airplane Company".
His company produced the "Heath Feather" and "Heath Favorite" after World War I, and later the Heath Parasol series of aircraft powered with Henderson Motorcycle engines.
Heath died on February 1, 1931 in Maine Township, Cook County, Illinois. He was in an aircraft accident while testing a new low-wing aircraft design.
Legacy.
Heath's company was eventually purchased and after World War II, changed its product to kit electronics. Heathkit filed for bankruptcy and closed in 2012. As of 2019, the company has a live website at www.heathkit.com..


Leduc 022

The Leduc 022 was the prototype of a mixed-power French interceptor built in the mid-1950s. Designer René Leduc had been developing ramjet-powered aircraft since before World War II and had flown a series of experimental aircraft, the Leduc 0.10 and Leduc 0.21, throughout the Fifties before he was awarded a contract for two examples of a short-range supersonic interceptor armed with two air-to-air missiles (AAMs).
Intended for combat use, the 022 was able to take off from a runway as it was fitted with a supplementary turbojet engine, unlike his earlier aircraft which required a mother aircraft to carry them to altitude because ramjets cannot produce thrust while stationary. Development was cancelled by the French Air Force (Armée de l'Air) in 1958 due to budgetary problems while flight testing was underway and before the second prototype was completed.
Background and description.
In 1953 the French Air Force issued a specification for a high-performance interceptor that could intercept and destroy any aerial threat after taking off from a grass runway. It ordered two prototype 022S aircraft in competition with the Nord Gerfaut and Griffon. Leduc used a more-powerful version of the ramjet that he had been developing since 1938 and added a turbojet to allow for more autonomous operations. Air for the ramjet was provided by six air ducts surrounding the nose section that emptied into the hollow interior of the double-walled fuselage where fuel was injected and ignited by the exhaust of a Turbomeca Artouste gas turbine. The ramjet was expected to produce a thrust of and a time to of only seven minutes, a climbing speed much faster than jet-powered aircraft.
The 022S was generally similar in configuration aside from the 30° swept wings and tricycle landing gear. It retained the thick barrel-like monocoque fuselage and the protruding nose section housing the transparent Plexiglass cockpit, but added a range-only radar. The forward part of the nose formed an escape capsule for the pilot. The aircraft was provided with approximately of fuel distributed between the fuselage, wings and wingtip tanks. Its intended armament consisted of a pair of Nord AA.20 guided missiles and 24 anti-aircraft rockets. Unlike all previous Leduc aircraft, it featured a coaxial turbojet-ramjet powerplant to enable unassisted operation. The turbojet was initially a Turbomeca Ossau engine, but this was changed during construction to a much more powerful SNECMA Atar 101D-3.
This change caused the aircraft to be redesignated as the 022 and allowed the number of rockets to be increased to 40. First flown on 26 December 1956 on turbojet power alone, the ramjet was finally fired on the 34th flight, on 18 May 1957. It reached a speed of Mach 1.15 on 21 December 1957, but was damaged shortly afterwards when it caught fire while taking off. Construction of a second prototype had been cancelled in October and the flight testing contract was cancelled on 13 February 1958 after 141 flights had been made. The ongoing Algerian War was consuming more of the military budget and the more conventional Dassault Mirage III was selected to meet the interceptor requirement. The cancellation marked the end of Leduc's aircraft development activities.
Surviving aircraft.
The unflown second prototype 022 is on display at the Musée de l'air et de l'espace at Paris–Le Bourget Airport. It was donated by the Leduc family in 1979.


List of airlines of Malaysia

This is a list of airlines in Malaysia. The airlines are sorted alphabetically by activeness and type.


Orenburg (air base)

Orenburg (also given as Orenburg Southwest) is a Military Transport Aviation base in Russia located 9 km southwest of Orenburg. It has a large tarmac and revetments for 35 large transports.
"This is sometimes erroneously referred to as Chalovskiy Airport." .
128th Guards Military Transport Air Regiment (128 Gv TAP) flying Ilyushin Il-76M arrived from Panevėžys Air Base in newly independent Lithuania in 1992. Subordinated to 18th Guards Military Transport Aviation Division 1966–1998. The regiment was disbanded in 1998.
117th Berlin Order of Kutuzov III degree Independent Aviation Regiment for Electronic Warfare flying Antonov An-12PPS aircraft arrived from Siauliai in Lithuania in 1994. It was then redesignated a Military Transport Aviation Regiment (117 OVTAP) and starting flying the Ilyushin Il-76. It was part of the 12th Military Transport Aviation Division. In 2009-2010 the regiment was redesignated the 6956th Aviation Base.
Also based at the airport is the 102nd Separate Mixed Aviation Squadron (102nd OSAE), part of the 31st Missile Army, Strategic Rocket Forces. It is equipped with An-26 aircraft and Mil Mi-8 helicopters.
Previously the base also hosted units of the now disbanded Orenburg Higher Military Aviation School of Pilots.
Chebenki airbase is also located in the vicinity of Orenburg.


RAF Great Massingham

Royal Air Force Great Massingham or more simply RAF Great Massingham is a former Royal Air Force station located southwest of Fakenham, Norfolk and east of King's Lynn, Norfolk, England.
The airfield was built as a satellite airfield of RAF West Raynham in 1940. The airfield closed in 1945, although remained in use for storage until the 1950s.
History.
The following units were posted here at some point:
Current use.
The airfield was sold in 1958 and returned to agricultural use. Although the runways are still present and still used, the control tower has been demolished.


NMS Aurora

NMS "Aurora" was a small minelayer of the Romanian Navy. After initially serving in the Austro-Hungarian Navy during World War I and later in the French Navy, she was transferred to Romania and fought during World War II, being sunk in July 1941.
Construction and career.
Initially named "Basilisk", the vessel was laid down at the Stabilimento Tecnico Triestino shipyard in 1901. She was launched on 28 November 1902, and was completed on 21 February 1903. She served during World War I as one of the four minelayers of the Austro-Hungarian Navy. "Basilisk" displaced 314 tons, measuring 46 meters in length, with a beam of 7.9 meters and a draught of 1.5 meters. One cylindrical boiler and one set triple-expansion engine generated an output of 550 hp, giving her a top speed of 11 knots. Her armament consisted of two 47 mm Škoda L/44 naval guns, two 8 mm machine guns and 145 mines. She had a crew of 40. Following Austria-Hungary's defeat in 1918, the vessel was ceded to France as a war prize in 1920 under the terms of the Treaty of Saint-Germain-en-Laye and renamed "Aurore".
She was transferred to Romania in 1922 and renamed "Aurora". However, she was decommissioned five years later and sold for merchant service to the Romanian Danube Navigation Company (SRD - Societate Anonima Româna de Navigatie pe Dunare), Bucharest. In 1937, she was requisitioned by the Romanian Navy and underwent an extensive refit at the Galați shipyard, which lasted until 1939 when she was recommissioned as minelayer.
World War II.
"Aurora" laid her first mine barrage in the morning of 30 June, off Sulina, during the Soviet invasion of Bessarabia . She was commanded by Lieutenant-Commander Stan Baicu. A second barrage was laid during the night of 10–11 January 1941. She laid a third barrage in the area on 27–28 June 1941. Between 16 and 19 June 1941, she and two other Romanian minelayers, "Amiral Murgescu" and "Regele Carol I" (converted merchant ship), laid a barrage of 1,000 mines between Cape Midia and Tuzla, to protect the main Romanian port of Constanța. The mines laid off Constanța would later sink a Soviet destroyer leader during the 26 June Soviet raid on the port. "Aurora" herself was sunk on 15 July at Sulina during "Operation München" by Soviet aircraft.


