Department of Air Training

The Department of Air Training (1942–1947; 1947–1954) was originally a part of the U.S. Army Ground Force's Field Artillery School at Fort Sill, Oklahoma. It trained Forward Observer pilots to act as organic spotter units for U.S. Army artillery battalions and brigades. The pilots were eventually not just used to adjust artillery fire, but to support naval gunfire, direct bombing missions, perform aerial reconnaissance, conduct medical evacuations, and perform liaison and command and control duties as well.
Department of Air Training, Army Artillery Corps, 1942–1947.
In 1940, the US Army Air Forces began concentrating on building a strategic air force. The Army Artillery Corps feared that the Ground Forces' tactical needs would not be met under the Air Forces' new mission goals. They therefore came up with an agreement in which the Artillery Corps would train their own Forward Observer pilots.
Unlike regular USAAF pilots who graduated as sergeants (later as Flight Officers), graduates of the Department of Air Training became Second Lieutenants in the Artillery Corps.
They were originally trained at the Department of Air Training of the Field Artillery School at Fort Sill, Oklahoma from 1942 to 1954. July 6, 1942, the day the Air Training Department was established, is seen as the birthday of Army Aviation.
Department of Air Training, Army Transportation Corps, 1947–1954.
After the Air Force became its own separate arm of service in 1947, the Air Training Department came under the control of the Army Transportation Corps. (Army Aviation would not receive its own branch until 1983). They were restricted to reconnaissance and casualty evacuation duties under the Key West Agreement of 1948. The Army's Warrant Officer Pilot Program was begun in 1949 and the first pilots graduated in 1951. The Air Training Department was renamed the Army Aviation School in 1953 and was moved to Camp Rucker in 1954 (later renamed Fort Rucker in 1956). In 1956 the Gary and Wolters Air Force Bases in Texas were transferred from the Air Force to the Army.
Although the Army created its first Helicopter Pilot Training School in 1948, specially-trained Army Air Force pilots had been flying early light helicopters since 1942. The major purpose of the new Warrant Officer Pilots was to create helicopter pilots to meet the perceived future demand. Having Warrant Officers fill the large number of pilot slots rather than officers would leave officer slots open for the other service branches and cut costs.


List of defunct airlines of Nepal

This is a list of defunct airlines of Nepal.


Emmett Smith Davis

Emmett Smith "Cyclone" Davis (December 12, 1918 – November 3, 2015) was a career officer and pilot in the United States Air Force, retiring as a colonel. He was an American and United States Army Air Forces fighter pilot in the Pacific of World War II and a jet fighter pilot with the Air Force in the Korean War.
Early years.
Davis was born December 12, 1918 in Roosevelt, Utah. He was the fifth of eight children. His family was poor and lived in a tent. His father had been in an infantry in Wyoming and had served with Teddy Roosevelt in the Rough Riders in the Spanish–American War.
When Davis was in the 3rd grade his family moved to Duchesne, Utah. His fourth grade teacher's husband had purchased an old Curtis Jenny mail plane. Emmett later said, "I used to go up and watch him fly that old airplane, and I guess that was really when I got struck with being an aviator". After his 7th grade year his family moved to Salt Lake City, Utah. There he graduated from East High School. He later attended the University of Utah. In 1939, his family again moved, this time to Compton, California.
Military career.
United States Army Air Corps.
On April 5, 1940, Davis joined the United States Army Air Corps. He attended Primary Flight Training School in Glendale, California training on a Stearman PT-13. In spite of his early dreams of being an aviator he encountered problems early in training. During an engine failure scenario the instructor disliked his choices and wanted to "wash him out". The chief instructor, however, decided to give him a second chance and began personally instructing him. He progressed and attended Basic Flight Training at Randolph Field.
Later, during Advanced Flight Training at Kelly Field, Texas, Davis was intent on piloting multi-engine aircraft - specifically B-17s. His flight instructor, however, told him, "No Davis you're a fighter pilot and that's where you want to be".
Davis graduated with the Flying School Class of '40 G and commissioned as second lieutenant November 15, 1940. He elected to join a group to deliver P-36s to Wheeler Army Airfield, Hawaii in February 1941 aboard the USS "Enterprise" (CV-6). Having only 17 hours of flight experience and no carrier experience and while 100 miles from shore Davis was the second plane on the flight deck (immediately behind the commander) to take off the deck of the "Enterprise" to "Wheeler Field".
Nickname: Cyclone.
While stationed at Wheeler Field, Oahu, Hawaii the pilots would engage in mock dogfights. One of Davis' signature maneuvers was a tight, climbing spiral with a hammerhead that would put him on the pursuers tail. Other pilots began referring to the maneuver as "the cyclone" and eventually referred to Davis as "Cyclone" Davis. Davis embraced the nickname and used it throughout the remainder of his life almost to the exclusion of his first name. Throughout World War II whenever Davis commanded a fighter group it was known as "Cyclone's Flying Circus".
One of "Cyclone"'s peers, Gabby Gabreski who could beat the other pilots and even the commander (and later became one of the leading aces of WW II) could not beat "Cyclone" and later wrote of him: "he was in a class by himself."
World War II.
35th Fighter Squadron.
Davis took command of the 35th Fighter Squadron, a Bell P-39 Airacobra unit, on 7 March 1943. In the summer of 1943 Davis was able to get his squadron reequipped with the superior Curtiss P-40N Warhawk.
8th Fighter Group.
Davis assumed command of the 8th Fighter Group January 18th, 1944. In early March 1944 he began converting the P-40s of the 35th and 36th Fighter Squadrons to P-38s with twin engines and longer range to match what was then being flown by the 80th Fighter Squadron. Davis was recalled to the States at the end of June 1944 but returned in late May 1945 to resume command through December of that year.
Bendix Trophy.
Davis competed in the 1951 Bendix Trophy Transcontinental Air Race – jet class. He flew an F-84E from Muroc Field to Detroit, Michigan. Notwithstanding an in-flight failure resulting in cockpit depressurization, Davis succeeded at finishing second behind Colonel Keith K. Compton
Military ranks.
Davis' rank promotions:
Military awards.
Davis' military decorations and awards include:
Retirement.
Emmett Smith Davis retired from the Air force in 1962 and moved to Palos Verdes, California where he worked for Hughes Aircraft Company. In 1972 he and his family moved to Westlake Village, California and finally in 2005 to Highland, Utah.
Legacy.
In 2016, he was inducted in the Utah Aviation Hall of Fame.


