RAF Hooton Park

Royal Air Force Hooton Park or more simply RAF Hooton Park, on the Wirral Peninsula, Cheshire, is a former Royal Air Force station originally built for the Royal Flying Corps in 1917 as a training aerodrome for pilots in the First World War. During the early/mid-1930s, it was one of the two airfields (with Liverpool Speke) handling scheduled services for the Merseyside region. Hooton Park was home to No. 610 (County of Chester) Squadron and, post Second World War, to No. 611 (West Lancashire) and No. 663 (AOP) Squadron.
The airfield closed in 1957 after the disbandment of the Royal Auxiliary Air Force, but the three pairs of Belfast Truss hangars erected in 1917 survived the closure. The site was bought by Vauxhall Motors, who built their Vauxhall Ellesmere Port plant there, which today produces the Vauxhall Astra. A small remaining section of the airfield site is now owned and managed by The Hooton Park Trust. The hangars are also home to The Griffin Trust and an aircraft preservation society named The Aeroplane Collection. Another part of the old airfield, including a length of the old paved runway, perimeter track and the apron used to park Meteor jet fighters, remains in the ownership of The Naylor Trust. A Second World War B1 hangar is also on this site.
History.
Site background.
In 1070 William the Conqueror granted the lands of Hooton to Adam de Aldithly. Eventually they passed to the Stanley family through a series of marriages. After the Battle of Bosworth, Hooton had a new hall and the first Lord Derby in Lancashire. A second half-timbered hall was built in 1488.
A third, Italianate, hall was constructed circa 1778, but this later sold to cover the Stanley family's gambling debts in 1850. The hall and adjoining land was bought by a Mr. Naylor, a wealthy Liverpool banker, for 82,000 guineas. He spent a further 50,000 guineas on the addition of a 100-foot tower, an art gallery, and a large dining hall. He also built a racecourse, polo ground, heronry, stud farm and a church in Childer Thornton in memory of his first wife. His yacht was moored on the River Mersey, but in the 1890s the construction of the Manchester Ship Canal cut off his access to the river, so he moved to another of his properties in Nottinghamshire.
To avoid paying rates the hall was emptied of contents and staff, but the estate continued to be farmed and the racecourse and polo ground remained in use.
First World War.
War was declared on 4 August 1914, and Hooton Park's racecourse was used for the last time some ten days later. The British War Department then requisitioned the estate for use as an army training ground. The hall became a headquarters, hospital, and officers' mess. Lord Derby recruited the first Pals regiments and Hooton became the training ground for the 18th Battalion of the Kings Liverpool Rifles. They left for France, and fought in the Battle of the Somme on 1 July 1916.
The War Department built one single and three double aircraft hangars, which were completed in 1917. These hangars had a unique latticed timber roof construction – Belfast Trusses - which were originally used in the Belfast shipyards to cover large working areas, and which provided strength at low cost.
Hooton Park then became the No. 4 Training Depot Station. The Royal Flying Corps moved in to form the fighter squadrons so badly needed in France, using Sopwith Scouts, Sopwith Dolphins and Avro 504s. Some of the pilots killed in training accidents were buried in the local churchyard at nearby Eastham. Large numbers of American and Canadian pilots were also trained at Hooton Park.
On 1 April 1918, the Royal Flying Corps merged with the Royal Naval Air Service to form the Royal Air Force. By the end of the First World War, the 37 aircraft on charge were moved to RAF Sealand and RAF Hooton Park was closed. During the following years the airfield reverted to farmland. The hangars were empty and the hall was so damaged by military use that it was sold as a redevelopment opportunity. and subsequently demolished (although the racecourse and polo ground remained).
Civil aviation between the Wars.
The airfield site was purchased by Mr. G.H. Dawson, an aviation enthusiast. In the summer of 1927, the Liverpool Corporation held an air pageant at Hooton as part of its civic week. This show was such a success that the Liverpool and District Aero Club was formed. Dawson allowed the new club to use his aerodrome for a fee. After only twelve months the club became one of the most successful in the country, and along with Barton and Woodford Aerodromes was one of the centres for aviation in the north of England. For three years the aerodrome served as Merseyside's Airport.
Dawson persuaded two former RAF engineering officers to set up companies at Hooton: Nicholas Comper, whose Comper Aircraft Company designed and built the Comper Swift single-engined sporting monoplane; and Douglas Pobjoy, who designed and manufactured Pobjoy radial engines. Dawson ran into financial trouble, and died in 1933. In the same year, Liverpool Corporation opened Speke airfield across the Mersey as its permanent airport. The flying club subsequently moved there for cheaper hangarage and clubhouse facilities. In March 1933, Comper moved his company to Heston Aerodrome.
In 1934, William Fettis 'Frank' Davison (1899-1949), and his pilot-engineer wife Elsie Joy Muntz (1910-1940) bought Hooton Aerodrome. They set up their own company at Hooton, Utility Airways, which offered joy-riding, air-taxis and some short-distance scheduled flights. When WW2 came, the airfield was returned to military use and all of Davison's aircraft were stored under the old Hooton racecourse grandstand where they were destroyed by an accidental fire.
Pobjoy went to work for Short Brothers at Rochester, Kent, but was killed in a mid-air collision in 1946. Despite these setbacks, Hooton was still an important aerodrome, with many private owners and several small airlines continuing to operate out of it.
Second World War.
In 1935, Martin Hearn, an ex-pilot and -ground engineer and who had previously worked for Alan Cobham's Flying Circus as a wing walker and aerial trapeze artist, created Martin Hearn Ltd., employing a few mechanics to service the aircraft using the aerodrome. In 1936 No. 610 (County of Chester) Squadron Auxiliary Air Force was formed at Hooton Park. Most of the pilots took private flying lessons to qualify. One person said, "Never have I seen so many Rolls-Royce cars in one spot at the same time" – an indication of the pilots' typical social status. The unit was initially a bomber squadron equipped with Hawker Hind and Hawker Hart bombers and Avro Tutor trainers.
In 1939, the squadron took charge of a number of Fairey Battles, then a flight of Hawker Hurricanes that were quickly replaced by Supermarine Spitfire I's. At the outbreak of the Second World War on 3 September 1939 the Squadron was mobilised and sent to RAF Wittering. 610 later moved to RAF Biggin Hill, where it took part in the Battle of Britain, becoming one of the most successful fighter squadrons to take part in that action. By the end of the war 610 Squadron had destroyed 132 enemy aircraft and 50 flying bombs. One of its pilots (Sgt. Ray Hamlyn) accounted for five enemy aircraft in one day. In February 1945, another 610 pilot (F/Lt Tony Gaze) flying a Spitfire XIV destroyed a Messerschmitt 262 jet fighter-bomber over Germany.
At this time, Martin Hearn obtained a contract from the Ministry of Aircraft Production to repair large numbers of Avro Ansons, and later de Havilland Mosquito fighter-bombers. As No. 7 Aircraft Assembly Unit, the company's work also included the assembly of various types of US-built aircraft that arrived by ship at the Mersey docks. Aircraft included the North American Mustang, Lockheed P-38 Lightning and Republic P-47 Thunderbolt fighters, plus Douglas Boston and Canadian-built Handley Page Hampden bombers, and North American Harvard trainers.
The first Sikorsky helicopters used by the RAF were also assembled and tested at Hooton towards the end of the war. During the war years, Hooton assembled and repaired thousands of aircraft. The RAF operated a flight of Coastal Command Avro Ansons, de Havilland Tiger Moths and de Havilland Hornet Moths on anti-submarine patrols during 1939 and 1940. No. 11 Radio School and No. 3 General Reconnaissance School flew from the airfield.
In 1941 the grass airfield was transformed to include a 6,000-foot concrete runway – one of the longest in Europe at that time. As aircraft became redundant, they were sent from all over the country to No. 100 Sub Storage Site at Hooton to be scrapped. The end of the Second World War brought a decline in work to Martin Hearn. The company then had to seek peacetime work. To this end, buses were repaired, armoured cars overhauled and Slingsby gliders manufactured.
Post-war operations.
In 1947 Martin Hearn's company was renamed Aero-Engineering and Marine (Merseyside), and Martin Hearn was no longer connected to it. Martin Hearn went into partnership with Lily Belcher, and ran the Glider Club, adjacent to the airfield at its north western corner, as a successful and popular hotel for 25 years. The engineering company survived until 1955, latterly servicing Canadair Sabre jet fighters for the RAF and RCAF. Wing Commander 'Wilbur' Wright opened a flying school at Hooton, and later a gliding club was operated from the northern end of the airfield. The gliding club survived as a local wining and dining venue until 1986.
In 1946 No. 610 Squadron Royal Auxiliary Air Force returned to Hooton Park after valiant war service, flying Spitfires in the European theatre. No. 663 (AOP) Squadron was reformed at Hooton Park in 1949, using Auster spotting aircraft. In 1951 No. 610 Squadron received Meteor twin jet fighters, and No. 611 Squadron (West Lancashire) relocated from Woodvale to use the longer Hooton runway required for this type of aircraft. The three squadrons operated as R.Aux.AF units from the airfield until all Auxiliary flying squadrons were disbanded in March 1957. At this point, the station was closed and all flying ceased at RAF Hooton Park.
After closure by the RAF.
The closure of the aerodrome was not the end of the story for Hooton Park – it became the site of the north's biggest agricultural show (the Cheshire Show) until 1977, and the runways continued to be used by Shell Research for testing cars at high speed. In 1960 part of the site was purchased by Vauxhall Motors for the construction of a vehicle production plant at Ellesmere Port – the first car to roll off the production line being the Vauxhall Viva.
Hooton Park Trust.
In the summer of 1986 Hooton opened its gates for two days to host the 'Wheels 86 Transport Extravaganza'. This event was so successful that four other 'Wheels Shows (1988, 1992, 1994 and 1996) were held. Over 80,000 people attended these events, and many thousands of pounds were donated to charities from the proceeds. For the first time since 1957 the runways were used. Harrier jets thrilled the crowd, and for a few precious hours, cutting edge aviation technology paid homage to this pioneering aviation site.
Early in the 1980s, the group of four people organising these events successfully approached the local authority to obtain a preservation order on the three historic World War I hangars. English Heritage bestowed on the three hangars grade II Listed building status in 1985 because of their rarity as a group of three double-bay hangars utilising the Belfast truss form of construction.
In the late 1980s this group of four formed themselves into an alliance called The Griffin Trust, and Vauxhall Motors granted them a peppercorn lease on two of the hangars. The third hangar continued to be used to service Vauxhall motor cars.
After a great deal of work, the buildings were brought into some semblance of order. Despite many attempts to raise capital for the repair and maintenance of the buildings The Griffin Trust failed to secure any substantial grant funding.
On 9 October 2000, The Hooton Park Trust obtained the freehold of the three World War I aircraft hangars, with associated ancillary accommodation and land at Hooton Park. The sale of the freehold concluded twelve months of intensive negotiations between The Hooton Park Trust and Vauxhall Motors. These were entered into in response to Vauxhall Motor's application in September 1998 to the local planning authority (Ellesmere Port and Neston Borough Council), for Listed Building Consent to demolish the hangars. This created an enormous protest from aircraft enthusiasts and local people, who were determined that the buildings should be saved in recognition of their role in the development of military and civilian aviation. The campaign was also supported by people concerned with the architectural value contained within the site's buildings.
Vauxhall Motors and their parent company General Motors, met with representatives of The Hooton Park Trust. The Trust persuaded the car giant of the value of the heritage asset they owned, and as a gesture in recognition of this the freehold was passed to The Hooton Park Trust. The motor giant provided substantial financial support to supplement planned applications for public sector funding as well as support expenses to aid the Trust in the first three years of operation.
English Heritage commissioned a thematic review of military aviation sites throughout the United Kingdom in 1998. In that review, Hooton Park was recommended for upgrade to grade II* (two star) listing. Belfast truss hangars were now exceedingly rare, and Hooton Park was in the fortunate position of having three double bay examples set in context with their original ancillary buildings.
In March 2003, grade II* (two star) listing was achieved and a scheme of emergency repairs was devised by consultant engineers working on behalf of the buildings owner's. The Hooton Park Trust have secured initial grants from English Heritage, Heritage Lottery Fund and WREN (landfill tax credits), and work was due to begin on restoring the hangars and ancillary accommodation in September 2007. Since that date, there has been a major roof collapse in one of the hangars, potentially endangering its future. Parts of the site remain open to the public, and the Trust offers guided tours to groups and individuals interested in Hooton Park's rich architectural and aviation history.
Surviving airfield facilities.
A section of the main runway, together with a taxi track and apron, survives at the western end of the airfield owned by the Naylor Trust. A private Eurostar light aircraft landed on and later departed from this runway in 2011. The adjacent large World War II B1 type hangar, which was last used for servicing Meteor jet fighters, is now in industrial use.
Kart circuit.
In January 2007, the Hooton Park kart circuit opened after 12 months of construction. The circuit is officially licensed by the Motor Sports Association and race meetings are held on the second Sunday of each month. The races are organised by the Cheshire Kart Racing Club.
Since its opening, the circuit has proven to be popular to karters in the North West Region and has played host to several major meetings including the last round of the Motors TV UK Karting Challenge in October 2007. The Circuit is due to host the NKRA Grande Finals in August 2009.
the aeroplane collection (tac).
tac is one of the oldest aircraft restoration groups in England and has been based at hooton park for quite some time. They have two buildings on the site where multiple aircraft are being stored and restored to display condition.
Aircraft owned by the group are:
Ellesmere Port Model Boat Club.
In 2017 Ellesmere Port Model Boat Club were given a small piece of land on which to build a sailing lake. The club was given this on the proviso the land be tended to and looked after by the members. In 2018 trees were cut back, grass mown and rubbish removed. A small pool was then built on the land. This pool also acts as an emergency water supply in case of fire. The club are hoping to remain at Hooton for the foreseeable future.


