The Peel Group

The Peel Group (commonly known by its former name Peel Holdings) is an infrastructure, transport and real estate investment group. It owns holdings in land and property, transport, logistics, retail, energy and media. Peel's direct and indirect investments extend to 9 million square feet of investment property and over 13,000 hectares of land.[3] Peel is one of the largest property investment companies in the United Kingdom, and has its UK head office at the Venus building in Greater Manchester.
The Trafford Centre, which opened in 1998, is widely regarded as Peel's first landmark development. The centre was sold in 2011 to Capital Shopping Centres (now Intu) for £1.6 billion, making it the largest property acquisition in British history and the biggest European property deal of 2011. Peel Group's headquarters were located in the Trafford Centre until 2020, when it relocated its staff to the to the Venus building in nearby Trafford City. Other projects which Peel have developed include MediaCityUK, Liverpool John Lennon Airport, Doncaster Sheffield Airport, Gloucester Quays and Frodsham Wind Farm.
The group is led by John Whittaker, who maintains a 75% majority stake in the group, with the Olayan Group owning a 25% stake.
History.
Foundations.
Born in Bury, Lancashire in 1942, John Whittaker was born into an independently wealthy Roman Catholic family, with interests in the historical Northwest cotton industry and property. By the 1960s, John's branch of the family owned property and quarries, which in the Government-created boom infrastructure investment period of the 1960s supplied aggregates to the motorway building programme, such as the M62 from Liverpool to Leeds.
Having rejected joining the priesthood, in the mid-1960s Whittaker began reviving the family's exhausted quarry assets, removing residual aggregates for the locally growing construction industry along the M62 corridor. Once a quarry was fully exhausted, Whittaker then turned it into an approved landfill waste site. Excess cash was then invested into purchasing a series of residual cotton businesses, which owned their own property assets. The cotton businesses were then conglomerated into a single consolidated business, using new built steel buildings, often built on top of the now full and environmentally re-profiled land fill assets – thereby finding a third use for the former family quarries. The old and large cotton mill property assets of the former cotton businesses were then refurbished, mainly as mixed-use light-industrial, retail and latterly residential units, with the Whittaker family business owning the assets freehold and hence retaining ground rent income.
Peel Mills.
Between 1971 and 1987, Whittaker acquired Peel Mills, Bridgewater Estates and John Bright's. Having a respect for the region's industrial heritage, and inspired by the Peel Tower in his native Bury, Whittaker decided to retain the name Peel Mills Ltd for his now wholly owned property and cotton business. Throughout the 1970s, Peel Mills focused on the renovation and letting of industrial units, so that by 1977 the annual company statement and accounts reflected the fact that the majority of the group's commercial activity was within property development. By the 1980s the group had progressed to the development of new-build industrial units and out-of-town retail superstores.
From 1971 onwards, Whittaker began acquiring shares in the Manchester Ship Canal Company. Unlike most other British canals, the Manchester Ship Canal was never nationalised post-World War II by Clement Attlee's Labour government. However, the waterway had fallen into disrepair, its constructed width and rarely-dredged depth being resultantly too small for many of the larger seafaring vessels of the time. In 1984 Salford City Council used a derelict land grant to purchase the eastern/northern part of the MSC-owned Manchester docks within the borough of Salford from MSC, rebranding the area as Salford Quays. Principal developers Urban Waterside began redevelopment work the following year, by which time traffic on the canal's upper reaches had declined to such an extent that MSC proposed closing it above Runcorn.
After a bitter and public investor battle, and after selling its cotton business for £22million in cash, in 1987 Peel Mills acquired the required 80%+ majority of the shares in MSC to allow MSC to be resultantly privatised, and gained 100% holding in 1993. The MSC land assets have consequently become a key hub for the Peel Group, with numerous developments on the banks of the canal.
Peel Holdings.
Changing its name to fully reflect its property business focus to Peel Holdings, the largest asset of the group was formerly the Trafford Centre. In 1987, Peel submitted a planning application for a large shopping centre development on land attached to the Manchester Ship Canal, adjacent to the M63, now the M60, in Trafford, Greater Manchester. The centre opened in 1998 after one of the most prolonged and expansive planning processes in British history.
In 1997, the Peel Group became involved in airport ownership for the first time. A 76% shareholding in Liverpool Airport was acquired, with Peel taking complete control in 2001 and renaming the airport Liverpool John Lennon Airport. In 2002, Liverpool John Lennon Airport opened its new terminal following an investment of £32.5 million by Peel.
RAF Finningley was purchased in 1999, and redeveloped as Robin Hood Airport Doncaster Sheffield, (known as Doncaster Sheffield Airport) opening in 2005.[11] . Doncaster Sheffield Airport was the first commercial airport to open in the UK for 55 years. In 2002, Barton Aerodrome was purchased by the Manchester Ship Canal Development Company (a joint venture between Peel and Manchester City Council) and was subsequently renamed City Airport Manchester. The final addition to the Peel Airports portfolio was Teesside International Airport, with a 75% stake being bought in 2003 – ownership of the remaining 25% of DTVA was retained by several local councils.
Results were mixed, and the Peel Group began looking for an outside investor for Peel Airports. In June 2010 it was announced that Vantage Airport Group had bought a 65% shareholding in Peel Airports, while the Peel Group retained the remaining 35%. The new management team at Peel Airports quickly began disposing of assets, selling them back to the Peel Group. First to go was Teesside International Airport in February 2012. Sale of the loss-making DTVA resulted in a one-off impairment charge of £8.8m, causing Peel Airports' losses to rise from £3.2m to £11.4m. The same year, Doncaster Sheffield Airport made an operating loss of £3.4m (down from £3.7m the previous year), and in December 2012 it was announced that this airport had also been sold back to the Peel Group.
Liverpool John Lennon Airport was therefore left as the sole remaining facility in the co-ownership of Peel and Vantage, a situation which continued for a further 16 months. In the year to 31 March 2013, Liverpool Airport reported a pre-tax loss of £7.1m on turnover of £31.6m, and auditor KPMG said the airport faced "material uncertainty which may cast significant doubt on the company's ability to continue as a going concern". On 24 April 2014, it was announced that Vantage had sold their shareholding in Liverpool Airport back to Peel; this ended Vantage's four-year involvement with Peel Airports.
Peel Ports
The acquisition of Clydeport plc and its west coast Scottish ports in 2003 was followed in 2005 by the acquisition of the Mersey Docks and Harbour Company which resulted in the Peel Ports division becoming the second largest ports group in the UK. The Peel Group remains a majority shareholder.
In 2004, the Peel Group was the largest company on the AIM Market, went private in a £1.3 billion deal, and became the Peel Group. Peel sold the Trafford Centre in January 2011 to Capital Shopping Centres (CSC) for £1.6bn.
Media
In 2007 Peel was granted planning permission to develop MediaCityUK, a 37-acre mixed-use property development on the banks of the Manchester Ship Canal in Salford which would be the new home of the BBC.
Construction of the development, with its own energy generation plant and communications network, began the same year. MediaCityUK tenants include extensive studio capability provided by Peel owned dock10, BBC North, ITV's northern studios including "Coronation Street", the University of Salford with more than 200 small to medium-sized businesses across the digital media, marketing, technology and creative sectors. Dock10 is the operator of the MediaCityUK studios and is a subsidiary of the Peel;
In March 2015 Peel sold 50% of its stake in MediaCityUK to Legal & General committing to continued investment in the site.
Soon after, Peel cut its stake in film studio operator Pinewood Shepperton from 58% to 39%.
In October 2016 the group sold its remaining stake in Pinewood to the PW Real Estate Fund, run by French property investor Leon Bressler.
In September 2016 plans for a £1bn expansion to MediaCityUK were approved. The development will double the size of MediaCityUK and include more TV studio and production space as well as shops, offices, a 330-bed hotel and over 1,400 new homes.
In December 2015 the advertising arm of the Peel Group announced a re-brand to Perfect Fit Media.
Energy
The group moved in to the renewable and low carbon energy sector with the opening of its 65 MW Scout Moor Wind Farm on the West Pennine Moors in Greater Manchester between Edenfield and Rochdale in 2008. Each of the 26 Nordex N80 turbines have the capacity to generate 2.5MW of electricity for the maximum of 65MW. At the time it was the largest onshore wind farm in Britain generating electricity for up to 40,000 homes. It followed this development soon after with the opening of the 10 MW Port of Liverpool Wind Farm in 2009 and taking over the management of the 3.6 MW Port of Seaforth Wind Farm. Peel Energy, a subsidiary company of Peel was formed at this time to manage the portfolio of assets and to advance further opportunities on the Peel Groups estate for similar renewable energy projects.
Peel sold its remaining interest in Scout Moor to MEAG in October 2012.
It has gone on to successfully develop the 50.35 MW Frodsham Wind Farm in Cheshire, the 8.2 MW Port of Sheerness Wind Farm on the Isle of Sheppey both of which became operational in late 2016. Other successful onshore wind planning consents have been obtained by Peel Energy at the former Bilsthorpe Colliery (10 MW – now owned by John Laing Investments), Maidens Hall Wind Farm (18.45 MW – now owned by Infinis). Peel Energy has also successfully consented a number of single turbine projects which are now owned and operated by other parties.
Peel Energy also continues to promote opportunities for onshore wind in the Shetland Islands and is awaiting a decision for its 60+ MW Beaw Field Wind Farm on the Isle of Yell.
As well as promoting onshore wind, it has also gained planning consent for two, 20 MW biomass fueled renewable energy plants capable of supplying both heat and power to local industry and communities; one at Protos Park, North West of Chester, and the other in Barton, East Greater Manchester. The Barton Combined Heat and Power Plant successfully defended a High Court Challenge against the grant of planning permission in February 2014 and continues to be brought forward for development.
Protos
In 2015 Peel revealed its vision for a £700 million flagship energy destination on a 134-acre strategic development site near Ellesmere Port, Cheshire, formerly known as Ince Resource Recovery Park.
To mark the completion of Phase One which includes a 21.5 MW biomass facility in construction and a 19-turbine wind farm in operation, Protos was officially launched in January 2017 by Andrew Percy, Minister for the Northern Powerhouse.
Protos is part of the Cheshire Science Corridor Enterprise Zone and formed part of the Cheshire and Warrington delegation at MIPIM 2017. Peel Energy's neighbouring 19-turbine, 50 MW Frodsham wind farm will also form part of the wider Protos vision.
Retail and leisure
Between 1980 and 1989 Peel developed circa 5 million square feet of retail parks of which circa 2.5 million square feet continue to be owned and operated by Peel.
In 2009 Peel launched Gloucester Quays which is one of the largest mixed use waterside regeneration developments in the UK. In August 2012 Peel expanded its lifestyle outlet concept and purchased the Lowry Outlet Mall close to MediaCityUK at Salford Quays, with plans to improve the retail centre.[27] In November 2016 Peel's Lifestyle Outlets division revealed plans to invest £13m in redeveloping the infrastructure of Lowry Outlet at MediaCityUK.
Strategic Waters
In March 2016 Peel Land and Property, which lies at the heart of the Peel Group, announced plans to deliver over 30,000 residential units across its Strategic Waters sites which could bring a total investment value of £4.5 billion over the next 30 years.
It is Peel's vision to regenerate and transform former industrial sites on dockland, canal and river banks into attractive and sustainable waterfront living locations that will bring new infrastructure, public realm and environmental improvements. The mixed use schemes will also feature commercial, retail, educational and leisure opportunities:
In October 2016 planning officials approved Peel Land and Property plans to create its £1bn development Trafford Waters scheme, in Greater Manchester. The development is on land bordering the Manchester Ship Canal in the north, Grade I listed All Saints' Friary in the north-east and the intu Trafford Centre to the south. Trafford Waters is part of a collaborative joint marketing of the destination known as TRAFFORDCITY.
Future developments.
Ocean Gateway.
In 2008 Peel launched Ocean Gateway which is Peel's contribution to the wider Atlantic Gateway public-private partnership and also dovetails with the Northern Powerhouse economic agenda.
Ocean Gateway – more than 50 projects over 50 years with £50 billion of investment – is the Peel Group's pioneering investment in the renaissance of the strategic corridor encompassing Manchester, Liverpool and adjacent areas within Cheshire and Warrington. The focus is on the regeneration of land and assets fronting the Manchester Ship Canal and the River Mersey. An independent review of the first five years of Ocean Gateway concludes that it has delivered more than £2 billion of private investment and thousands of new jobs. Ocean Gateway projects embrace ports; logistics; retail and leisure; residential; commercial development; media infrastructure and renewable energy.
Peel published its support for the Northern Powerhouse in October 2015 identifying 150 projects from Wirral to Newcastle.
Ports.
Peel Ports was formed in 2005 and followed the acquisition of the Manchester Ship Canal Company in 1986, Clydeport plc in 2003 and Mersey Docks and Harbour Company in 2005. Peel Ports comprises operations in Liverpool, Manchester Ship Canal, Heysham, Glasgow, Medway, Dublin and Great Yarmouth. Peel Ports operates BG Freight Shipping Line.
In 2007 Peel Ports acquired a majority investment in Cammell Laird in Birkenhead and in late 2015 it extended its port activities with the acquisition of the East Coast port of Great Yarmouth.
Having been restricted by the lock gate infrastructure in the port of Liverpool and the Manchester Ship Canal, Peel Ports made a strategic decision to invest and extend capacity in the container sector through the development of a £400 million deep water container port. The port is able to handle the largest container ships in the world.
Business structure.
The Peel Group has a complex business structure, consisting of 342 registered and active companies and subsidiaries excluding Peel Ports in the UK. Its ultimate parent company is the Isle of Man-based Tokenhouse Ltd.
Assets.
Tangible assets.
Peel's assets and projects include:
Criticism.
In 2008 Peel Holdings was behind a group of a business force that lobbied against the Manchester's proposed congestion charge. Peel feared that congestion charge would be bad for its business, i.e. its Trafford centre shopping mall. Peel won when the voters rejected introducing congestion charge and the proposal was dropped.
In 2013, a report by Liverpool think-tank ExUrbe criticised the Peel Group's excessive influence on affairs and development in the Liverpool region, claiming that Peel have "blurred the boundaries between public and private interests".
In June 2013, Margaret Hodge, Committee Chair of the Public Accounts Committee, accused the Peel Group of tax dodging, and stated that some parts of the group pay on average 10% Corporation Tax, and that some of the more profitable parts of the Peel Group pay 0% Tax.
There was controversy in the Peel Group's acquiring of and scrapping of historic warship HMS Plymouth following the liquidating of the warship trust, following it being forced out of its berth owned by Peel Group. Campaigners in 2014 disputed the legality of Peel Group's ownership rights. The action group accused Peel of allowing the condition of "Plymouth" to worsen in order to make any attempt to move/preserve her appear unfeasible.
There is further controversy about how the sale was conducted by The Peel Group and some of the clauses included in the sale contract with the Turkey-based dismantlers.
Through their ownership of the Manchester Ship Canal they have sought to stranglehold development of transport links across the waterway leading to severe traffic problems in the areas around Warrington. With a limited number of bridges crossing the waterway outside the town centre and Peel Group controlling the only non-motorway link in the area which is a tolled road, traffic problems are considerable daily and especially when closure of the M6 Thelwall bridge takes place.
Peel Group controls some of the older railway bridges which were in disuse and could potentially be put back into service but seek to control development along the canal route, including taking significant payments from local government for crossings over the canal, in effect dictating the regional plan whilst claiming to support a northern power house on their terms.
In his 2019 book "Who Owns England", Guy Shrubsole describes the Holdings as one of the 'secretive' companies that "hoards England's land" and has made significant impacts, good and bad, on the environment and people's lives:


No. 544 Squadron RAF

No. 544 Squadron RAF was a Royal Air Force Squadron formed as a photographic reconnaissance squadron in World War II.
History.
The squadron formed at RAF Benson on 19 October 1942 and was equipped with Ansons, a detachment then went to Gibraltar where it operated Wellingtons. It then operated Spitfires and Mosquitos on reconnaissance missions, including Aarhus five days before the air raid on 31 October 1944. It disbanded on 13 August 1945 after hostilities ceased.


List of defunct airlines of Iran

This is a list of defunct airlines of Iran.


Ivan Drachenko

Ivan Grigorievich Drachenko (; 15 November 1922 16 November 1994) was a Soviet Il-2 pilot and the only aviator awarded both the title Hero of the Soviet Union and been a full bearer of the Order of Glory.
Early life.
Drachenko was born on 15 November 1922 to a Ukrainian peasant family in Velikaya Sevastyanovka village. Before entering the military in 1941 he complete high school and trained at the Leningrad aeroclub. During the early phase of World War II he was a student at the Tambov Military Aviation School of Pilots, away from the front.
Combat career.
After graduating from the academy in Tambov, Drachenko was deployed to the warfront as an Il-2 pilot. He fought in the battle of Kursk. While over Kharkhov on 14 August 1943 he rammed an enemy fighter to save his regimental commander, but was seriously injured in the process. After parachuting out he became unconscious and was captured by the Axis. While detained in a prison camp near Poltava, a Soviet doctor operated on him, but was unable to restore sight in his right eye. In September he managed to escape from the camp and get over to Soviet lines. Kept in a Moscow hospital until March 1944 and fitted with a glass eye, when he returned to flying he did not disclose his visual impairment on military documents, and only his close friends ever found out in the war. In addition to flying standard ground-attack missions, he also performed reconnaissance flights; after a mission on 6 April 1944 he was awarded the Order of Glory 3rd class on 5 July 1944 for gathering valuable intelligence. While over enemy territory he was attacked by 5 FW-190 fighters, but he managed to escape and make a safe landing with his damaged plane. Not long later during a flight over Iași he again repelled attacks from German fighters before going on to his target, a railway station. For doing so he was awarded on 5 September 1944 his first Order of Glory 2nd class. By August 1944 he totaled 100 sorties on the Il-2, for which he was nominated for the title Hero of the Soviet Union, which was awarded on 26 October 1944. For success in aerial combat engagements and ground attack missions was awarded another Order of Glory 2nd class in November 1944, having been nominated in October, but it was not until over a decade after the war that the issue with the duplicate awards was fixed and he was made a true full bearer of the order.
Postwar.
After the war Drachenko entered the air force academy, but was forced to leave for the reserve in 1947 for medical reasons. He then attended law school at the University of Kiev, which he graduated from in 1953. He later became the principal of the school and served as the deputy director for the Palace of Culture in Kiev before his death on 16 November 1994.


Chu CJC-3

CJC-3 was an experimental tandem rotor helicopter developed in Taiwan during the 1950s under the director of Major General C.J. Chu (朱家仁).
Chu was a Chinese aeronautics engineer, who returned to China following his graduation from MIT in 1926. Chu joined the KMT National Revolutionary Army and was in charge of an aircraft plant in Yunnan that assembled American aircraft and the Soviet Polikarpov I-15.
Chu developed his first helicopter in 1945 which he called the Hummingbird Model A. This single seat test craft never flew and was used for static tests until it was damaged when the rotor broke. Chu began to work on another helicopter he called the Hummingbird Model B. This single seat helicopter was similar to the Model A, but achieved flight.
Following the fall of the KMT in 1949, Chu was exiled to Taiwan and the helicopter program was scrapped. It was not until the early 1950s that Chu returned with a larger tandem helicopter called the CJC-3. This was flown and tested in Taiwan in 1952. An upgraded version called the CJC-3A appeared in 1956. Both the CJC-3 and CJC-3A were likely influenced by American helicopter manufacturer Piasecki, based on the strikingly similar design.