Netheravon Airfield

Netheravon Airfield is a Ministry of Defence grass strip airfield on Salisbury Plain, in Wiltshire, England. Established in 1913 by the Royal Flying Corps, it became RAF Netheravon from 1918 until 1963, then AAC Netheravon (Army Air Corps) until 2012. Buildings from 1913 and 1914 survive on part of the site. The site forms part of the Tidworth, Netheravon and Bulford (TidNBul) Garrison.
Location.
The airfield lies on Salisbury Plain, mostly in Fittleton parish, extending south into Figheldean. It is close to Netheravon village and about north of the town of Amesbury.
Its buildings are on two sites. Technical buildings, including as the control tower and hangars, are immediately southwest of the runways. About further southwest, towards Netheravon, is Airfield Camp (also known as Lower Camp) which has offices, a training school (the Airmen's Institute), an Officers' Mess and barracks.
The Ministry of Defence land which surrounds the site is part of the Salisbury Plain Training Area.
Royal Flying Corps, 1912–1918.
Much farmland in the area was bought by the War Office around 1898 for military training. Along with nearby Upavon and Larkhill, the airfield was part of the formative phase of military flying. The Royal Flying Corps was established in April 1912; in May its Central Flying School was formed at Upavon, and its Military Wing was formed from the Air Battalion, which flew aircraft at Larkhill.
The Netheravon site near Choulston Farm was selected towards the end of 1912, and at first was called Choulston Camp. The airfield used a road which extended from Netheravon across farmland, to serve two 19th-century groups of farm buildings. Until the site was ready, service personnel were housed in tents or at the former cavalry school at Netheravon House, south of Netheravon village. Standardised designs and prefabricated methods helped construction to proceed quickly, and No. 3 Squadron moved here in June 1913, followed soon after by No. 4 Squadron RFC.
In June 1914, under the leadership of Lt Col (later Air Vice Marshal) F H Sykes, the airfield was the site of a gathering of RFC men and machines. Known as the Netheravon Concentration Camp, the exercise was designed to test mobilisation and improve the RFC's public reputation, as well as providing training. "Flight" magazine reported "upwards of 700 officers and men" and published photographs showing lines of tents for the visiting squadrons.
In August, following the declaration of war, 3 and 4 squadrons left for France to support the . They were replaced by No. 1 Squadron which had a training role. Netheravon became a forming-up point for new squadrons; an example is No. 11 Squadron, formed here in February 1915 and deployed to France in July. It was also the home of No. 8 Training Depot Station which trained aircrew, groundcrew, specialist signallers and fitters.
Royal Air Force, 1918–1963.
After the war, now a station of the newly formed Royal Air Force, Netheravon was used for disbandment of squadrons. A range of hangars was built in 1918 to house Handley Page O/400 bombers, but plans to develop Netheravon as a bomber base were soon shelved. From 1919 until 1931 it was the home of No. 1 Flying Training School; between 1924 and 1928, trainees included crews for the newly created Fleet Air Arm. Training resumed in 1935 under No. 6 Flying Training School RAF, which left for Little Rissington in 1938 and was replaced by a new incarnation of No. 1 FTS, renamed to No. 1 Service Flying Training School in 1939.
In the 1939-45 war, Netheravon saw short stays by various squadrons, while training activities continued. In 1941 training of Fleet Air Arm aircrew relocated to the United States. Squadrons based at Netheravon included 297 (from December 1941), 296 (January 1942) and 295 (August 1942). In 1944 the airfield was used to prepare gliders for their role in the invasion of Normandy.
After the war, the site was used for various purposes, including RAF Police training. Additional married quarters were built at Airfield Camp in the 1950s, and c. 1952 a Roman Catholic church was opened there.
Army Air Corps, 1964–2012.
The site was transferred to the Army Air Corps in 1963 and became AAC Netheravon. No. 651 Squadron moved here in 1964 and had responsibility for Army aviation in the UK (other than at Middle Wallop) and the Middle East. 7 Army Aviation Regiment was formed 1969 at Netheravon and in 1971 the regiment was renamed to 7 Regiment Army Aviation Corps. In 1995, 7 Regiment re-roled as a volunteer Territorial Army regiment. 7 Regiment moved to Middle Wallop in 2009.
For some years until 2011, when it moved to Staff College, Camberley, the headquarters of the Brigade of Gurkhas was housed at Airfield Camp.
Today.
The airfield is used by the Joint Services Parachute Centre, part of the Army's "Adventurous Training" programme for serving and injured personnel, and is home to the Army Parachute Association, a charity which supports sports parachuting for serving and retired personnel.
Listed buildings.
The Officers' Mess and quarters at Airfield Camp, completed in 1914, are Grade II* listed. The Mess is partly two-storey, while the linked accommodation block and the nine detached four-room chalets are single-storey. Construction is softwood framing with asbestos-cement panels, their joints covered with painted wood strips, under a tiled roof. Historic England describe the group of buildings as "of outstanding historical interest, and of striking architectural form, comprising some of the earliest extant buildings erected for the RFC".
Six further buildings from the same phase, and a range of five linked hangars from 1918, are Grade II listed. At the site near the airfield, the 1914 Main Depot Offices, in the same style as the Camp buildings, are also Grade II.
Units.
The following units have been based at Netheravon.
Others.
The following units were based at Netheravon at some point:


Albrook Army Airfield


RAF Lilbourne

RAF Lilbourne is a former Royal Air Force station which was located south of Lutterworth, Leicestershire, England.
The airfield opened 1915 before closing around 1920.
History.
A number of training squadrons were based at the airfield including No. 10 Training Squadron using the Avro 504 and the Sopwith Camel at Lilbourne between 7 April 1918 and 25 June 1918, No.44 Reserve/ Training Squadron using the Avro 504, DH4's and Royal Aircraft Factory R.E.7's based at the airfield between 2 November 1916 and 13 November 1916. This also included No. 55 Training Squadron utilising the Avro 504, Camel, Sopwith Pup and the Royal Aircraft Factory S.E.5A. The squadron used both Castle Bromwich Aerodrome and Lilbourne between 15 January 1918 and July 1918.
The airfield was also home to a number of operational squadrons during World War I including No. 55 Squadron RFC using Avro 504's, BE2's, DH4's and FK8's spread between Castle Bromwich Aerodrome and Lilbourne from 27 April 1916 and 6 March 1917, No. 73 Squadron RFC using the Camel while based at the airfield between 10 July 1917 and 9 January 1918 and No. 84 Squadron RFC using the Avro 504, Camel and Pup at Lilbourne between 23 March 1917 and 23 September 1917.
Current use.
The land is currently open land with a big lorry park on part of the airfield.


