Pressure-sensitive paint

Pressure-sensitive paint (PSP) is a method for measuring air pressure or local oxygen concentration, usually in aerodynamic settings. PSP is paint-like coating which fluoresces under a specific illumination wavelength in differing intensities depending on the external air pressure being applied locally to its surface.
How it works.
A model surface is painted with the PSP coating with an airbrush or automotive type paint gun. The PSP consists of an oxygen sensitive probe suspended in an oxygen permeable binder. The model is then placed in an oven so the PSP layer can cure. Once cured, the model is placed in a wind tunnel or appropriate test environment. LED lamps of a specific wavelength are used to excite the pressure-sensitive probe within the paint. Once excited, the pressure-sensitive probe is transitioned to a higher energy state where is may either emit a photon or be quenched by local oxygen present. This competing process of emission and quenching determines the intensity response of the paint layer. The result is a dimmer fluorescence where there is higher pressure and brighter response at lower pressures.
The intensity emitted from the surface is then recorded through a long-pass filter by a CCD or scientific grade camera and stored for conversion to pressure using a previously determined calibration. Images of the paint layer are recorded at three conditions. A wind-off image at a known reference condition which is typically standard atmospheric conditions with the tunnel turned off. A wind-on image at a loaded condition where the wind tunnel is running at condition. And lastly a background image where the ambient light present is captured without the illumination source. The background image is then subtracted from the wind-off reference and the wind-on condition image in data processing. Photographs of the surface can be obtained from outside the wind tunnel's test section, which means that the model need never be disturbed or touched in order to obtain the pressure distribution. Computer-aided photography can be used to produce false-color images, where the color range corresponds to the pressure variations.
Applications.
Due to the high cost of constructing airplanes, the first designs of proposed aircraft are usually subjected to aerodynamic testing in wind tunnels. In these tunnels, models (usually subscale) are subjected to airflows to simulate an actual airplane in free flight. The aerodynamic forces acting on the model are measured, and are used to predict the response of an airplane when subjected to equivalent airflows.
Automobiles are also subjected to aerodynamic testing in wind tunnels. Automobile companies use data collected in these tests to measure areas of high and low pressure. This data helps engineers improve designs to increase performance for the vehicles. By changing these designs, engineers can help improve gas mileage and reduce noise.
In order to measure the aerodynamic forces on the whole model, beam balances are connected to the model. However, it is also imperative to also understand how those forces are distributed across the aerodynamic surfaces of the aircraft, and this understanding is more difficult to obtain. The classic approach has been to use an array of pressure taps to measure surface pressure distributions on a model. Pressure taps provide limited spatial resolution and are often limited by model geometry and can be very expensive to integrate into complex geometries.
PSP provides a low-cost alternative that is less invasive than pressure tap arrays. PSP also offers superior spatial resolution, with each pixel of the imaging camera acting as a pressure tap. PSP can achieve accuracy within 150 Pa of pressure tap measurements with good setup and experience.
Time-resolved PSP applications involve pulsed excitation and delay and gating of the imaging devices. One can thus determine pressure differentials as a function of time. In this case, the imaging devices must be synchronized to the excitation. Multi-channel digital delay/pulse generators provide that synchronization.
Binary Pressure Sensitive Paint.
Another area of interest has been the measurement of surface pressure in low-speed wind tunnels. Binary PSP systems are used in low-speed wind tunnel environments where pressure gradients are small and error sources are more significant. Model shift between reference condition and loaded condition, variation in paint thickness, lamp instability, and temperature are significant sources of error in PSP data. Binary PSP mitigates many of these error sources by employing a second probe into the paint layer, known as the reference probe. This reference probe is used to ratio out the effects of these errors producing high quality PSP pressure maps at low speeds.
Advantages.
The greatest advantage of the new technology is its much reduced preparation time compared to installing an array of pressure taps.
The same model can be used for other testing, such as load-bearing tests or radar-reflection tests, since the PSP will not interfere with other preparations or setups.
There are far more data points than other methods. There is essentially a "pressure tap" at every pixel instead of being limited to the actual pressure taps.


497th Air Refueling Wing


Great Bear Lake Airport

Great Bear Lake Airport is a private aerodrome adjacent to Great Bear Lake, Northwest Territories, Canada. Prior permission is required to land except in the case of an emergency.


No. 629 Squadron RAF

No. 629 Squadron RAuxAF was a non-flying squadron of the Royal Auxiliary Air Force formed in 1999 for "Helicopter Support".
For the period April to September 1939, "No. 629 (Chiltern) Squadron" of the Auxiliary Air Force was allocated the Squadron Code LQ for use by the squadron, were it to be formed, but this did not happen.


Ketchikan Harbor Seaplane Base

Ketchikan Harbor Seaplane Base is a privately owned, public use seaplane base located at the harbor of Ketchikan, a city in the Ketchikan Gateway Borough of the U.S. state of Alaska. It is located near the Ketchikan International Airport, which also has its own seaplane landing area. Prior to the opening of the Ketchikan International Airport in 1973, scheduled passenger seaplane service was operated with amphibian aircraft between the seaplane base and the Annette Island Airport located approximately 20 miles south as this land plane airfield previously served as the primary airport for Ketchikan with scheduled airline flights being operated by Pan American World Airways, Pacific Northern Airlines and Western Airlines into Annette Island over the years.
As per Federal Aviation Administration records, the airport had 38,945 passenger boardings (enplanements) in calendar year 2008, 40,462 enplanements in 2009, and 43,737 in 2010.
Facilities and aircraft.
Ketchikan Harbor Seaplane Base has one seaplane landing area designated NW/SE which measures 10,000 x 1,500 ft. (3,048 x 457 m). For the 12-month period ending December 31, 2006, the airport had 10,450 aircraft operations, an average of 28 per day. At that time there were 51 aircraft based at this airport.
Airlines and destinations.
The following airlines offer scheduled passenger service:


Titus Naikuni

Titus Naikuni is a mechanical engineer, businessman and corporate executive in Kenya. He is the chairman of the board of Airtel Kenya and Rift Valley Railways.
Previously, from February 2003 until December 2014, Naikuni served as the group managing director and chief executive officer of Kenya Airways, the national airline carrier.
Background and education.
He was born in Kenya, circa 1961. He attended University of Nairobi, graduating with a Bachelor of Science in mechanical engineering. Later, he attended the Harvard Business School’s Management Development Programme (PMD71), in Cambridge, Massachusetts, US. He also holds an honorary doctorate in science that was awarded to him by the Jomo Kenyatta University of Agriculture and Technology, in recognition of his contribution to development.
Career.
He joined the Magadi Soda Company in 1979 as a trainee engineer and rose to the positions of managing director of that company in 1995 and managing director of the Magadi Railway Company (a subsidiary of Magadi Soda Company) in 1996.
Between August 1999 and March 2001, Naikuni was a member of a team of Kenyan technocrats, sponsored by the World Bank, who was known as the "Dream Team". These technocrats were engaged by the government to turn around the economy. In this capacity, Naikuni served as permanent secretary in the Ministry of Transport and Communications and was a member of the board of Kenya Airways.
He returned to Magadi Soda Company in April 2001, where he continued to serve as managing director, until his appointment to Kenya Airways in February 2003. Naikuni has extensive boardroom experience, having served on various company boards, including as a member of the board of Brunner Mond (South Africa), as chairman of Kenya Power and Lighting Company and as chairman of Housing Finance Company Limited. He received the Manager of the Year Award in Kenya in 2002.
Other responsibilities.
As of February 2016, Naikuni served on the boards of eight companies, including the following:


Tony Douglas (businessman)

Tony Douglas is a British businessman. He has been the CEO of Etihad Airways since January 2018. He previously served as chief executive of Abu Dhabi Airports Company (2013–2015), and as chief executive of Defence Equipment and Support department in the United Kingdom's Ministry of Defence (2015–2017). He has also held senior positions with airport operator BAA, and as Chief Operating Officer and Group Chief Executive designate of Laing O’Rourke.
Career.
Douglas joined British Aerospace in their regional jet production facilities in 1990, became manufacturing and logistics director at Kenwood plc in 1996 and then joined BAA plc in 1998 becoming Group Supply Chain Director, then Group Technical Director, then Managing Director of Heathrow Terminal 5 and finally Chief Executive of Heathrow Airport.
Douglas went on to be Chief Operating Officer at Laing O'Rourke in August 2007. After that he became Chief Executive of the Abu Dhabi Ports Company (in which role he led the Khalifa Port and Industrial Zone project) in June 2010 and Chief Executive of Abu Dhabi Airports Company. He became Chief Executive of Defence Equipment and Support in September 2015. Etihad Airways announced in October 2017 that they had appointed Douglas Group Chief Executive Officer with effect from January 2018.
His tenure at Etihad Airways has been focused on minimizing losses at the airline. Since his appointment as CEO, he has managed to trim the losses by reducing total costs by $416-million to $6.9-billion.
Douglas holds a Master of Business Administration (MBA) degree from the University of Lancaster.


John Stanford (general)

John Henry Stanford (September 14, 1938 – November 28, 1998) was a United States Army major general who later became superintendent of public schools in Seattle.
Early life and education.
Born in Darby, Pennsylvania, a suburb of Philadelphia, Stanford graduated from Yeadon High School and Pennsylvania State University, earning a B.A. in political science. In 1975, he received a master's degree in personnel management and administration from Central Michigan University.
Military service.
Stanford entered the U.S. Army in 1961 after college and rose to the rank of major general (O-8). He served during the Vietnam War and Operation Desert Storm and also worked as executive assistant to Secretary of Defense Caspar Weinberger. Trained as an infantry officer and fixed-wing aviator, Stanford was awarded the Distinguished Flying Cross and several Air Medals.
Fulton County Executive.
In 1991, Stanford was hired as executive of Fulton County, Georgia. As county executive in Atlanta, he earned praise from civic leaders, though progress on his agenda of cutting bureaucracy and waste in county government was often impeded by infighting among members of the county commission.
Seattle Schools Superintendent.
Without a background in educational administration, he was recruited in 1995 for the post of superintendent of the Seattle Public Schools, becoming the school district's first African-American administrator. Stanford believed the school system exhibited the lethargic characteristics of a monopoly and said it had "an inward kind of thinking that is more concerned about the comfort of the people who run the system than the public it is supposed to serve." Arriving in Seattle, Stanford reassigned one-third of the district's principals. He announced that poor customer service by staff would be punishable by firing, students who did not meet minimum academic requirements would be prevented from advancing to the next grade level, and that future school construction would be "on cost and on time." He also moved to end desegregation busing.
Stanford was seen as a charismatic, popular leader, and - in his first year on the job - was credited with helping to raise more than $2 million in private donations to support district initiatives. Dropout rates in Seattle schools declined and SAT scores rose during his tenure. The Seattle school board reported that Stanford had met all ten of the goals they had established on his hiring. Some teachers, however, criticized Stanford's emphasis on standardized testing and he was forced to back down from an initiative to allow corporate sponsorships of extracurricular programs in the face of parent opposition. Several of Stanford's proposals, such as introducing school uniforms and restricting the issuance of driver's licenses to students known to affiliate with gangs, never gained traction.
In 1996, Stanford addressed the Democratic National Convention.
Death.
Stanford announced he had leukemia in April 1998; he was treated at Swedish Medical Center by physicians from the Fred Hutchinson Cancer Research Center, and died seven months later at age sixty.
Legacy.
Stanford's death was announced on the front page of "The Seattle Times", which the newspaper later made available in commemorative poster form. A memorial service held at the University of Washington's Hec Edmundson Pavilion was attended by 2,500; he was buried with military honors at Arlington National Cemetery the next day, in a ceremony attended by Colin Powell and Richard Riley.
The Seattle school district headquarters facility, the John Stanford Center for Educational Excellence, was renamed after Stanford, and the Seattle school district's Latona School was renamed John Stanford International School.
Following Stanford's death, a Stanford Endowment was established to fund teacher training and leadership programs, receiving an early donation of $2 million from the Bill & Melinda Gates Foundation.
Stanford's book, "Victory in Our Schools: We Can Give Our Children Excellent Public Education", was published the year after this death. In it, he argues for schools to be run like businesses, based on performance. The foreword of the book was contributed by Al Gore.