USS Niagara (PG-52)

The seventh USS "Niagara" (CMc-2/PG-52/AGP-1) was an auxiliary ship of the United States Navy during World War II.
"Niagara" laid down on 14 November 1928 as the steel-hulled civilian yacht "Hi-Esmaro" by the Bath Iron Works, Maine, launched on 7 June 1929, and delivered on 20 August. She was purchased by the Navy on 16 October 1940 from Mrs. Hiram Edward Manville of New York City. Converted to a coastal minelayer at the New York Navy Yard, and designated CMc-2 on 31 October 1940, the ship was renamed "Niagara", on 12 November 1940, and reclassified as a patrol gunboat, PG-52 on 15 November 1940. She commissioned at New York on 20 January 1941, Lt. Edwin W. Herron in command.
Service history.
Caribbean.
"Niagara" got underway from New York on 4 February 1941 to tend units of Motor Torpedo Boat Squadron 2 operating between Miami and Key West, Florida, and Guantanamo Bay, Cuba. She departed Key West on 20 March 1941 for repairs at New York and operations at the Naval Torpedo Station, Newport, Rhode Island during the summer.
Pacific.
"Niagara" stood out from New York on 30 August 1941 en route to Hawaii, via Guantanamo Bay, the Panama Canal, and San Diego, arriving at Pearl Harbor on 9 October to patrol on the Hawaiian Sea Frontier. On 29 November she departed as a unit of the escort of a convoy bound to the Fiji Islands. She was at sea with the convoy when the Japanese attacked Pearl Harbor. The gunboat returned to that port on 15 December, serving as tender to units of Motor Torpedo Boat Squadron 1 until 1 April 1942.
She then escorted a convoy to San Diego en route Coco Solo, Panama Canal Zone, where she tended torpedo boats and helped to guard the approaches to the Panama Canal. During overhaul in the New York Navy Yard in the summer, she fitted out to serve at Newport, Rhode Island, as a school ship for a training squadron of motor torpedo boats.
She headed for the Southwest Pacific on 27 November via the Panama Canal and the Society Islands. En route, on 13 January 1943 "Niagara" was reclassified as the Navy's first motor torpedo boat tender and redesignated AGP–1. "Niagara" arrived at Nouméa, New Caledonia on 17 January 1943 and began tending Motor Torpedo Boat Division 23, Squadron 8. She sailed with the division on the 27th and reached her base at Tulagi, Solomon Islands on 17 February. In ensuing months, she tended the motor torpedo boats running security patrols off Guadalcanal.
Attacked at Tulagi.
On 7 April the Japanese raided the Guadalcanal-Tulagi area with 177 planes, of which about 25 were shot down. Two bombs sank the New Zealand corvette . "Niagara", in the thick of the fight, was north of the harbor, moored to the west bank of the Maliali River, heading downstream with minesweeper tied up outboard well aft. Nine enemy planes came up the river, none of them over 150 feet above the water. "Niagara" and "Rail" took them all under fire.
The first plane, already aflame, crashed into trees about 1,000 yards astern of "Niagara". The next two planes escaped, but the fourth rapidly lost altitude in a stream of white smoke to explode behind the hills to the north. The following two raiders passed within 150 yards and attempted to strafe the ship, but their firing was erratic and they wobbled uncertainly as they passed through "Niagara's" heavy fire before crashing into the woods off her port quarter The next two planes sheared up and to the right when taken under fire. One trailed light brown smoke as it disappeared close over the hilltops abaft "Niagara's" port beam. The other passed to starboard and crashed in the hills on her starboard quarter.
Sinking of "Niagara".
On 22 May "Niagara", with Motor Torpedo Boat Division 23, departed Tulagi headed towards New Guinea. The following morning a high-flying Japanese twin-engined monoplane attacked with four bombs. The ship made a tight starboard turn at maximum speed until the bombs were released, then swung ship hard to port. Three near-misses to starboard and one to port damaged "Niagara's" sound gear and the training mechanism of one 3 inch gun and knocked out steering control temporarily. Half an hour later, when steering control had been regained, six more highflying twin-engine planes dropped a pattern of over a dozen bombs. One hit directly on Niagara's forecastle and several were damaging near-misses.
Water rushing through a 14-inch hole 6 feet below her waterline flooded two storerooms, a passageway, and her engine room. All power and lighting failed, and her main engines stopped. Fire below decks forward was out of control, and "Niagara" listed rapidly to port. Her main engine and steering control were restored 7 minutes after the attack. But her increasing list and imminent danger of explosion of her gasoline storage tanks necessitated the order to "abandon ship."
 and came alongside her stern to take off some of "Niagara's" crew. Others went over her side into rafts and boats to be picked up by other motor torpedo boats. "Niagara" was then ablaze from bow to bridge. Flames were spreading aft, and ammunition was exploding on deck. Yet, despite her damage, not one of "Niagara's" 136 officers and men was killed or seriously wounded.
"PT–147" launched a torpedo which struck "Niagara" in the gasoline tanks. She exploded with a sheet of flame 300 feet high, and went down in less than a minute. The motor torpedo boats landed her crew at Tulagi early the next morning.
Awards.
"Niagara" received one battle star for World War II service.


Frederick Edgar Ferguson

Frederick Edgar Ferguson (born August 18, 1939) is a former United States Army warrant officer and later officer, as well as a recipient of the United States military's highest decoration—the Medal of Honor—for his actions in the Vietnam War while a chief warrant officer 3.
Biography.
Ferguson joined the United States Army from Phoenix, Arizona in 1958, and by January 31, 1968 was a chief warrant officer 3 in command of a UH-1 Huey as part of Company C, 227th Aviation Battalion, 1st Cavalry Division (Airmobile). On that day, Ferguson voluntarily piloted his aircraft through intense enemy fire to rescue the crew and passengers of a downed helicopter in Huế, Republic of Vietnam.
In addition to the Medal of Honor—the first awarded to a United States Army aviator in Vietnam, and the first in modern army aviation history—Ferguson was awarded two Silver Stars, the Distinguished Flying Cross, the Bronze Star Medal, and 39 Air Medals.
Ferguson's additional honors include Military Aviator of the Year ("Kitty Hawk" Award of the Wright Brother's Committee), the President's Award, the U.S. Army Aviation Hall of Fame, and the Arizona Aviation Hall of Fame. He was also honored by the US Postal Service along with 23 other Vietnam Medal of Honor recipients with a limited edition stamp.
Ferguson served in the Arizona Army National Guard, rising to the rank of major before reverting to warrant officer rank in order to continue instructing in the UH-1.
Ferguson was deputy director of the Arizona Department of Veterans' Services in 2000.
Medal of Honor citation.
Chief Warrant Officer Ferguson's official Medal of Honor citation reads:


List of Aer Lingus destinations

Aer Lingus is the flag carrier airline of Ireland that serves the following destinations as of April 2020 :
The airline currently operates scheduled and limited charter flights to/from a total of 93 airports, across 24 countries in Europe, North America, the Canary Islands, and the Asian portion of Turkey. Following is a list of destinations Aer Lingus and its franchise Aer Lingus Regional managed by Stobart Air.
Aer Lingus also serves over an additional 100 destinations across the world through codeshare and interline agreements with Air Canada, Alaska Airlines, British Airways, Etihad Airways, JetBlue, KLM and United Airlines.
On March 23, Stobart Air who manage Aer Lingus Regional announced it would suspend all international flights due to the COVID-19 pandemic. However its public service obligation (PSO) flights from Dublin Airport to Donegal Airport and Kerry Airport would continue.
On 29 March 2020, Aer Lingus began temporarily operating flights to Beijing Capital International Airport (IATA: PEK). This destination was organized in response to the COVID-19 pandemic, to collect personal protective equipment which was made in China for use in Ireland. The flights were not available for passenger bookings and did not carry flight attendants. By 7 April 2020, Aer Lingus confirmed on social media that Beijing had become their busiest route, with up to five flights daily, while other normally popular destinations saw a much reduced or totally suspended service. The destination, which is the airline's first in East Asia, is serviced by the company's Airbus A330 fleet. The airline announced it has completed its 100th flight to Beijing, carrying 1,300 tonnes of vital PPE.
On 24 March 2021, Aer Lingus announced the launch of four new routes from Manchester Airport; New York John F Kennedy and Orlando from 29 July 2021, Barbados from 20 October 2021 and Boston from summer 2022.


Hachijojima Airport

 is a regional airport serving Hachijōjima in the southern Izu Islands, Tokyo, Japan.
History.
An air field was established on the island of Hachijōjima in 1926 by the Imperial Japanese Navy. In 1954, it was turned over to civilian control and managed by the local authorities on the island. Scheduled service between Hachijōjima and Haneda Airport in Tokyo by Fujita Airlines in 1955, and subsequently to Komaki Airport in Nagoya. On April 30, 1963, a DC-3-201E (Registration JA5039) operated by All Nippon Airways (ANA) crashed on landing. There were no injuries, but the aircraft was a total loss.
Later on August 17, 1963 Fujita Airlines DH-115 Heron (Registration JA6159) crashed shortly after takeoff into Hachijō-Fuji, the highest mountain on the island, killing all aboard (3 crew + 16 passengers). Following this fatal crash, Fujita Airlines was merged into All Nippon Airways.
From 2000, ANA subsidiary Air Nippon operated flights to Hachijōjima using a Boeing 737-400 colorfully painted with a dolphin design to promote tourism. The campaign proved successful, and the aircraft used on the route was changed to a 737-500, and then to an Airbus A320. Flights to Oshima Airport were discontinued from 2009.
Toho Air Service operates helicopter services from Hachijōjima Airport to Aogashima and Mikurajima. Only All Nippon Airways's Boeing 737 or Airbus A320 provide service to Haneda Airport every day.