Suffolk Yeomanry

The Duke of Yorks Own Loyal Suffolk Hussars was a Yeomanry regiment of the British Army. Originally formed as a volunteer cavalry force in 1793, it fought in the Second Boer war as part of the Imperial Yeomanry. In the World War I the regiment fought at Gallipoli, in Palestine and on the Western Front. The unit was subsequently converted into a Royal Artillery unit, serving in the anti-tank role North Africa, Italy and France during World War II. The lineage is maintained by No. 677 (Suffolk and Norfolk Yeomanry) Squadron AAC.
French Revolutionary and Napoleonic Wars.
After Britain was drawn into the French Revolutionary Wars, a number of independent cavalry Troops were raised in the County of Suffolk from August 1793. The following year the government of Prime Minister William Pitt the Younger proposed that the counties should form Corps of Yeomanry Cavalry that could be called on by the King to defend the country against invasion or by the Lord Lieutenant to subdue any civil disorder within the county, and the Suffolk Troops were accepted as Yeomanry. These troops were at Bury St Edmunds, Eye (known as the Suffolk and Norfolk Borderers, or as the Suffolk and Norfolk Borderers), Ipswich, Botesdale, Ickworth, Fornham, Lowestoft, Saxmundham and Stowmarket. Some of the troops were disbanded in 1800 and six of the remainder were regimented as the 1st Regiment of Loyal Suffolk Yeomanry Cavalry.
19th Century.
The regiment was formally disbanded in 1827 but revived in 1831 as the Suffolk (1st Loyal Suffolk) Troop of Yeomanry Cavalry, trained as Lancers. In 1868 the 1st Suffolk was amalgamated with another independent troop at Long Melford to form the West Suffolk Regiment of Yeomanry Cavalry. It was converted to Hussars in 1872, dropped the 'West' prefix in 1875, and assumed the supplementary title of 'Loyal Suffolk Hussars' in 1883. Finally, it received the title of Suffolk Yeomanry Cavalry (The Duke of York's Own Loyal Suffolk Hussars) when the Duke of York (later King George V) became its Honorary Colonel in 1894.
Captain Richard Colvin raised a new Troop of the regiment in the neighbouring County of Essex in 1889. By 1899 the regimental headquarters (RHQ) was at King's Road drill hall, Bury St Edmunds and the regiment together with the Hertfordshire Yeomanry constituted the 7th Yeomanry Brigade.
Imperial Yeomanry.
Following a string of defeats during Black Week in early December 1899, the British government realised that it would need more troops than just the regular army to fight the Second Boer War. On 13 December, the decision to allow volunteer forces to serve in South Africa was made, and a Royal Warrant was issued on 24 December. This officially created the Imperial Yeomanry (IY). The force was organised as county service companies of approximately 115 men signed up for one year, and volunteers from the Yeomanry and civilians (usually middle and upper class) quickly filled the new force, which was equipped to operate as Mounted infantry. The Loyal Suffolk Hussars raised the 43rd and 44th (Suffolk) Companies. A company of the Loyal Suffolk Hussars first left Southampton on 31 January 1900, bound for Cape Town. These two companies, which landed in South Africa on 23 February and 28 March respectively, served in 12th Battalion, IY. In addition, Capt (now Lt-Col) Colvin of the Essex Troop commanded the 20th (Rough Riders) Battalion IY, which was raised on 17 March 1900 in the City of London and landed in South Africa on 3 May.
In May and June the 12th Bn IY was serving as Corps Troops with Lord Roberts' main army north of the Orange River. The First Contingent of the Imperial Yeomanry completed their year's term of service in 1901, the two Suffolk companies having earned the regiment its first Battle honour: South Africa 1900–01.
The Imperial Yeomanry were trained and equipped as mounted infantry. The concept was considered a success and before the war ended the existing Yeomanry regiments at home were converted into Imperial Yeomanry, with an establishment of HQ and four squadrons with a machine gun section. This included the Loyal Suffolk Hussars. A new regiment of Essex Yeomanry was also formed on the basis of the Suffolk Hussars' Essex Troop, and commanded by Lt-Col Colvin.
World War I.
Mobilisation.
At the start of the First World War, 'A' squadron was at Cambridge, 'B' squadron and 'HQ' was at Bury St Edmunds, 'C' squadron was at Ipswich and 'D' squadron was at Beccles.
In accordance with the Territorial and Reserve Forces Act 1907 ("7 Edw. 7, c.9") which brought the Territorial Force into being, the TF was intended to be a home defence force for service during wartime and members could not be compelled to serve outside the country. However, on the outbreak of war on 4 August 1914, many members volunteered for Imperial Service. Therefore, TF units were split in August and September 1914 into 1st Line (liable for overseas service) and 2nd Line (home service for those unable or unwilling to serve overseas) units. Later, a 3rd Line was formed to act as a reserve, providing trained replacements for the 1st and 2nd Line regiments.
As of August 1914 two local MPs were serving as officers, Frank Goldsmith and Walter Guinness.
1/1st Duke of Yorks Own Loyal Suffolk Hussars.
The 1/1st was embodied in August 1914 at Bury St. Edmunds and became part of the Eastern Mounted Brigade, 1st Mounted Division.
In September 1915, they were dismounted and moved to the ANZAC bridgehead at Gallipoli and came under the command of the 54th (East Anglian) Division. After they were withdrawn from Gallipoli they moved to Egypt in December 1915, the first party being evacuated to Mudros on 14 December and the rest following five days later.
They were next attached to the 3rd Dismounted Brigade on Suez Canal defences, from 22 February 1916.
In January 1917, they were converted to an infantry battalion and formed the 15th (Suffolk Yeomanry) Battalion, the Suffolk Regiment in the 74th (Yeomanry) Division, which moved to France in May 1918.
2/1st Duke of Yorks Owns Loyal Suffolk Hussars.
The 2nd Line regiment was formed in 1914 and by January 1915 it was in the 2/1st Eastern Mounted Brigade at Ely. On 31 March 1916, the remaining Mounted Brigades were ordered to be numbered in a single sequence; the brigade was numbered as 13th Mounted Brigade and joined 4th Mounted Division in the Wivenhoe area.
In July 1916, the regiment was converted to a cyclist unit in 5th Cyclist Brigade, 2nd Cyclist Division, still in the Wivenhoe area. In November 1916, the division was broken up and regiment was merged with the 2/1st Norfolk Yeomanry to form 7th (Suffolk and Norfolk) Yeomanry Cyclist Regiment in 3rd Cyclist Brigade, in the Ipswich area. In March 1917 it resumed its identity as 2/1st Suffolk Yeomanry, still at Ipswich in 3rd Cyclist Brigade. By July 1917 the regiment had moved to Woodbridge. In May 1918 the regiment moved to Ireland and was stationed at Boyle and Collooney, still in 3rd Cyclist Brigade, until the end of the war.