Comp Air 8

The Comp Air 8 is an American kit turboprop-powered light civil utility aircraft manufactured by Comp Air of Florida.
Design and development.
The aircraft is a Comp Air 7 with its fuselage stretched by 2 feet (0.6 m) to accommodate six adults and two children. The Comp Air 8 is configured as a conventional high-wing monoplane with optional tailwheel or tricycle undercarriage. It can be fitted with large floats for water operations.
The Comp Air 8 fuselage and tail are constructed with carbon fiber. Fuel capacity can be determined by the builder and can be as much as . The useful load is and the aircraft has a standard gross weight of . The gross weight can be increased to or even with factory-supplied reinforcing kits. The standard engine used is the Walter M 601D of


B.C. Air Lines


Edgar Petersen

Edgar Petersen (26 April 1904 – 10 June 1986) was a German bomber pilot in the Luftwaffe during World War II and recipient of the Knight's Cross of the Iron Cross of Nazi Germany.
Petersen also served in the position of "Kommandeur der Erprobungstellen" (commander of all Luftwaffe test stations) as an "Oberst" later in the war, in which capacity from September 1942 onwards became centrally involved with the further development work required for the Luftwaffe's only operational heavy bomber, the Heinkel He 177 A, to make it combat ready, mostly focusing on the fire-prone DB 606 and DB 610 powerplants used for powering the He 177 A's airframe. In September 1942 "Reichsmarschall" Hermann Göring had rescinded the 1937-imposed mandate for the He 177 A to perform moderate-angle dive bombing missions. From the time of his appointment as the "KdE", at Rechlin, "Oberst" Petersen would head the development program to govern and manage the task of applying the substantial number of upgrades required for the troubled He 177 A to be successful in service.


Concrete Industry Management

Concrete Industry Management (CIM) is a business program that has been developed specifically for the concrete industry to provide students with a four-year Bachelor of Science degree in Concrete Industry Management. The program gives students entering the concrete work force industry experience early in their careers. Supported by leading companies and trade associations in the concrete industry, this program benefits those participating in the concrete industry by increasing the number of qualified workers in the field.
The goal of the program is to produce broadly educated, articulate graduates grounded in basic business management, who are knowledgeable of concrete technology and techniques and are able to manage people and systems and promote products or services related to the concrete industry.
The concrete industry provides diverse career opportunities. Graduates of the CIM program are being hired for management positions throughout the concrete industry including production, material supply, research, contracting and manufacturing.
The major fundraiser is the annual CIM Auction where the goal is to raise money and awareness. The money raised from the CIM Auction benefits the CIM National Steering Committee and supports the CIM programs. On average, CIM generates about $450,000 on average from auctions.
In the United States, concrete is a $200 billion industry with 500,000 people employed in a variety of concrete careers. The people in these careers build the roads, bridges, dams and public works that keep America's infrastructure strong. Concrete is the foundation that keeps America's office buildings, retail stores and parking structures standing strong. Also, concrete is also used to create some of the safest and most energy-efficient homes.
History.
In early 1995, the concrete industry began efforts to create the first and only four-year Bachelor of Science degree program in Concrete Industry Management (CIM). Founded in 1996, the CIM program enrolled its first two students at Middle Tennessee State University (MTSU). The popularity of the program has taken off since with more than 300 students pursuing degrees in CIM.
The Ready Mixed Concrete 2000 (RMC 2000) movement, which included education as one of its primary initiatives to improve the concrete industry, became a strong national venue to garner support for the vision of a CIM degree. Led by the RMC 2000 initiative, a group of industry champions approached the administration at MTSU with the idea of creating a bachelor's degree dedicated to the development of managers for the concrete industry. Officials at MTSU embraced the idea, contingent on the concrete industry assisting in the development of the curriculum and making a commitment to staying involved long-term by promoting and supporting the program. Industry representatives agreed and a unique partnership was formed.
The program was developed to address the need for people with enhanced technical, communication and management skills specifically suited for the concrete industry. The individuals graduating from this program will have the skills necessary to meet the growing demands of the changing concrete industry. The program gives students many advantages including entering the concrete work force with exposure to the industry early in their careers.
Available at MTSU, California State University, Chico, the New Jersey Institute of Technology, and Texas State University, the program has been successful for both the industry and the graduates. More than 400 students have graduated from CIM program. CIM graduates work for manufacturers, material suppliers, ready mix companies, contractors, testing labs, trade associations, home builders and developers.
Administrative bodies were needed within the concrete industry to manage participation, guidance, and other forms of support related to the program. A grassroots advisory group, the CIM Patrons, was formed to raise funds, promote the program, recruit and mentor students, and provide guest lectures for classes. A National Steering Committee (NSC), composed of pioneering concrete industry executives, was established to provide oversight to the CIM curriculum and supply guidance for general program direction from a national perspective. In addition to the NSC, each school that offers the CIM program has a Patron's Group that serves as a grassroots advisory group to raise funds, promote the program, recruit and mentor students, as well as provide guest lectures for classes.
In 2004, the NSC began pursuing a goal to duplicate the CIM program on a regional basis. The CIM staff and administrators at MTSU, with support from leading concrete industry associations, successfully obtained a $600,000 National Science Foundation grant to assist the industry with the expansion effort. NSC plans to eventually expand the program to about seven schools.
CIM raises money through an annual auction. In 2008, the auction raised approximately $540,000, in 2009 the auction raised $300,000 and in 2010, the event raised more than $386,000. At the most recent auction in January, 2011, the annual fundraising event raised more than $500,000.
Curriculum offered.
Concrete coursework covers three broad areas: concrete materials science (mix design, testing, quality control, troubleshooting, etc.), concrete construction technology and techniques (placement and finishing operations, use of new products, etc.), and applied project, production, and sales/marketing management for the concrete industry (ready mix and concrete products operations management, product/industry promotion, estimating, scheduling, personnel management, etc.). The concrete-specific courses teach the fundamentals of concrete, properties and testing, concrete construction and more. All of these courses provide much more than what is simply in the text - they emphasize problem solving, quality assurance and customer satisfaction. They utilize practical case studies and an internship to make sure the student obtains real-world experience essential to starting a successful career. Additional opportunities for growth include on-campus socials and other organized events providing industry networking and professional development.
The degree is composed of four major areas of study: general studies requirements, required support courses, major requirements of concrete-related courses and business courses. The program entails a broad range of courses, from English and history to science and mathematics. A series of required business courses such as finance, sales, marketing, management and business law are also taken throughout the program. The program entails a broad range of courses, from English and history to science and mathematics. A series of required business courses such as finance, marketing, management and business law are also taken throughout the length of the program.
The concrete industry played a major a role in the development of the curriculum. Concrete professionals and industry consultants worked with administrators to make sure the CIM Graduates are fully prepared. In addition to the CIM degree, a master's degree is available. This program was jointly developed by members of the CIM Association, representatives from the Concrete Industry Management program of the College of Basic and Applied Sciences, and faculty and administrators from the Jones College of Business. This executive type MBA in CIM will be a cohort structure for networking and sharing experiences, while fostering a collaborative learning environment. Since CIM is still a young degree program, most interest comes from industry professionals with business, liberal arts or technical degree background.
The program is18-months long and is administered in 10-week blocks. For a 36-hour program, there will be six regular 10-week terms, plus a prerequisite term made up of three business leveling courses – Accounting, Finance and Statistics.
Presented by the Jennings A. Jones College of Business on the campus of Middle Tennessee State University (MTSU) in Murfreesboro, Tenn., the format includes distance learning, webinars and on-campus visits to MTSU. Academically, all participants must hold at least an undergraduate degree from an accredited institution of higher education. While participants must have at least a bachelor's degree, that degree does not have to be in business.
Scholarships.
Many organizations in the concrete industry offer scholarships for students interested in pursuing a Concrete Industry Management degree. The list below indicates the scholarships available. There are three scholarships available to CIM students. The first, National Precast Concrete Association (NPCA) Educational Foundation Scholarship, is offered to any high school student, high school graduate or current undergraduate who will be enrolling full-time in an academic institution for the year beginning in September following the date of application and whose course of study is in an academic field related to the building, construction or precast concrete industry. Scholarships will not exceed four years and are awarded in the amount of $1,000 per academic year.
The Concrete Plant Manufacturers Bureau (CPMB) Scholarship is offered to a deserving student in the MTSU CIM program (minimum 3.0 GPA). The scholarship, which will provide $2,500 per semester for two semesters, will be available beginning with the Fall 2008 semester. The recipient will be selected by the CIM faculty.
The final scholarship, Wisconsin Ready-Mixed Concrete Association Scholarship is offered to residents from the state of Wisconsin, the Upper Peninsula of Michigan and members or family members of the Wisconsin Ready Mixed Concrete Association.
Locations.
There are four locations with CIM programs in place. They are Middle Tennessee State University, Texas State University, New Jersey Institute of Technology and California State University, Chico.