Sunwing Travel Group

Sunwing Travel Group is a privately owned travel company headquartered in Toronto, Canada. The group operates an airline, three tour operators, a retail chain, a vacation club and destination management company.
History.
Sunwing Travel Group was founded in 2002 by Colin Hunter. By 2004, Sunwing had become the second largest tour operator in Ontario. On November 17, 2005, Sunwing Airlines' inaugural flight, a Boeing 737-800, departed from Toronto Pearson airport.
In 2009, Sunwing Travel Group announced that it was acquiring the tour operator Signature Vacations and its SellOffVacations.com retail division from the UK-based TUI Travel. As part of the acquisition TUI gained 49 percent ownership of Sunwing Travel Group and Stephen Hunter replaced his father as CEO of the company. Sunwing Travel Group acquired Caribbean NexusTours, a tour operator in the Dominican Republic and Mexico, in 2010. The company was renamed NexusTours and remains a separate company within Sunwing Travel Group. In 2011, Sunwing Travel Group announced that it would enter the European market with a seasonal service from Canada to Europe. On December 9, 2011, Sunwing Travel Group acquired the Atlanta-based tour operator Vacation Express for an undisclosed sum. The acquisition was the group's entrance to the US market.
In 2015, Sunwing Travel Group announced that affiliate, Blue Diamond Resorts, would open a 600-room resort in Jamaica. Later that year, the company began construction on $400 million resort in Antigua with 500 rooms.
Controversies.
In June, 2012, an unnamed individual and Transat A.T. submitted information to the Canadian Transportation Agency that was believed to challenge Sunwing's ability to operate an airline on the grounds of foreign ownership. In November 2012, the CTA announced that Sunwing operated within foreign ownership limits.
In December 2016 a pilot was removed from the cockpit of a Sunwing flight and charged after it was determined that he was drunk. A police spokesman indicated that it was Sunwing staff that determined the pilot was impaired and implied that his license would be revoked.


John L. Martin Jr.

John Landrum Martin Jr. (18 October 1920 – 15 November 2009) was a major general in the United States Air Force. He enlisted in the United States Army Air Corps in 1940 and flew combat missions in Boeing B-29 Superfortress bombers in the China-Burma-India Theater.
In 1960, he became deputy director of the Office of Missile and Satellite Systems in the Office of the Secretary of the Air Force. When the office was reorganized, he became the second National Reconnaissance Office (NRO) staff director. In 1964 he moved to El Segundo, California, as vice director and later director of special projects, also known as NRO Program A. He devised and implemented an incentive contract structure for satellite programs that was still in used decades later, and introduced changes to procedures for satellite component and system testing.
After he retired from the USAF in 1970, he became vice president for engineering and operations at the Communications Satellite Corporation (COMSAT) in Washington, DC, where he oversaw the development and deployment of the Comstar, Marisat and Aerosat communication satellite programs.
Early life.
John Landrum Martin Jr. was born on the family farm of his parents, John Landrum Martin Sr. and Blanche Wheeler Martin, in Fairforest, South Carolina on 18 October 1920. He had a younger brother, Abner Broadwater Martin. From 1937 to 1940, he attended Clemson Agricultural and Mechanical College, where he studied mechanical engineering, and earned a private pilot license.
World War II.
In 1940 Martin enlisted in the United States Army Air Corps as a Flying Cadet. On completion of his flight training at Randolph Field in Texas in 1941, he was commissioned as a second lieutenant, but stayed at Randolph Field as an instructor. During a training flight to El Paso, Texas, in 1942, he met Elisabeth (Bettie) Blakemore, and they married after a six-month courtship. They had a daughter Teri, and a son, John Landrum Martin III.
Martin completed additional training on the Consolidated B-24 Liberator four-engine bomber, and then was assigned to the 444th Bombardment Group in April 1943. He represented the group at the factory where the group's new Boeing B-29 Superfortress bomber was being built and tested. In April 1944, the 444th Bombardment Group deployed to the China-Burma-India Theater as part of the 58th Bombardment Wing of the XX Bomber Command. Martin flew 14 combat missions, and made 30 trips across "The Hump" (the Himalayan mountains) ferrying fuel and bombs to a forward air base in China. He returned to Randolph Field in March 1945 as a B-29 training group commander, a position he held for the rest of the war.
Postwar.
After the war, Martin served with the 509th Bombardment Group. He earned a Bachelor of Science degree in aeronautical engineering from the Polytechnic Institute of Brooklyn in 1948, followed by a Master of Science degree in aeronautical engineering from the Massachusetts Institute of Technology in 1951. He then became an assistant professor at the Air Force Institute of Technology at Wright-Patterson Air Force Base in Ohio. He served for three years in that post, and then four more starting in 1954 at the Wright Air Development Center as chief of the Flight Control Laboratory.
In July 1958, Martin was assigned to United States Air Force (USAF) Headquarters at The Pentagon in Washington, DC. In 1960, he became deputy director of the Office of Missile and Satellite Systems in the Office of the Secretary of the Air Force. When the office was reorganized, he became the second National Reconnaissance Office (NRO) staff director on 14 June 1964. He was promoted to brigadier general in 1963. In August 1964 he moved to El Segundo, California, as vice director of special projects, also known as NRO Program A. He became director of Program A on 1 July 1965, with the rank of major general, concurrently serving as deputy commander for satellite programs in the Space Systems Division of the Air Force Systems Command. He devised and implemented an incentive contract structure for satellite programs that was still in use decades later, and introduced changes to procedures for satellite component and system testing.
Later life.
After Martin retired from the USAF in 1970, he worked for Communications Satellite Corporation (COMSAT) in Washington, DC, as its vice president for engineering and operations. In this role he oversaw the development and deployment of the Comstar, Marisat and Aerosat communication satellite programs. He retired again in 1981. In retirement he returned to San Antonio, where he built an experimental aeroplane based on a design by Burt Rutan. His decorations included the Army Distinguished Service Medal, the Legion of Merit with one oak leaf cluster, the Distinguished Flying Cross with one oak leaf cluster, and the Air Medal with two oak leaf clusters.
He died in San Antonio on 15 November 2009, and was buried in Fort Sam Houston National Cemetery in San Antonio. He was survived by his children and brother Abner. His wife died in 2008.


List of Jat Airways destinations

Jat Airways was rebranded as Air Serbia in October 2013. This is a list of destinations that the carrier served until then. The list includes former destinations served as Jat Airways, JAT-Yugoslav Airlines and Aeroput, as well as future ones resumed as Air Serbia.
For a current overview see Air Serbia destinations.


Wayport

"Wayports" are major airports, built on the outskirts of or away from urban locations, having the primary purpose of serving connecting and origin destination flights, cargo, express mail and general aviation as part of the national airport network. Wayports have been proposed as a potential solution in the United States to deal with increasing congestion and delays at major urban airports.
No wayports have been built, but the idea is being considered by the Federal Aviation Administration as it reviews future needs of the air transportation network in the United States. Due to the high number of connecting passengers, cargo and express mail using city airports which are neither the passengers' origin nor destination, wayports could offload some of this demand by funneling these passengers through facilities designed expressly for this purpose, allowing city airports to deal primarily with passengers originating or terminating their travel at that location. This would increase city airport capacity without new construction.
For example, Pittsburgh International Airport is an existing major airport that is currently vastly underused on account of the loss of US Airways hub status in the early 2000s. Its fully modern air traffic control and ground operations capabilities, in conjunction with its three parallel runways, give it the ability to easily handle a high number of aircraft operations per hour, even in poor weather conditions. Estimates indicate that only 15% of the airport's capacity is being utilized, and therefore the airport has been proposed as a wayport for lessening the tremendous load on congested and delay-prone airspace around Philadelphia International Airport and the New York City airports (Newark, JFK, and LaGuardia).
The concept of wayports has existed for over twenty years but has been touted by former FAA officials James Sheppard and William Shea as an answer for future air system development.