3/1st Duke of Yorks Own Loyal Sufolk Hussars.
The 3rd Line regiment was formed in 1915 and in the summer it was affiliated to a Reserve Cavalry Regiment in Eastern Command. In 1916 it was dismounted and attached to the 3rd Line Groups of the East Anglian Division at Halton Park, Tring. Early in 1917 the regiment was disbanded and its personnel were transferred to the 2nd Line regiment and the 4th (Reserve) Battalion of the Suffolk Regiment at Halton Park.
Interwar years.
On 31 January 1920 the War Office announced that recruitment for the reconstituted Territorial Army (as it was now known) would begin, but that only 16 out of the 55 existing Yeomanry regiments would be retained in their traditional mounted role. The remainder were converted to other roles, and the Suffolk Yeomanry provided two batteries in 103rd (Suffolk) Brigade, Royal Field Artillery (RFA). However, in 1923 the two Suffolk Yeomanry batteries transferred to the 108th (Norfolk Yeomanry) Brigade, and after the RFA was merged into the Royal Artillery (RA) in 1924 the unit was constituted as follows:
108th (Suffolk and Norfolk Yeomanry) Field Brigade, RA
The unit was an 'Army' field brigade in 54th (East Anglian) Divisional Area.
In 1938 the RA was reorganised, 'brigades' became 'regiments', and some field regiments were converted to the anti-tank (A/T) role. 108th Field Brigade became 55th (Suffolk and Norfolk Yeomanry) Anti-Tank Regiment, RA and the batteries were renumbered 217–220. The unit became the divisional A/T regiment of 54th (East Anglian) Division.
World War II.
Mobilisation.
By 1939 it became clear that a new European war was likely to break out and, as a direct result of the German invasion of Czechoslovakia on 15 March, the doubling of the Territorial Army was authorised, with each unit and formation forming a duplicate. When the TA was mobilised on 1 September, the Norfolk and Suffolk Yeomanry 'Duplicate and Original Regiments' were on annual training at Chiseldon Camp, and the 'Norfolk Duplicate Batteries' and 'Lowestoft Contingent' returned to Swaffham. The following day, orders were issued to split the unit into 55th (Suffolk Yeomanry) A/T Rgt at Bury St Edmunds as part of 54th Division, and 65th (Norfolk Yeomanry) A/T Rgt at Swaffham as part of the duplicate 18th Infantry Division. The Suffolk Yeomanry part was organised as follows:
55th (Suffolk Yeomanry) Anti-Tank Regiment.
The Regiment was attached to various Divisions during the war:
From July 1943 until after the end of the war, the regiment served with the 49th (West Riding) Division and fought in the North-Western Europe from June 1944 to May 1945.
Postwar.
After the war the regiment was reconstituted as 308th (Suffolk Yeomanry) Anti-Tank Regiment, RA with headquarters at Bury St Edmunds. It amalgamated with 358th (Suffolk) Medium Regiment, RA, to form 358th (Suffolk Yeomanry) Medium Regiment, RA in 1958 and it amalgamated with 284th (King's Own Royal Regiment, Norfolk Yeomanry) Light Anti-Aircraft Regiment, RA to form 308th (Suffolk and Norfolk Yeomanry) Field Regiment, RA in 1961.
During the major reorganisation of the Territorial Army that took place in 1967, the unit was reduced to battery size as 202 (The Suffolk and Norfolk Yeomanry) Battery, RA, part of 100 (Medium) Regiment Royal Artillery (Volunteers). The battery, which had been equipped with the 105mm light gun, re-roled as an air defence unit and transferred to 106th (Yeomanry) Regiment Royal Artillery in July 1999. It re-roled again and became No. 677 (Suffolk and Norfolk Yeomanry) Squadron AAC, part of 6 Regiment Army Air Corps in July 2006. Squadron Headquarters and A Flight are at Bury St Edmunds, B Flight at Norwich and C Flight at Ipswich.
Uniforms and insignia.
A county meeting at Stowmarket on 28 May 1794 decided that the uniform for the troops of Yeomanry Cavalry being raised in Suffolk would be 'a dark blue coat faced with yellow, cape [collar] and cuffs, yellow shoulder-straps white waistcoat, leather breeches, high topt ["sic"] boots, round hat, white feather and cockade, white [metal] buttons, with the letters S.Y. (Suffolk Yeomanry)'. However, the Yeomanry did not approve of the pattern and another meeting on 12 June ordered a uniform of 'Scarlet coat, lined white, with dark blue military cape and cuffs, scarlet and blue chain epaulets, white waistcoat, leather breeches, high topt boots, round hat, with bearskin, feather and cockade, white plated button, with the Crown and Garter of the Order, the words "Loyal Suffolk Yeomanry" inscribed on the Garter'. A great-coat of dark blue, lined white, with uniform buttons was also prescribed. The first troop raised was to bear 'No. 1' on the button and the other troops similarly numbered in order of acceptance by the Lord-lieutenant.
Until 1868 the several independent troops that made up The Loyal Suffolk Hussars wore a variety of different cavalry uniforms. In 1850 these included green with gold lace for the 1st Loyal Suffolk Troop; a scarlet light dragoon dress for the Suffolk Borderers; and a dark green lancer uniform for the Long Melford Troop. Brought together as the Suffolk Yeomanry Cavalry in 1868, the amalgamated regiment adopted a heavy dragoon dress of green with red facings with a brass Albert helmet and white plume. In 1878 fashion changes had led to a green hussar uniform with braided dolman and fur busby. The hussar dress was changed to blue-green in the 1880s. By 1902 a special levee-dress jacket had been authorised for officers, modelled on that of the Royal Horse Artillery but in green and red. By the 1911 Coronation other ranks were wearing a "mid-bright green" tunic and overalls (tight cavalry breeches) with red facings. Officers however retained the levee-dress: variously described as "lavish" and "magnificent".
After 1914 the standard khaki service and (subsequently battledress) became normal wear, although the combination of green and red survived in items such as the officer' field service cap.
Up until the 1961 amalgamation the Suffolk Yeomanry batteries of the RA continued to wear the Loyal Suffolk Hussars cap badge (in gilt or bronze for officers, bimetal for other ranks). During World War II the officers wore the badge embroidered on their side caps.
Battle honours.
The Suffolk Yeomanry has been awarded the following battle honours:
South Africa 1900–01
Somme 1918, Bapaume 1918, Hindenburg Line, Épéhy, Pursuit to Mons, France and Flanders 1918, Gallipoli 1915, Egypt 1915–17, Gaza, Jerusalem, Tell 'Asur, Palestine 1917–18
None awarded to artillery. The Royal Artillery was present in nearly all battles and would have earned most of the honours awarded to cavalry and infantry regiments. In 1833, William IV awarded the motto "Ubique" (meaning "everywhere") in place of all battle honours.