Contact Airways


Arthur Rees

Arthur Morgan Rees CBE, QPM, DL (20 November 1912 – 13 May 1998) was a Welsh international rugby union flanker, the Chief Constable of Denbighshire and later of Stafford and Stoke-on-Trent, a sports' administrator and World War II fighter pilot.
Biography.
Rees was born in the village of Llangadog in 1912. He was raised as a Welsh speaker, not learning English until the age of seven. He was educated at Llandovery College before matriculating to St Catharine's College, Cambridge, earning two rugby blues. He joined the Metropolitan Police after leaving Cambridge in 1935, joining the Royal Air Force after the outbreak of the Second World War. Serving as a pilot, he rose to the rank of squadron leader, ending as acting wing commander.
Rees was capped for Wales 13 times, most notably as pack leader in 1935 when they beat the All Blacks 13-12. It was described by journalist JBG Thomas as, "The most exciting international match ever played in Wales."
In 1943 he married Dorothy Webb, with whom he would have a daughter, Rosemary. With the end of the war, he returned to the Metropolitan force, rising through the ranks until becoming the Chief Constable of Denbighshire in 1957. He remained with the Welsh force until 1964, when he became the Chief Constable of Staffordshire.
Awards.
Rees received several awards for his many years as a high ranking police officer and his work on sporting bodies. In 1960 he was appointed Officer of the Order of the British Empire, which was followed by Commander of the Order of the British Empire in the 1974 Birthday Honours. He was awarded the Queen's Police Medal in 1970 and was made a Deputy Lieutenant to Staffordshire in 1967. In May 1977 he was granted the Freedom of the City of London and in November of the same year was made a Knight of the Order of St John.


Bill Young (Western Australian politician)

William Gordon Young (28 August 1918 – 21 April 2012) was an Australian politician who was a Country Party member of the Legislative Assembly of Western Australia between 1967 and 1974, representing the seat of Roe.
Born in Perth to Alice (née Nicholls) and Arthur James Young, Young attended Claremont High School in the city's western suburbs. He then worked briefly as a clerk with an insurance agency, before going to the small Wheatbelt town of Kondinin to farm. He enlisted in the Royal Australian Air Force in November 1940, and as a flight lieutenant saw service in Egypt, Singapore, India, and Burma, flying bombers. Returning to Australia in March 1944, he was briefly stationed at RAAF Evans Head, a training school, and then worked for the Australian intelligence service until the war's end. While in Perth in May 1944, Young married Amy Doreen Pond, with whom he later had three children. A keen footballer, he played senior football for during the 1945 WANFL season, and continued with the Kondinin Football Club in the Merredin Districts Football League after returning there in late 1945.
Young was elected to the Kondinin Road Board (later the Shire of Kondinin) in 1954, and served as its chairman from 1959 until 1967, when he stood for the by-election in Roe necessitated by the resignation of the sitting Country member, Tom Hart. His only opponent was Liberal candidate Mel Bungey, who was later elected to the federal House of Representatives. Young's majority decreased at both the 1968 and 1971 state elections, and at the latter poll the final margin between him and the next-best candidate, independent Leonard Gleeson, was less than 200 votes – Young finished with 51.32% of the two-candidate preferred vote. Young was chairman of the state Country Party from 1971 and 1974, and in July 1973, following Sir Crawford Nalder's retirement, was elected deputy leader, replacing the new leader, Ray McPharlin. A member of various parliamentary committees, Young lost his seat to the Liberal candidate, Geoff Grewar, at the 1974 election. In a three-cornered contest between Labor, the Liberals, and the National Alliance (a brief merger of the Country Party and the Democratic Labor Party), Young received 43.35% on first preferences, but could only gain 48.24% of the final count as the vast majority of Labor preferences flowed to the Liberals. After leaving parliament, Young was chairman of the board of Claremont Teachers College (later the Western Australian College of Advanced Education), and was also involved with the National Parks Authority. He died in Wembley, a suburb of Perth, in April 2012, aged 93.


William Roach (cricketer)

William Roach (12 December 1914 – 8 June 1944) was an Australian cricketer. He played three first-class matches for Western Australia in 1933/34.


List of airlines of Cuba

This is a list of airlines currently operating in Cuba.


College of Air Traffic Control

The College of Air Traffic Control or CATC is the main British non-military training establishment for air traffic control (ATC). It also trains people from other countries.
History.
The NATS College of Air Traffic Control was originally in Dorset, started by the Ministry of Aviation as the School of Air Traffic Control in 1949. The college was created by the National Air Traffic Control Service, which was a partly-military organisation. The college in the early 1970s was run by the Air Traffic Control Service.
The new college in Hampshire opened on Monday 26 September 2011.
Training.
Once selected for the course, trainee air traffic controllers in the 1990s would take a 72-week-long course, followed by a year of on-site experience.
The training course is two months, from whence the path of training is either an Area Controller (nine months more training) or an Approach Controller (five months more training). There are 120 trainees per year.
Since September 2015, all Norwegian air traffic controllers (for Avinor) train at the college.
Structure.
It is situated in the main NATS building, north of junction 9 of the M27. It has six simulator rooms and a 3D aerodrome simulator.