507th Air Refueling Wing

The 507th Air Refueling Wing is a reserve component flying unit of the United States Air Force. It is assigned to Fourth Air Force of Air Force Reserve Command, stationed at Tinker Air Force Base, Oklahoma with elements at Altus Air Force Base, Oklahoma. The 507th ARW executes air refueling, airlift, and training in support of Air Mobility Command and U.S. Strategic Command's national emergency war order requirements. The wing employs approximately 1,100 men and women made up of a mix of Traditional Reservists, full-time Air Reserve Technicians, AGRs and Air Force civilians. The wing also provides mission support for all other reserve units stationed at Tinker AFB.
The first predecessor of the wing was the 507th Fighter Group, which was activated in 1944 and trained as a long range fighter unit for the Pacific Theater. Although the group was in combat for only two months, it earned a Distinguished Unit Citation three days before the Japanese surrender for destroying a number of enemy interceptor aircraft over Korea. In 1984, this group was consolidated with the 507th Fighter Wing into a single unit.
The group was redesignated the 507th Fighter Group (Air Defense) and activated in August 1955 at Kinross Air Force Base, Michigan, flying Northrop F-89D Scorpions and acted as the host for all active duty Air Force organizations at Kinross. It assumed an air defense mission with the F-89 and later, the Convair F-102 Delta Dagger, and finally the Convair F-106 Delta Dart. It was replaced by the 507th Fighter Wing in 1961 to provide support for the 4239th Strategic Wing (later replaced by the 449th Bombardment Wing) and the 37th Air Defense Missile Squadron. During the Cuban Missile Crisis, the wing dispersed one third of its interceptors to Phelps Collins Field, Michigan and placed all group aircraft on fifteen-minute alert status. Attrition of interceptors (and the fact that production lines closed in 1961) caused a reduction in the number of interceptor units and in September 1968 the 507th Wing was inactivated.
In May 1972 the group was activated in the reserves as the 507th Tactical Fighter Group, flying Republic F-105 Thunderchiefs, and replacing the 937th Military Airlift Group at Tinker. It was the first reserve group to participate in a Red Flag exercise or to deploy to Turkey for its annual tour of active duty. Upgrading to McDonnell F-4 Phantom IIs in 1980 and to General Dynamics F-16 Fighting Falcons in 1988, the group flew fighters until 1994. As the 507th Air Refueling Group, it began the worldwide air refueling mission with the Boeing KC-135R Stratotanker. From 1996 to 1997 it was assigned the 513th Air Control Group flying the Boeing E-3 Sentry AWACS aircraft and from 2008 to 2015 the 137th Air Refueling Wing of the Oklahoma Air National Guard was an associate unit of the wing. The wing participated in Operations Enduring Freedom and Iraqi Freedom and sent forces to assist with the recovery following Hurricane Katrina.
Overview.
The 507th Air Refueling Wing supports Air Mobility Command airlift and air refueling requirements and United States Strategic Command's emergency war order requirements. It regularly supports overseas deployments. The 507th employs approximately 1100 men and women. Approximately 200 members of the 507th are either civilian employees or Air Reserve Technicians who serve as a full-time support cadre, while the remainder are traditional reservists.
The wing also provides the full-time technicians and support personnel for the 513th Air Control Group and the 35th Combat Communications Squadron, reserve units stationed at Tinker, but assigned elsewhere.
Units and Missions.
The 507th Air Refueling Wing consists of the following units and their components:
History.
World War II.
The wing was first activated as the 507th Fighter Group at Peterson Field, Colorado in October 1944 and was equipped with the long range version of the Republic P-47 Thunderbolt. Its original squadrons were the 463d, 464th and 465th Fighter Squadrons. One week later, it moved to Bruning Army Air Field, Nebraska without personnel or equipment to begin equipping and training.
In mid-December 1944, the 507th moved to Dalhart Army Air Field, Texas. There the group's personnel received training in preparation for assignment to the Pacific Theater of Operations. For four months they received combat training for long-range escort, strafing, and dive bombing. In late April the group departed Dalhart for shipment overseas, staging out of Fort Lawton, Washington.
The 507th arrived in the Pacific Theater in June 1945, and was stationed at Ie Shima in the Ryukyu Islands. The group was assigned to the 301st Fighter Wing. On 1 July 1945 it began flying airstrikes from Ie Shima, targeting enemy ships, railroad bridges, airfields, factories, and barracks in Japan, Korea, and China. The group encountered little enemy opposition on these strikes. On 8 August 1945 the group escorted Boeing B-29 Superfortress bombers on a raid on Yawata, Japan, flying its sole mission escorting bombers. For the first time it faced stiff opposition and shot down several Japanese fighters.
The group earned a Distinguished Unit Citation when it engaged and destroyed Japanese interceptor aircraft during a long-range fighter sweep to Korea on 13 August 1945. After the Japanese surrender, the 507th moved to Yontan Airfield, Okinawa in January 1946, and was inactivated there on 27 May 1946.
507th Ftr Gp
Air Defense.
The group was redesignated the 507th Fighter Group (Air Defense) and activated in August 1955 at Kinross Air Force Base, Michigan where it replaced the 534th Air Defense Group and assumed the 534th's mission, personnel and equipment as part of Air Defense Command (ADC)'s Project Arrow. Project Arrow was designed to bring back on the active list the fighter units which had compiled memorable records in the two world wars. The 438th Fighter-Interceptor Squadron, flying radar equipped Northrop F-89D Scorpions armed with Mighty Mouse rockets, was transferred from the 534th. The 507th was assigned several support organizations to fulfill its additional role as the host for all active duty Air Force organizations at Kinross.
The 507th Group assumed the air defense mission, training with interceptor aircraft and participating in various exercises. The group (and later the 507th Wing) would continue this mission until September 1968. In April 1957, the group upgraded to supersonic Convair F-102 Delta Daggers, which could carry the GAR-1 (later AIM-4 Falcon) and were equipped with data link for interception control through the Semi-Automatic Ground Environment system.