Chanute Air Force Base

Chanute Air Force Base is a decommissioned United States Air Force facility, located in Champaign County, Illinois, south of and adjacent to Rantoul, Illinois, about south of Chicago. Its primary mission throughout its existence was Air Force technical training. Chanute Field was established on 21 May 1917, being one of thirty-two Air Service training camps established after the United States entry into World War I.
The base was closed in 1993 and is currently being redeveloped for civilian uses.
Octave Chanute.
Chanute Field was named in honor of Octave Chanute (1832–1910), a pioneer aeronautical engineer and experimenter, a friend and adviser to the Wright Brothers. Chanute's biplane glider (1896) with "two arched wings held rigidly together by vertical struts and diagonal wire bracing" (the principle of the Pratt truss used in the railroad bridges which Chanute constructed) served as a prototype design for airplanes.
History.
World War I.
Although the United States had been the birthplace of powered flight, the Army Signal Corps paid little attention to it. Even as World War I progressed in Europe, America did little to build its air strength. In April 1917, the United States was woefully weak in the air. The United States possessed only one fully manned and equipped Aero squadron (1st Aero Squadron), and about 250 aircraft outfitted the Aviation Section of the Army's Signal Corps. In comparison, France began the war with over 1,500 aircraft.
To meet the demand, Congress appropriated $640 million to build up the Air Service. The War Department immediately opened ground schools at eight colleges and established twenty-seven flying fields to train pilots. The War Department selected Rantoul because it was one of the few level sites in Illinois in close proximity to the Illinois Central Railroad and the ground school at the University of Illinois. The village of Rantoul would also be a source for electricity and water.
The contract to build Chanute Field was given to English Brothers Construction of Champaign, Illinois on 22 May 1917, with the expectation that construction would be complete in 60 days. Building material began arriving on site on 25 May, and work began in earnest on 4 June. At its peak construction, 2,000 men, 200 teams of horses, 3 steam shovels and multiple steam tractors were working on Chanute Field, with a payroll reaching $96,000 per week.
The construction of Chanute Field was an economic boom for the small town of Rantoul; money and people flowed into the village at a rapid rate, with both workers and visitors coming to see the large construction spectacle. Chanute Field's first commander, Captain Charles C. Benedict, arrived in late June, and on 4 July, the first airplanes arrived at the new facility.
Major James L. Dunsworth arrived on 15 July 1917 and took command. He immediately ordered flight training to begin on 17 July, at which point Curtiss JN-4 "Jenny" trainers began flying from dawn until dusk.
The airfield was completed on 22 July 1917 at a cost of about $1 million, and was officially accepted by the Air Service on 31 July. Starting on 20 August, the field had to be closed to visitors who had become a distraction to the pilots and the operation of the training school.
Chanute Field was an Air Service primary flying school, offering an eight-week course to new aviation cadets. It had a maximum student capacity of 300. By the end of the war, the training units assigned there were:
As World War I ended in November 1918, Chanute Field had trained several thousand pilots, and pilot training ended. In December, the last Aero Squadrons were demobilized and the airplanes flown out to other airfields. The base became a storage depot for OX-5 aircraft engines and paint, with a staff of about 30 personnel.
Inter-War period.
When World War I ended in November 1918, the Army Air Service, along with the rest of the Army, faced crucial reductions. Thousands of officers and enlisted men were released, leaving only 10,000 men to fly and repair the planes and engines left over from the war. Hundreds of small flying fields closed, forcing consolidation of supply and aviation repair depots.
In November 1918, the first talk of base closure occurred and in August 1919, the recommendation was made in Washington to close Chanute Field. However, on 11 February 1920 Congress approved funding to buy Chanute Field. The state of the facility, however, was less than optimal. The facility was constructed rapidly due to the pressing need to train pilots during World War I, and by 1920, the facility was falling into disrepair. On 4 January 1921, Chanute was given a mission and the Air Service Mechanics School was transferred to Chanute from Kelly Field, Texas, followed by the entire Air Corps Training School.
In 1922 the photography school at Langley Field, Virginia and the communications school at Fort Sill, Oklahoma, both joined the mechanics course at Chanute, grouping all technical training in the Air Service at that location.
In 1922, funds were appropriated to construct nine steel hangars on the south edge of the original 1917 airfield. The completion of Hangar 10 in 1923 represented the last major construction at Chanute until 1938. The three previously autonomous schools consolidated to form the Air Service Technical School, re-designated the Air Corps Technical School in 1926. From 1922 to 1938 Chanute Field provided all technical training for the U.S. Army Air Corps.
Chanute Field's "Great Renaissance," as the period came to be known, brought the construction of many new buildings. Since most of the base was of wooden construction, the threat of fire became Chanute's greatest enemy during the early thirties. After several fires the Army Air Corps named Chanute as one of four bases to be rebuilt.
In late summer 1938 work began on two massive hangars. By the following year the headquarters building, hospital, warehouses, barracks, officers' quarters, test cells, a fire station, and a 300,000 gallon water tower were all finished. The total expenditure amounted to $13.8 million with most of it being funded by President Roosevelt's Works Progress Administration (WPA). Two additional hangars, theaters, numerous barracks and family housing units, a gymnasium, and a network of concrete runways were also added. These projects were completed in 1941, just months before Pearl Harbor.
Scott Field, Illinois, came under the jurisdiction of the Chanute school in 1939. The Department of Basic Instruction, inaugurated in 1935 at Chanute, relocated to the new location. The department returned to Chanute, however, when Scott became a radio school in 1940. Four of the departments—mechanics, communications, photography, and armament—taught both officers and enlisted personnel.
The commandant of the Air Corps Technical School at Chanute had final authority for curricular development and supervised technical training in all Air Corps schools, but he lacked command authority over the schools and the installations where they were located. To rectify this problem, the Air Corps established the Technical Training Command on 26 March 1941, headquartered at Chanute Field. The new command was responsible for the orientation, classification, basic, and technical training of enlisted men and the training of non-rated officers at officer candidate and officer training schools and in technical subjects like armament, engineering, communications, and photography. The headquarters of the new command moved from Chanute to Tulsa, Oklahoma, in 1941.
World War II.
With Japan's attack on Pearl Harbor in December 1941, citizens flocked to Chanute Field in large numbers to enlist in the U.S. Army Air Forces. Chanute's transition from peace to war became apparent immediately following Japan's surprise attack. The technical training mission remained, however a massive influx of new recruits and volunteers led to a critical housing shortage. The new 15,000-man quarters built during Chanute's "Great Renaissance" proved insufficient to accommodate the large influx of new personnel. Many soldiers were housed temporarily in large tents. Chanute's student load continued to grow until it reached a peak of 25,000 in January 1943.
The Women's Army Corps School was established in early 1944. Along with the military at Chanute, the city of Rantoul mobilized during the war, with family opening their homes on holidays and aggressively participating in war bond and defense stamp drives. To help provide recreational opportunities for the large number of students at Chanute, local organizations such as the St. Malachy Catholic Church and Masonic Lodge opened servicemen's centers.
Army Air Forces Training Command (AAFTC) moved helicopter training to Chanute Field at the end of 1944 so it could consolidate the flying training operation with helicopter mechanic training. Helicopter pilot training remained at Chanute until 1 June 1945 when it transferred to Sheppard Field, Texas.
After September 1945, Chanute Field became a primary separation center for the armed forces, processing about 100 men per day from the armed forces back to civilian life
Tuskegee Airmen.
On 22 March 1941, the first all-black fighter squadron was activated at Chanute Field. Formed without pilots with the purpose of training the officer corps and ground support personnel, the 99th Pursuit Squadron was the first unit of what popularly became known as the Tuskegee Airmen. Over 250 enlisted men were trained at Chanute in aircraft ground support trades such as airplane mechanics, supply clerks, armorers, and weather forecasters. This small number of enlisted men was to become the core of other black squadrons forming at Tuskegee Field and Maxwell Field in Alabama — the famed Tuskegee Airmen.