Niaqornaarsuk Heliport

Niaqornaarsuk Heliport is a heliport in Niaqornaarsuk, a village in the Qaasuitsup municipality in western Greenland. The heliport is considered a "helistop", and is served by Air Greenland as part of a government contract.
Airlines and destinations.
Air Greenland operates government contract flights to villages in the Aasiaat region. These mostly cargo flights are not featured in the timetable, although they can be pre-booked. Departure times for these flights as specified during booking are by definition approximate, with the settlement service optimized on the fly depending on local demand for a given day. Settlement flights in the Disko Bay and Aasiaat Archipelago regions are unique in that they are operated only during winter and spring. During summer and autumn, communication between settlements is by sea only, serviced by Diskoline.


John J. Hennessey

John Joseph Timothy Hennessey (August 20, 1921 – March 20, 2001) was a United States Army four-star general who served as Commander in Chief, United States Readiness Command (USCINCRED) from 1974 to 1979.
Military career.
After attending Saint Mary's University of Minnesota for three years, Hennessey enrolled in the United States Military Academy and graduated in 1944, receiving his commission in the infantry. He deployed to the Europe Theater, serving as a platoon leader and company commander.
In the Korean War he served on the staff of I Corps. By the Vietnam War he was a battalion commander in the 11th Air Assault Division, later serving as executive officer of the division's 1st Brigade. When the 11th Air Assault Division was converted to the 1st Cavalry Division (Air Mobile) in 1965, he accompanied that unit to Vietnam as executive officer of the 1st Brigade, later becoming brigade commander after being promoted to full colonel.
On 4 August 1967 the Chief of Staff of the United States Army established the Task Group on Army Preparedness in Civil Disturbance Matters chaired by Hennessey from the Office of the Deputy Chief of Staff for Military Operations, the work of this task group was conducted largely by field grade officers and was probably the most comprehensive study of the Army’s civil disturbance mission ever conducted.
As a brigadier general he served as assistant division commander of the 82nd Airborne Division, then became assistant division commander of the 101st Airborne Division, deploying with that unit to Vietnam as its commander in 1970.
In 1974 he received his fourth star and assumed command of the United States Readiness Command at MacDill Air Force Base in December 1974. He retired in 1979 at the end of that tour.
Decorations.
His awards and decorations include the Defense Distinguished Service Medal, the Army Distinguished Service Medal, Legion of Merit with Oak Leaf Cluster, the Bronze Star with "V" and three Oak Leaf Clusters, the Air Medal with four Oak Leaf Clusters, the Combat Infantryman Badge, Army Aviator Badge and Master Parachutist badge.
Post military career.
After retiring from the Army, Hennessey served on the Board of Trustees of the University of Tampa and was executive director of the Tampa Bay Area Research and Development Authority under the University of South Florida.
Hennessey died of a stroke on March 20, 2001 at the age of 79.


Air Creation Racer

The Air Creation Racer is a French single-seat, weight-shift control ultralight trike that was built by Air Creation of Aubenas between 1986 and 2010. It was available in kit form for amateur construction or as a completed aircraft.
Design and development.
The Racer was developed as a lightweight trike that can qualify for the US FAR 103 Ultralight Vehicles category, including its maximum empty weight requirement, when equipped with a light wing and engine.
The carriage is of aluminium construction and incorporates suspension on all three wheels. The nosewheel-mounted drum brake is foot-pedal actuated. The nosewheel is also steerable and features a mudguard. The carriage features baggage stowage pockets and optionally a cockpit fairing and wheel pants. The carriage can be equipped with several different wings. When fitted with the Air Creation Fun 14 40% double surface wing, the aircraft version is called the "Fun Racer". The "Fun" wing is covered in Trilam sailcloth and allows a maximum speed of and a service ceiling of
The Racer's acceptable power range is and the Rotax 447, Rotax 503 and the Rotax 582 engines are used. By 2011 the Rotax 447 and 503 were out of production and Air Creation offered a version of the Racer without an included engine so that the owner could locate a used 447, 503 or other suitable powerplant. The estimated assembly time from the supplied kit is 40 hours.
Reviewer Andre Cliche said of the Racer, "Quick and agile, the Fun Racer shows all the refinement expected from European trikes...This is a well engineered trike and company support is excellent."


USS Thomas Stone (APA-29)

USS "Thomas Stone" (APA-29) was a that served with the United States Navy (USN) during World War II. She was damaged in combat and consequently did not see out the war. "Thomas Stone" received one battle star for World War II service.
"Thomas Stone" (originally AP-59) was laid down under a Maritime Commission contract (MC hull 58) as "President Van Buren" on 12 August 1940 at Newport News, Virginia, by the Newport News Shipbuilding and Drydock Company. She was launched on 1 May 1941 and delivered to the American President Lines as a passenger liner on 11 September 1941. She was acquired by the USN on 14 January 1942; converted for use as a troop transport; and commissioned on 18 May 1942, Captain O. R. Bennehoff in command. Her new namesake was Thomas Stone, a signer of the Declaration of Independence.
Service history.
Operation Torch.
"Thomas Stone" loaded troops at Norfolk, Virginia and, on 26 September 1942, sailed for Northern Ireland with Convoy AT 23. After calling at Halifax en route, she arrived at Belfast on 6 October. She disembarked her troops and then combat loaded men and equipment of the 9th Infantry Division for amphibious exercises off the coast of Scotland before getting underway for the River Clyde on the 26th to participate in Operation Torch, the Allied invasion of North Africa.
Torpedoed.
The transport was assigned the task of carrying troops for the British-controlled assault on Algiers. She transited the Straits of Gibraltar on the night of 5 and 6 November. On the morning of the 7th, she was steaming on the left flank of the convoy, second in line east of attack transport .
According to the German Naval Sea Diary, the submarine "U-205", Commanded by Korvettenkapitän Franz-Georg Reschke shadowed and attacked the convoy. From the sea diary:
At 0535, a torpedo hit the "Thomas Stone"s port side, aft, near the engine room, blowing a hole in her bottom, breaking her propeller shaft, and bending her propeller and her rudder to starboard. The convoy continued on, leaving "Thomas Stone" behind, adrift some 150 miles from Algiers, guarded by British corvette .
A documentary filmmaker and son of a "Thomas Stone" crew member has claimed the torpedo was not launched by the "U-205", but instead was dropped during an air attack by aircraft of Kampfgeschwader 26.
Troops rescued.
After daylight, an inspection of the damage revealed that the ship was in no immediate danger of sinking but was nevertheless unable to move under her own power. But Capt. Bennehoff and Major Walter M. Oakes, USA – who commanded the battalion landing team embarked in "Thomas Stone" – were not content to let the transport's troops drift aimlessly in the Mediterranean while others took Algiers. Besides, all on board the damaged ship were in deadly peril from a possible renewal of an attack.
To solve both problems, the two officers loaded most of the transport's troops in 24 boats which set out for Algiers Bay under the protection of "Spey". However, the weather which had been good when the boats left the transport worsened, and the frail craft began taking on water. Engine trouble forced the boats to be abandoned one by one and their crews and passengers were transferred to the corvette. When "Spey" finally reached Algiers before dawn on the 8th, she carried all of the crews of the boats and each of their passengers, for every boat had been scuttled. By the time "Spey"'s troops went ashore that morning, they learned that all French resistance had ended.
Towed to Algiers.
Meanwhile, two destroyers, and , had arrived on the night of the 7th and attempted to tow "Thomas Stone". The next morning, HMS "St. Day", a tug, arrived to assist. Despite bad weather and the twisted remnants of the "Thomas Stone"s rudder which made her all but unmanageable, the group of ships finally reached Algiers on the 11th and moored to the Quai de Falaise where she discharged the remaining troops and equipment. On 19 November, "Thomas Stone" was moved to the outer harbor to make room for two large convoys.
Attacked a second time.
An air-raid on the night of 24 and 25 November caused additional damage to "Thomas Stone" when a bomb pierced two decks, the hull, and exploded beneath her. On the 25th, a high wind and heavy swells caused the ship to drag both anchors and drove her hard aground, further damaging her hull. While still aground, the transport was reclassified attack transport APA-29 on 1 February 1943.
Salvage attempts fail.
Salvage operations continued for over a year, and all equipment and stores were removed. Efforts to refloat the ship continued until the spring of 1944, but the ship was finally placed out of commission on 1 April 1944, and she was stricken from the Navy List on 8 April 1944. Her hulk was sold to Le Material Économique, Algiers, for scrap.


List of V Bomber dispersal bases

In its early years, the British V bomber force relied on the concept of aircraft dispersal to escape the effects of an enemy attack on their main bases. There were 26 such bases in the late 1950s, in addition to the ten main bases – RAF Coningsby, RAF Cottesmore, RAF Finningley, RAF Gaydon, RAF Honington, RAF Marham, RAF Scampton, RAF Waddington, RAF Wittering (HQ RAF Bomber Command) and RAF Wyton – a total of 36 bases available for the V bomber force.
In times of heightened international tension the V bomber force, already loaded with their nuclear weapons, could be flown to the dispersal bases where they could be kept at a few minutes readiness to take-off. The bases were situated around the United Kingdom in such a way that a nuclear strike by an attacking state could not be guaranteed to knock out all of Britain's ability to retaliate. However, except during exercises, the dispersal bases, capable of taking two to four aircraft each, were never used. During the Cuban Missile Crisis of 1962, Prime Minister Harold Macmillan declined to order the dispersal of the V-Force because he believed the Soviets would view this as provocative. The bombers were instead held at 15-minute readiness at their main bases.
The dispersal bases are mentioned in the opening titles of the 1965 Peter Watkins documentary "The War Game".