List of United States Marine Corps aviation support units

This is a list of United States Marine Corps aviation support squadrons and other units, sorted by type.
Active.
Marine Wing Headquarters Squadrons.
The Marine Wing Headquarters Squadron (MWHS) provides administrative and supply support for a Marine Aircraft Wing Headquarters (MAW HQ). The MAW HQ is a separate organization that directs and coordinates the operations of the MAW. The MAW HQ contains the wing commander (commanding general) and assistant wing commander, their personal staffs (aides-de-camp, drivers, etc.), and the chief of staff, the general staff divisions (G-1 through G-6), and the special staff departments (public affairs officer, wing inspector, staff judge advocate, wing medical officer, and wing chaplain). The wing commander fights the MAW from his operational command post located in the Tactical Air Command Center (TACC) maintained by the Marine Tactical Air Command Squadron (MTACS).
Marine Aviation Logistics Squadrons.
The Marine Aviation Logistics Squadron (MALS) provides direct support of intermediate aircraft maintenance, avionics, aviation supply, and aviation ordnance to the aircraft squadrons of a Marine Aircraft Group. A MALS is capable of supporting multiple types of aircraft, as well as providing detachments for the aviation combat elements of a MEB or MEU.
Marine Air Control Squadrons.
MACS are responsible for air traffic control and operate the Tactical Air Operations Center (TAOC), which directs antiair warfare (to include ground-based anti-aircraft weapons), early warning & intercept control, air surveillance, radar control, and airspace management.
Marine Air Support Squadrons.
MASSs provide the Direct Air Support Center (DASC) which controls and coordinates those tactical aircraft operations directly supporting ground forces. They are responsible for the processing of immediate requests (e.g. Close Air Support, CASEVAC, and Assault Support), integrate and deconflict indirect fire support (e.g., artillery and mortars) with aviation assets, manage terminal control assets, and procedurally controlling aircraft.
Marine Tactical Air Command Squadrons.
MTACS provide the ACE commander with command and control functions necessary for the aviation mission. They establish a Tactical Air Command Center (TACC), which is the operational command post for the Marine Aircraft Wing, from which the Wing Commander and his battle staff command the tactical air battle, including tactical air support provided to ground forces (directed from the DASC in the MASS) and tactical air defense (directed by the TAOC in the MACS).
Marine Wing Communications Squadrons.
MWCSs provide all communication assets for the ACE, including radio, satellite, wire, and data technology.
Low Altitude Air Defense Battalions.
LAAD Battalions are responsible for close air defense protection of assets within the area of operation, with a secondary mission of local ground security for ACE elements. They are armed with surface to air weapons, as well as early warning and detection equipment. Currently, LAAD battalions are equipped with the FIM-92 Stinger, a man-portable surface-to-air missile, and the M2 .50 cal machinegun. The M1097 Avenger missile-equipped HMMWV has been retired by Marine forces.
Marine Wing Support Squadrons/Detachments.
The MWSS provides all essential aviation ground support to the MAG to operate an airfield. This support includes: (1) airfield services (aviation terminal operations, airfield expeditionary systems/ air field lighting, and aircraft crash rescue and firefighting/ emergency services), 2) communications (less air traffic control services), (3) motor transport, (4) engineer services (construction, maintenance, and utilities), 4) bulk fuel delivery and containment, (5) aircraft refueling, (6) non-aviation (i.e., "ground") supply, (7) non-aviation equipment maintenance, (8) local security, (9) food service, and (10) medical services (provided by U.S. Navy personnel).
Headquarters and Headquarters Squadrons.
A H&HS usually consists of the headquarters group (the station commanding general/commanding officer and staff), the squadron headquarters (commanding officer and staff), public affairs and journalism, facilities planning & maintenance, billeting and family housing offices, station motor pool, air traffic control, meteorology, fuels, ordnance, other aviation support, Aircraft Rescue and Firefighting, Provost Marshal section, station Judge Advocate's Office, station Chaplain, Navy medical facility, and Marine Corps Community Service, which usually hosts services such as a Marine Corps Exchamge (MCX) (i.e., post exchange), commissary, gas station, barber shop, dry cleaner, library, theater, golf course, bowling center, fitness, recreation, hobby, craft and auto repair center(s), swimming pool, officer, SNCO, NCO clubs, family services, Single Marine Program, and other personal services vendors.
Combat Logistics Companies.
Combat Logistics Companies, while subordinate to a Marine Logistics Group provide intermediate ground logistics support to aviation units, to include supply and maintenance beyond organic capabilities. All Marine air stations not in proximity to a Marine Logistics Group have a tenant company.
Decommissioned.
Squadrons are listed by their last designation.
Assault Air Warning Squadrons.
Assault Air Warning Squadrons were United States Marine Corps aviation command and control units formed during World War II to provide early warning, aerial surveillance, and ground controlled interception during the early phases of amphibious landing. These squadrons were supposed to be fielded lightweight radars and control center gear in order to operate for a limited duration at the beginning of any operation until larger air warning squadrons came ashore. They were originally formed as "Air Warning Squadron (Air Transportable)" however their deisgnators changed in July/August 1944 due to the inability to field an air transportable radar. Four of these squadrons were commissioned during the war with one, AWS(AT)-5, taking part in the Battle of Saipan. All four squadrons were decommissioned in November 1944.
Aircraft Engineering Squadrons.
Aircraft Engineering Squadrons were responsible for training aircraft maintenance and service personnel. The squadrons were originally formed during World War II and were in existence into the early 1950s.
Marine Air Traffic Control Squadrons.
The Marine Air Traffic Control Squadrons (MATCS) were formed through the consolidation of regionally aligned Marine Air Traffic Control Units, underneath each Marine Air Wing. The first MATCS was commissioned in 1976 with the last one commissioning in the reserves in 1980. The MATCS provided all-weather, air traffic control services at expeditionary airfields and remote area landing sites in support of Fleet Marine Force operations as part of the Marine Air Command and Control System (MACCS).


List of small airlines and helicopter airlines of Russia

This is a list of small airlines and helicopter airlines of Russia.


Airport Rail Link (Bangkok)