Henry C. Mustin Naval Air Facility

Henry C. Mustin Naval Air Facility (IATA code MUV), also known as Mustin Field, is a former military airfield located at the United States Navy Naval Aircraft Factory on board the Philadelphia Naval Shipyard, Philadelphia, Pennsylvania. It was in service from 1926 to 1963.
History.
On 27 July 1917, Secretary of the Navy Josephus Daniels approved the development of a Naval Aircraft Factory as a Navy-owned aircraft design, production and evaluation facility. The factory opened 17 November 1917. Production of H-16 and MF flying boats began in 1918. Following World War I, "the factory's role was altered from production-focused to evaluation of different aircraft designs, with its production being limited to mainly prototype and small production lots of aircraft." The NAF produced Vought VE-7 airframes when the small Lewis & Vought organization was unable to handle a large production order. The factory also constructed nine Curtiss TS-1s, −2s, and −3s in 1922 for cost comparisons and performance evaluations with different powerplants.
As the Navy introduced progressively more land based aircraft in the 1920s, the need for a landing field at the Naval Aircraft Factory grew, under the control of the Fourth Naval District. In 1926 the eastern end of the Back Channel of League Island in the Delaware River was landfilled to create space for flight operations, after the training school in Rockaway, New York, was closed. League Island ceased to be one with this change, the western end of Back Channel becoming the Reserve Basin for the Navy Yard, holding a portion of the U.S. Navy reserve fleets.
Dedication.
The aerodrome was established as Naval Air Facility Mustin Field on 17 September 1926, in honor of Captain Henry C. Mustin, Navy Air Pilot No.3, and Naval Aviator No. 11, who recorded the first catapult launch from a moving vessel on 5 November 1915 when he flew off of USS "North Carolina" in a Curtiss Model AB-2.
"It was a major event that drew 1,500 spectators, among them Assistant Secretary of the Navy, Theodore Douglas Robinson, Brig. Gen. Douglas MacArthur, Rear Admiral William Moffett, and Philadelphia Mayor W. Freeland Kendrick, who had been a childhood friend of Capt. Mustin. The dedication took place toward the end of the six-month Philadelphia Sesquicentennial Exposition, whose president was John Wanamaker. Thirty foreign nations attended the Sesqui, and all the planes from the exhibition flew in formation with aircraft of the Army, Navy, and Marine Corps to honor Mustin." With the airship USS "Los Angeles" circling above, Mustin's most senior classmate, Captain William L. Littlefield, commander of the yard, unveiled a monument with a plate reading, "This Tablet Erected By His Naval Academy Classmates." "The ceremonies continued with a skywriting of 'Mustin Field,' a flyover that cascaded flowers onto the tablet, a bombing demonstration by three Martin bombers, and a series of stunts culminating in 'bubble busting' where aircraft chased balloons until breaking them all."
The station consisted of 53 enlisted, 16 officers, four seaplanes and seven landplanes. Throughout the 1930s, the field hosted a variety of test operations, conducted by experimental test squadron VX-3D4. The Naval Aircraft Factory produced 997 N3N primary training biplanes from 1935 to 1942.
The Status of Naval Aircraft, dated June 1937, lists the following as assigned at the Naval Aircraft Factory: 1 XRK-1, 2 O2U-3, 1 XO4U-2, 1 XO5U-1, 1 SU-1, 2 SU-2, 1 T4M-1, and 1 NT-1. The following are listed for NAF Repair, Storage and Test: 1 O2U-2; 4 SOC-2 for USS "Philadelphia"; 1 XSOE-1; 1 XSO2C-1 for Anacostia; 1 XSBC-3 for catapult test; 2 SU-1 for NAF Operations; one FF-2 for vibration test and then transfer to NRAB Kansas City; 1 XFD-1 for Norfolk; 2 BF2C-1, 1 for vibration test, 1 for disposition; 1 XF3F-2 for Anacostia; 1 BG-1 for Norfolk; 1 BM-2 for Naval Operations; 1 TG-2 for Anacostia; 1 NS-1 for vibration tests; 4 NT-1; 2 N2Y-1; 1 XN3N-1 for special flight tests.
In 1939 the base was redesignated Naval Reserve Air Base Mustin Field and became a primary flight
training unit.
World War II.
With the creation of Naval Air Station Patuxent River, Maryland, in 1942, testing was consolidated there that had been previously done at several locations, including the Naval Aircraft Factory, the U.S. Naval Proving Ground at Dahlgren, Virginia, Naval Air Station Norfolk, Virginia, the Washington Navy Yard, and Naval Air Station Anacostia, both in Washington, D.C.
Finding that the worldwide demand for regular production PBY Catalinas from the Consolidated Aircraft Corporation outstripped the firm's capacity, the U.S. Navy instead ordered the Naval Air Facility to begin production of its own version of the aircraft, which became known as the PBN-1 Nomad. "Eventually producing 156 of the type by war's end, mainly for lend-lease to the Soviet Union, the Naval Air Facility also built well over 400 other aircraft of various types for use by US Forces by 1945. Even with such heavy production taking place, the Naval Air Facility maintained its busy schedule of aircraft evaluation on numerous different varieties of aircraft built for US Navy service, and even conducted extensive research into converting the famed P-51 Mustang into a carrier-capable aircraft."
After satellite fields were added in 1942 due to the pace of instruction, one, Pitcairn Airfield, was to become the replacement for NRAB Mustin on 1 January 1943, when it was redesignated NAS Hatboro, Pennsylvania. The NRAB was moved to the new air station, but was soon renamed when its mailing address was moved to a new post office at Willow Grove, Pennsylvania. Mustin Field was redesignated an Naval Auxiliary Air Station for flight testing with the Philadelphia Naval Aircraft Factory on 20 July 1943. The Naval Aircraft Factory was redesignated the Naval Air Material Center in 1943.
"At the end of the war construction program, the Naval Air Material Center occupied 500 acres adjacent to the Philadelphia Navy Yard, and 369 acres at the modification unit at Johnsville. Seven hangars, including two seaplane hangars, three bituminous runways, two seaplane ramps, a quarter of a million square yards of concrete and composite aircraft parking as well as nearly a hundred buildings had been constructed."
The Naval Aircraft Factory was renamed the Naval Air Engineering Facility (Ships Installations) on 26 April 1956. Its revised mission included research, engineering, design, development, and limited manufacturing of devices and equipment for aircraft and guided missile launch and recovery. The redesignation ceremony occurred on 1 June.
It was formally disestablished on 7 October 1958.
Closing.
Increased air traffic using near-by Philadelphia International Airport began to severely hinder operations at the Naval Air Facility by the 1960s, and by late 1962 the majority of commands and research groups which occupied the base had been relocated to Naval Air Station Lakehurst, New Jersey. "The Navy officially closed the Henry C. Mustin Naval Air Facility in 1963 and signed the land over to the Philadelphia Naval Shipyard, which constructed housing on a portion of the former airfield for yard workers but left much of the land unused. After the closing of the shipyard in 1995, all Naval activity at the site ceased and the land was given to the city of Philadelphia." Several of the Naval Air Facility's buildings have been repurposed and much of the land is slated for redevelopment.


List of Brussels Airlines destinations

Brussels Airlines of Belgium serves the following destinations as of May 2021:


398th Expeditionary Air Refueling Group


Vitaly Popkov

Vitaly Ivanovich Popkov (; 1 May 1922 – 6 February 2010) was a Soviet fighter pilot who became a flying ace during the Second World War. During the war, he was credited with around 40 aerial victories for which he was twice awarded the title Hero of the Soviet Union. After the war he remained in the military and reached the rank of general-lieutenant, retiring in 1989. He died in 2010 at the age of 88.
Early life.
Popkov was born on 1 May 1922 to a working class Russian family in Moscow; he grew up in Sochi from 1930 to 1934 before moving to Abkhazia. After graduating from the Gagra Glider School in 1938 he returned to Moscow, where he went on to graduate from his tenth grade of school and aeroclub training before entering the military in September 1940. Upon graduating from the Chuguev Military Aviation School of Pilots in September 1941 he began further training at the Batay Military Aviation School of Pilots, which had been relocated to Azerbaijan due to the war. After graduating in March he was posted to the 4th Reserve Aviation Regiment based in Morshansk.
World War II.
In May 1942 Popkov arrived at the warfront as a pilot in the 5th Guards Fighter Aviation Regiment. Upon seeing one of the LaGG-3 aircraft used by the regiment parked at the airfield he became very excited and jumped into the plane to check out the cockpit, but was stopped by a soldier on duty and told to wait for his shift. Soon he had a turn to fly it, and on 10 June he shot down his first enemy aircraft, a Ju-88. On 3 August 1942 he was shot down, but survived the incident with severe burns and shrapnel wounds having parachuted out. The next month he gained his third and last aerial victory while flying the LaGG-3 before moving on to flying the La-5, which he flew for most of the war and gained most of his shootdowns on, having flown it in "free-hunting" missions. Popkov quickly rose through the ranks of his unit, reaching the position of flight commander by the time he was first nominated for the title Hero of the Soviet Union in August 1943 for having shot down 17 enemy aircraft over the course of 168 sorties.
On 16 August 1944 Popkov was again injured in combat after his plane was hit by an anti-aircraft shell during a mission to attack an enemy airfield. Wounds to his right hand and right leg forced him to steer his plane with his left hand, but nevertheless he managed to issue instructions to the aircraft under his command and make a safe landing at their destination airfield; later that month he was promoted to the rank of captain. At the time he was nominated for his second gold star in February 1945 he had reached the position of squadron commander in addition to having just gained his first aerial victories on the La-7 earlier that month. By the end of the war he was credited with 345 sorties, 85 aerial engagements, and an estimated 40 aerial victories (one of which was an enemy aircraft rammed during a mid-air collision); seven of the aircraft he shot down were multi-engined. Throughout the conflict he participated in Rzhev-Sychev, Little Saturn, Luhansk, Izyum-Barvenkovo, Belgorod-Kharkov, Donbass, Zaporizhia, , Lvov-Sandomierz, Sandomierz-Silesian, Lower Silesian, Berlin and Prague battles.
Postwar.
Until March 1946 Popkov remained a squadron commander in his wartime regiment, during which he was stationed in Austria and Hungary. He then briefly served as squadron commander in the 721st Fighter Aviation Regiment until July that year when he left to join the Air Force Academy. After graduating in 1951 he served as commander of the 925th Fighter Aviation Regiment until May 1954, after which he commanded the 24th Guards Fighter Aviation Division until December 1955. From then until 1956 he served as assistant commander of the Air Force of the 4th Navy. He then became the assistant commander of the Baltic Fleet Air Force, and in 1958 he assumed the role of deputy commander. That same year he was promoted to the rank general-major, but it was not until 1962 that he entered the Military Academy of General Staff, which he graduated from in 1964 with honors.
From 1964 to 1966 Popkov headed a department at the Directorate of the General Staff, and from then until 1980 he served as inspector-general of Aviation for the Air Force Naval Inspectorate. He then became the head of faculty for training foreign specialists, and from 1987 until he retired he was head of special faculty at the Zhukovsky Air Force Academy. During his career he flew many aircraft including the Yak-9, MiG-15, MiG-17, Tu-16, and An-24. After retiring from the military with the rank of general-lieutenant in 1989, he lived in Moscow where he died on 6 February 2010 and was buried in the Novodevichy cemetery.
Awards.
He was an honorary citizen of Moscow Magadan, Sochi, Kiev, Odessa, Dnepropetrovsk, Gagry, Prague, Vienna, Budapest, Bratislava, Parndorfa and Krasnika.