In July 1959, Strategic Air Command (SAC) organized the 4239th Strategic Wing as the first major tenant organization at Kinross, although the wing remained a headquarters only with no tactical squadrons assigned until 1961. In September 1959, Kinross was renamed Kincheloe Air Force Base in honor of Captain Iven Kincheloe.
March 1960 saw another addition to Kincheloe's mission, when ADC activated the 37th Air Defense Missile Squadron, equipped with IM-99 Bomarc missiles. In June, the group completed another upgrade, this time to the Convair F-106 Delta Dart, which it would fly until inactivating in 1968.
In view of the expanded mission at Kincheloe and the pending growth of the SAC mission once Boeing B-52H Stratofortresses were available, it became apparent that a group was too small to operate the base while performing the air defense mission. In April 1961 the 507th Fighter Wing replaced the 507th Group and assumed its assets, while adding additional support units, which were assigned to the wing's 507th Air Base Group (later the 507th Combat Support Group). In February 1962, ADC increased the alert requirement for its units. In addition to the two aircraft the wing had been maintaining on five-minute alert, one third of the unit's aircraft were placed on fifteen-minute alert.
On 22 October 1962, at the beginning of the Cuban Missile Crisis, when President Kennedy announced the presence of Soviet intermediate-range ballistic missiles in Cuba. Continental Air Defense Command (CONAD) directed the dispersal of interceptors within the United States. The wing sent one third of its aircraft to Phelps Collins Field, Michigan. All group aircraft, including those at home and those at Phelps Collins were armed and placed on fifteen-minute alert status. The increased alert posture was maintained through mid-November, when CONAD returned units to their normal alert status, except for those under the control of its 32d Region, which controlled air defense in the Southeastern United States.
The 4239th Strategic Wing was replaced in February 1963 by the 449th Bombardment Wing. Attrition (and the fact that production lines closed in 1961) caused a gradual drop in the number of planes assigned to interceptor squadrons, from 24 to typically 18 by 1964. The force reduction continued, finally resulting in a reduction in the number of interceptor units. In September 1968 the 507th Wing was inactivated along with the 438th Fighter-Interceptor Squadron, while its 507th Combat Support Group was replaced by the 4609th Air Base Group.
Air Force Reserve.
Tactical Fighter.
In 1972 the Air Force Reserve began to receive Republic F-105 Thunderchiefs, which were becoming surplus to Air Force needs in Southeast Asia. To operate these fighters, it formed three tactical fighter groups, the first of which was the 507th Tactical Fighter Group at Tinker Air Force Base, Oklahoma, which was activated in May. Tinker was selected because the 937th Military Airlift Group there was slated to lose its Douglas C-124 Globemaster IIs, which were being removed from the inventory. The transition to the Thunderchief was the most difficult the Reserve had faced. In addition to the huge change from four reciprocating engine transports to supersonic jet fighters, declassification of the conversion only occurred in March, providing less than two months for open actions to implement the transition. Although the first F-105 arrived at Tinker on 14 April, the reservists were not prepared to accept the aircraft, and a special team from Tactical Air Command arrived to inspect the aircraft and place them in temporary storage until aircrew and maintenance personnel could be trained on the fighter.
The following spring the Reserve reassigned its tactical fighter squadrons directly to the 301st Tactical Fighter Wing. After two years the group was once again activated. It trained for tactical fighter missions, participating in numerous tactical, joint, and combined exercises until September 1994.
In 1978, the 507th became the first Air Force Reserve group to participate in a Red Flag exercise], and two years later it was the first to deploy to Turkey for its annual tour of active duty. In 1980, the group traded in its Thunderchiefs for McDonnell F-4 Phantom IIs. The Phantoms were replaced in turn by General Dynamics F-16 Fighting Falcons in 1988. During Desert Storm the group deployed aircraft and personnel to the combat theater, but did not participate as a unit.
Air Refueling.
It converted in 1994 from flying fighters to conducting worldwide air refueling operations with the KC-135R. Six months later, the 507th Group, which had been combined with 507th Wing as a single unit in 1984, became a wing again for the first time since 1968. The Oklahoma City Air Logistics Complex, the Air Force's primary C-135 engine maintenance facility is also located at Tinker. As a result, the 507th routinely supports requests involving modification projects designed to produce upgrades to the Air Force's tanker fleet.
Starting in 1995, the wing assisted with the organization of the 513th Air Control Group, the only Reserve organization flying the Boeing E-3 Sentry AWACS aircraft, The 513th was activated in March 1996 as a reserve associate unit of the 552d Air Control Wing. In April 1997, the 513th was reassigned to Tenth Air Force. However, the 507th continues to provide support personnel for the 513th. In March 1999, the 931st Air Refueling Group, an associate of the active duty 22d Air Refueling Wing at McConnell Air Force Base, Kansas was assigned to the wing as the group's administrative headquarters
As a result of the 2005 Base Realignment and Closure Commission recommendations, the 137th Airlift Wing of the Oklahoma Air National Guard moved from Will Rogers Air National Guard Base to Tinker and became an associate unit of the 507th Air Refueling Wing, redesignating as the 137th Air Refueling Wing and operating the same aircraft. The number of aircraft operated by the 507th and 137th was simultaneously increased by the transfer of KC-135s from the 939th Air Refueling Wing. The affiliation continued until July 2015, when the 137th began to convert to the Beechcraft MC-12W Liberty. In conjunction with this transition the 137th is returning to Will Rogers, where it will become the 137th Special Operations Wing and terminate its affiliation with the 507th.
The wing participated in Operation Enduring Freedom, the Global War on Terrorism, and in Operation Iraqi Freedom. In 2005, it sent forces to assist with the recovery following Hurricane Katrina.