The Airport Rail Link (ARL) () is an express and commuter rail in Bangkok, Thailand. The line provides an airport rail link from Suvarnabhumi Airport, via Makkasan Station, to Phaya Thai station in central Bangkok. Most of the line is on a viaduct over the main eastern railway. It is owned by State Railway of Thailand (SRT) and operated by Eastern High-Speed Rail Linking Three Airports Company Limited, a special-purpose vehicles by the consortium of Charoen Pokphand Holding and partners. Including Charoen Pokphand Holding (CP), Ch. Karnchang PLC. (CK), Bangkok Expressway and Metro PLC. (BEM), Italian-Thai Development PLC. (ITD) and China Railway Construction Corporation (CRCC). The -long Airport Rail Link opened for service on 23 August 2010. Services originally consisted of both express services and the City Line, a commuter rail service with eight stations. However since September 2014, all express services have been suspended indefinitely due to a shortage of rolling stock availability.
History.
The airport link contract was signed in January 2005, and construction began in July 2005. The line was built by a consortium of B.Grimm, STECON, and Siemens. It is operated by SRTET (SRT Electric Train Company), a wholly owned subsidiary of the State Railway of Thailand (SRT). The cost of the project was 25.9 billion baht.
The line is built largely along the same alignment as the failed Bangkok Elevated Road and Train System (BERTS) project, started by Hopewell, but stopped in 1997 when only 10 percent had been completed. Many previously constructed BERTS pillars stood in the way of the new system. After extensive debate and an engineering review on their suitability for use in the ARL project—and demands for compensation from Hopewell—the SRT eventually decided to demolish the pillars and build new ones.
Originally scheduled to be completed by 2007, the Hopewell debacle, an extended bidding process, and a series of legal challenges from squatters and property owners who had encroached on SRT's land, repeatedly delayed the project. Initial test runs were conducted in October 2009, with a free limited trial service open to the public running from April 2010. Full commercial services were launched on 23 August 2010.
Operations.
The ARL operates daily from 05:30 to 24:00, with services departing every 10–11 minutes during peak hours (06:00-09:00 and 16:00-20:00) and every 12–13 minutes off peak and weekends.
The number of passengers using the service in the first three years of operation was about half that projected. The SRT estimated about 95,000 passengers total per day, but the actual ridership was about 40,000, including 38,000 for the City Line and 2,500 for the Express Line. Airport Rail Link, a subsidiary of the SRT set up to operate the Airport Link services, has operated at a loss since the start of its operations. The ARL averaged around 56,000 passengers a day on weekdays and 40,000 a day on weekends in 2015. As of May 2018, the daily average is around 72,000 passengers and overcrowding it still a major problem during peak periods due to insufficient rolling stock with only 7 of the 9 trains operational.
City Line.
The commuter/suburban City Line stops at all eight stations. It is used by many residents and students in the eastern suburbs as well as airport staff. The City Line has suffered from significant overcrowding since 2012. City Line units allow passengers to bring bicycles during off peak periods and on weekends, but excessively large bags for trips to the airport can be difficult during peak periods. The system has come under some local scrutiny for this.
Express Line.
As of September 2014, all express services were suspended until further notice due to a shortage of rolling stock.
On 1 June 2011, additional Express Line services became available between Phaya Thai station and the airport with a journey time of 18 minutes. This resulted in two distinct Express Services: one to/from Phaya Thai with a 60-minute headway; and one to/from Makkasan Terminal also with a 60-minute headway. This was due to a design flaw in the original laying of the rail which meant that the Express Line track terminates at Makkasan and does not connect with the City Line track which run on the outer side of the Express line, to Phaya Thai. The SRT allocated 17m baht in Feb 2012 to rectify this problem. As of early 2018 the two tracks had still not been connected.
At the end of April 2014, the Phaya Thai Express service was suspended for 12 months due to insufficient rolling stock being available while long term, overhaul maintenance of the express rolling stock was undertaken. Thereafter, the hourly Makkasan Express service was only averaging 400 passengers a day. Subsequently, in September 2014 the SRTET decided to suspend the Makkasan Express due to low passenger numbers and insufficient rolling stock. There have been no Express Services since this time. It will eventually be replaced with high speed train services once the high speed train to U-Tapao International Airport and the EEC area is completed. The high speed train will stop at Don Mueang International Airport, Bang Sue Central Station, Makkasan Station, Suvarnabhumi Airport, Chachoengsao, Chonburi, Si Racha, Pattaya and terminate at U-Tapao International Airport.
Fares.
Standard fare for the City Line is between 15–45 baht depending on distance. (The Express Line was priced between 90/150 baht for one way/return).
City Air Terminal check-in.
From 4 January 2011, a baggage check-in service began for passengers traveling on flights operated by Thai Airways, 08:00–21:00. Passengers checking in at Makkasan station (the city air terminal) were required to purchase an Express Line ticket and check in at least between 3 and 12 hours in prior to flight departure. Bangkok Airways discontinued baggage check-in service in this facility on 13 June 2011. However, very few passengers—20 or fewer per day—used the Makkasan station check-in service. The SRTET stated that they wanted to encourage further airlines to use the City check in service in early 2014 with a target of 1,000 people a day by late 2014. However, in July 2014 the SRTET stated that it would most likely cease check-in operations as only 10 people were using it a day with only 200 pieces of luggage checked in each month. The service was costing SRTET 5.27m baht a month. All check-in services ceased in September 2014 when the Express service was suspended.
Specifications.
The standard gauge line is long and is elevated, running above the existing eastern railway, with an underground terminal at the airport. Commuter trips take 27 minutes from Phaya Thai to Suvarnabhumi Airport.
Nine Siemens Desiro sets were purchased. City services are operated by five three-car trains, and the express services by four trainsets with a fourth car for check-in baggage. The first trains left Germany in September 2007, and testing in Bangkok began in March 2008. On 15 May 2012 the Thai Cabinet approved a budget of 5.2 billion baht for the SRT to order seven new, four car sets of Siemens Desiro rolling stock to be delivered by 2014. However, as of June 2013 no orders for new rolling stock had been placed.
The line is electrified at 25 kV AC. All stations were built to accommodate 10-car trains, and the express train platform of Makkasan station and all platforms at Suvarnabhumi are fitted with platform automatic screen doors. The top speed is , but the short distances between the stations do not permit commuter services to reach that speed.
At Makkasan and Suvarnabhumi, both lines have their own tracks and platforms. At Hua Mak the express line can bypass the city line via a passing loop.
Rolling stock.
Nine Siemens Desiro sets were built in Krefeld, Germany.
Four Express trains—four cars, red colour—were used for the two separate express service between Makkasan and Phaya Thai and Suvarnabhumi
Airport. The fourth car is a baggage car with no passenger seating The other five City Line trains—three cars, blue colour—are used for commuter City Line service stopping at all eight stations on the Airport Line.
Since the suspension of the Express Services in September 2014, all Express sets have been used as all stop City Line services. In 2017, the SRTET commenced refurbishment of the four Express trains to install seating in the fourth car in order to increase passenger capacity.
New rolling stock order.
Approval was granted by the Transport Ministry (MOT) for the SRT to purchase seven new, four car sets of rolling stock in early 2012 due to overcrowding and the urgent need to provide extra rolling stock. During, 2013 the MOT reviewed the purchase intention to consider cheaper Chinese rolling stock. In December 2013, the Thai Cabinet approved 4.9 billion baht for the seven new sets of rolling stock. As of mid-2014, a supplier had not been selected, but the SRT indicated its intention to invite bidders to tender for new rolling stock in September 2014.
This was subsequently delayed with the SRT expecting to conduct an e-tender in April 2015 with a schedule to sign the contract by June 2015. However, a subsequent tender was suspended in 2016 after allegations of corruption surrounding the bidding process.
In early 2017, the SRT Deputy Director stated that the new rolling stock would be tendered and a contract signed by the end of 2017. However, in January 2018 the SRT stated that the purchase would be delayed until the finalisation of the Eastern high speed line tender as rolling stock for this line would be used on the extended ARL.
Extension to Don Mueang Airport.
Since its inception, the ARL was intended to be extended north to the new SRT Bang Sue Intercity Terminal (under construction) and ultimately Don Mueang Airport (DMK). This would use the SRT Dark Red Line and main SRT north line corridor. The extension— underground and elevated—would consist of five stations beyond the current terminus at Phaya Thai: Ratchawithi (underground), Bang Sue Central, Bang Khen, Laksi, and Don Mueang.
Originally, it was thought that work on the extension would not commence until after 2016. However, the Thai Cabinet designated a two-airport policy in March 2012 encouraging airlines, particularly low-cost carriers, to move to Don Mueang Airport. This resulted in an advance of the ARL extension timeline. The SRT budgeted for the extension in its 2013 budget and the 27 billion baht extension was planned to be tendered in the latter half of 2013. The political crisis in the last three months of 2013 and early-2014 delayed any further progress of the project. The military coup of May 2014 resulted in a military administration which did not fund the project in 2014. The ARL was intended to be the backbone of a future high speed rail line (HSR) to Chonburi and Rayong - originally scheduled to be completed by 2018. The military coup of May 2014 subsequently resulted in deferring all HSR line proposals for a period of two years. Construction resumed along the elevated line to the station at Don Mueang International Airport in late 2016.
In February 2015, the Thai Cabinet approved a budget for land appropriation with the expectation that the extension would be tendered later in 2015. However, this did not occur and there was no advance on the project in 2016. In 2017 that the Thai Government decided that the new Eastern high speed line would originate at Don Mueang Airport, and not Bang Sue Terminal. Thus, this project effectively became the ARL extension to Don Mueang Airport as it will use the ARL track and stations.
In early 2018, the SRT stated that the Eastern HSR line section from Phaya Thai to Bang Sue and Don Mueang Airport is expected to be tendered by May 2018 with a 4 months auction period before the successful bidder is awarded. The cost of the project is estimated to be over 200 billion baht, of which the Thai Government will fund 123 billion baht and the private sector estimated to contribute 90 billion baht.
Airport extension.
Passive provision is being made for an extension of the rail link to a future second terminal at Suvarnabhumi Airport. The Suvarnabhumi second terminal station will be on ground floor before the Suvarnabhumi station that is on underground floor.


Fossil Bluff Skiway


Fly Ernest


The Qantas Club


Porter Aviation Holdings


Heze Airport

Heze Airport is an airport being built to serve the city of Heze in Shandong Province, China. It is located near Huangzhuang Village in Menghai Town (), Dingtao District of Heze. The airport project received approval from the national government and the Central Military Commission in February 2017.
The construction budget for the airport is , which is funded by the National Development and Reform Commission, the Civil Aviation Administration of China, and the Shandong Provincial Government.
Facilities.
The airport will have a runway (class 4C), a terminal building, and seven aircraft parking aprons. It is designed to serve 900,000 passengers and 6,500 tons of cargo annually by 2030.


Pilatus P-5

The Pilatus P-5 was a single-engined artillery observation aircraft project from Pilatus Aircraft in Switzerland.
Design and development.
The first drawings for the Pilatus P-5 were made in 1951. The client was the Federal Military Department (EMD). The main purpose for the P-5 was for artillery observation. It was a single-engine, two-seat high-wing monoplane with fixed wheels. The aircraft frame was intended to be built out of tubular steel and skinned with metal. The main wings and tail were intended to be made from an alloy, not steel. This aircraft had fixed wing with slats and flaps fitted on to them. The pilot and observer were seated in a generously glazed cabin that had exceptionally good visibility in all directions. This view was due mainly to the curved sides which allowed the aircrew to look almost straight down. This P-5 design was abandoned in 1951 and no prototype aircraft were ever built.


Haines Seaplane Base

Haines Seaplane Base is a public-use seaplane base located in Haines, Alaska. It is owned by Haines Borough. It is included in the National Plan of Integrated Airport Systems for 2011–2015, which categorized it as a "general aviation" facility.
Facilities and aircraft.
Haines Seaplane Base has one seaplane landing area designated N/S which measures 5,000 by 4,000 feet (1,524 x 1,219 m). For the 12-month period ending December 31, 2006, the airport had 250 aircraft operations, an average of 20 per month: 60% general aviation and 40% air taxi.


John Ainsworth-Davis

John Creyghton Ainsworth-Davis (23 April 1895 – 3 January 1976) was a Welsh surgeon and sprint runner who won a gold medal in the 4 × 400 m relay at the 1920 Summer Olympics.
Biography.
Ainsworth-Davis studied at Westminster School. During World War I he first served as a captain with the Rifle Brigade and then as pilot in the Royal Flying Corps.
At the 1920 Summer Olympics Ainsworth-Davis ran the third leg for the British 4 × 400 m relay team, which won the event. He also competed in the individual 400 m, to replace Cecil Griffiths who fell ill, and finished fifth.
After graduating from University of Cambridge Ainsworth-Davis studied medicine at St. Bartholomew's Hospital and played music at a nightclub to support his family. He could not make time for sport, and retired from competitions after placing fourth in the 440 yards at the 1921 AAA Championships. He became a respected urological surgeon and the Secretary of the Royal Society of Medicine. During World War II he was head of the surgical division of the RAF hospital at RAF Cosford. Later he served as Secretary and President of the Hunterian Society (1958) and Secretary of the Royal Society of Medicine.
Ainsworth-Davis married Marguerite C. Wharry in 1920, with whom he had three children: Mary (1923), John Christopher (1924) (an actor/director/author who wrote under the pen name of Christopher Creighton and used the name John Ainsworth in the theatrical world), and Jennifer (1930).