Oscar Gnosspelius

Major Oscar Theodor Gnosspelius (10 March 1878 – 17 February 1953) was an English civil engineer and pioneer seaplane builder.
Gnosspelius was born at Brookfield House, Lydiate on 18 March 1878 the only son of Adolf Jonathan Gnosspelius. He was educated in Bedford and later was to study civil engineering at the City and Guilds Central Technical College in South Kensington. Between 1899 and 1902 he was an apprentice to civil engineer Sir Douglas Fox. After working at a quarry in Sweden he spent time in Transvaal and Brazil carrying out land surveys, by 1908 was in Angola working on a railway survey.
In 1910 he had a monoplane floatplane similar to the Bleriot XI and powered by a Alveston engine built by Borwick and Sons of Bowness-on-Windemere. This failed to fly, but a second floatplane built in 1911 was successfully flown on 13 February 1912. In 1911 he designed the Lakes Waterhen for the Lakes Flying School.
During the first world war he was commissioned in the Royal Naval Air Service, later Royal Air Force and was employed on the inspection staff. Between 1918 and 1925 he worked in the test department at Rochester for Short Brothers the seaplane builders. During his time at Shorts he designed an ultralight monoplane the Gnosspelius Gull.
In 1925 he married the artist and sculptor Barbara Collingwood. She was the daughter of the author W. G. Collingwood and her family's friend Arthur Ransome, author of the "Swallows and Amazons" books, had proposed to her earlier.
Following his marriage, Gnosspelius was involved in prospecting in the Lake District for copper and other minerals. Ransome used the mining and prospecting knowledge of Oscar Gnosspelius featuring him in the 1936 book "Pigeon Post" as "Squashy Hat" and dedicated the book to him. His daughter modelled for a drawing of Nancy Blackett in the same book.
Gnosspelius died on 17 February 1953.


No. 532 Squadron RAF

No. 532 Squadron RAF was one of the ten Turbinlite nightfighter squadrons of the Royal Air Force during the Second World War.
History.
No. 532 Squadron RAF was formed on 2 September 1942 from 1453 (Turbinlite) Flight, based at RAF Wittering. 1453 Turbinlite Flight had previously operated in conjunction with No. 151 Squadron RAF and No. 486 Squadron RNZAF. It was disbanded at RAF Hibaldstow on 25 January 1943, when the Turbinlite squadrons were, due to lack of success on their part and the rapid development of AI radar, thought to be superfluous.


FAA airport categories

The United States Federal Aviation Administration (FAA) has a system for categorizing public-use airports (along with heliports and other aviation bases) that is primarily based on the level of commercial passenger traffic through each facility. It is used to determine whether an airport is eligible for funding through the federal government's Airport Improvement Program (AIP). Fewer than 20% of airports in the U.S. qualify for the program, though most that don't qualify are private-use-only airports.
At the bottom end are general aviation airports. To qualify for the AIP, they must have at least 10 aircraft based there, but handle fewer than 2,500 scheduled passengers each year. This means that most aircraft are small and are operated by individuals or other private entities, and little or no commercial airline traffic occurs. Nearly three-quarters of AIP-funded airports are of this type.
Most of the remaining airfields that qualify for funding are commercial service airports, and are more dependent on regularly scheduled commercial airline traffic. This is subcategorized into primary airports, which handle more than 10,000 passengers each year, and nonprimary airports, which handle between 2,500 and 10,000 passengers annually. These categories account for over 15% of AIP-funded airports in the U.S.
A third major category contains reliever airports, which are essentially large general-aviation airports located in metropolitan areas that serve to offload small aircraft traffic from hub airports in the region. These account for the remaining 10% of AIP-funded airports.
Subcategories.
Primary airports are further subcategorized based on the number of passenger boardings as a fraction of the national total. The categories are:
For reference, there were boardings at commercial airports in 2018, making the dividing lines , , and boardings per year.


USS SC-694

USS "SC-694" was a "SC-497" class submarine chaser that served in the United States Navy during World War II. She was laid down on 21 March 1942 by the Daytona Beach Boat Works in Daytona Beach, Florida, and launched on 25 May 1942. She was commissioned on 9 September 1942. She was bombed and sunk by German Ju 88 dive bombers off the coast of Palermo, Sicily, on 23 August 1943.


Ralph C. Smith

Major General Ralph Corbett Smith (November 27, 1893 – January 21, 1998) was a senior officer of the United States Army. After receiving early training as a pilot from Orville Wright he served Brigadier General John J. Pershing's army against Pancho Villa, became decorated for bravery in World War I and commanded the 27th Infantry Division in combat in the Pacific War in World War II. At his death Smith was the oldest surviving general officer of the Army.
Early life.
Born in Nebraska, Smith attended Colorado State College and served in the Colorado National Guard. He was an early aviator and was given flying lessons, as a young officer, by Orville Wright, and his pilot's license, signed by Wright, bore the number 13 because he was the 13th person to receive one.
He was commissioned as a second lieutenant into the Infantry Branch of the United States Army in 1916 and was involved in the Army's unsuccessful Mexican Punitive Expedition, whose Commanding General (CG) was Brigadier General John Pershing, against Pancho Villa, just before the American entry into World War I in early April 1917.
During World War I Smith was awarded the Silver Star with an Oak-Leaf Cluster for two instances of bravery while serving with the American Expeditionary Force (AEF) on the Western Front. He was sent overseas with the 16th Infantry Regiment, part of the 1st Division towards the end of 1917, later being transferred to the 4th Infantry Division. He was wounded in action in the Meuse-Argonne Offensive in the latter half of 1918 and served in occupation duties in Germany after the war.
Between the world wars his duties including teaching at the United States Military Academy and attending, and then instructing, at the Command and General Staff School at Fort Leavenworth, Kansas.
World War II.
Smith was a temporary colonel when the United States entered World War II in December 1941. In 1942, promoted to brigadier general, he served as an assistant division commander of the 76th Infantry Division, later becoming a major general and taking command of the 27th Infantry Division, the unit charged with the defense of the outer Hawaiian Islands.
In November 1943, the 27th Infantry Division was incorporated with the 2nd Marine Division to form the V Amphibious Corps for the purpose of invading and securing the Gilbert Islands in the Central Pacific. While the Marines took the major objective, Tarawa Atoll (Operation "Galvanic"), the Army was tasked with capturing Makin Atoll (Operation "Kourbash") approx. 120 statute miles to the north. The corps commander, Marine Corps Lieutenant General Holland M. "Howlin' Mad" Smith, expected the Army's 6,500 men to be able to overwhelm the 800 Japanese defenders in a day. Furious upon being informed of a lack of progress, Holland Smith went to Makin to assess the situation: "When he arrived at Ralph Smith's HQ he was told that there was heavy fighting in progress in the north of the island. Commandeering a jeep, he drove to the scene of the 'battle' and found it, in his words, 'As quiet as Wall Street on a Sunday.' ... This incident was the catalyst for a serious breakdown in relations between the Marines and the army that continued until well after the war." Four full days were required to conquer Makin.
In July 1944, the V Amphibious Corps, now including an additional Marine division, was assigned to the invasion of the Mariana Islands. In this action (Operation "Forager"), Ralph Smith's division fought alongside the Marines in the hard struggle for the mountainous island of Saipan. During the fight for Mt. Tapotchau in the center of the island, a vast difference in training and tactics between the Marines and the Army led to the 106th Infantry Regiment failing to reduce the area known as "Hell's Pocket", thus falling far behind the advance line of Marines. The corps commander, already ill-disposed toward the 27th Infantry Division because of its perceived lack of aggressiveness on Makin, relieved Ralph Smith of command and ordered him off the island. He contended that Ralph Smith's men had "failed to attack on time," unnecessarily costing Marine lives in the conquest of the island. Five times in the Pacific Theater of Operations were Army generals relieved of command, but it was unprecedented for the order to be given by a Marine Corps general, and the incident caused a considerable rift between the two branches.
The Buckner Board, an all-Army panel that investigated the incident, concluded that, while Holland Smith had the authority to fire Ralph Smith, he had not acquainted himself with the particular difficulties faced by the Army troops in the fight for Mt. Tapotchau and that the firing was "not justified by the facts."
Ralph Smith was given command of the 98th Infantry Division charged with the defense of the Hawaiian Islands, but the negative publicity associated with his firing on Saipan made it impractical for him to remain in the Pacific Theater. He was thus transferred to Camp J.T. Robinson, Arkansas, where he supervised the Infantry Replacement Training Center. Smith went on to serve as the military attaché at the United States Embassy in Paris and CARE's chief of mission for France. While he worked for CARE he also oversaw operations in other western European countries. Smith was decorated with the Legion of Merit for his service in World War II.
Smith retired from the Army in 1948.
After retirement.
General Smith was a fellow at Stanford University's Hoover Institution on War, Revolution and Peace.
He died in 1998 of a lung ailment.
Personal life.
His first wife, Madeleine, died in 1975.
In 1980 he remarried to Hildy Jarman who died in 1995.