Aappilattoq Heliport (Avannaata)

Aappilattoq Heliport is a heliport in Aappilattoq, a village in the Upernavik Archipelago of Avannaata municipality in northwestern Greenland. The heliport is considered a "helistop", and is served by Air Greenland as part of government contract.
There is also a heliport with the same name located in the village of Aappilattoq in the Kujalleq municipality in southern Greenland.
Airlines and destinations.
Air Greenland operates government contract flights to villages in the Upernavik area. These mostly cargo flights are not featured in the timetable, although they can be pre-booked. Departure times for these flights as specified during booking are by definition approximate, with the settlement service optimized on the fly depending on local demand for a given day.


Air Atonabee


List of defunct airlines of Austria

This is a list of defunct airlines from Austria.


Subsidiaries of Royal Brunei Airlines

Royal Brunei Airlines is the national air carrier of Brunei Darussalam. In addition to the aircraft business, it also has a number of subsidiaries.
Abacus Distribution Systems.
Abacus Distribution Systems (Brunei) is a local distributor for the Abacus Global Distribution System in Brunei. The Abacus GDS is a subsidiary of Sabre Holdings. The Brunei local distribution agency of Abacus was established in August 1990. Abacus Brunei is jointly owned by Royal Brunei Airlines and Abacus International. Abacus provides travel information and reservations tailored to the Asia-Pacific region, with 30 travel agents with more than 140 terminals in Brunei.
Brunei International Air Cargo Centre.
Brunei International Air Cargo Centre (BIACC) is a joint-venture company set up in 2002 between Royal Brunei Airlines as the majority shareholder, Circle Freight International and Royal Brunei Technical Services to handle air cargo activities into and out of Brunei. The BIACC also provides service to international freight operators including FedEx at the Brunei International Airport.
Mulaut Abattoir.
The Mulaut Abattoir is located in Mulaut in the Brunei-Muara District. Mulaut Abattoir Sdn. Bhd. was privatised in August 1990. It provides Islamic-sanctioned slaughtering facilities to local farmers and butchers, as well as for the Islamic rituals of Qurban, Aqiqah and other religious ceremonies. The abattoir also sells halal meat to the public and supplies Royal Brunei Airlines' inflight catering, via Royal Brunei Catering.
RBA Golf Club.
RBA Golf Club, the first 18-hole public course, is close to Brunei International Airport, and twenty minutes drive from Bandar Seri Begawan. It was designed by Max Wexler. With the holes spread along and to the west of the airport runway, it is characterised by a slightly hilly layout with lakes spread out over the course that serve to irrigate the course. A double-storey floodlit driving range is available.
Royal Brunei Catering.
Royal Brunei Catering (RBC) was formerly Dairy Farm (Brunei) and was established as a joint venture between Dairy Farm and Royal Brunei Airlines in 1975 to operate the flight kitchen at Brunei International Airport. In addition to this, it also operated an ice cream parlour at Darussalam Plaza on Jalan Sultan in Bandar Seri Begawan. When Royal Brunei Airlines purchased the shares held by Dairy Farm, the company was renamed Royal Brunei Catering Sdn Bhd.
RBC operates the flight kitchen at Brunei International Airport, the Express Fast Food chain in Brunei and a number of restaurants in Bandar Seri Begawan, including two halal Chinese restaurants - Emperor's Court and Dynasty.
Royal Brunei Trading.
Royal Brunei Trading is a subsidiary of Royal Brunei Catering. It operates a number of duty-free shops in Brunei International Airport and is part owner of the McDonald's franchise in Brunei.
Royal Brunei Engineering.
Royal Brunei Engineering Sdn Bhd (RBEng) was formed from the Engineering Department, the Engineering and Maintenance arm of Royal Brunei Airlines (RBA). RBEng was spun off as a subsidiary of RBA in early 2005, the national flag carrier of Government of Brunei.
RBE specialised in heavy maintenance of B757 and B767 up to "12C" and "Structural 4C" Checks, major modifications, SB's, AD's, Pylon Modification, Cabin Re-configuration, aircraft painting and re-weigh. It also provided similar services to the A320 family of aircraft. International Customers of RBE included Air Mauritius, Ansett Worldwide, Britannia Airways, Turkmenistan Airlines, Vietnam Airlines, and Thai Jet Airways.
In November 2007, the Board directed the subsidiary to cease third party maintenance activities and to concentrate on maintaining the airline's own aircraft.


Ed Goodwin

Edward C. Goodwin (born September 4, 1952) is an American politician from the state of North Carolina. A Republican, he is a member of the North Carolina House of Representatives, representing the 1st district.
Goodwin graduated from East Carolina University. He then served in the United States Air Force for four years and in the Naval Criminal Investigative Service for 23 years. Goodwin was elected county commissioner of Chowan County, North Carolina, in 2008. He ran against Elaine Marshall for Secretary of State of North Carolina in 2012, and lost. He served as an aide to Governor Pat McCrory, who appointed him as director of the North Carolina Department of Transportation Ferry Division in 2014. He left the position in 2017. He ran for the North Carolina House in 2018, and won.


Owen Sound Air Services


Westward Airways (United Kingdom)

Westward Airways is an airline based at Land's End Airport, near St Just and Penzance in Cornwall, England, UK. Until February 2009 it operated sight seeing flights in the local area, also running the former Lands End Flying School and is the operator of Land's End Airport. After a review of the operations, it was decided to close the Lands End Flying School as of Saturday 31 January 2009, after which point Westward Airways also terminated the operation of sightseeing flights. Whilst the two Cessna 152s will be disposed of, the remaining pair of Cessna 172s are to be transferred to Westward Airway's sister company; the Isles of Scilly Skybus, who will then resuming sightseeing flights under their own AOC.
Westward Airways (Land's End) Ltd holds a United Kingdom Civil Aviation Authority Type B Operating Licence, it is permitted to carry passengers, cargo and mail on aircraft with fewer than 20 seats and/or weighing less than 10 tonnes.
The airline is owned by the Isles of Scilly Steamship Company, which operates shipping services to the Isles of Scilly in its own name, and also owns Isles of Scilly Skybus, which operates air services to the islands.
History.
Westward Airways Limited founded by Captain Howard Levett Fry (formally Imperial Airways/BOAC/British Airways pilot) was formed on 18 August 1970. It started services in 1971 between London, Lands End Airport, Plymouth and the Scilly Isles with two Britten-Norman Islanders.
Fleet.
The company operates two Cessna 152s and two Cessna 172s


List of defunct airlines of Haiti

This is a list of defunct airlines of Haiti.


939th Air Refueling Wing

The 939th Air Refueling Wing is an inactive United States Air Force Reserve unit. It was last active with the Fourth Air Force, based at the Portland Air Reserve Station, Oregon. It was inactivated on 30 June 2008.
History.
Need for reserve troop carrier groups.
After May 1959, the reserve flying force consisted of 45 troop carrier squadrons assigned to 15 troop carrier wings. The squadrons were not all located with their parent wings, but were spread over thirty-five Air Force, Navy and civilian airfields under what was called the Detached Squadron Concept. The concept offered several advantages. Communities were more likely to accept the smaller squadrons than the large wings and the location of separate squadrons in smaller population centers would facilitate recruiting and manning. However, under this concept, all support organizations were located with the wing headquarters. Although this was not a problem when the entire wing was called to active service, mobilizing a single flying squadron and elements to support it proved difficult. This weakness was demonstrated in the partial mobilization of reserve units during the Berlin Crisis of 1961. To resolve this, at the start of 1962, Continental Air Command, (ConAC) determined to reorganize its reserve wings by establishing groups with support elements for each of its troop carrier squadrons. This reorganization would facilitate mobilization of elements of wings in various combinations when needed.
Activation of the 939th Troop Carrier Group.
As a result, the 939th Troop Carrier Group was established at Portland International Airport, Oregon on 11 February 1963 as the headquarters for the 313th Troop Carrier Squadron, which had been stationed there since November 1957. Along with group headquarters, a Combat Support Squadron, Materiel Squadron and a Tactical Infirmary were organized to support the 313th. The group was equipped with Fairchild C-119 Flying Boxcars for Tactical Air Command airlift operations.
The group was one of four C-119 groups assigned to the 349th Troop Carrier Wing in 1963, the others were the 938th Troop Carrier Group at Hamilton Air Force Base, California, 940th Troop Carrier Group at McClellan Air Force Base, California, and the 941st Troop Carrier Group at Paine Air Force Base, Washington.
The 939th performed routine reserve airlift operations, being upgraded to the C-124 Globemaster II intercontinental airlifter in 1966. On 26 January 1968 the group was activated for combat duty in the Vietnam War. The group flew overseas missions, particularly to the Far East and Southeast Asia during that period, being relieved from active service in June 1969.
Inactivated on 1 July 1973 as part of a reorganization of Military Airlift Command assets, personnel and equipment being assigned directly to its host 349th MAW.
Air rescue operations.
On 1 April 1985 the group was again activated as the 939th Aerospace Rescue and Recovery Group when the 304th Aerospace Rescue and Recovery Squadron at Portland International Airport equipped with Lockheed HC-130 Hercules aircraft transferred from March Air Force Base, California in addition to its Bell HH-1 Hueys. The mobilization gaining command for the group was Military Airlift Command, with the intermediate command being Twenty-Third Air Force until August 1989, then Air Rescue Service.
In December 1986, the group began converting its helicopter element to Sikorsky HH-3 Jolly Green Giants. In October 1987, the group became the headquarters for all reserve rescue units, when the 301st Aerospace Rescue and Recovery Squadron at Homestead Air Force Base, Florida and the 305th Aerospace Rescue and Recovery Squadron at Selfridge Air National Guard Base, Michigan were assigned to the group.
On 1 April 1990, recognizing that the group was parent for several operational squadrons, it was expanded as the 939th Air Rescue Wing. The three flying squadrons also became "air rescue" squadrons the same day. In February 1991, the 939th and its subordinate squadrons began conversion to Sikorsky HH-60G Pave Hawk helicopters.
In August 1992, the 939th Operations Group was activated and the wing's rescue squadrons were assigned to it. Following the devastation of Hurricane Andrew in the same month, the 301st Rescue Squadron provided extensive service, but was forced to abandon Homestead and move to Patrick Air Force Base, Florida.
The 939th also deployed aircrews from each of its rescue squadrons to provide search and rescue coverage worldwide, including to Naval Air Station Keflavik, Iceland, during and after the Southwest Asia War and to provide combat search and rescue coverage in the Persian Gulf area between 1993 and 2003.
In April 1997, the regular 1st Rescue Group at Patrick inactivated and a second reserve rescue squadron, the 39th Rescue Squadron was formed there. Both squadrons were placed under the 920th Rescue Group, which was assigned to the wing.
Air refueling operations.
In 2003, the 939th converted to the air refueling mission with Boeing KC-135R Stratotanker aircraft and was redesignated as the 939th Air Refueling Wing. Some of its rescue squadrons were inactivated while others, including the 304th Rescue Squadron (304 RQS) at Portland ARS, were reassigned to the 920th, which was expanded as the 920th Rescue Wing and became the new headquarters for Air Force Reserve rescue units.
The 939th was inactivated in 2008 following the recommendations of the 2005 Base Realignment and Closure Commission and its KC-135Rs redistributed to other units.