Hillsborough Army Air Field

Hillsborough Army Airfield is a former World War II United States Army Air Forces airfield which was located about 7 miles north of Tampa, Florida, near Temple Terrace, Florida. After World War II it served as a civilian airport called Henderson Hillsborough International Airport for several years until it closed.
History.
Hillsborough AAF was built by the United States Army Air Forces about 1943 and its primary mission was to be an auxiliary airfield for both Drew and MacDill Army Airfields. It was assigned to the Third Air Force, III Fighter Command. Hillsborough Army Airfield had three runways (NE/SW, NW/SE & E/W) of about 5,200' in length and several hangars along the west side of the airfield.
The initial mission of Hillsborough was as a support and training overflow airfield; also being used for emergency landings of students assigned to the main bases. It also operated a school for administrative training of junior officers. The 42d Fighter Squadron was assigned to Hillsborough on 10 May 1943, equipped with P-51 Mustangs. The 42d was detached from Bartow Army Airfield. With advanced combat fighter pilot training being moved out of Drew Field, it was moved to Hillsborough. The base normally had about 28 airplanes at the field at one time.
In an administrative reorganization by HQ Army Air Force, on 1 May 1944, numbered training units in the Zone of the Interior (ZI) (Continental United States) were re-designated as "Army Air Force Base Units". The 42d was re-designated as "Section T, 343d Army Air Forces Base Unit Replacement Training Unit, Fighter. In June 1944, two more squadrons of P-51s were assigned, "S" and "FT".
On 10 May 1945, training was ended at the base, and the 343d AAFBU was discontinued. Personnel and equipment were reassigned to IV Fighter Command, 473d AAFBU and transferred to Porterville Army Airfield, California. The base was officially closed on 23 May and transferred to Air Technical Service Command for disposal.
After World War II, Hillsborough was reused as a civilian airport, known as Henderson Airport, however it was closed in the late 1950s.
The University of South Florida campus began construction in 1957 on a site adjacent to the north side of Henderson Airport, and the Busch Gardens theme park was opened in 1959 just south of the airport. The surviving runways are used as a driver training area by Busch Gardens to instruct new drivers on some of their vehicles.
Today the airfield is all but unrecognizable in the urbanized area of Tampa, however the center of the airport, with two cris-crossing runways in an X shape, is visible from satellite images. The Tampa Bay regional headquarters of the Florida Department of Transportation building is located on the site of the northeastern runway. Mel's Hot Dogs, a popular Tampa eatery, states on its website that it occupies the last remaining structure from the World War II army air base.


North-Wright Air


No. 93 Squadron RAF

No. 93 Squadron RAF was an aircraft squadron of the Royal Air Force during World War II. It was initially formed during World War I on 1 September 1917 but it did not become operational and was disbanded one year later in August 1918. The unit was reformed in October of the same year to be equipped with Sopwith Dolphins but was again disbanded only a month later.
No. 93 Squadron was then reformed on 7 December 1940 and operated Turbinlite-equipped Bostons from RAF Burtonwood, making night attacks and towing aerial mine charges with steel cables.
After 93 Squadron became operational, it was decided to split the squadron into flights attached to other night fighter units. Following this, 93 Squadron reformed at RAF Andreas, Isle of Man, as an entirely new squadron equipped with Spitfires as it worked up to operational efficiency. After four months at Andreas, 93 Squadron was ready to move on to more direct action, and orders were received which would see the squadron re-locate to Algiers ready for the North African landings as part of Operation Torch.
After World War II, No. 93 Squadron was disbanded on 5 September 1945, but on 1 January 1946 237 (Rhodesia) Squadron was renumbered No. 93, so the unit became active again until 30 December 1946. During this time, North American P-51 Mustangs were flown.
It was reformed on 15 November 1950 at RAF Celle, Germany flying De Havilland Vampire fighter-bombers. The squadron was reformed again in 1952 and operated from RAF Jever in Germany flying Vampires, North American F-86 Sabres and Hawker Hunters before being disbanded in 1960.


Tsuiki Air Field

 is a military aerodrome of the Japan Air Self-Defense Force . It is located in Tsuiki, Fukuoka Prefecture, Japan.
History.
Tsuiki Airfield was originally built by the Imperial Japanese Army Air Force during World War II. The airfield was attacked by USAAF Fifth Air Force B-24 Liberator and A-26 Invader bombers on 7 August 1945, largely destroying the base and incapacitating the airfield for operational use.
Not rebuilt in the immediate postwar era, the old IJAAF airfield was pressed into use during the early days of the Korean War, when the United States Air Force 8th Fighter Group moved F-51 Mustangs to Tsuiki in mid-August 1950 for operations over the South Korean Pusan Perimeter. When airfields became available in South Korea, the unit moved to Suwon AB (K-13) to conduct ground support operations.
In addition, the 35th Fighter Group, one of the first USAF units deployed to South Korea, pulled out of the line for F-51 replacement aircraft and personnel R&R at Tsuiki in mid-August. In October, it returned to the South Korean battlefield, moving with the 8th FG to Suwon AB.
After its reactivation, Tsuiki Air Base became a second-line USAF facility for the remainder of the Korean War, hosting several weather squadrons, with the 6169th Air Base Squadron being the main host support unit, and supervising construction of new runways and support buildings. After the combat in Korea ended in 1953, it remained a reserve base until being returned to Japanese control in June 1957.
References.
The 18th FBG also used Tsuiki for F-86 aircraft overhaul and inspections -


MyJet


Arsenal VG 70

The Arsenal VG 70 was a single-seat monoplane research aircraft flown in France shortly after World War II to assist in the development of high-speed jet fighters. Lacking an indigenous turbojet engine, the aircraft was fitted with a captured German Junkers Jumo 004. Unlike most jet-powered aircraft of the period, the swept wing was wooden as was the tail structure. The under-powered VG 70 made its maiden flight in 1948, but only flew five times before the program was terminated the following year.
Development and description.
Jean Galtier, chief designer at Arsenal de l'Aéronautique, decided to build a turbojet-powered research aircraft to investigate the aerodynamics of swept wings at high speeds in late 1945 to take advantage of captured German data on swept wings to better understand how they might impact future fighter designs. Its all-metal fuselage was derived from the VG-30 prewar series of piston-engined fighters and Galtier took advantage of the company's experience of wooden construction to build the wing and empennage out of wood. The leading edge of the shoulder-mounted wing was swept back at an angle of 43° and the wing itself was given a dihedral of 6°. Seven fuel tanks were housed in the two-spar wing and dive brakes were positioned on its upper surface. The main wheels of the tricycle landing gear retracted into the wings while the nose gear retracted into the lower part of the nose. The Jumo 004 turbojet was positioned in the aft fuselage, together with three additional fuel tanks, and used air provided by a prominent semi-circular ventral intake underneath the cockpit. Wind-tunnel testing showed that it was not as effective as had been hoped, although the airframe was deemed capable of reaching a speed of and Mach 0.9 in a shallow dive given enough thrust.
Construction and flight testing.
Construction of the aircraft was completed in 1947 and it had begun taxiing tests in October, but wind-tunnel testing revealed some potential aerodynamic problems that delayed its first flight by over six months. It finally flew on 23 June 1948 and achieved a speed of despite its unreliable engine. The program was cancelled in early 1949 after only five flights as the engine's lack of thrust imposed tight limits on the types of test flying that it could do and Arsenal had refocused on the follow-on VG 90 carrier-based fighter.
Variants.
VG 70
VG 71
VG 80


Richard E. Turner

Richard Eugene Turner (April 8, 1920 – November 15, 1986) was a fighter pilot with the 9th Air Force in the European Theater during World War II and early in the Korean War. He became an ace during World War II, scoring 12 victories. He was named Commanding Officer of the 356th Fighter Squadron of the 354th Fighter Group in February 1944. He wrote of his experience in Mustang Pilot, first published in 1970.
In World War II Turner was awarded the following decorations: Silver Star, Distinguished Flying Cross with one oak leaf cluster, Air Medal with 12 oak leaf clusters, Croix de Guerre with Palm, EAME Ribbon with 4 Bronze Stars, and ATO Ribbon with one Bronze Star.


Philadelphia Seaplane Base

Philadelphia Seaplane Base is a township-owned, public-use seaplane base located one nautical mile (1.85 km) south of the central business district of Essington, a community in Tinicum Township, Delaware County, Pennsylvania, United States. It is situated on the Delaware River, west of Philadelphia International Airport.
Originally, the facility operated during World War I as Chandler Field.
Facilities and aircraft.
Philadelphia Seaplane Base covers an area of at an elevation of 0 feet above mean sea level. It has one seaplane landing area designated 11/29 which measures 9,100 by 250 feet (2,774 x 76 m). For the 12-month period ending September 16, 2008, it had 4,500 general aviation aircraft operations, an average of 12 per day.


List of airlines of Senegal

This is a list of airlines currently operating in Senegal.


Zoom climb

A zoom climb is a climb where the rate of climb is greater than the maximum climb rate using only the thrust of the aircraft's engines. The additional climb rate is attained by reduction of horizontal speed. Before a zoom climb, the aircraft accelerates to a high air speed at an altitude at which it can operate in sustained level flight. The pilot then pulls steeply upward, trading the kinetic energy of forward motion for altitude. The aircraft gains potential energy (altitude) at the expense of kinetic energy (forward motion). This is different from a steady climb, where the increase in potential energy comes from mechanical work done by the engines, rather than from the aircraft's kinetic energy.
Zoom climbs are somewhat commonly performed by modern fighter aircraft. Typically referred to as an "unrestricted climb", pilots will take off and accelerate to a high speed near the ground and then pull the aircraft vertically or nearly vertical in order to quickly climb up to the aircraft's cruising altitude.
In a demonstration of their performance, English Electric Lightning fighter aircraft have sometimes used zoom climbs to climb above a Lockheed U-2 (which cruises at an altitude above the Lightning's service ceiling), before pouncing on it from above.
Performance history.
Zoom climbs have been used to test new aircraft designs and conduct research in different flight regimes. During the proving phase of the McDonnell Douglas F-4 Phantom II, on December 6, 1959, an early version of the aircraft (the XF4H-1) performed a zoom climb to 98,557 feet (30,040 m) as part of Operation "Top Flight". The previous record of 94,658 feet (28,852 m) was set by a Soviet Sukhoi T-43-1 prototype. Commander Lawrence E. Flint Jr. accelerated his aircraft to Mach 2.5 at 47,000 feet (14,330 m) and climbed to 90,000 feet (27,430 m) at a 45-degree angle. He then shut down the engines and glided to the peak altitude. As the aircraft fell through 70,000 feet (21,300 m), Flint restarted the engines and resumed normal flight.
An NF-104A Starfighter fitted with an additional rocket engine was also regularly used in zoom-climb research for future spaceflight. On May 7, 1958, the aircraft reached an altitude of 91,249 feet (27.81 km) in a zoom climb at Edwards Air Force Base, Calif., setting a new altitude record. The Mach 2 mission took the airplane so high that the standard F-104's jet engine routinely exceeded its temperature limit and had to be shut down. Sometimes the engine simply flamed out for lack of air. Then the pilot steered the aircraft like a returning spaceship to a lower altitude, where he would restart the engine.
It was on one such "zoom climb" flight that test pilot Chuck Yeager was nearly killed flying a heavily modified F-104 on December 10, 1963.
On 25 July 1973, A. Fedotov reached 35,230 m (115,600 feet) in a Mikoyan-Gurevich MiG-25 with 1,000 kg payload, and 36,240 m (118,900 feet) with no load (an absolute world record). In the thin air, the engines flamed out and the aircraft coasted in a ballistic trajectory by inertia alone. At the apex the Indicated airspeed (IAS) had dropped to 75 km/h.
Without engine power, the cockpit would depressurize on these missions. Consequently, for protection against the rarified atmosphere, the pilot wore a full-body pressure suit. Properly outfitted with an airtight helmet and suit, the pilot received breathing oxygen without ill effects.