Warsaw Chopin Airport railway station

Warsaw Chopin Airport railway station () is the railway station of the Warsaw Chopin Airport in Warsaw, Poland.
The station was built as part of a new Terminal 2 in 2008 but remained out of service until the rail link was completed in 2012. The cost of the link to Warszawa Służewiec was 230 million złoty. The station fully opened for service on 1 June 2012, when Szybka Kolej Miejska launched service to and . Koleje Mazowieckie will also feature passenger service in the near future to , as a connection to the Warsaw Modlin Airport soon. The journey to central Warsaw takes slightly over 20 minutes.


Naval Air Station Glenview

Naval Air Station Glenview or NAS Glenview was an operational U.S. Naval Air Station from 1923 to 1995. Located in Glenview, Illinois, a suburb of Chicago, the air base primarily operated training aircraft as well as seaplanes on nearby Lake Michigan during World War II. Reconfigured as a Naval Air Reserve base following World War II, NAS Glenview supported Naval Air Reserve, Marine Air Reserve/4th Marine Aircraft Wing, and U.S. Army Reserve 244th Aviation Group as well as an active duty Coast Guard Air Station.
History.
Pre-military history.
The base was originally built by the Curtiss Flying Service and intended to be the hub of Chicago's air service. When the field was dedicated as Curtiss Field on 20 October 1929, it was home to the largest hangar built to that time, Hangar One. Hangar One, one of the most advanced hangars at the time, included many innovations which were considered state-of-the-art in its time. A one gigacandela electric light was erected which allowed for airfield activity in the dark. A system of carefully designed sliding doors created dividers for storage and zone heating. Glassed-in galleries allowed passengers the opportunity to watch the mechanics at work on the ground floor. A passenger-friendly restaurant and lounge were opened in the upper levels. A loudspeaker system informed the passengers of the flight arrivals and departures. The final cost for the airfield and Hangar One was $3 million in 1930. By adjusting the price for inflation, the relative cost in 2017 would equate to about $44.8 million. It was widely believed to be one of the Midwest's finest airports.
In 1930, the National Air Races took place at Curtiss-Reynolds Airport/Curtiss Field and in 1933 the International Air Races took place there in conjunction with the Century of Progress. Such aviation luminaries as Charles Lindbergh, Wiley Post, Jimmy Doolittle and Art Chester attended. In 1934, Post tried to set an aviation altitude record from Curtiss. By 1938, civilian and military operations both operated from the field, but in 1940 it was sold to the United States Navy.
Military Presence.
U.S. Navy.
Reduced military budgets between World War I and World War II forced the War Department and the Navy Department to place increased emphasis on Reserve and National Guard manpower, with many of the facilities for the personnel of these organizations located in major metropolitan areas, given their status as centers of civilian employment. One course pursued by the U.S. Navy was to establish a series of Naval Reserve Air Bases (NRABs), the third one of which was established near Chicago adjacent to the then-Naval Training Station Great Lakes. Reservists initially flew and maintained seaplanes from shore facilities on Lake Michigan and a small field at Naval Training Station Great Lakes. These facilities eventually became inadequate for newer and larger aircraft entering the Fleet in the 1930s, and it was recommended that the NRAB be relocated to Curtiss-Reynolds Airport/Curtiss Field. This recommendation was approved and military construction at Curtiss Field began on 4 January 1937, followed by an official dedication as NRAB Chicago on 28 August
For the next three years, the air station's primary role was elimination training for students seeking appointments as Naval Aviation Cadets (NAVCADs). Those students meeting the required standards were later transferred to NAS Pensacola, Florida for further flight training. By 1941, with the United States' entry into World War II appearing imminent, it was apparent to the naval leadership in Washington DC that the primary flight training facilities concentrated at and around NAS Pensacola would not be able to accommodate the needed expansion in Naval Aviation. As a result, naval planners opted to transfer primary flight training to multiple Naval Reserve Air Bases around the country and use NAS Pensacola for advanced training. NRAB Chicago was selected to be the first base in this program as a proof of concept. A subsequent construction program of 121 work days resulted in of new concrete being poured for runways, taxiways and ramps, while new hangars and other administrative and support buildings were also constructed and completed by late November 1942. On 1 January 1943, NRAB Chicago was redesignated as NAS Chicago. By 1944, "Chicago" was deleted from the air station's title and the installation renamed NAS Glenview.
Nearly 9,000 aviation cadets for the U.S. Navy, U.S. Marine Corps and U.S. Coast Guard received their primary flight training at NAS Glenview during World War II, which represented over 800,000 flight hours and over 2 million takeoffs and landings. Later during the war, NAS Glenview also hosted advanced training in Fleet combat aircraft, primarily for carrier qualification in Lake Michigan aboard the Chicago-homeported training aircraft carriers USS Sable (IX-81) and USS Wolverine (IX-64) of the 9th Naval District Carrier Qualification Training Unit (CQTU).
Following the end of World War II, NAS Glenview discontinued its role as a primary training base and became headquarters for the newly formed Naval Air Reserve Training Command (NAVAIRESTRACOM) in 1946. NAVAIRESTRACOM's primary responsibility was the oversight of numerous reserve naval air stations throughout the US where experienced Naval Aviators, enlisted Naval Aircrewmen, and maintenance personnel from World War II could affiliate as Naval Reservists and maintain their aviation proficiency should their skills be needed for future conflicts. These skills were readily proven when squadrons and personnel were mobilized and recalled back to active duty during the Korean War and the Berlin Crisis. Each base also had an assigned Naval Air Reserve Training Unit (NARTU), which until a reorganization of the Naval Air Reserve in 1970, actually "owned" all assigned aircraft. One of the better units based at NAS Glenview in the post-World War II period was Attack Squadron 725 (VA-725), part of NARTU Glenview until 1970, when it was redesignated as Attack Squadron 209 (VA-209) and became part of Carrier Air Wing Reserve TWENTY (CVWR-20) from 1970 to 1972. Initially flying the A-4B Skyhawk, the squadron later transitioned to the A-4L Skyhawk. From 1967 to 1972, part of VA-725-"cum"-VA-209 also operated as the "Air Barons", a Naval Air Reserve precision flight demonstration team that augmented the U.S. Navy Flight Demonstration Squadron, the "Blue Angels", and the U.S. Air Force's demonstration squadron, the "Thunderbirds", at air show locations other than those where the "Blue Angels" or "Thunderbirds" were performing on a given weekend during the air show season. Both VA-209 and the "Air Barons" were disestablished in 1972.
During the latter half of the Cold War from 1970 until 1990, and continuing on from the post-Cold War period until 1995, NAS Glenview was primarily the home of two Naval Air Reserve patrol squadrons, Patrol Squadron SIXTY (VP-60) and Patrol Squadron NINETY (VP-90). Initially equipped with the P-2 Neptune, both later transitioned to the P-3A Orion, followed by another transition the P-3B Orion maritime patrol and reconnaissance aircraft. These aircraft were home based at NAS Glenview and manned by a combination of full-time active duty Training and Administration of the Reserve (TAR) personnel and part-time Selected Naval Reservists (SELRES). Training activities were conducted from NAS Glenview and the patrol squadrons routinely deployed overseas for anti-submarine warfare operations against Soviet submarines and surface ships in the Atlantic and Mediterranean or for other operations in the Caribbean.
Another Naval Air Reserve squadron at NAS Glenview was Fleet Logistics Support Squadron FIFTY-ONE (VR-51), operating the C-118 aircraft and later C-9B Skytrain II aircraft, providing operational support airlift and transport of military personnel and cargo worldwide. VR-51's noteworthy service included support of US military operations in Lebanon and Grenada during the 1980s and between the US and multiple bases in Southwest Asia during Operations DESERT SHIELD / DESERT STORM in the 1990s.
Through the mid-1990s, NAS Glenview was also home to twenty-seven Naval Air Reserve reinforcing/sustaining augmentation units, to include two patrol squadron augmentation units containing additional P-3 flight crews in an active flying status that also routinely flew VP-60 and VP-90 aircraft, as well as oversight of Naval Air Reserve training programs and associated reinforcing/sustaining units at Naval Air Reserve Center (formerly Naval Air Station) Twin Cities, Minnesota, the latter facility now part of Minneapolis-Saint Paul Joint Air Reserve Station.
Before its closure due to a 1993 Base Realignment and Closure Commission decision, the base was also used as a staging area and departure point for aircraft participating in the annual Chicago Air & Water Show. Following the 1993 BRAC decision, VP-60 and VP-90 were also slated for disestablishment and their respective P-3B aircraft either distributed to other Reserve patrol squadrons, identified for transfer to NATO and Allied military forces under the Foreign Military Sales (FMS) program, or retired and mothballed. VR-51 was also disestablished concurrent with VP-60 and VP-90, with its C-9B aircraft similarly distributed to other VR squadrons or mothballed. In November 1997 a new squadron using the designation VR-51 was established as a Naval Air Reserve squadron at MCAS Kaneohe Bay, Hawaii, where it currently operates C-20G Gulfstream IV aircraft. The majority of NAS Glenview's Naval Reserve reinforcing/sustaining units were also disestablished, with their reserve personnel either retiring from the Navy or transferring to other Regular Navy or Naval Reserve commands/units at other bases.
U.S. Marine Corps.
The air station was also home to Marine Corps aircraft. In 1959, the Marine Corps Reserve established the Marine Helicopter Transportation Squadron 776 (HMR-776) at NAS Glenview with HUP-2 helicopters. The squadron was redesignated as Marine Medium Helicopter Squadron 776 (HMM-776) in 1962 and changed aircraft to the CH-34D. In 1972, the squadron was redesignated for the last time to Marine Light Helicopter Squadron 776 (HML-776) and changed aircraft to the UH-1E which was eventually upgraded to the UH-1N. This unit was deployed in 1991 in support of Operation Desert Storm and returned to NAS Glenview 10 months later. HML-776 was deactivated in 1994. NAS Glenview was also home to the 4th Marine Aircraft Wing's Marine Aerial Refueler Transport Squadron 234 (VMGR-234 and its KC-130F and KC-130T Hercules aircraft until 1994, when the squadron was permanently relocated to NAS JRB Fort Worth, Texas as part of the BRAC-mandated closure of NAS Glenview.
U.S. Army.
The Fort Sheridan, IL Flight Detachment (FSFD) relocated its C-12, U-21 and UH-1 aircraft from Fort Sheridan's Haley Army Airfield near Highwood, IL to NAS Glenview in 1978. Operating from NAS Glenview's Hangar 1, the active duty Army Flight Detachment provided U.S wide executive transport flight operations to U.S. Army Recruiting Command, Military Enlistment Processing Command, Fourth U.S. Army, USARMR V and U.S. Army Corps of Engineers - Chicago District which were all headquartered at Fort Sheridan.
The Fort Sheridan Flight Detachment operated until the closure of Fort Sheridan, IL in 1991.
U.S. Coast Guard.
Coast Guard Air Station Chicago was commissioned as a tenant activity on the northwest corner of NAS Glenview in March 1969 and equipped with HH-52 Seaguard helicopters. Primarily a search and rescue (SAR) activity for the Great Lakes, Air Station Chicago was the primary U.S. Coast Guard aerial SAR unit for southern Lake Michigan, responsible for the waters from Milwaukee, Wisconsin to Muskegon, Michigan and south to Gary, Indiana.
In April 1995, Coast Guard Air Station Traverse City gained operational responsibility for what was CGAS Chicago. Renamed Coast Guard Air Facility Glenview, the station remained on the base during NAS Glenview's BRAC closure process and consisted of a multipurpose hangar, office facility and public works building. Air Facility Glenview staged one of Air Station Traverse City's HH-65A Dolphin helicopters with two full crews during the busy search and rescue season from April through mid-November. However, CGAF Glenview subsequently ceased operations on 15 November 1996 and its operations eventually relocated to the current Coast Guard Air Facility Waukegan, Illinois.
1993 Base Realignment and Closure (BRAC) Commission Decision.
Towards the end and following the end of the Cold War, BRAC Commissions were established to shed what the Department of Defense and the U.S. Congress considered to be excess military units and infrastructure. The 1993 BRAC identified NAS Glenview for closure no later than 30 September 1995, along with corresponding inactivation or transfer of its assigned squadrons and other units.
Post-BRAC.
On 29 June 1998, the Navy transferred the last segment of the closed Naval Air Station Glenview (BRAC 1993) from Navy ownership to private ownership, with the Village of Glenview, Illinois and the Local Reuse Authority (LRA) taking possession of over 90% of the closed and transferring portion of the base. The first transfer occurred in September 1997, with the remaining 10% transferred in October 1999. This last 10% contained the remaining sites that required some form of remedial environmental action. The 90% milestone was because the operational closure of the base occurred in September 1995, just two years after the base was selected for closure during BRAC 1993 (aka "BRAC III"). Since then, much of the base property had been idle. The new use plan for the base was different from the previous airfield use, with much of the land and facilities seeing extensive demolition and redevelopment. The importance of the redevelopment effort was significant. NAS Glenview was located in the geographic center of the Village of Glenview and contained 15% of the landmass. Once redevelopment planners decided not to use the existing infrastructure as an airfield, alternate plans were developed. The resulting plan called for a "mixed use" scenario providing open space and public land, senior and residential housing, recreational and sports areas, mixed retail areas, a business park with an area used as a "prairie reserve", and a new railroad station. Since the existing air base infrastructure had to be demolished to make room for a new supporting infrastructure, it was important for the LRA to develop the base in systematic stages.
Removed were 1 million cubic yards of concrete, 1.5 miles of runways and 108 former Department of Defense buildings. In their place is The Glen, a 1,121 acre mixed-use district, with new homes, offices, and retail space, although the control tower and Hangar 1 have been preserved as a historic building. Hangar 1, including the control tower, was added to the National Register of Historic Places in 1998 as building #98001357. However, according to the Glenview Hangar One Foundation, 85% of Hangar One was dismantled even following efforts by the foundation and the U.S. Navy to preserve historical buildings.