United States Air Force.
Following World War II, on 14 January 1948, Chanute Field became Chanute Air Force Base with the establishment of the United States Air Force as a separate military service. At this time, Chanute was also undergoing a major technological shift with the introduction and adoption of jet engines and the required technical curricula to support them. One of the first generalized courses was airplane and engine mechanic, jet propulsion, which opened at Chanute on 17 September. By mid-1948 this course made up almost 50 percent of Chanute's student body.
In October 1949, Air Training Command organized the 3499th Training Aids Wing, the purpose of which was to provide training in the field for maintenance personnel assigned to work on various types of aircraft in general use in the Air Force. By 1 January 1950, the
wing possessed 37 detachments: 15 bomber, 7 cargo, and 15 fighter. This unit, eventually grew to over 170 detachments, was to become the nucleus of a new field training program at Air Force Bases worldwide. Effective 24 June 1957, ATC discontinued the 3499th Mobile Training Wing and activated the 3499th Field Training Wing at Chanute. The new wing operated the command's extensive field training program. Effective 1 September 1959, ATC discontinued the 3499th Field Training Wing when ATC decided that there would be less duplication of effort if field training responsibilities were reassigned to the technical training centers.
The North Korean invasion of South Korea on 25 June 1950 soon affected the training workload at Chanute Field. In October 1949, the student load had been 5,235 but by 1953 almost 12,000 students were at Chanute for critical training. Air Training Command also had to in-process thousands of volunteer reservists. Between late July and the end of October 1950, the command brought on active duty about 20,000 reservists. Most of this work was done at Chanute.
In early 1960, HQ USAF suggested the foreign language training program, conducted at 22 colleges and universities, be transferred from Air University control to ATC. After considerable study,
the Air Force passed control of the program to ATC on 1 July. At that time, the training program covered 59 languages. Air Training Command subsequently assigned management responsibility to the Chanute Technical Training Center. This program provided language instruction for USAF personnel.
In the 1960s Chanute became the prime training center for one of the most important missile programs in history, the LGM-30 Minuteman intercontinental ballistic missile. The Minuteman ICBM became a key missile deterrent against the Soviet Union for America and her western allies. In September 1970, ATC transferred Chanute's Minuteman missile launch officer course to Vandenberg AFB, California. Beginning in the late 1960s Chanute also trained thousands of allied airmen from Asia and the Middle East.
During the 1970s Chanute provided training for thousands of USAF airmen for service in Vietnam. The base invested heavily in quality-of-life programs, building new student dormitories and other support facilities. Due to the cessation of aircraft support requirements for Chanute's training mission, the Air Force closed the base's remaining active runway in 1971. In 1977, Chanute became the prime training center for the Air-Launched Cruise Missile (ALCM). The base was also involved in the Ground-Launched Cruise Missile (GLCM) and MX missile programs.
In September 1978, Air Training Command announced project Able Avionic which restructured and consolidated avionics specialists for F-111, F-15, and F-16 aircraft. With the introduction of modular F-100 engines used in the F-15 and F-16 aircraft, new Chanute training courses emerged to keep abreast of the changing equipment students would encounter in the field. The Jet Engine Branch received four J-85 engines during 1983 to familiarize students with engines used in the T-38 pilot trainer aircraft and the F-5 aggressor aircraft.
In 1982 the 928th Tactical Airlift Group proposed the establishment of drop and landing zones at Chanute. The zones would be used to conduct short-field landings and air drops to help C-130 pilots and navigators maintain proficiency. Additional benefits of the landing zone included opportunities for training experiences for students during drop operations, and increased interface between the active force and the Air Reserve Forces. Chanute's drop zone also improved contingency planning and operations.
In the three years from 1983–1985 Chanute training personnel worked closely with HQ USAF and ATC to restructure the Basic Jet Engine Courses to accommodate both conventional and modular engine technology. The center received four F-100 PW 200 engines and six F-110 GE 100 engines for updated training programs in 1985. Chanute's continuing drive to enhance technical training resulted in the consolidation of the Aircraft Environmental/Pneudraulics and Electrical Systems Division on July 1, 1985.
Chanute AFB eventually served as a major training facility for Air Force aircraft maintenance officers; Air Force, Navy and Marine Corps meteorology personnel (officer and enlisted); and enlisted technical training for Air Force fire fighters, aircraft maintenance, flight simulator maintenance, fuel system maintenance and ICBM missile maintenance.
Chanute AFB also contained training ICBM launch facility ("silos") for Minuteman ICBM maintenance personnel. These training facilities were housed at a hangar located on the flight line. After the deactivation of Chanute AFB, ICBM maintenance training was transferred to Vandenberg AFB, California.
An Air Force Technical Training Instructors Course was conducted as well. Additionally, Chanute AFB was the site for training USAF firefighters, life support specialists (ejection seat, aircrew survival equipment, aerospace ground equipment {AGE}, etc.), welders, non-destructive inspection (of materials), airframe repair and most of vehicle maintenance (general purpose, special purpose, fire truck maintenance, materiel handling equipment maintenance) technical schools.
Closure.
On 29 December 1988 the Department of Defense recommended Chanute's closure as part of the 1988 Base Realignment and Closure Commission. The subject of base closure had been considered numerous times during Chanute's 75-year history. The end of the Cold War and the reduced threat of future conflicts prompted the government to downsize the armed forces.
Chanute was closed on 30 September 1993, ending its reign as USAF's third oldest active base and oldest Technical Training Center. Even before the base closed, Rantoul was hard at work on plans to convert Chanute "from swords to plowshares." At the time of base closure, Rantoul was fortunate to have strong leadership in the persons of Mayor Katy B. Podagrosi and the late Major General Frank W. Elliott, Jr., former Chanute Center Commander, and Rantoul's Economic Development Consultant. These leaders, working closely with Ray Boudreaux, the Director of Redevelopment on the base property, were responsible for attracting many large businesses to the base.
Current status.
Parts of Chanute AFB have been converted to civilian and other alternative uses. Many of the Air Force base's buildings and facilities have found new life with purposes that range from motels, retirement communities, restaurants, a fitness center, a prominent data center and several light manufacturing facilities. The golf course, once only available to service members and their guests, is now privately owned and open to the public. The housing on base, once comprising homes for airmen with families, is now occupied by civilians. Many buildings still remain unoccupied and are slowly deteriorating due to lack of maintenance. White Hall was demolished in December, 2016. Widespread use of asbestos and the discovery of toxic chemical dumps have forced the condemnation of certain parts of the former base.
The Chanute AFB airfield and its associated hangars and flight line facilities have been converted into an uncontrolled general aviation airport known as the Rantoul National Aviation Center / Frank Elliott Field. The latter title is derived from the late Major General Frank Worth Elliott, Jr., USAF, former Chanute Technical Center Commander and the Village of Rantoul's Economic Development Consultant following closure of Chanute AFB. An aviation-centric museum, the Octave Chanute Aerospace Museum, was also located on the former Chanute AFB site, commemorating much of the installation's military history as Chanute Field and Chanute AFB, but it closed in the winter of 2015. Finally, a 6-month quasi-military academy program, the Lincoln's ChalleNGe Academy, is run for troubled youths, ages 16–18, by the Illinois Army National Guard and the Illinois Air National Guard in other former Chanute AFB facilities.
In 2019, the World Championship Punkin Chunkin announced its intent to hold that year's competition at the base.
Post-closure environmental issues.
Chanute has been designated an EPA Superfund site, citing areas of contamination with volatile organic compounds, SVOCs, dioxins and furans, pesticides and polychlorinated biphenyls, and metals detected in the soil and/or ground water/leachate. The State of Illinois has also documented contamination at the site.