Lake Oroville

Lake Oroville is a reservoir formed by the Oroville Dam impounding the Feather River, located in Butte County, northern California. The lake is situated northeast of the city of Oroville, within the Lake Oroville State Recreation Area, in the western foothills of the Sierra Nevada. Known as the second-largest reservoir in California, Lake Oroville is treated as a keystone facility within the California State Water Project by storing water, providing flood control, recreation, freshwater releases assist in controlling the salinity intrusion Sacramento-San Joaquin Delta and protecting fish and wildlife.
The lake is a popular nationally renowned bass fishing location, while coho salmon are stocked from the Feather River Fish Hatchery. This hatchery is a main component of Lake Oroville.
History.
The local indigenous tribe were the Konkow Maidu (translation is 'man') who originally settled the lake region and Feather River for many years. Today many of the small towns including Oroville were originally occupied by the Maidu people. In 2002, a Sonoma State study took archaeological inventory of the of Lake Oroville to learn 250 sites are from the prehistoric era relating to the Native American life along the Feather River and an additional 478 sites dating to the Gold Rush. These sites included open-air residential sites, caves and rockshelters, limited lithic scatters, rock art, quarries and workshops, bedrock milling sites and cemetery areas. Natives lives were disrupted by gold discovery in 1848 and the miners infiltrated their lands. In April 1848, only three months after gold was discovered at Sutter's Mill, John Bidwell found gold on the Feather River at a spot known today as the town of Bidwell Bar. Bidwell began to work the claim using local Konkow Maidu workers, due to the rapid spreading news of the California strikes under a year California's non-native population climbed from 20,000 to 100,000 and by 1850 Butte County alone supported 3,052 miners.
Construction on the dam began in 1957 to relocate what is now Highway 70 and the then Western Pacific (now Union Pacific) Railroad. A few years later the partially completed dam checked flooding on the Feather River in December 1964. This saved the Sacramento Valley from flooding.
Prior to impoundment by the Oroville Dam, the current main basin of Lake Oroville was the location of the confluence of the North Fork Feather River with the Feather River () and the now-inundated towns of Bidwell () and Land (). Completed in 1968, Oroville Dam is an earthen dam and is the tallest dam located in the United States, measuring over 770 feet (235 m) high and 6,920 feet (2109 m) across. The dam was the largest earth-fill dam in the world until succeeded by Aswan High Dam in Egypt. It was built by the California Department of Water Resources as part of the California State Water Project. The dam houses the Edward Hyatt Powerplant, an underground hydro-electric plant that was completed in 1967. Six generators are used to provide a maximum generating capacity of 819 MW.
Hydrology.
Lake Oroville and Oroville Dam are part of a water infrastructure complex including the Hyatt Powerplant, Thermalito Diversion Dam and Powerplant, the Feather River Fish Hatchery, Thermalito Power Canal, Thermalito Forebay, Thermalito Pumping-Generating Plant, Thermalito Afterbay, and the Lake Oroville Visitors Center.
The lake is fed by the North Fork, Middle Fork, West Branch and South Forks of the Feather River watershed. This watershed drains an area of . The North Fork and Middle Fork Feather Rivers comprise of this area which includes portions of the foothill and mountain regions of the northern Sierra Nevada and southern Cascade Range. Storing over , it is the second-largest reservoir in California, after Shasta Lake. About one-third of the water released from the reservoir goes to uses between the Oroville and Sacramento-San Joaquin Delta.
Lake Oroville plays an important role in flood management, water quality, and the health of fisheries affecting areas downstream like the Sacramento-San Joaquin River Delta. During the warm season, the primary source of streamflow is melting snow, occurring April 1 - July 31, and Lake Oroville receives about 40 percent of the annual total inflow. The lake's storage and releases are a key part of the hydropower and water-supply facilities of the Oroville Complex, the reason it's a pillar and major source of flexibility of the SWP. The downstream flow limits set by the USACE for Lake Oroville are north of Honcut Creek, above the mouth of the Yuba River, and south of the Bear River.
The Federal Energy Regulatory Commission (FERC) licenses hydroelectric facilities such as the Edward Hyatt Power Plant at Oroville Dam. California's Department of Water Resources and stakeholders recently participated in a six-year renewal process for a 50-year hydroelectric license for the Oroville Facilities. This agreement commits the state to: restore salmon and steelhead habitat, improved river recreation and community benefits, and a fish passage study to determine and launch a project to enhance passage in the Feather and surrounding river basins.
Due to federal flood control requirements, by mid-October each year, the lake's storage must be reduced to a specified level within the range of a maximum flood control pool of and a minimum of . Each day the allowable level within the range is recalculated using an index reflecting the watershed wetness and the anticipation of heavy runoff from incoming storms. As a wet season like 1997-98 occurred progresses the allowable storage trends to coincide with the maximum flood control pool. The reservoir operators must balance the conflicting objectives of controlling the current flood event and preparing for a possible future one.
Spillway emergency.
In February 2017, extreme precipitation and high spillway releases caused significant damage to the main concrete spillway. Due to this damage, releases were cut back and lake level increased to 101% of capacity, causing the emergency spillway to overflow for the first time in the Lake's history. Below the emergency spillway, severe erosion was noticed, and fear of a failure of the emergency spillway prompted an evacuation of downstream residents.
Phase 1 of emergency spillway repairs was completed in 2017, and phase 2 is underway in 2018.
Recreation.
The lake offers multiple recreational activities for the public to participate in. The Lake Oroville Visitor Center has a museum, exhibits, videos and a store. People like to look through the two high-powered telescopes on the 47-foot tall tower to see the lake, Sierra Nevadas, valley, foothills, and the Sutter Buttes mountain range.
Fishing.
Is described as outstanding at Lake Oroville State Recreation Area. People can fish for largemouth, smallmouth, and spotted bass, Chinook, catfish, Mackinaw, sturgeon, white crappie and brown trout. The largest Mackinaw caught was nineteen pounds and a 3-pound white crappie. It is permitted all year long but a California sport fishing license is required.
The California Office of Environmental Health Hazard Assessment (OEHHA) has developed a safe eating advisory for Lake Oroville based on levels of mercury or PCBs found in fish caught from this water body.
Boating.
A year-round activity is boating - waterskiing, wakeboarding, houseboats, PWC and trolling. There are five multi-lane boat launch ramps. These are located at Bidwell Canyon, Loafer Creek, Spillway, Lime Saddle, Enterprise, Nelson Bar, Vinton Gulch, Foreman Creek, and Dark Canyon. Boat supplies and rentals are available on the south end of the Lake at Bidwell Marina or the north end at Lake Oroville Marina.
Visitors can rent kayaks, canoes, sailboats, paddleboats and more at the Forebay Aquatic Center located at the North Forebay.
Camping.
Another major activity is camping by using the campground, floating campsites, boat-in camps, or equestrian campsites.
Feather River fish hatchery.
A key component of Lake Oroville is the hatchery that manages thriving populations of Chinook salmon and steelhead trout for the Feather River ecosystem. It has an interesting history of how it came to be.
In the past there have been many attempts to artificially spawn salmon, shad, and trout in the Feather River and its drainages. Before the Oroville Dam was constructed, a majority of the fish hatcheries were located on the eastern side of the mountain range (about 100 miles northeast of the hatchery's current location). The first hatchery was constructed in 1916, the Yuba River Shad Hatchery was built on the Feather River to stop the over fishing of shad in the lower Sacramento River. This effort failed, leading to the hatchery closure, because the Shad's first run did not produce enough eggs and the river had a light run. The main goal of Domingo Springs, built in 1916, was to supply fish to the lakes and streams in Lassen National Park and the surrounding area. In 1937 floods damaged the hatchery and eventually was abandoned. The next phase, built near Clio in Plumas County, was a 60 trout hatchery building and employee cabins that operated for 30 years. In 1953 the work was outdated so the operation was abandoned, creating a 14-year gap in hatchery work. The Department of Water Resources built the Oroville Dam in 1961 that altered the river flow so DWR built the present hatchery with the Department of Fish and Wildlife. The dam blocked salmon and steelhead access to upstream spawning areas, so to further mitigate fisheries impacts, a barrier and ladder system was built that allows adult salmon and steelhead to be captured at the Feather River Fish Hatchery.
Today the hatchery is managed by the California Department of Fish and Wildlife raising spring and fall-run Chinook salmon and steelhead along the Feather River, directly below Lake Oroville. The hatchery is divided into two sections. The first section located on the east side of Table Mountain Boulevard includes: fish barrier dam, observation platform and underwater viewing. The second section located on the west side of Table Mountain Boulevard includes: spawning room, hatchery and rearing ponds. Salmon spawning operations can be observed mid-September until mid-November, but fish are present in the rearing ponds all year.
Annually on the 4th Saturday of September the Oroville Salmon Festival occurs at the hatchery and downtown Oroville. It is known as the only California salmon festival where personnel work Chinook salmon to harvest and fertilize eggs.
Climate.
Lake Oroville has a Mediterranean type climate with hot, dry summers and cool wet winters. A semi-permanent, high pressure area of the mid-Pacific Ocean dominates and controls the weather in northern California. During the summer this high-pressure cell pushes storm tracks into the north causing this hot dry summer. In winter, it moves south allowing storms to cross northern California bringing wetter and cooler winters.
The annual average high temperature is 75.2 °F and annual average low is 49 °F with average temperature of 62.1 °F. The coldest months are winter – December to January with average high 56 °F and low 38 °F. The warmest months are in the summer – June, July, and August with average high 93 °F. The average annual rainfall precipitation is 30.66 inches; January is the wettest month at 5.71 inches and July the driest at 0.08 inches.
In 2015, Northern California experienced a drastic drought reducing the lake level to 39% capacity in January 2016.
The year of 2017 has made up for the five-year drought by having above-average precipitation. The excess of water created a new danger – see 2017 Oroville Dam crisis.
In 2021 another drought affected California which resulted in the lake level falling to 42% of its capacity.
Wildlife.
Species of Fish
The species raised at the Feather River Fish Hatchery include Chinook Salmon and Steelhead Trout.
Chinook Salmon, Oncorhynchus tshawytscha are supported by California streams. They display a wide array of life history patterns allowing them to live in the diverse, variable riverine and ocean environments. Known as 'anadromous' fish who migrate upstream as adults to spawn in freshwater streams and as juveniles they migrate downstream to the ocean growing into mature adults. There are seventeen distinct runs of Chinook salmon recognized in California, classified into six major groups or Evolutionarily Significant units. Currently, these are a Species of Concern under the Federal Endangered Species Act.
The hatchery spawn, rear and release the Fall and Spring Run Chinook salmon of local origin. The trout being an anadromous form of rainbow trout spawn for multiple years in rivers and creeks, transition into the ocean but return to the rivers to start the lifecycle again.
Downriver facilities.
The Hyatt Generating–Pumping Plant source water for the Feather River is released from two discharge tunnels at up to during peak demand and "little or no release the remainder of the day". The power plant also routinely draws up to of Feather River water for "pumpback" into Lake Oroville.<ref name="FERC"> NOTE: Pumpback returns Feather River water back to Lake Oroville during off-peak periods when California Edison Company (SCE)<!--ref name=Chap3/>