Jirah Military Airbase

Jirah Military Airbase (sometimes spelled al-Jarrah) is a small Syrian airbase of the Syrian Arab Air Force. After surrounding the airbase in the middle of January 2013, the base was captured by opposition fighters from Ahrar al-Sham and the Free Syrian Army on 12 February. It fell under ISIL control in January 2014. On 9 March 2017 the Syrian Army launched an assault to recapture the airbase. On 12 May 2017, the SAA recaptured the airbase from ISIS in the Maskanah Plains offensive and had it fully secured by 29 May.


Spanish air traffic controllers strike

The Spanish air traffic controllers strike began on December 3, 2010 when most air traffic controllers in Spanish airports walked out in a coordinated wildcat strike. Following the walkout, the Spanish Government authorized the Spanish military to take over air traffic control operations in a total of eight airports, including the country's two main airports, Madrid-Barajas and Barcelona-El Prat.
On the morning of December 4, the government declared a 'State of Alert', conscripting the controllers back to work. Shortly after the measure was implemented, controllers started returning to work and the strike was called off.
The move by controllers came after a year of dispute with the government and the Spanish airport authority Aena over working conditions, work schedules and benefits. According to some sources, air traffic controllers can earn up to 350,000 euros per annum, a claim that has been hotly disputed. This has meant that the controllers have not received much sympathy for their strike in Spain. On the same day as the strike, the Spanish Council of Ministers approved plans to partially privatise Aena.
The use of emergency powers was the first time since the restoration of democracy in 1975 that a state of alert had been called. Under the measure, controllers were escorted by armed guards and faced arrest for the crime of disobedience, stipulated in the Spanish military penal code in case of not showing up at work. Some controllers reported to have been forced to work at gunpoint.
The use of this measure by the Spanish government has been severely criticized by ATCEUC (Air Traffic Controllers European Unions Coordination) through a press release.


HMS Seal (N37)

HMS "Seal was one of six mine-laying submarines of the Royal Navy. She served in the Second World War and was captured by the Kriegsmarine and taken into German service as UB", one of several captured subs. She was the only submarine the Germans captured at sea during World War II. Her capture allowed the Germans to correct a critical fault in their U-boat torpedoes.
"Seal" was laid down at the Chatham Dockyard on 9 December 1936, launched on 27 September 1938 and commissioned into the Royal Navy on 24 May 1939. During her entire British career, her commander was Rupert Lonsdale, for whom it was his second command.
Early career.
On being commissioned, "Seal" went for acceptance trials at Dartmouth and in Tor Bay. On the day of her first successful deep dive, 1 June 1939, news arrived of the loss of undergoing trials at Liverpool, a personal setback for the crew who had lost many friends. "Seal" moved to Gosport to complete torpedo trials.
On 4 August, she sailed to China to join and via Gibraltar, Malta and the Suez Canal. However, on the outbreak of the Second World War, she was detained at Aden and made two ad hoc patrols watching the Italians, who it was feared might be towing German submarines while Italy was still not at war. She returned home, escorting a damaged destroyer in the Mediterranean. Back in the North Sea, she carried out one patrol near the Dogger Bank and received her first attack from German aircraft. She then augmented a convoy escort to Halifax, Nova Scotia, a 14-day crossing. She was back in time for Christmas leave and was based at Elfin, a temporary establishment at Blyth, Northumberland. She settled to a North Sea patrol routine as part of the Norwegian campaign being based at Rosyth. One night in February, "Seal" was given an extra set of personnel – an armed boarding party – and was assigned to take part in the hunt for the . However "Seal" played no part in the Altmark incident. Admiral Horton met "Seal" on one of her returns to Rosyth and commented, "You're too damn clean for a war-time boat. Something must be wrong". However, he revised his opinion when he reviewed the log-books to "you must have a damn good crew".
By the beginning of April 1940, the Germans had invaded Norway, and "Seal" was operating off the Norwegian coast. Lonsdale decided to enter Stavangerfjord, a hazardous operation and reached the port of Stavanger using the novel Asdic equipment. There were four merchant ships in the harbour, but they all carried neutral flags; Lonsdale's requests to attack a seaplane base and land a shore party to sabotage the railway met with firm refusals; and the German naval craft they encountered had too shallow a draught for "Seal"s torpedoes to hit. The disappointed crew returned to Rosyth, narrowly escaping a torpedo attack at the same place and time as that in which was lost.
Loss in Kattegat.
Having been at sea for a year, and suffering some damage from a scrape with a merchant ship, "Seal" was due to return to dry-dock at Chatham. However her sister ship had been rammed and needed serious attention in the dry-dock. Some repairs to "Seal" were carried out at Blyth, Northumberland, and she was required to take over "Cachalot"s minelaying duties. She was assigned to "Operation DF 7", a mine-laying mission in the Kattegat between Denmark and Sweden. This was a particularly daunting task, especially for a submarine the size of "Seal". Captain Bethall, the commanding officer of the flotilla, failed to persuade Admiral Horton to reconsider his orders.
On 29 April 1940, "Seal" left Immingham laden with 50 mines. On entering the Skagerrak, she met just leaving the area after having stirred up German defences by scoring six hits with six torpedoes. "Seal" was running at shallow depth to maintain speed and conserve fuel, when she was spotted by a German Heinkel He 115 on 4 May at about 02:30. She dived to and was slightly damaged by a bomb. Later that morning, Lonsdale discovered German anti-submarine trawlers searching for them around her target area, and he had to divert to the secondary target area. At about 09:00, "Seal" started to lay down her mines and completed that mission some 45 minutes later.
"Seal" turned and headed for home, with the trawlers heading after her. Lonsdale took an evasive course, and used the Asdic to identify when the trawlers were stopping to listen. Then, at 3:00 pm, he spotted a patrol of nine German anti-submarine motor torpedo boats heading from a different direction. There were too many hours of daylight left, and the Kattegat was too shallow to allow a submarine as large as "Seal" to go deep and run for it. Lonsdale evaded detection by following a zig-zag course and at around 18:00 settled the submarine in stop-trim at the bottom of the sea. Unknown to the crew, they had entered an uncharted minefield. One of the submarine's hydroplanes caught a mine stay-cable and at about 06:30 pm, the attached mine was swept by the current onto the stern of the boat. There was a huge explosion and "Seal" was severely damaged.
A painful increase in air pressure indicated that a large amount of water had entered the submarine. The crew's evening meal was catapulted round the mess rooms and the boat tilted bow upwards at about 10 degrees. All the watertight doors were quickly sealed and all crew accounted for, after two who had been trapped in the after end of the boat managed to make their way to the control room. To the crew's surprise, the pursuing ships had not noticed the explosion and moved away. After various inspections and repairs, the crew had to wait until 22:30 when it was dark enough for an attempt to be made to raise the submarine.
At 10:30 pm, the ballast tanks were blown empty and the main motors started, but the stern stayed firmly stuck on the sea bed. The bow rose at a sharp angle, and the attempt had to be abandoned. By this time, the air quality had deteriorated badly. Pumping carried on and emergency repairs were made to start the pump to blow air into the rear trimming system. For a second attempt to surface, the 11-ton drop keel was released. This meant that the submarine could not submerge again. More compressed air was used to blow the remaining tanks, but again the attempt was unsuccessful. Carbon-dioxide poisoning was having an accelerating effect on the crew and a third attempt was called for, using the engines and main ballast. This also failed.
At 01:10, Lonsdale, a devout Christian, called his crew to prayer and led them in the Lord's Prayer. The crew then responded to his order for them to move as far forward as they could to try to tip the balance, though many fainted or were sick. While thoughts went to using the Davis escape gear, it was realised that it would take several hours to escape by this method and there was a risk of flooding the entire craft before more than a few could escape. The engineers found they could open a salvage-blow and a final attempt was made to raise the submarine. The motors caught fire, but the fire went out for lack of oxygen. The batteries were nearly empty and the high pressure air exhausted. The engineer realised there was one air pressure group left with a tiny amount of air, which was some way up the companionway. He reached and opened the valve, and the submarine started to move upwards.
"Seal" surfaced at 01:30. After the pressure was released, the fresh air caused blinding headaches to the crew, who had suffered oxygen deprivation. Lonsdale clambered to the bridge, and sighting land, decided to try to make for Swedish waters. The confidential papers were consigned to the sea bed, and the Asdics were destroyed and the pieces thrown overboard. Lonsdale sent a message to the Admiralty: "Am making for the Swedish coast". With the cipher books destroyed, Lonsdale did not receive two replies – "Understood and agreed with. Best of luck" and "Safety of personnel would be your first consideration after destruction of the Asdics". If he had, they would have saved him a considerable amount of anguish over his subsequent decisions. The rudder was damaged and the boat impossible to steer, but it was found that it could be made to go in reverse. Fair progress was made, but mud had entered the lubricating system and the one working engine seized up.
At 02:30, "Seal" was spotted on the surface and attacked by two German Arado Ar 196s and another Heinkel. Lonsdale on the bridge, under fire, tried to fend them off with the Lewis guns, but these both jammed. With "Seal" under bombing and gunfire attack from the air, unable to dive and without motive power, some men wounded and no remaining defences, Lonsdale had no alternative but to surrender. The white messroom table-cloth was hoisted on the mast. Leutnant Schmidt brought his seaplane alongside and required the captain to swim to him. On his 35th birthday, Lonsdale swam to the seaplane, and shortly after, the chief petty officer swam to the other Arado. The crew waited on the submarine for the anti-submarine naval trawler "UJ-128", to arrive at 06:30. It was expected that the boat, which was holed and listing, would sink of its own accord, but attempts were made to scuttle her. The German boarding party took the crew off, and the submarine was towed to Frederikshavn.
The mine belt laid by "Seal" sank one German freighter ("Vogesen", 4241 BRT) and three Swedish ships between 5 May and 5 June for a total tonnage of nearly 7000 BRT.
In German service.
"Seal" underwent temporary repairs at Frederikshavn to make her seaworthy, and was then towed to Kiel. Admiral Rolf Carls believed "Seal" was a war-winning asset and insisted that she be made operational, despite the probability that three superior new German U-boats could be built for the same cost. The equipment and armament were completely incompatible and it would not be possible to obtain spares. Nevertheless, repairs were undertaken and in the spring of 1941 she was commissioned into the "Kriegsmarine" as "UB" under the command of "Fregattenkapitän" Bruno Mahn. Mahn, at 52 years old, was the oldest German submarine commander on duty in World War II. She was used as a propaganda exhibit and training boat, but it took until late 1942 for Krupp to fabricate the whole mechanical system. Practice runs revealed so many snags and the financial costs were so unrealistic, that by the middle of 1943 she was paid off, stripped and abandoned in a corner of Kiel dockyard. Later she was hit and sunk in the same Allied air raid that sank the "Admiral Hipper". The only value derived was the realisation that the British contact pistol torpedo firing device was of superior design and its introduction into the German navy.
On 3 May 1945, "UB" was scuttled in Heikendorf Bay (), the wreck was later broken up.
Crew.
The crew were subjected to routine interrogation in an atmosphere of mutual respect with their German captors. The officers and ratings were separated and held as prisoners of war in a succession of camps until April 1945. The submarine had been adopted by the village of Seal when she was commissioned, and during their imprisonment the crew received considerable support from the villagers.
Two members of the crew managed to escape. Early on, the petty officers and ratings were held at Stalag XX A at Toruń in Poland. Petty Officer Barnes took part in a mass break out and with Sergeant Major George Briggs of the 15/19 Hussars managed to make contact with the Polish underground. They crossed the Soviet border, but the Soviet border guards separated them and told the British to run for it. Then the Soviet soldiers opened fire and shot Barnes dead. Briggs survived the shooting and was taken to the prison of Butyrka in Moscow.
One of the engineers, Don "Tubby" Lister, made a series of escapes and was eventually sent to Oflag IV-C at Colditz Castle. Realising how hard it would be to escape from there, he and another ERA (Engine Room Artificer), W. E. "Wally" Hammond (from the sunken submarine ), insisted on being moved on the grounds that they were not officers. The ruse worked, and they were moved to a more open camp. They escaped from there in late 1942 and made the several hundred mile journey to Switzerland and then home.
Lieutenant Trevor Beet, the officer left on board by Lonsdale, made three failed escape attempts. He was transferred to Colditz Castle for the rest of the war.
Most of the officers and petty officers had been consolidated into Marlag (Marine-lager) naval camp near Westertimke, where, for most of the war, they led a fairly quiet existence. By April 1945, the Allies were at Bremen, away, and they were marched off to Lübeck. During the journey, the column came under attack from Allied Spitfires. Shortly after they arrived there, the war came to an end and they returned to Britain. Apart from Barnes and Able Seaman Smith, who had disappeared overboard when the submarine surfaced, the entire crew survived.
Lieutenant Commander Lonsdale was the only British captain to surrender his ship to the enemy in the entire war. He, with Lieutenant Trevor Beet, faced the inevitable court-martial in 1946; they were honourably acquitted.
External links.
A short 1940 Kriegsmarine propaganda film, in German:
The story of HMS Seal and the captivity of her crew