List of airlines of Kazakhstan

This is a list of aircraft operators which are currently licensed by the Kazakh civil aviation authorities.


Long Lake Sagamore Seaplane Base

Long Lake Sagamore Seaplane Base is a privately owned, public use seaplane base on Long Lake in the Town of Long Lake, Hamilton County, New York, United States.
Facilities and aircraft.
Long Lake Sagamore Seaplane Base resides at elevation of 1,629 feet (497 m) above mean sea level. It has one seaplane landing area designated ALL/WAY with a water surface measuring 15,000 by 2,000 feet (4,572 x 610 m).
For the 12-month period ending September 15, 2011, the airport had 60 general aviation aircraft operations. At that time there were one single-engine aircraft based at this airport.


Lufthansa Consulting

Lufthansa Consulting is an international aviation consultancy for airlines, airports and related industries. The company is an independent subsidiary of the Lufthansa Group and provides services to the air transportation industry worldwide. The headquarters are situated at the Frankfurt Airport Center (FAC) in Frankfurt, and there are branch offices in Moscow and Rio de Janeiro. Around 100 employees from 18 countries work in projects throughout the world. The German consultancy assists aviation specific client groups including airlines, airports and aviation authorities as well as related industries such as ground handling companies, cargo terminal operators, aircraft manufacturers and financial institutions. Safety issues and sustainable aviation have gained increasing importance for the aviation industry as particularly airlines, and airports strive to comply with new security and environmental regulations.
History.
Lufthansa Consulting GmbH was founded in 1998 as a subsidiary of Lufthansa. This independent service area was capable of reacting more flexibly to market demand. The intention was for Lufthansa Consulting to offer services to the transportation industry in general. Based on this decision a cooperation with a railway company and other transportation and aviation companies were planned.
In the 1990s with an increased market orientation the consulting portfolio was extended to include Air Traffic Control and infrastructure development services. The rising demand for services which included implementation caused a shift in the product development focus. Lufthansa Consulting established aviation restructuring and privatization services. During this period international projects included the privatization of Carrasco International Airport in Uruguay and the turnaround of Mexicana de Aviación in Mexico and the restructuring of Philippine Airlines.
From 2000 Lufthansa Consulting focused on management consultancy services for the aviation industry. Notable projects have included the restructuring of Air Madagascar, the development of Ouagadougou International Airport, flight operations and safety improvements at Petrobras and upgrading operational processes for Kenya Airways. As the market has become more competitive businesses have been finding it necessary to adopt new strategies and tools to remain viable.
In 2012 Dr. Andreas Jahnke took over the position as Managing Director of Lufthansa Consulting. New management structures and reorganized responsibilities were established. The company focuses primarily on regional markets in Europe, Russia, CIS, Middle East, Asia, Africa and South America. Solution Groups focuses on operations, commercial, finance and "transformation topics". The new Inter-Branch services is active in non-aviation industries like transport and logistics companies, railways and bus line operators.
Recent projects have included the restructuring of Saudia, the optimization of
pricing and revenue management processes at EgyptAir and network planning for Estonian Air. An expansion plan for Air Astana and a master plan concept for the strategic development for Almaty International Airport were established. More projects have included a pricing and revenue check-up at SriLankan Airlines, the design of a cargo growth strategy for jetBlue and the development of an operations assessment to increase efficiency and productivity at Air Mauritius.
Cooperations.
ACI Airports Council International
AFRAA African Airlines Association https://web.archive.org/web/20090815183931/http://www.afraa.org/partner-list.htm
AACO Arab Air Carriers Organization https://web.archive.org/web/20101224232133/http://www.aaco.org/partners.asp
Corporate affairs.
In August 2014 it moved into its new headquarters at the Frankfurt Airport Center (FAC) at Frankfurt Airport, near Terminal 1. Previously it had offices in Cologne and Frankfurt, with Cologne having the headquarters.


3079th Aviation Depot Wing

The 3079th Aviation Depot Wing, Air Material Command, United States Air Force, headquartered at Wright-Patterson Air Force Base, Ohio, was a weapons of mass destruction unit of key strategic importance and special weapons storage wing active until 1962.
It had five Aviation Depot Groups storing and maintaining nuclear weapons, The 3080th Aviation Depot Group at Caribou AFS / Loring AFB, ME (17 Dec 1951 – 1 Jul 1962); 3081st Aviation Depot Group at Rushmore AFS / Ellsworth AFB, SD (4 Feb 1952 – 1 Jul 1962); 3082nd Aviation Depot Group at Deep Creek AFS / Fairchild AFB, WA (4 Apr 52 - 1 Jul 1962); 3083rd Aviation Depot Group at Fairfield AFS / Travis AFB, CA (4 Sep 1952 – 1 Jul 1962); and 3084th Aviation Depot Group at Stoney Brook AFS / Westover AFB, MA (17 Mar 54 - 1 Jul 1962); plus three squadrons which transported special weapons worldwide using C-124 Globemaster II aircraft. These were the 7th Logistic Support Squadron at Robins Air Force Base, Warner Robins, Georgia, the 28th Logistic Support Squadron based in Hill Air Force Base, Ogden, Utah, and the 19th Logistic Support Squadron based at Kelly Air Force Base, San Antonio, Texas.
The 3079th ADW was inactivated effective 1 July 1962.