8th Intelligence Squadron

The United States Air Force's 8th Intelligence Squadron is an intelligence unit located at Hickam AFB, Hawaii.


Airport check-in

Airport check-in is the process whereby passengers are accepted by an airline at the airport prior to travel. The airlines typically use service counters found at airports. The check-in is normally handled by an airline itself or a handling agent working on behalf of an airline. Passengers usually hand over any baggage that they do not wish or are not allowed to carry in to the aircraft's cabin and receive a boarding pass before they can proceed to board their aircraft.
Check-in is usually the first procedure for a passenger when arriving at an airport, as airline regulations require passengers to check in by certain times prior to the departure of a flight. This duration spans from 15 minutes to 2 hours depending on the destination and airline (with self check in, this can be expanded to 24 hours, if checking in by online processes). During this process, the passenger has the ability to ask for special accommodations such as seating preferences, inquire about flight or destination information, accumulate frequent flyer program miles, or pay for upgrades. The required time is sometimes written in the reservation, sometimes written somewhere in websites, and sometimes only referred as "passengers should allow sufficient time for check-in".
The airline check-in's main function, however, is to accept luggage that is to go in the aircraft's cargo hold and issue boarding passes.
In-town check-in service is a service offered by some cities such as Abu Dhabi, Seoul, Hong Kong, Delhi, Kuala Lumpur–International, Stockholm, Vienna, Toronto and Taipei, where passengers may check in luggage in designated places within the city but outside the airport. This reduces check-in time and queuing at the airport.
Types of Check-in.
Destination or Point Check-in.
If passenger is checked in for only one sector of the flight, then it is called destination or point check-in.
Through Check-in.
If a passenger is checked on all the onward flights and has boarding passes for all the connecting flights and bags are also through checked i.e. passenger does not need to recheck him/herself and the baggages again on the transit, then the check-in is known as through check-in.
Passenger identity registration.
At the time of check-in, one of the agent's primary duties is to check for valid documents. This includes tickets, passports, visas, letters of consent, and in some cases, passengers' address and contact details to comply with immigration requirements.
Some airlines may ask passengers to present the original credit card used for payment.
Baggage registration.
At the time of check-in, the passenger hands over baggage which is checked by the airport security and may be sealed (subject to the security regulations in that country). Anything that is above the weight limit or which is not allowed to be carried by the passenger themselves in the aircraft cabin is usually handed over to the agent at the time of check-in. The baggage allowance, if any, is prescribed by the airline and anything in excess will warrant additional surcharges.
Self-service bag drop.
Some airlines have a self-check-in process allowing passengers with bags to check-in at Self Bag Drop machines. Passengers then attach the baggage tag and drop the bag at the baggage drop belt. Passengers without checked luggage can go straight to the lounge (if entitled to lounge access) and check in at the kiosk there using their ePass (a small RFID device only for its premium customers) or proceed straight to the departure gate. Many airlines use electronic check-in such as ePass, mPass, or similar mobile apps, and these applications serve as the boarding pass.
Seating assignment.
Usually at the time of check-in, an option of selecting a specific seat is offered, with passengers asked if they prefer a window or an aisle seat.
Online check-in.
Online check-in is the process in which passengers confirm their presence on a flight via the Internet and typically print their own boarding passes. Depending on the carrier and the specific flight, passengers may also enter details such as meal options and baggage quantities and select their preferred seating.
This service is generally promoted by the airlines to passengers as being easier and faster because it reduces the time a passenger would normally spend at an airport check-in counter. Some airlines, however, would still require passengers to proceed to a check-in counter at the airport, regardless of preferred check-in method, for document verification (e.g., to travel to countries where a visa is required, or to ensure the credit card used to purchase is genuine and/or matches the identity of the person who made the purchase). If passengers need to continue the check-in process at the airport after performing an online check-in, a special lane is typically offered to them to reduce wait times unless all desks are designated as baggage drop-off points. Furthermore, online check-in for a flight is often available earlier than its in-person counterpart. The process then transfers to passengers' control over their check-in. Airlines may use the system because self-service is frequently more efficient to operate, with a greater ability to cope with surges in passenger numbers. It also lessens activity at the airport, saving airlines money and reducing passenger waiting times.
Ryanair charges passengers a fee which can amount to 60 Euros for "not" using online check-in, except in certain limited circumstances. Furthermore, by the start of 2010, all passengers were required to check in online, therefore abolishing the use of check-in desks. Despite this, passengers are still charged to print their boarding cards out.
Online check-in is increasingly becoming required in other legacy carriers, particularly in Europe as the airport check-in desks are being relegated as baggage drop points only.
Alaska Airlines was the first to offer online check-in. The system was first offered on a limited basis starting in the second quarter of 1999, and was available to the general public on selected flights the following quarter. Since then, a growing number of airlines have introduced the system.
British Airways were the first airline to deploy online check-in globally having sealed approval from both the CAA (Civil Aviation Authority and FAA (Federal Aviation Authority) for use of the 3-D Barcode technology.
Typically, web-based check-in for airline travel is offered on the airline's website not earlier than 24 hours before a flight's scheduled departure or seven days for Internet Check-In Assistant. However, some airlines allow a longer time, such as Ryanair, which opens online check-in 60 and 4 days beforehand (depending on whether the passenger paid for a seat reservation), AirAsia, which opens it 14 days prior to departure, and easyJet, which opens it 30 days beforehand. Depending on the airline, there can be benefits of better seating or upgrades to first class or business class offered to the first people to check in for a flight. In order to meet this demand, some sites have offered travelers the ability to request an airline check-in prior to the 24-hour window and receive airline boarding passes by email when available from the airline. Some airlines charge for the privilege of early check-in before the 24-hour window opens, thus capitalising on the demand for desirable seats such as those immediately behind a bulkhead or emergency exit row.
Mobile check-in.
In the mid-late 2000s, checking in was made possible using a passenger's mobile phone or PDA. A GPRS or 3G-capable smartphone or an internet-capable PDA is required in most instances (Finnair allows check-in by text message), and the check-in feature may be accessed by keying in a website on the mobile phone's browser or by downloading a dedicated application. The process is then similar to that which one would expect when checking in using a personal computer.
At the end of the mobile check-in process, some airlines send a mobile boarding pass to a passenger's mobile device, which can be scanned at the airport during security checks and boarding. However, others send an electronic confirmation with a barcode that can be presented to the staff at check-in or scanned at the kiosks to continue the check-in process (i.e., to have boarding passes issued).
One disadvantage of early check-in is that it puts a restriction on a person's agent changing their flight. As the ticket coupon has to be "opened" again prior to any changes being made, this may take some time to arrange.
Premium check-in and lounge access.
If the passenger carries a first or business class ticket or presents a certain frequent flyer program membership card (usually the higher-level tiers), or any other arrangements with the carrier, access to the premium check-in area and/or the lounge may be offered.
Premium check-in areas vary among airlines and airports. The main airport in which an airline hub is located normally offers a more thorough and exclusive premium check-in experience, normally inside a separate check-in lounge. For example, Air New Zealand's Auckland International premium check-in lounge provides a dedicated customs clearance counter and direct shortcut access to the security checkpoints. Airlines operating in minor airports generally offer an exclusive and separate premium check-in queue lane, often combined for its first, business, and/or premium economy passengers.
Singapore Airlines also offers this service to First Class and Suites passengers, whose flights depart Singapore Changi Airport's Terminal 3. These passengers have a dedicated curb side entrance and can wait at couches while staff assist them in checking-in. They are then led to a dedicated passport control counter.
Emirates provides its first-class/business-class customers with individual and separate check-in lane at its hub DXB, to divide most economy-class customers from main check-in lobby apart, and then ensuring those first-class/business-class customers' privacy.
SkyTeam provides the priority check-in service "SkyPriority", whose members could access the check-in counter to authorize the prioritized check-in service, along with the larger luggage capacity.
In-town check-in.
In some cities (including Bangkok, Dubai, Sharjah, Hong Kong, Kuala Lumpur, New Delhi, Chennai, Seoul, Vienna and Taipei), certain airlines provide in-town check-in services, allowing passengers to check their luggage at check-in counters located in railway or subway terminals as much as a day ahead of time. This service allows passengers to take a train to the airport without the burden of carrying their luggage to the airport terminal. In Seoul, for example, Korean Air, Asiana Airlines and Jeju Air offer check-in services at Seoul Station. In Kuala Lumpur, Malaysia Airlines and Cathay Pacific offer in-town check-in at KL Sentral. In Taipei, China Airlines and EVA Air offer in-town check-in at Taipei Main Station.