RCAF Station St. Sylvestre

Royal Canadian Air Force Station St. Sylvestre (RCAF ADC ID: C-6) was a Radar station of the Canadian Pinetree Line, located at Saint-Sylvestre, Quebec, in the Lotbinière Region, sixty-nine kilometres south Quebec City. Construction starting in 1952, the Station opened on 15 September 1953, first as RCAF Station Ste-Marie, being renamed RCAF Station St. Sylvestre, on 1 August 1955.
Announced on 16 March 1964, No.13 AC&W Radar Squadron was disbanded on 1 April 1964, with a downsizing of RCAF Air Defence Command AC&W Radar Squadrons. On 20 July 1964, the last RCAF personnel departed St. Sylvestre, given another re-alignment of the CANUS NORAD system.
Pinetree Line.
Plans for the Pinetree Line were first considered, as early as May 1946, as Canada worked with the United States to consider cooperative continental defence planning, against limited long-range bomber air attacks. In 1949, the United States Congress agreed to 'shared' financing the construction of a line of radar stations, across southern Canada, to enhance warning of ‘air attack’ and for the direction of fighter interceptors. Given the estimated costs in construction, maintenance and personnel, it was agreed Canada would focus on priorities in southern Ontario and Quebec, with the United States on stations in Western and Atlantic Canada.
In 1951 the locations agreed, the PINETREE Project Office established, construction of the first PINETREE Stations began in 1952, they being completed by 1954. In the Eastern Canada, the stations ran in a line essentially along the 50th parallel, St Sylvestre being an anomaly situated at 46.33 Degrees North. Amongst several reasons, the St Sylvestre radomes on Mont Sainte-Marguerite, at an altitude of 698 metres (2290 feet), on the north edge of the Appalachians, easily covered the critical approaches into the eastern United States.
As a Continental Air Defense Integration North - PINETREE Line Station, it was designated as a Category 1 (Immediate Action) Project, assigned to RCAF Air Defence Command 1 ADCC Operational Sector, having a two-hour warning mandate. The Sector’s Air Defence Control Centre (No.1 ADCC) was located at RCAF Station Lac St. Denis, and it remained St Sylvestre’s ‘control’ through a short history with Continental Air Defense Command, before the signing of the NORAD Agreement in May 1958, later falling under the Montreal NORAD Air Defense Sector.
No. 13 Aircraft Control & Warning Squadron.
Canada’s early ‘Continental Radar Defence System’ stations, with both early warning detection and aircraft control functions, were initially identified with - Radio Detachments (RD) designations, they changing to - Radio Units (RU) in 1944, and later - Radio Stations (RS). No. 206 RCAF Radio Station first ran the St. Sylvestre radar functions; being renamed No. 13 Aircraft Control & Warning Squadron. No.13 AC&W Sqn was designated an early warning unit on 13 February 1954, becoming fully operational on 1 January 1955, tasked to detect enemy aircraft and guide fighter interceptors, initially from Dow AFB and Loring AFB, they south of the border in Maine.
As it was growing into its role, St Sylvestre hosted a training detachment of No. 1 Radar and Communications School, (RCAF Station Clinton), from May 1954 until May 1955. The Detachment used the Station’s operational setting to carry out the ‘equipment phase’ training of RCAF Telecommunications Branch - Radar Technicians, on the operation of the GE AN/FPS-6B long-range height finding radar.
RCAF Station St. Sylvestre, Site C-6, was a Group II PINETREE Medium Radar Site, whose essential services, operations, with staffing, and their associated costs were shared with the USAF,until June 1961. As a Type C Station, it consisted of an Operations Main Building, of RCAF design, with two adjoining radar towers of similar construction, and twenty-five associated service buildings. The ‘search’ radar, with a range 75–100 km, was installed on the roof of the ‘main’ operations building and on two adjacent towers were the height finder, and a back-up ‘search’. Recurring wind damage, and winter weather, led to the housing of the radars inside 15-metre diameter inflated rubber domes.
Callsign: Eaglebeak, St. Sylvestre’s operational capabilities first included (1953) a GCI Ground Controlled Intercept function, using two GE AN/CPS-6B Medium Radar, with Early Warning capability, a three-dimensional radar capable of providing range, azimuth and height of a target. In 1955, the Station installed its AN/TPS-502 (Back-up) Height Range Finder and its AN/FPS-502 (Back-up) Search Surveillance Radar. In late 1961 the GE AN/CPS-6B was replaced by a Bendix AN/FPS-20 Long Range (Search) Radar, combined with two GE AN/FPS-6B Long-Range Height Finding Radars.The Main Building radars were supported by sites on two adjacent hills designated RX (Receiver) on Mont 'Handkerchief' and TX (Emitter).
St. Sylvestre: The Domestic Site.
Built by H.J. O'Connell Company (Montreal), like all PINETREE Line stations, St Sylvestre was a self-contained community, with sixty ‘private married quarters’, initially five single and fifty-five double-width (single and two story) family homes, with 30 PMQs added in 1961, in a mobile home park, accommodating growth at the Station. For unmarried servicemen and women, there were the standard two-storey Combined Barracks, and a Combined Officers and Senior NCO’S Mess. There were separate buildings for two primary schools: (Hillside Schools - Innobis Confidimus: In Us Trust), a recreation centre with a bowling alley, theatre, gymnasium and swimming pool (No.8), a ‘twinned two denomination’ chapel (No.17), the sports fields, an outdoor skating rink, a 25-yard shooting range and a single line ski tow.
Supporting the ‘Main Building’ operations 'up' on Mont Ste Marguerite, was the Station Headquarters’ Administration Building (No.16), and its parade square, a one-bay fire hall (No.60), the station medical/dental hospital, a water treatment, the reservoir and distribution facility, a central heating plant, construction engineering, supply and mobile equipment shops (No.18), and the guard house, at the front entry. Commercial power for the Station was supplied by Shawinigan Water & Power Company, augmented by a power plant located, in the Main Operations Building, on Mont Ste-Marguerite.
Coming to St Sylvestre, in the early days of its operations, were a select group of ‘RCAF Auxiliary’ radar and fighter control operators from No.2450 AC&W Squadron (Auxiliary) in Sherbrooke Quebec. Covering staffing shortfalls, in maintaining 24/7 operations, these volunteers were notably active at RCAF Station St. Sylvestre, from 1955 to 1957. The conversion to the ‘automated’ SAGE system terminated the use of these ‘auxiliary volunteers’ - as they were trained exclusively for manual detection and intercept operations.
Semi-Automatic Ground Environment (SAGE) Annex.
In 1958, the Semi-Automatic Ground Environment (SAGE) System came to the PINETREE Line system, were ‘computers’ began to take on the routine/mundane functions in target locating. St. Sylvestre SAGE modifications began in September 1961, sufficiently large to require constructing a separate SAGE Annex. The SAGE System ‘automated’ the determination of height, speed and direction of enemy targets, and ‘directly’ relayed the target ‘data’ to the designated Sector Control Headquarters.
In May 1962, the SAGE Annex and two Ground Air Transmit Receive (GATR) Towers: ‘TX’ to the south, and ‘RX’ to the southeast, for vectoring manned interceptors, were completed. In September 1962, with reorganization, No.13 AC&W Radar Squadron began transmitting its radar coverage data to the (new) Northern NORAD Region / Bangor Air Defense Sector - Direction Center (DC-05). On 1 October 1963, it shifted its SAGE operations reporting to the Northern NORAD Region / Ottawa NORAD Sector Direction Center (an AN/FSQ-7 Direction Center at North Bay).
Station closure announced: 16 March 1964.
Continuing upgrades in technology, leading to increased range and elevation coverage's, at Main PINETREE Line Stations; its neighbouring Stations, Lac St. Denis and Mont Apica, becoming able to cover its ‘sector’, St. Sylvestre was deemed redundant. From 1963, the station counting 185 military personnel and 89 civilians,No.13 AC&W Radar Squadron was disbanded on 1 April 1964, with a downsizing of RCAF Air Defence Command AC&W Radar Squadrons, and another re-alignment of the NORAD system.
Throughout its short ten-year life, St.-Sylvestre had four Commanding Officers: 1953–1954 W/C JD Mitchner DFC Bar, of Saskatoon, Saskatchewan; 1954–1957 W/C LPJ Dupuis DFC, of Ottawa, Ontario; 1957–1961 W/C JHL Lecomte DFC CdeG, of St. Theodore d’Acton, Quebec; and 1961–1964 W/C EW Smith DSO, of Metis Beach, Quebec. On 22 Jun 1964, W/C E.W. Smith DSO relinquished command of RCAF Station St. Sylvestre. On 20 July 1964, the last RCAF personnel departed the Station, many having made their way to RCAF Stn Mont Apica and RCAF Stn Moisie.