List of airlines of Iceland

This is a list of airlines currently operating in Iceland.


AeroCozumel


Inuvik/Shell Lake Water Aerodrome

Inuvik/Shell Lake Water Aerodrome is located south-southeast of Inuvik, Northwest Territories, Canada and is open from June until September.
The airport is classified as an airport of entry by Nav Canada and is staffed by the Canada Border Services Agency (CBSA). CBSA officers at this airport can handle only general aviation aircraft with floats, with no more than 15 passengers.
Transportation.
The aerodrome is accessed by Dempster Highway.


TAM Airlines


Chandelle

The chandelle is an aircraft control maneuver where the pilot combines a 180° turn with a climb.
It is now required for attaining a commercial flight certificate in many countries. The Federal Aviation Administration in the United States requires such training.
The "chandelle" (which is the French word for candle) is a precision aircraft control maneuver, and not strictly speaking an aerobatic, dogfighting, or aerial combat maneuver, however it was used with success by Japanese Zero pilots of the Tainan Air Group in 1942 over New Guinea. It is rather a maneuver designed to show the pilot's proficiency in controlling the aircraft while performing a minimum radius climbing turn at a constant rate of turn (expressed usually in degrees per second) through a 180° change of heading, arriving at the new reciprocal heading at an airspeed in the "slow-flight" regime, very near the aerodynamic stall. The aircraft can be flown in "slow-flight" after establishing the new heading, or normal cruise flight may be resumed, depending upon the purposes of the exercise or examination. See the diagram for a visual depiction of how the maneuver must be flown for the purpose of certification.
The pilot enters a chandelle at a pre-determined airspeed in the normal cruising range for the aircraft. To begin the maneuver the pilot first rolls the aircraft in the desired direction with the controls (the ailerons), and quickly but smoothly establishes a medium-banked turn. In most small aircraft (cruising speeds of 100–175 KIAS) this bank will be about 30° to 40°. This will begin a turn of the aircraft in the direction of bank. Simultaneously, full power is applied and a smooth pitch up is started with the controls (the elevators on the empennage). The angle of bank stays constant during the first 90° of the change of heading, while the pitch angle increases steadily. At the 90° point in the change of heading, the aircraft has the maximum pitch angle (which should be close to the critical angle of attack at the level stall speed of the aircraft). During the second 90° of the change of heading, the pitch angle is held constant, while the bank angle is smoothly decreased to reach 0° of bank, the end of the turn and return to straight-and-level flight at exactly the reciprocal heading (180° away from the heading at the start of the maneuver), and with the airspeed close to the stall speed. The aircraft should not lose altitude during the last part of the maneuver, nor during the recovery, when engine power may be used to re-establish normal cruising speed on the new heading. The decreasing bank angle together with the decreasing airspeed during the second half of the chandelle will maintain a constant turn rate. The turn needs to be kept coordinated by applying the correct amount of rudder throughout the maneuver.
From a practical point of view, the chandelle may be used to turn an aircraft within a minimal turn radius. As such it is a useful maneuver for pilots of small aircraft who find themselves in a blind valley or canyon. It was also, therefore, a useful maneuver to early fighter pilots in their low-powered aircraft to quickly turn toward a pursuing attacker (which would tend to make a tracking gunshot more difficult because of the turn and climb involved) while climbing but not stalling the aircraft, or to position themselves quickly to make an attack on a turning enemy or an enemy flying on another heading.
French aviators during World War I described it as "monter en chandelle", or "to climb vertically". However, it has since come to have a rather more strict definition for pilot flight testing purposes. In early fighter combat, a pilot would aim to achieve the maximum practical speed at full throttle, then roll the aircraft to the required angle of bank for the change of heading that was required in the combat situation. As the turn began, the nose is increasingly pitched up, as required for the amount or change of heading desired. As described above, the turn progresses with the desired pitch angle and requisite rudder to control yaw, airspeed decreases, and then the wings are leveled so as to roll out straight and level on the new desired heading, all the while avoiding an aerodynamic stall. At this point, if the pilot has any more power, it may be added to regain airspeed, or the nose of the aircraft can be allowed to drop somewhat to achieve the same effect (dropping the nose of the aircraft is not permitted for the purposes of the maneuver in commercial flight testing). In aerial combat, the chandelle maneuver was used both aggressively to position the aircraft for attack, and defensively to evade an enemy.


Igloolik Airport

Igloolik Airport (Inuktitut: ᐃᒡᓗᓕᒃ ᒥᑦᑕᕐᕕᐊ "Iglulik Mittarvia") is located at Igloolik, Nunavut, Canada, and is operated by the government of Nunavut.


British United (C.I.) Airways


Qeqertaq Heliport

Qeqertaq Heliport is a heliport in Qeqertaq, a village on an island off the shore of the Nuussuaq Peninsula in the Qaasuitsup municipality in western Greenland. The heliport is considered a "helistop", and is served by Air Greenland as part of a government contract.
Airlines and destinations.
Air Greenland operates government contract flights to villages in the Disko Bay region. 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. Settlement flights in the Disko Bay and Aasiaat Archipelago regions are unique in that they are operated only during winter and spring. During summer and autumn, communication between settlements is by sea only, serviced by Diskoline.