Fugu Airport

Fugu Airport () is an airport being constructed to serve Fugu County in northern Shaanxi Province, China. It is located near Sangyuanliang Village, Fugu Town.
The airport project was launched by the Fugu County government in 2009, and received approval from the State Council of China and the Central Military Commission on 23 January 2019. It will be the first county-level airport in Shaanxi.
The airport will have a runway that is long and wide (class 4C) and four aircraft parking places. It is projected to handle 450,000 passengers and 1,200 tons of cargo annually by 2025.


Shannons Pond Seaplane Base

Shannons Pond Seaplane Base is a public-use seaplane base located three nautical miles (6 km) west of the central business district of Dillingham, a city in the Dillingham Census Area of the U.S. state of Alaska. As per Federal Aviation Administration records, this facility had 1,000 passenger boardings (enplanements) in calendar year 2008. It is west of Dillingham Airport.
Facilities and aircraft.
Shannons Pond Seaplane Base has one seaplane landing area designated NE/SW which measures 1,400 by 100 feet (427 x 30 m). There are 15 single-engine aircraft based at this airport.


List of DCS vendors

This is a list of departure control system vendors.


Ar Horqin Airport

Ar Horqin Airport () is a general aviation airport being constructed to serve Ar Horqin Banner in Chifeng, Inner Mongolia, China. It is located northeast of Tianshan Town, the administrative seat of Ar Horqin, between the villages of Shenglong and Shuangshan.
The airport project was approved in 2015, and construction began in April 2016. A test flight was successfully conducted on 30 May 2018. The airport is rated class A1, capable of handling aircraft with up to 30 seats such as the Cessna 208B and the Harbin Y-12.


List of airlines of Ghana

This is a list of airlines currently operating in Ghana.


List of airlines of Venezuela


Clark G. Reynolds

Dr. Clark Gilbert Reynolds, B.A., M.A. (History), Ph.D. (December 11, 1939 – December 10, 2005) was an historian of naval warfare, with a particular interest in the development of U.S. naval aviation. In addition, he made contributions to the fields of world history, strategic history, and the history of maritime civilizations.
Biography.
The eldest of the two sons of William G. and Alma E. (Clark) Reynolds, he was a native of San Gabriel, California and graduated with his bachelor of arts from the University of California, Santa Barbara in 1961. Reynolds went on the Duke University, where he earned his master of arts degree in history in 1963 and his Ph.D. in 1964 under Professor Theodore Ropp.
Reynolds began his career as an instructor, and later an associate professor, in the Department of English, History, and Government at the U.S. Naval Academy in 1964–1968. From there, he went to the University of Maine, where he served in the Department of History from 1968 to 1976 as Associate, and then full Professor. While at the University of Maine, he and William J. McAndrew conducted seminars in maritime and regional history, and Reynolds became a pivotal figure in helping to organize the North American Society for Oceanic History, serving as that organization's first secretary-treasurer.
From 1976 to 1978, he was Professor, and later head of the Department of Humanities with the rank of captain in the U.S. Merchant Marine at the U.S. Merchant Marine Academy at Kings Point New York.
He served briefly as visiting professor at Mississippi State University in the autumn of 1979, but for most of the decade between 1978 and 1988, he was an independent scholar, working as the part-time curator and historian at the Patriot's Point Naval and Maritime Museum in Charleston, South Carolina. In 1988, he was appointed professor of history and served as chairman of the history Department at the College of Charleston from 1988 to 1993. In 1999, he was appointed Distinguished Professor and served in that capacity until his retirement in 2002, when he was named Distinguished Professor Emeritus.
Bibliography.
Dr. Reynolds also published fifty-seven journal articles in his field and contributed to a number of encyclopedias and biographical dictionaries.
Awards and honors.
The American Military Institute awarded Reynolds with its Moncado Prize for articles that appeared in "Military History" in 1975 and 1988.
Reynolds received the 1992 Samuel Eliot Morison Award for Naval Literature from the Naval Order of the United States, and the Admiral Arthur W. Radford Award for Excellence in Naval Aviation History and Literature from the Naval Aviation Museum Foundation in Pensacola, Florida.
In 1993, the North American Society for Oceanic History (NASOH) awarded him its K. Jack Bauer Award for distinguished service to NASOH and for his lifetime of distinguished contributions to the field of maritime history. In his honor, the Society annually awards the Clark G. Reynolds Student Paper Award to the author of the best paper by a graduate student delivered at the society's annual conference.
Personal life.
In 1963, Reynolds married Constance A. Caine of Garden City, New York, a Phi Beta Kappa student in Political Science at Duke University, with whom he had two sons and a daughter and who served throughout his career as his valued researcher, proof reader, and typist.
A lover of jazz music from the 1920–1940 era, Reynolds often served as a volunteer disk jockey on radio programs broadcast on the Maine Public Broadcasting Network and South Carolina Education Radio.
Dr. Clark G. Reynolds died on December 10, 2005, in Pisgah Forest, North Carolina.
Reynold's uncle had been Admiral Joseph James "Jocko" Clark's Flag Lieutenant, which is partly why he co-authored Admiral Clark's memoirs, and would later write his biography.


Sterba Propellers

Sterba Propellers, also called Ed Sterba Propellers, Sterba Propeller Company and Edward Sterba Aircraft Propellers was founded by Edward Sterba. It is an American manufacturer of wooden propellers for homebuilt and ultralight aircraft. The company headquarters is located in Holmes Beach, Florida.
The company specializes in propellers for Volkswagen air-cooled engines used in aircraft for recreational flying and air racing.


Fred Ladd (aviator)

Frederick Patrick Ladd (27 October 1908 – 22 January 1989) was a New Zealand carrier, civilian and military pilot, tourism and aviation promoter.
Biography.
Ladd was born in Warkworth north of Auckland, New Zealand on 27 October 1908. After time in Auckland and Wellington, the family settled in Hamilton, where he attended Hamilton High School for one year. After a variety of jobs, he joined his father's carrying business in 1925 and took it over the following year after his father's death. He ran the company for 15 years. He was interested in flying, but did not have the means to pay for lessons until 1939. He joined the Royal New Zealand Air Force in 1941 and graduated as a pilot in the following year. During World War II, he flew 33 missions in the Pacific.
Ladd started flying the Dunedin–Invercargill route for the New Zealand National Airways Corporation in 1948. With a strong entrepreneurial streak, he was the first Chief Pilot for Fiji Airways (1951–1954), before running his own company for 13 years, Tourist Air Travel, in the Hauraki Gulf. During that time, he became a household name in New Zealand, and was known for his catch phrases like "a shower of spray and we're away" for taking off in his Widgeon, an amphibious aircraft. On his last day as a tourist operator in 1967, he flew his Widgeon under the Auckland Harbour Bridge and was discharged without conviction for this offence. With over 21,000 hours of flying time, he had his commercial pilot's licence withdrawn by the Civil Aviation Authority in 1977 over age concerns. Ladd embarked on a fitness campaign for regaining his licence and set a national swimming record in the over 70 category, but was unsuccessful. In December 1983, he commenced gliding.
In the 1963 New Year Honours, Ladd was appointed a Member of the Order of the British Empire, for services to the people of Waiheke Island and other areas in the Hauraki Gulf in connection with rescue work and transport of the sick. He was promoted to Officer of the same order in the 1976 Queen's Birthday Honours, for services to the tourist and aviation industries.
Ladd died of cancer on 22 January 1989 at Taupō, survived by his wife and daughter. His ashes were buried in Taupo Public Cemetery.


Italian torpedo boat Tifone

Tifone was a that served with the Italian Navy during the Second World War. The vessel entered service on 11 July 1942 and was scuttled on 7 May 1943 at Korbous, Tunisia. She escorted the last Axis convoy to reach Africa in World War II.
Service history.
"Tifone"s keel was laid down on 17 June 1941 by Cantieri Riuniti dell'Adriatico at Trieste. The ship was launched on 31 March 1942. Construction was completed on 11 July 1942. During the Tunisian campaign. she took part, both as escort vessel and supply ship, of the Cigno convoy, which beat off a British destroyer attack on 17 April 1943. "Tifone" had her fuel bunkers loaded with aviation spirit for Bizerte during the battle. "Tifone" successfully escorted the transport ship "Belluno" to Tunis for a second time on 4 May 1943, in what became the last successful Axis convoy to Africa, carrying out another fuel-delivery mission to Bizerte on the same trip. The small convoy successfully eluded a flotilla of British destroyers that had sunk the transport "Campobasso" and her escort the Spica-class torpedo boat "Perseo". The torpedo boat was severely damaged in harbor by United States Army Air Forces aircraft while planning a return convoy to Palermo. She was scuttled by her own crew on 7 May 1943 at the small fishing port of Korbous, Tunisia.


List of airlines of South Korea

This is a list of airlines currently operating in South Korea.


82nd Expeditionary Air Support Operations Squadron

The 82d Expeditionary Air Support Operations Squadron is a provisional United States Air Force unit located at Camp Buehring, Kuwait. The squadron was first organized in 1969 as the 82d Tactical Control Flight, an element of the Tactical Air Control System. It was inactivated in 1988, but was converted to provisional status in 2009 and has since served in the Global War on Terror.
Mission.
The 82d Expeditionary Air Support Operations Squadron is a combat support unit. The squadron provides tactical command and control of airpower assets for the Joint Forces Air Component Commander in support of the Joint Forces Commander in combat operations.