376th Air Refueling Squadron

The 376th Air Refueling Squadron is an inactive United States Air Force unit. It was last assigned to the 4238th Strategic Wing, stationed at Barksdale AFB, Louisiana. It was inactivated on 15 August 1960.
History.
World War II.
Established in early 1943 as the 376th Fighter Squadron and equipped with P-47 Thunderbolts, the squadron trained under I Fighter Command in the mid-Atlantic states. Also flew air-defense missions as part of the Philadelphia Fighter Wing. Deployed to the European Theater of Operations (ETO), being assigned to VIII Fighter Command in England, November 1943.
The unit served primarily as an escort organization, covering the penetration, attack, and withdrawal of B-17/B-24 bomber formations that the USAAF sent against targets on the Continent. The squadron also engaged in counter-air patrols, fighter sweeps, and strafing and dive-bombing missions. Attacked such targets as airdromes, marshalling yards, missile sites, industrial areas, ordnance depots, oil refineries, trains, and highways. During its operations, the unit participated in the assault against the Luftwaffe and aircraft industry during the Big Week, 20–25 February 1944, and the attack on transportation facilities prior to the Normandy invasion and support of the invasion forces thereafter, including the Saint-Lô breakthrough in July.
The squadron supported the airborne attack on the Netherlands in September 1944 and deployed to Chievres Airdrome, (ALG A-84), Belgium between February and April 1945 flying tactical ground support missions during the airborne assault across the Rhine. The unit returned to Little Walden and flew its last combat mission on 20 April 1945. Demobilized during the summer of 1945 in England, inactivated in the United States as a paper unit in October.
Cold War.
The squadron flew the KC-97F Stratotanker (Also KC-97G) stationed at Barksdale AFB, providing air refueling to USAF units from 1953 to 1966.


Pusan East (K-9) Air Base

Pusan East (K-9) Air Base is a decommissioned United States Air Force (USAF) and Republic of Korea Air Force (ROKAF) air base adjacent to the Suyeong River in Haeundae District, Busan, South Korea. It was redeveloped in the 1990s as Centum City, a commercial and residential area.
History.
Korean War.
By the end of July 1950, UN forces had been pushed back into the Pusan Perimeter, which contained three airfields all in poor condition. Engineers urgently improved the former Japanese military airfield at K-9 to allow heavy transport aircraft such as C-54s to land there.
On 8 September 1950 the 18th Fighter Wing arrived at K-9 from Ashiya Air Field before moving to Pyongyang East Air Base (K-24) in November 1950.
On 5 March 1951 a USAF C-54 #42-72663 was damaged beyond repair at K-9.
On 23 May 1951 the 452d Bombardment Wing operating the Douglas A-26 Invader was deployed to K-9. On 10 May 1952 the 17th Bombardment Wing was activated at K-9 to replace the 452d.
Post Korean War.
K-9 was transferred to the South Korean military in 1956 and remained in use until the early 1990s.
Busan Suyeong Airport opened in August 1958 and renamed as Busan International Airport in September 1963. In August 1976 the airport was moved to its current location in Gimhae.
In the late 1990s the area was redeveloped as Centum City.


Unguided bomb

An unguided bomb, also known as a free-fall bomb, gravity bomb, dumb bomb, or iron bomb, is a conventional aircraft-delivered bomb that does not contain a guidance system and hence, simply follows a ballistic trajectory. This described all aircraft bombs in general service until the latter half of World War II, and the vast majority until the late 1980s.
Then, with the dramatically increased use of precision-guided munitions, a retronym was needed to separate 'smart bombs' from free-fall bombs. 'Dumb bomb' was used for a time, but many military circles felt it sounded too trite, and eventually 'gravity bomb' gained currency. Previously, they were also referred to as 'iron bombs'.
Bomb casings for unguided bombs are typically aerodynamic in shape, often with fins at the tail section, which reduce drag and increase stability after release, both of which serve to improve accuracy and consistency of trajectory.
Unguided bombs typically use a contact fuse for detonation upon impact, or some milliseconds after if a penetration effect is required. One alternative is a fuse with an altimeter, to cause an air burst at the desired altitude.
Retarded bomb.
The retarded bomb uses a mechanical method of creating increased aerodynamic drag, such as a parachute, ballute, or drag-inducing petals. These deploy after the ordnance is released, slowing its fall and abbreviating its forward trajectory, giving the aircraft time to get clear of the blast zone when bombing from low altitudes or with nuclear ordnance. However, these bombs are less accurate than conventional free-fall bombs. Generally the high-drag tail replaces the low-drag so that the same bomb can be configured for either mode of attack during weapons preparation. High-drag bombs can also be dropped in low-drag mode if the pilot selects this option in the aircraft's weapon system, and will function exactly like a low-drag weapon.
During retarded bomb development in the UK, in the mid-1970s, it was necessary, in order to ensure safety of the delivery aircraft, to investigate the time delay needed, after release, before "arming" the warhead. "Relative Distance against Time", based on the deployed bomb's drag profile, was computer-calculated by RAF Strike Command staff using a Fortran IV program.


Paul K. Carlton Jr.

Lieutenant General (Dr.) Paul Kendall Carlton Jr. (born May 13, 1947) was the 17th Surgeon General of the United States Air Force, Headquarters U.S. Air Force, Bolling Air Force Base, D.C.
General Carlton was commissioned after being honored a distinguished graduate of the United States Air Force Academy in 1969. He is a fellow and former Air Force governor of the American College of Surgeons. He was named a consultant in general surgery to the Air Force surgeon general in 1981. He conceptualized and implemented the first Air Force rapid-response surgical team in Europe—the flying ambulance surgical trauma team. He remains an active surgeon having performed more than 4,000 operations as principal surgeon and 6,000 as first assistant. He has published extensively in medical literature.
An active flier, General Carlton holds Federal Aviation Administration commercial, instrument, multi-engine, glider and instructor ratings. During Operation Desert Storm, he commanded the 1702nd Air Refueling Wing Contingency Hospital, completing 32 combat support missions and 140 combat flying hours in the C-21, C-130, KC-10 and KC-135. He retired from the Air Force December 1, 2002.
After retiring from the Air Force, General Carlton was named Director of the Homeland Security Initiative for the Texas A&M Health Science Center to address homeland security issues related to human health.
General Carlton is the managing member of PK Concepts, LLC.
Major awards and decoration.
Airman's Medal.
Citation:
Lieutenant General Paul K. Carlton, Jr. distinguished himself by heroism involving voluntary risk of life at the Pentagon, Washington, District of Columbia on 11 September 2001. On that date, an American Airlines 757 with 67 passengers originating at Dulles Airport crashed into the Pentagon near the heliport. The approximate number of casualties at point of impact was 190. General Carlton was in the Pentagon at the time of the crash. Knowing that there would be numerous casualties, he proceeded to Corridor 4, C ring. General Carlton entered a room filled with chest high debris. Although half the room was engulfed in flames and smoke filled, General Carlton and several other rescuers located a trapped victim who was stuck under some fallen debris. The mend could see the trapped victim, but could not quite reach the man. One of the rescuers cleared the debris while General Carlton tried to pull the victim free. He then placed a water-soaked tee shirt on the victim's face to aid his breathing. The victim was roused, and realizing the imminent danger they were all facing, rolled to his left far enough for General Carlton to grab him. They were then able to move the victim to safety. All the while, the room continued to rain fire and debris on General Carlton and the others. As the fire intensified and moved closer in the room, General Carlton continued to sweep the room for other victims. There was a loud noise; the flaming ceiling began to fall and one of the rescuers shouted for all to leave the area. As the metal caging in the ceiling gave way, General Carlton helped the others to escape the burning room. The exemplary courage and heroism displayed by General Carlton reflect great credit upon himself and the United States Air Force.
Commendations.
Lt Gen Carlton has been awarded the following:


Dan C. Ogle

Major General Dan Clark Ogle (October 9, 1901 – August 30, 1990) was the third Surgeon General of the United States Air Force.
Biography.
Ogle was born at Keithsburg, Illinois, in 1901. He graduated from Eureka College, Illinois, in 1924, where he was initiated a member of Tau Kappa Epsilon fraternity (Ronald Reagan was initiated at the same chapter five years later). He received his doctor of medicine degree from the University of Illinois College of Medicine in 1929.
Appointed a first lieutenant in the Medical Corps Reserve that June, General Ogle was assigned to medical duty at William Beaumont General Hospital at El Paso, Texas, and received his Regular commission as a first lieutenant in the Medical Corps July 1, 1930. Entering the School of Aviation Medicine at Brooks Field, Texas, in April 1931, he graduated that July; entered the Army Medical School at Washington, D.C., three months later and graduated in January 1932; and four months later graduated from the Medical Field Service School at Carlisle Barracks, Pennsylvania.
Assigned to Chanute Field, Illinois, as flight surgeon and war officer at the station hospital, he was named post surgeon in May 1936. The following November he went to Luke Field, Hawaii, where he served as post surgeon. In March 1939 he was appointed war officer at the Army and Navy General Hospital, Hot Springs, Arkansas, and in June 1941 resumed his position as post surgeon at Chanute.
Moving to Miami Beach, Florida, in April 1942, General Ogle was named post surgeon of the Technical Training Center, and the following March assumed command of the Army Air Force Regional Station Hospital at Coral Gables, Florida. Going overseas in December 1944, he was appointed staff surgeon of the 15th Air Force in Italy. Returning to the United States the following September, he was named chief of the Plans and Services Division in the Office of the Air Surgeon, Washington, D.C.
Transferred to Maxwell Field, Alabama, in November 1945, General Ogle was named post surgeon, and a month later was appointed command surgeon of the Air University there, in addition. In December 1946 he relinquished his duties as post surgeon, retaining his position as command surgeon. Entering the Air War College there in August 1948, he graduated in June 1949.
The following December General Ogle was named deputy surgeon general of the Air Force, and in July 1949 was transferred from the Army to the Air Force. Going to Wiesbaden, Germany, in March 1953, General Ogle was named surgeon for the U.S. Air Forces in Europe.
On July 15, 1954, General Ogle was designated surgeon general of the U.S. Air Force, with headquarters at Washington, D.C.
General Ogle can be seen at the beginning of the 1956 movie "On the Threshold of Space" introducing the aeromedical theme of the movie.
Awards and decorations.
He was awarded the Bronze Star and is rated a flight surgeon and aircraft observer (Medical). General Ogle was a member of the American Medical Association, Association of Military Surgeons, and the Aero-Medical Association. He died April 30, 1990.