Santos-Dumont (crater)

Santos-Dumont is a small lunar impact crater that lies in the northern end of the Montes Apenninus range at the eastern edge of the Mare Imbrium. It is located about 30 kilometers to the northeast of Mons Hadley, a mountain massif.
This crater is a circular, bowl-shaped formation that is situated atop a ridge in the Montes Apenninus. It is otherwise an unremarkable formation with no unusual features and little appearance of wear.
To the northwest of Santos-Dumont is a 90-km-wide system of rilles designated the Rimae Fresnel, being named for the Promontorium Fresnel that lies to the north of the crater. This last formation forms the northern end of the Montes Apenninus, and lies astride the gap that joins the Mare Imbrium to the west with the Mare Serenitatis to the east. To the southeast, in the valley past Mons Hadley, is the landing site of the Apollo 15 mission.
This feature is named in honour of the Brazilian aviation pioneer Alberto Santos-Dumont. It was previously designated Hadley B.


List of airlines of the Dutch Caribbean

This is a list of airlines currently operating in the Dutch Caribbean, that is, the Caribbean Islands that formerly comprised the Netherlands Antilles and remain part of the Kingdom of the Netherlands. The islands are Aruba, Curacao, and Sint Maartin, each of which is a constituent country of the Kingdom, as well as the special municipalities of Bonaire, Saba, and Sint Eustatius.


Giuseppe Cei

Giuseppe Cei (January 25, 1889 – March 28, 1911) was an Italian aviation pioneer.
He was born in Càscina, Tuscany, and showed a precocious talent for mechanics from a very early age. He also obtained good results as a fencer, winning the sabre prize in the International Contest held at Milano in 1908.
In the late 1909, he moved to Paris, France. He studied in the Roche School for Aeronautics and Mechanic Constructions, graduating in engineering. In the same period he started to fly planes at the Issy-les-Moulineaux airfield.
On January 1, 1911 he received the 35th piloting license in Italy. Later his aerobatic performances in Paris, riding a Farman biplane, led the French President Armand Fallières to declare him "Le roi de l'air" ("The King of the Air").
Cei died on March 28 of that year when his plane crashed on Rotschild Island near Puteaux. His funeral was celebrated by a large crowd in Paris. Later his body was buried in his native city.


Mark Wilson (judge)

Sir Mark Wilson (22 October 1896 – 10 April 1956) was an Irish-born British colonial administrator and judge. He was Chief Justice of the Gold Coast from 1948 until his death in 1956.
Wilson was born in Castlecomer, Kilkenny. He was educated at Kilkenny College, Mountjoy School, and Trinity College, Dublin (BA, LLB). His university education was interrupted by service with the Royal Air Force from 1918 to 1919. He was Auditor of the College Historical Society and captained Wanderers F.C.
He was called to the Irish Bar in 1924, before joining the Colonial Administrative Service in Tanganyika as a Cadet the same year. In 1926 he was transferred to Uganda as a District Magistrate, being promoted to Senior Magistrate in 1935. In 1936 he returned to Tanganyika as a puisne judge. In 1948 he was appointed as Chief Justice of the Gold Coast. He died in office. He was knighted in the 1950 King's Birthday Honours List.
While Chief Justice of the Gold Coast, he presided over the Supreme Court sitting in January 1956 on allegations of misconduct against Emmanuel Obetsebi-Lamptey leading to the suspension of Obetsebi-Lamptey for two years.
Wilson died in Accra in 1956; he was succeeded as Chief Justice by Kobina Arku Korsah, the first African to hold the post.
Family.
Wilson married Dr Isabella Kilpatrick McNeilly in 1927; they had one son and two daughters.


RCAF Station St. Margarets

RCAF Station St. Margarets is a former Royal Canadian Air Force station and later a Canadian Forces detachment located in the community of St. Margarets, New Brunswick.
It was operational as a Pinetree Line radar station from November 1953 to April 1988 and as a satellite tracking station from 1975 until its closure in 1989. It was involved in Operation Skyshield II in October 1961 which involved tracking "Enemy and Friendly aircraft engaged in a North American wide mock air battle. Personnel from this station and others involved were restricted to base until 16 October 1961 resulting in some personnel postponing personal plans such as weddings.
Today the facility has been renamed to James Park in honour of Air Vice-Marshal Arthur Lorne James. James Park is operated by a local development authority which has sold or rented many of the residential units. Most of the military buildings have been demolished since the facility was decommissioned in 1989.
History.
The Royal Canadian Air Force selected the community of St. Margarets for the location of a radar station in the early 1950s to close a key gap in air defence coverage. RCAF Station St. Margarets was constructed on what was then called the Old Yellow Road, today Highway 11, approximately northwest of the county line between Northumberland County and Kent County and approximately southeast of the air base at RCAF Station Chatham. Construction began in 1951 under general contractor Diamond Construction and it went operational on November 1, 1953, as part of the Pinetree Line network of radar stations when the ground control intercept operation was moved from RCAF Station Chatham.
During the 1950s and 1960s, RCAF Station St. Margarets was staffed by approximately 300 RCAF personnel and supported by approximately 100 civilians. Its location was designed to provide coverage of a large portion of the western Gulf of St. Lawrence as well as northeastern Maine, New Brunswick and Prince Edward Island to complement RCAF operated Pinetree Line stations at RCAF Station Moisie to the north, RCAF Station St. Sylvestre to the west, RCAF Station Beaverbank and RCAF Station Barrington to the south, and RCAF Station Sydney to the east. The United States Air Force also operated four Pinetree Line stations further east at Stephenville, St. Anthony, Gander and St. John's on Newfoundland.
Radio callsigns used by the St. Margarets radar station throughout its operation from 1953-1988 included "MOHAWK", "BROMIDE", "CHOPSTICK", "MIDWIFE" and "BILLYBOY".
The St. Margarets station consisted of several radomes housing the early warning and ground control intercept radars, as well as supporting buildings including residences for personnel and a school. The primary lodger unit established at the station was No. 21 Aircraft Warning Squadron; this unit formed at RCAF Station Chatham on November 21, 1952, while the station was under construction and moved to St. Margarets on October 15, 1953. The station was operationally controlled by Sector Commander 2 ADCC, RCAF Station Chatham and was part of the Fredericton Sector of the Pinetree Line.
In August 1957 a new school was opened by the RCAF for children of personnel. It was named James Park School in honour of recently retired Air Vice-Marshal Arthur Lorne James. The Post Office Department had established a post office at RCAF Station St. Margarets in 1954 named "Post Office RCAF St. Margarets." The name of this post office was changed in 1966 to "Post Office James Park" following the death of Air Vice-Marshal Arthur Lorne James in 1964.
Search radars installed at the facility included models AMES-11, FPS-3, FPS-502, and FPS-508. No. 21 Aircraft and Warning Squadron was renamed to No. 21 Radar Squadron on May 8, 1958. That year saw the implementation of a partnership between the USAF and RCAF to form the North American Aerospace Defence Command or NORAD; consequently many Pinetree Line radar stations were upgraded for automation and consolidation of intercept data. RCAF Station St. Margaret's radar equipment underwent an upgrade in the late 1950s and early 1960s with the operational implementation of the Semi-Automatic Ground Environment (SAGE) System on November 1, 1963. Under SAGE, the St. Margarets station collected, discriminated and transmitted its radar coverage data to the designated SAGE Control Centre in the Bangor NORAD sector at Topsham AFS.
Air bases at RCAF Station Chatham and Loring AFB in Maine were the nearest bases for interceptor aircraft that would respond to anything detected by the St. Margarets main radar. The SAGE upgrade in 1963 also saw RCAF Station St. Margarets become the designated Back Up Intercept Control - One (BUIC I) for the Bangor NORAD sector. This evolved to become a BUIC II site in 1966 which lasted until the end of 1968.
CFB Chatham, St. Margarets Detachment.
On February 1, 1968, the RCAF merged with the Royal Canadian Navy (RCN) and the Canadian Army to form the Canadian Armed Forces. As part of the unification, many isolated radar stations comprising the Pinetree Line, Mid-Canada Line and DEW Line were renamed to become separate Canadian Forces Stations using the prefix "CFS". However, in the case of RCAF Station St. Margarets, the facility's proximity to the air base at RCAF Station Chatham saw this particular radar station realigned to become a detachment of the base. The air base was renamed CFB Chatham, thus the radar station was renamed to CFB Chatham, St. Margarets Detachment.
Under the BUIC III program, the St. Margarets facility was assigned to become a BUIC NORAD Control Centre (BNCC) in 1969. This saw No. 21 Radar Squadron renamed to No. 2 BNCC Squadron. By 1972, BUIC was winding down and St. Margarets became the only BNCC within the 22nd NORAD Region.
In 1974 the St. Margarets facility was selected as the site for a Satellite Tracking Unit (SITU) as part of Air Defence Command - reorganized into Air Command that year. The SITU formed on July 7, 1975, at St. Margarets and supported NORAD's space defence role to collect, analyze and transmit satellite tracking data to the NORAD Space Object Identification Centre at NORAD headquarters in the Cheyenne Mountain Operations Center (CMOC) at the Cheyenne Mountain Complex, Colorado. The SITU used a Baker Nunn satellite tracking camera system and this was augmented in 1978 by the Space Object Identification Telescope.
Through the early 1980s the St. Margarets facility functioned as the controlling site of the 22nd NORAD Region until the consolidated Regional Operational Control Centre (ROCC) for the realigned Canadian NORAD Region at CFB North Bay in August 1984. At that time St. Margarets reverted to simply a long-range radar site (in addition to the SITU) as its BUIC function was phased out.
In 1985 the Department of National Defence announced that the Pinetree Line would be closed. The final day of operations for the radar equipment at St. Margarets was April 1, 1988. The SITU was relocated from the facility in 1989 and the property was decommissioned and declared surplus.


Grand Marais/Cook County Seaplane Base

Grand Marais/Cook County Seaplane Base is a county-owned, public-use seaplane base located seven miles (11 km) northwest of the central business district of Grand Marais, a city in Cook County, Minnesota, United States.
It is located on the shore of Devil's Track Lake and was formerly part of Devil's Track Municipal Airport (FAA: GRM). That airport had a runway which closed after the opening of Grand Marais/Cook County Airport (FAA: CKC), located one mile (1.6 km) to the north.
Facilities and aircraft.
Grand Marais/Cook County Seaplane Base covers an area of at an elevation of 1,635 feet (498 m) above mean sea level. It has two seaplane landing areas: 9/27 is 15,000 x 1,500 feet (4,572 x 457 m) and 3/21 is 3,000 x 2,000 feet (914 x 610 m). For the 12-month period ending August 31, 2003, the airport had 550 general aviation aircraft operations, an average of 46 per month.


FlyOnAir


Ashuanipi Aviation


SLAF Katukurunda


USS Long

USS "Long" (DD-209/DMS-12), named for John Davis Long (1838–1915), Secretary of the Navy from 1897 to 1902, was a of the United States Navy.
Construction and commissioning.
"Long" was laid down by the William Cramp & Sons at Philadelphia on 23 September 1918, launched on 26 April 1919 by Mrs. Arnold Knapp (née Julia James Long) and commissioned on 20 October 1919, Commander A. B. Cook in command.
Service history.
After shakedown along the United States East Coast, "Long" sailed late in the year for the Mediterranean. Assigned to Destroyer Division 26, she patrolled the Adriatic and Mediterranean and served as station ship before steaming to the Philippines early in 1921 for duty with Asiatic station. Based at Cavite, Luzon, she patrolled the South China Sea until July 1922 when she was ordered to the United States. "Long" decommissioned at San Diego, California, 30 December 1922.
"Long" recommissioned at San Diego 29 March 1930, Lieutenant Commander William J. Butler in command. Operating out of San Diego during the next decade, "Long" cruised primarily in the Pacific off North and Central America for division exercises and screen and plane guard duty. Between 1933 and 1935 she twice entered the rotating Reserve as part of Destroyer Squadron 20.
In 1940, she was converted to destroyer minesweeper, and reclassified DMS-12 on 19 November 1940.
World War II.
"Long" operated along the United States West Coast and in Hawaiian waters with Mine Squadron 2. On 5 December 1941, she departed Pearl Harbor in the screen for . Following the Japanese attack on Pearl Harbor two days later, she returned there 9 December and began antisubmarine patrols. She also escorted ships among the Hawaiian Islands and between March and June 1942, made escort runs to Midway, Palmyra, and Canton.
"Long" left Pearl Harbor 30 June for patrol and escort duty in Alaskan waters. After colliding with in heavy fog 27 July, she repaired at San Francisco, California, returning to Kodiak on 27 September for screen and antisubmarine patrols. During the Arctic winter, she patrolled the approaches to Adak and guarded convoys as American forces sought to defeat Japanese garrisons in the western Aleutians.
"Long" took part in the unopposed occupation of Amchitka 12 January 1943, and while patrolling along the Island, helped repel Japanese air attacks 31 January and 1 February. Thence, she joined Rear Admiral Francis W. Rockwell's TF 51 on 3 May for the Invasion of Attu. Steaming through the heavy spring seas and blanketing fog of the Bering Sea, she closed on Attu on 11 May and swept for mines prior to the successful landings later that day.
"Long" continued escort and patrol operations for the occupations of Attu and Kiska through the summer, returning to Pearl Harbor on 16 September to escort merchantmen to San Francisco where she overhauled. After patrol in Hawaiian waters from 15 November to 22 January 1944, she escorted reinforcements to Roi and Namur in the Marshalls on 2 February, then joined TF 76 on 28 February in New Guinea waters. She served as an escort and swept mines in the conquest of the Admiralties early in March, then escorted convoys to and from Milne Bay, Guadalcanal, and Espiritu Santo from Cape Sudest.
On 18 April, "Long" sailed for the invasion of the Hollandia (currently known as Jayapura) area; she entered Humboldt Bay 22 April, made an exploratory sweep, and then fired a close-in preinvasion bombardment. "Long" arrived at Guadalcanal early in May to prepare for the Marianas assault, for which she sailed 4 June. Arriving Saipan 13 June for preinvasion sweeps west of the island, "Long" served as radar picket and guard ship until 24 June, then after a voyage to the Marshalls, screened the battleship during preinvasion bombardment of Guam beginning 12 July. After antisubmarine and convoy escort duty, "Long" joined TG 32.5 at Guadalcanal 16 August.
"Long" sortied for the assault on the Palaus on 6 September, cleared mines off Peleliu and Angaur, and in Kossol Passage from 12 to 16 September, then had escort and patrol duty between the Palaus and Admiralties until joining the 7th Fleet on 4 October for the invasion of the Philippines.
Leaving Seeadler Harbor 10 October with Minesweeping Unit 1, "Long" entered Leyte Gulf on 17 October. Spearheading the invasion, she cleared mines off Dinagat and Hibuson Islands, and in the Dulag-Tacloban approach channel. After sweeping Surigao Strait, she patrolled and served as smokescreen ship in Leyte Gulf until 23 October, when the destroyer joined the transport screen and steamed in convoy for Manus, arriving on 29 October.
After repairs and training at Manus, "Long" departed 23 December to sweep for the landings at Lingayen Gulf, Luzon; her group was attacked 2 January 1945 in the Mindanao Sea in the first of the frequent air raids with which the Japanese attempted to repel the invasion of Luzon. "Long" began mine sweeps in Lingayen Gulf 6 January, evading and firing upon Japanese aircraft as she carried out her intricate mission. Shortly after noon, beginning her second run, "Long" spotted two Mitsubishi A6M Zeros heading for her.
"Long" went to 25 knots and opened fire, but a "kamikaze" crashed into her portside below the bridge about 1 foot above the waterline. With fires and explosions amidships, "Long" lost power and internal communications, and was unable to fight fires forward. Her commanding officer, Lieutenant Stanley Caplan, fearing an explosion in the forward magazine, gave permission for men trapped on the forecastle to leave the ship, but through misunderstanding, the crew aft abandoned ship. All were quickly rescued by standing by to aid the burning but still seaworthy ship.
Lieutenant Caplan prepared to lead a salvage party and board "Long" from , but continuing heavy air attacks prevented firefighting and salvage attempts. Later that afternoon a second plane attacked "Long" and exploded at the same spot, destroying the bridge and breaking the ship's back. "Long" capsized and sank the following morning. Several of the survivors rescued by "Hovey" perished when "Hovey" herself was torpedoed and sunk by enemy planes early the next morning.
Awards.
"Long" received nine battle stars for World War II service.