Robert C. Mathis

Robert Couth Mathis (July 3, 1927 – April 27, 2016) was a United States Air Force four-star general who served as Vice Chief of Staff, U.S. Air Force (VCSAF) from 1980 to 1982.
Biography.
Mathis was born in 1927, in Eagle Pass, Texas, where he graduated from high school in 1944. He graduated from the United States Military Academy at West Point, New York, in 1948 with a Bachelor of Science degree and a commission as second lieutenant. Later in his career he received advanced degrees from the University of Illinois and the University of Texas.
In November 1949, after pilot training at Randolph Air Force Base, Texas, and Williams Air Force Base, Arizona, he was assigned to the 51st Fighter Group on Okinawa, a unit equipped with the F-80 Shooting Star. During the Korean War Mathis served as an F-80 fighter pilot in the 16th Fighter-Interceptor Squadron and as a forward air controller with the 6148th Tactical Control Squadron. In addition to the Purple Heart, he also received the Silver Star and Distinguished Flying Cross for his combat tour in Korea.
In August 1956, following a tour as an instructor at the United States Naval Academy, Annapolis, Maryland, he transferred to the Rome Air Development Center, Griffiss Air Force Base, New York, as the program director of the center's Trinidad Test Site. During this period he played a major role in the critical development phases of the Ballistic Missile Warning System, the Echo Satellite Program and the Project Mercury Downrange Tracking Program. After receiving his doctorate in Electrical Engineering from the University of Texas in 1963, he served as a project officer in the Development Division, Air Force Weapons Laboratory, Kirtland Air Force Base, New Mexico, where he was responsible for the development of special weapons delivery systems.
Mathis completed the Industrial College of the Armed Forces at Fort Lesley J. McNair, Washington, D.C., in August 1967 and was assigned as the senior U.S. adviser to the Vietnamese air force with IV Corps in the Mekong Delta. From October 1967 to November 1968, he flew more than 200 combat missions, including an air strike in the A-1 Skyraider for which he received his second Distinguished Flying Cross.
Mathis returned to the United States in November 1968 for duty in the Office of the Secretary of Defense. In August 1969 he was named commander of the Rome Air Development Center. Under his direction the center established one of the best flight safety and test aircraft utilization rates in the Air Force Systems Command.
In January 1971 Mathis transferred to the Aeronautical Systems Division, Wright-Patterson Air Force Base, Ohio, where he became system program director for the General Dynamics F-111 and later the F-15. During this tour of duty he also managed tactical reconnaissance, strike and electronic warfare programs.
Mathis served as deputy chief of staff, systems, at Air Force Systems Command headquarters, Andrews Air Force Base, Maryland., from October 1976 to May 1977, when he became vice commander of Air Force Systems Command. He became the vice commander of Tactical Air Command at Langley Air Force Base, Virginia, in March 1979. He became the Air Force Vice Chief of Staff on March 1, 1980. On June 1, 1982 General Robert C. Mathis retired from the Air Force.
Upon retirement, Mathis and his wife, Greta, founded Eagle Mount, a nonprofit organization for therapeutic recreation in Bozeman, Montana. Eagle Mount provides recreational services for people of all ages with physical and developmental disabilities and summer camps for children with cancer. He died on April 27, 2016, in Billings, Montana. He was cremated and later interred at Sunset Hills Cemetery in Bozeman.


Foucaucourt Aerodrome

Foucaucourt Aerodrome was a temporary World War I airfield in France. It was located ESE of Foucaucourt-sur-Thabas, in the Meuse department in Lorraine in north-eastern France.
Overview.
The airfield was first built by the French in the summer of 1917<re>This has to be confirmed, as the first French units arrived in March 1918</ref>. The French escadrilles left in September 1918, giving way to the American V Corps Observation Group and its two squadrons:
Arriving at the same time, a detachment from 462nd Aero Squadron (Construction) stayed until 6 October to improve some parts of the airfield's organization. Over a total surface of 89 acres, the Air Service engineers constructed 12 wooden barracks and a mess hall, as well as 5 buildings to be used as warehouses and maintenance shops. A station administration building and a hospital clinic was constructed along with an electrical and a telephone grid. The airfield had four French "Bessonneau" aircraft hangars erected.
The observation group provided battlefield reconnaissance and artillery cooperation for the V Corps. Operations from Foucaucourt initially were preparations to help the V Corps in the Meuse-Argonne offensive. German soldiers opposed the attack from barbed-wire-protected trenches. Also, additional enemy pursuit, observation and bombardment forces meant most of the Kaiser’s best aviation units defended the area.
When the ground attack began on 26 September, inclement weather restricted flight operations. Since cloud cover severely limited photographic reconnaissance, headquarters confined missions to a few, well-defined and extremely important areas. Aircraft and pilots often stood ready to fly, waiting in vain for any break in the clouds. When weather permitted, crews took oblique photographs along enemy lines. If the need for information was great, pilots flew even in heavy cloud cover hoping for a chance break to take that important picture.
In early November, the two squadrons of the V Corps Observation Group moved up to Parois Airdrome, but the HQ stayed in Foucaucourt until 4 February 1919, soon to be disbanded.
The observation squadrons gave way to the 3d Pursuit Group, which moved into Foucaucout from Lisle-en-Barrois Aerodrome with its headquarter and four SPAD XIII pursuit squadrons on 6 November, part of the 1st Pursuit Wing working for the US First Army:
The pursuit squadrons were hampered by the bad weather, and concentrated their operations to low-level attacks on enemy infantry forces along the roads east of the River Meuse until the Armistice on 11 November.
If most of the French units had left in September 1918, SOP 214 was billeted at "Evres", on the south rim of the airfield, 21 September to 25 October 1918, which probably means that it flew from Foucaucourt. SPA 215 also flew from the airfield 6 October to 4 November, both escadrilles flying missions for the American First Army.
After the Armistice was signed, the group's squadrons continued flying training sorties from Foucaucourt. The 3rd Pursuit Group was disbanded on 31 December 1918, the 93rd having already left. The last squadron - 28th - was ordered to report to the 1st Air Depot at Colombey-les-Belles Aerodrome to demobilize in mid February 1919. Foucaucourt was then turned over to the 1st Air Depot for de-construction. All hangars and other structures were dismantled and all useful supplies and equipment were removed and sent back to the Depot for storage. Upon completion, the land turned over to the French government.
Eventually the land was returned to agricultural use by the local farmers. Today, what was Foucaucourt Aerodrome is a series of cultivated fields located east of Foucaucourt-sur-Thabas. The airfield was located to the northeast of the Départmental 122/151 intersection (D122/D151), with no indications of its wartime use.


Malmen Airbase

Malmen Airbase () is a military airbase located in Malmslätt, Linköping Municipality, Östergötland County, Sweden. It is located west of Linköping.
The base was opened by Carl Cederström in 1912. In the beginning the airbase had only three aircraft but more were bought in the same year. From 1926 to 1974 it served as an air force base for the Östgöta Air Force Wing (F 3). In 1974 the Wing was decommissioned, and the airbase was put under Bråvalla Air Force Wing (F 13) then later Uppland Air Force Wing (F 16). From 1998 its serves as main base for the Swedish armed forces helicopter units, with Helikopterflottiljen.
From 2003 the Royal Swedish Airschool has been located here, to train pilots with Sk 60 jet trainers. Also the Swedish Air Force Museum is located to the airbase.
Facilities.
The airfield resides at an elevation of above mean sea level. It has two asphalt paved runways: 01/19 is and 08/26 is .


Clark County Department of Aviation

The Clark County Department of Aviation is a part of the government of the Clark County Commission. McCarran International Airport, the main commercial airport and the four general aviation facilities in the Clark County Airport System are owned by the Clark County Commission and operated under the policy direction of the Board of County Commissioners, the authority of the County Manager and the management of the Director and Deputy Director of Aviation.
Airports.
Henderson Executive Airport.
Henderson Executive Airport is located in Henderson. The airport functions mainly as a general purpose airport.
Jean Sport Aviation Center.
Jean Sport Aviation Center is located in Jean. The airport functions as a sport aviation center including sky diving and gliding.
North Las Vegas Airport.
North Las Vegas Airport is located in North Las Vegas. The airport functions mainly as a general purpose airport.
Perkins Field.
Perkins Field is located in Overton. The airport functions mainly as a general purpose airport.
McCarran International Airport.
McCarran International Airport is located in Paradise – The primary commercial airport for Las Vegas and Clark County


Vernon Crompton Woodward

"Woody" Vernon Crompton Woodward DFC and Bar RAF (22 December 1916 – 26 May 2000) was a Canadian fighter pilot and flying ace with the Royal Air Force during World War II. With 18 and 4 shared destroyed, 2 unconfirmed destroyed, 3 probables, and 11 damaged, Woodward tied Henry Wallace McLeod as Canada's second highest scoring pilot of the war.
Biography.
Born in Victoria, British Columbia, Woodward was unable to join the RCAF as he did not have a degree. He sailed for the UK in 1938 and resided in Gloucestershire farming. After attending the Civil Flying School in Perth, Scotland by August 1938 he was accepted on a short service commission in the RAF as an Acting Pilot Officer. In September 1938 he attended 6 FTS at Little Rissington.
Woodward was posted to No. 33 Squadron RAF in Egypt in May 1939. He became a Flying Officer in September. Following Italy's entry into the war in June 1940, he was to gain early successes over Libya during June–July 1940.
He gained more success during December, by which time the squadron had re-equipped with Hawker Hurricanes. Late in February 1941 the squadron moved to Greece. On 9 May he was decorated with the Distinguished Flying Cross.
Late in April Woodward was ordered to Egypt to bring back a reinforcement Hurricane. He rejoined the Squadron, now in Crete, in May 1941 as a flight commander. The unit personnel retreated on foot across the island after the German invasion, and were evacuated on a Royal Navy destroyer later in the month.
The squadron reformed in June and was back in action, supporting Operation Battleaxe, with a flight of experienced pilots from 33 Squadron led by Woodward attached to No. 274 Squadron.
On 11 September his tour expired and he was sent to Rhodesia to become instructor at 20 SFTS, Cranbourne, Salisbury until June 1942, when he was posted to the Training Group HQ in Salisbury on Air Staff duties.
On 2 July 1942 Woodward was promoted to Squadron Leader, and in January 1943 he returned to Egypt to command No. 213 Squadron until August 1943. A Bar to his DFC was awarded on 6 August 1943.
After he went to AHQ, Levant, before attending the Middle East Staff College, Haifa in September. In December he was posted to HQ, Middle East on staff duties, and promoted to Wing Commander in June 1944.
In February 1945 he took command of the Mediterranean Middle East Communications Squadron, flying various transport aircraft.
In December 1946 he returned to the UK, going to the Visual Interservice Training and Research Establishment as Chief Ground Instructor.
In 1947 he joined CFE as SASO, and in August commanded No. 19 Squadron until March 1950. He then was posted to HQ, Fighter Command, in September 1950. Various peace time posts followed, until following a difference of opinion with a superior, he was moved to command No. 69 (PR) Squadron on Canberras in 1958. He remained with this unit until October 1959, when he went to the Ministry of Aviation, Controller of Aircraft, as SAdO.
He retired in January 1963 and settled in Australia, where he formed an air charter company.
In August 1967 he returned to British Columbia in retirement as a member of the Corps of Commissionaires.


Vanark

Vanark, known in Japan as , is a combat flight simulation game developed by Bit Town and published by Asmik Ace and Jaleco in 1999–2000.
Reception.
The game received mixed reviews according to the review aggregation website GameRankings. In Japan, "Famitsu" gave it a score of 24 out of 40.


List of airlines of Colombia

This is a list of airlines which have an air operator's certificate issued by the Civil Aviation Authority of Colombia.


Chaparal Charters


Funter Bay Seaplane Base

Funter Bay Seaplane Base is a state owned, public use seaplane base located in Funter Bay, in the Hoonah-Angoon Census Area of the U.S. state of Alaska. It is included in the National Plan of Integrated Airport Systems for 2015–2019, which categorized it as a "general aviation airport" based on 30 enplanements in 2012.
Facilities and aircraft.
Funter Bay Seaplane Base has one seaplane landing area designated NE/SW with a water surface measuring 10,500 by 500 feet (3,200 x 152 m). For the 12-month period ending December 31, 2006, the airport had 150 aircraft operations, an average of 12 per month: 50% air taxi and 50% general aviation.


Headquarters Air Command Europe

HQ Air Command Europe was created to replace the Third and Sixteenth Numbered Air Forces as headquarters for United States Air Forces in Europe (USAFE) wings. Third Air Force inactivated and Sixteenth Air Force assumed the new role as the Warfighting Headquarters for USAFE. Most USAFE wings were reassigned to this new headquarters on 18 November 2005.


Athabaska Airways


Hidden Lake Airport

Hidden Lake Airport is a private-use airport located four miles (6 km) northeast of the central business district of New Port Richey, a city in Pasco County, Florida, United States. It is privately owned by Airport Investors, Inc. The airport is primarily available for the 150 residential homes located in the fly-in community of Hidden Lake Estates. However, the airport can be used at any time for emergency landings.
The entirety of the Hidden Lake Estates and Airport is a licensed airport community with the Florida Department of Transportation All streets on the east side of the runway are officially taxiways, therefore aircraft have the right-of-way.
Facilities and aircraft.
Hidden Lake Airport covers an area of which contains one asphalt paved runway (5/23) measuring 4,425 x 50 ft. There are 80 aircraft based at this airport: 75 single-engine and 5 multi-engine. Unfamiliar pilots are encouraged to review the informational videos on the Hidden Lake Airport Website.


John L. Whitehead Jr.

John Lyman Whitehead Jr. (14 May 1924 – 6 September 1992) was an American who served in World War II (as part of the Tuskegee Airmen), the Korean War and the Vietnam War. He was the first African American to graduate from the U.S. Air Force Test Pilot School, the first to become a jet pilot instructor, and the first to fly the Boeing B-47 Stratojet bomber.
World War II.
John Lyman Whitehead Jr. was born in Lawrenceville, Virginia, on 14 May 1924. His father, John Lyman Whitehead Sr, worked at Saint Paul's College. In 1942, he found work as a line boy at Charleston Airport. He joined the Enlisted Reserve Corps in 1942, and enlisted in the United States Army Air Corps the following year, when he reached the minimum age of 19 during World War II. He was selected for training as a pilot, and sent to Tuskegee Army Air Field in Alabama, where he became one of the Tuskegee airmen. He earned his wings on 8 September 1944, and was commissioned as a second lieutenant.
Whitehead was assigned to the 301st Fighter Squadron in Italy in March 1945. This was one of four African American fighter squadrons in the 332nd Fighter Group flying the North American P-51 Mustang. He earned the nickname "Mr. Death", not from his flying skills, but from his scrawny frame. Nonetheless, he liked the name, and had it painted on his aircraft. He flew 19 combat missions before the war in Europe ended on 8 May 1945. During one mission his squadron was attacked by 33 German fighters, and lost two Mustangs; Whitehead only narrowly avoided being shot down himself. On another mission, German anti-aircraft guns holed his wings and a piece of shrapnel went through his parachute, just inches from his body.
Later career.
The 332nd Fighter Group returned to Tuskegee, where it was inactivated on 19 October 1945. African American aviation units were concentrated in the 477th Composite Group, which moved to Lockbourne Army Air Base in Ohio on 13 March 1946. It was inactivated on 1 July 1947, and replaced by the reactivated 332nd Fighter Group. Whitehead briefly left the Air Force in January 1947 to enter West Virginia State College, where he earned a Bachelor of Science degree in 1948. After graduation he returned to duty with the 332nd Fighter Group, but it was disbanded on 1 July 1949, in the wake of President Harry S. Truman's Executive Order 9981 integrating the armed forces.
In June 1949, Whitehead was posted to Williams Air Force Base in Arizona, where he became the first African American jet pilot instructor. There were other African American instructors, but Whitehead was the first to train pilots in jet aircraft. The following year he became the Air Training Command liaison at Boeing for the Boeing B-47 Stratojet, becoming the first African American pilot to fly that bomber. He saw combat again during the Korean War, flying 104 missions. He was then assigned to Northrop Corporation at Hill Air Force Base in Utah as a test pilot. He was part of class 57C at the U.S. Air Force Test Pilot School, and became the first African American to graduate from there on 3 January 1958. In the 1960s he flew combat missions in the Vietnam War, and served at Edwards Air Force Base in California as a squadron and deputy group commander. He retired from the Air Force in 1974. He had flown over 9,500 hours, of which 5,000 was in jets. He never had an accident.
From August 1984 to January 1992, Whitehead served as a California State Park Commissioner. A camping ground at Colonel Allensworth State Historic Park was named in his honor. He died in Sacramento, California, on 6 September 1992, and was buried in Riverside National Cemetery.


YTH Airport


Hans-Karl Stepp

Hans-Karl Stepp (2 September 1914 – 12 December 2006) was a German ground attack pilot and wing commander during World War II. He was a recipient of the Knight's Cross of the Iron Cross with Oak Leaves, a grade of the highest award in the military and paramilitary forces of Nazi Germany during World War II.
Early life and career.
Stepp was born on 2 September 1914 in Gießen as son to a University professor. Stepp studied eight semesters of law in Tübingen, Breslau and Munich before joining the Luftwaffe as "Fahnenjunker" on 6 April 1936. He was assigned to II. "Gruppe" of "Sturzkampfgeschwader" 162 (StG 162—162nd Diver Bomber Wing) in July 1936 before attending the "Luftkriegsschule" in Dresden. Stepp received his commission to "Leutnant" (second lieutenant) on 1 January 1938. In 1939 he transferred back to II./StG 162 which became I./StG 76 on 1 May 1939.
World War II.
He fought in the Invasion of Poland and Battle of France in the opening phase of World War II. Stepp was awarded the Iron Cross second and first class, the latter on 15 June 1940. Stepp was transferred to "Sturzkampfgeschwader" 2 (StG 2—2nd Dive Bomber Wing) in May 1941. He became the wing's adjutant and flew with the "Stabstaffel" (command flight). He was awarded the Honour Goblet of the Luftwaffe () on 9 September 1941 as "Oberleutnant" on the Eastern Front. Stepp became a "Staffelkapitän" and led 7. "Staffel" (7th squadron) of StG 2. He was awarded the German Cross in Gold () on 15 October 1941 and Knight's Cross of the Iron Cross () on 4 February 1942 for 418 combat missions. Stepp briefly as commander of I./StG 5 from 27 January 1942. On 23 June 1942 Stepp became permanent commanding officer. On 2 March 1943 Stepp was ordered to Rechlin and appointed head of the "Versuchskommando for Panzer Bekampfung" (Experimental Detachment for Anti-tank Warfare). On 18 May 1943 Stepp was sent to StG 1 and 17 June took command of II./StG 2 with the rank of "Major".
Wing Commander.
On 1 October, Stepp took command of StG 2, thus succeeding "Oberst" Ernst Kupfer as "Geschwaderkommodore" (wing commander). 17 days later it was renamed "Schlachtgeschwader" 2 (SG 2—2nd Assault Wing). On 25 April 1944 he was awarded the 462nd Knight's Cross with Oak Leaves () for 800 combat missions. Promoted to "Oberstleutnant" on 1 May 1944, Stepp was transferred to staff office positions in the "Luftwaffen Führungsstab" in Berlin in August 1944. In December 1944, he was assigned to the staff of Ulrich Kessler, German air attache in Tokyo. Stepp was due to board for Japan but he did not travel. By the time of the German surrender in May 1945 he had flown 900 missions. After the war he worked as an attorney.