Taiwan Air Cargo Terminals Limited

Taiwan Air Cargo Terminal Limited (TACTL; ) is the leading air cargo terminal operator in Taiwan. Located at the Taoyuan International Airport, it handles over 45% of Taoyuan International Airport's air cargo throughput.
History.
TACTL was founded in December 1999, in Taiwan. It started air cargo logistics operations at Taoyuan International Airport in 2000.
Shareholders.
TACTL is jointly owned by the following shareholders.


RAF Santacruz

RAF Santacruz was a Royal Air Force airfield in Bombay (now called Mumbai), then British India which saw extensive use in World War II.
History.
The Airfield was constructed in the 1930s when the nearby Juhu Aerodrome, located close by, could not cope with the fighters, bombers and other large transport planes of the Air Force, that required longer and stronger runways. The Santacruz Airfield covered an area of about 1,500 acres (607 hectares). It had three runways originally and built as a standard Class A airfield, the main feature of which was a set of three intersecting concrete runways placed in a triangular pattern. The technical area and apron were located to the south between 09/27 and 14/32 and connected to a wide perimeter track. After the end of the War, the airport was handed over to the Director General of Civil Aviation for Civil operations and continues civilian operations.
Squadrons.
Numerous Fighter Squadrons and support units were stationed at Santacruz from 1942 to 1947.
Current use.
It is now known as Chhatrapati Shivaji Maharaj International Airport.


List of airlines of Nepal

This is a list of airlines which has a current air operator's certificate issued by the Civil Aviation Authority of Nepal. A list of now defunct airlines from Nepal can be found at the "List of defunct airlines of Nepal".


Animawings

Animawings is a Romanian charter airline, based at Henri Coandă International Airport in Bucharest.
History.
In March 2020, it was announced Aegean Airlines had taken a 25% stake in the airline. The major part of the airline (75%) is owned by the Memento Group, a tour operator. In July 2020, the airline secured its Air Operating Certificate (OAC) and launched operations operating charter flights. In January 2021, the airline began selling tickets on its own website from 11 airports in Romania to destinations in Africa, Europe and Middle East.
Destinations.
Animawings operates scheduled flights to the following destinations:
Fleet.
, the Animawings fleet consists of the following aircraft:
Animawings also leases aircraft from Aegean Airlines, such as the A321neo.


Chris Marvin

Christopher Michael Marvin (born April 2, 1979) is a former United States Army helicopter pilot. He is the founder and former executive director of Got Your 6, a campaign that works with studios, networks and agencies in the entertainment industry, to shift perceptions of veterans and military families. He is now the principal at Marvin Strategies, a consulting practice focused on veteran-related strategy and communication.
Early life and education.
Marvin was born and raised in Central Illinois. He holds a Bachelor of Business Administration from the University of Notre Dame and Masters in Business Administration from the Wharton School of the University of Pennsylvania.
Military Service.
Marvin served more than seven years as a US Army Officer and Black Hawk helicopter pilot, leading an aviation platoon in Afghanistan.
He was named the Distinguished Honor Graduate of his Aviation Officer Basic Course and was assigned to the 25th Infantry Division.
In Afghanistan, he flew 40 combat missions before being severely wounded in a helicopter crash near the Afghan-Pakistan border, which ended his military career.
Marvin spent four years recovering from his wounds, and during that time he began volunteering as an advocate for other wounded veterans.
Volunteer Service.
Marvin was named the first Mission Continues fellow in 2007 and developed the organization's original slogan “It's not a charity, it's a challenge.” As the national director of the Fellowship Program, he logged more than 2,000 volunteer hours in 2008 for The Mission Continues before joining the organization as full-time staff in 2009.
He has also been the director of civilian-military partnerships for ServiceNation where he headed the Mission Serve initiative. and oversaw service projects in 11 major American cities on 11/11/11, in honor of Veterans Day.
Marvin served as a commissioner for the Bipartisan Policy Center's Commission on Political Reform. He is a Truman National Security Fellow and a Presidio Institute Cross Sector Leadership Fellow.
Got Your 6.
Chris Marvin is the founder and former executive director of the national veteran campaign Got Your 6.
The organization was founded in 2012 as a coalition of entertainment industry companies, and nonprofit organizations focused on veterans and military families.
In 2015, Marvin departed Got Your 6 to launch a consulting practice focused on veteran-related strategy and communication.
Awards and honors.
Chris Marvin's military awards include the Bronze Star, Meritorious Service Medal, and the Air Medal.
His work with Got Your 6 has been recognized with awards from the National Conference on Citizenship, Points of Light, Goodwill Industries, and the Clinton Global Initiative.


Lowry Army Airfield