USS Little (DD-803)

USS "Little" (DD-803), a "Fletcher"-class destroyer, was the second ship of the United States Navy to be named for Captain George Little (1754–1809).
"Little" was laid down by Seattle-Tacoma Shipbuilding Corp., Seattle, Wash., 13 September 1943; launched 22 May 1944, sponsored by Mrs. Russell F. O'Hara; and commissioned 19 August 1944, Commander Madison Hall, Jr., in command.
History.
After training off the West Coast, "Little" departed Seattle 11 November 1944 to escort a convoy to Pearl Harbor. She arrived 23 November and participated in gunnery training and battle problems. On 22 January 1945 she got underway with a group of LSTs for Eniwetok and rehearsals for the invasion of Iwo Jima. Final preparations were made at Saipan, and 15 February "Little" sailed for the assault beaches.
Shore bombardment at Iwo Jima began 19 February. "Little" furnished fire support for ground forces until the 24th when she left for Saipan. She returned 4 March for bombardment, screening, and radar picket duties, and was back at Saipan 14 March to prepare or the Okinawa invasion.
"Little" sailed for Okinawa 27 March assigned to the demonstration group charged with feigning landings opposite the actual assault beaches. After accomplishing this diversion 1 and 2 April, "Little" screened transports and escorted LSTs to the beaches. On 19 April she was ordered to picket duty where she remained until 24 April—unscathed despite relentless enemy suicide attacks.
On 3 May "Little" and "Aaron Ward" (DM-34) were again on picket duty. At 18:13 hours, 18 to 24 aircraft attacked from under cloud cover. "Aaron Ward" took the first hit at 18:41. An instant later "Little" was hit on the portside. Within 4 minutes three more enemy kamikazes had hit her, breaking her keel, demolishing the amidship section, and opening all three after machinery spaces. At 19:55 "Little" broke up and went down. Thirty-one of the "Little"s approximately 320 crew members perished, while another 49 suffered injuries.
"Little" received two battle stars for World War II service.


Andrey Vitruk

Andrey Nikiforovich Vitruk (; 7 July 1902 – 1 June 1946) was a Soviet military officer, a Major General of the Soviet Air Forces and a Hero of the Soviet Union.
Early life.
Vitruk was born July 7, 1902, in Andrushki near Zhytomir, then in Russian Empire, to a Ukrainian peasant family. He graduated from a local school and became a worker in a sugar factory. Following the Russian Civil War, in 1924 he joined the Red Army and graduated from a school of artillery. In 1934 he received further training at the Borisoglebsk Military Aviation School. As a pilot of fighter-bombers he took part in the Khalkhyn-Gol battles against Japan and in the German and Soviet Invasion of Poland in 1939. Until 1940 he also served on the Finnish front during the Winter War.
Career.
In 1941 he received officer's training in the Military Aviation Academy and became the commanding officer of the Soviet 65th Air Regiment of the Leningrad Military District. On that post he remained until the beginning of the German invasion of the Soviet Union. On July 6, 1941, although wounded in action, Vitruk remained on duty and was promoted to the rank of Lt. Colonel. He commanded his regiment during the transfer of equipment from the outdated Polikarpov I-15bis to the new Ilyushin Il-2. Following the transfer and training of the crews the regiment was divided and Vitruk continued to command one of its parts. In October 1941 it was transferred to the Western Front near Moscow. By early 1942 he accomplished his 21st sortie, without any successes. However, for his superb command of the regiment on February 24, 1942, he was awarded with the title of the Hero of the Soviet Union.
In July 1942 Vitruk became the commanding officer of the 291st Division, later transformed into the 10th Guards Division of the VVS. On that post he commanded his unit during the battles of Voronezh, Kiev, Târgul Frumos and the Iassy-Chisinau operation. Later on he took part in the battles leading to the Soviet capture of Ploiești, Bucharest and Craiova in Romania, as well as Belgrade in Yugoslavia and Székesfehérvár in Hungary. For his actions during the Yugoslavian campaign he was awarded with the title of the Hero of Yugoslavia.
Death.
He died of a serious disease on June 1, 1946, and was buried in Kiev.


List of defunct airlines of Laos

This is a list of defunct airlines of Laos.


List of airlines of East Timor

This is a list of airlines currently operating in East Timor.


List of airlines of Equatorial Guinea

This article is a list of airlines currently operating in Equatorial Guinea.


Kohnen Skiway


MHS Aviation

MHS Aviation Berhad (doing business as MHS Aviation) is a non-scheduled airline company based in Malaysia. Its operations are mainly in the oil and gas industry, where their helicopters transport personnel to offshore rigs. Its main clients are Petronas, Shell, ExxonMobil and others. Other than Malaysia, they also operate overseas, such as Mauritania, Syria and Timor Leste. They are the largest company in the offshore oil and gas helicopter market in Malaysia, having a 70% market share. MHS Aviation is a subsidiary of Boustead Group.


List of airlines of Mali

This is a list of airlines currently operating in Mali:


Sidney A. McPhee

Sidney A. McPhee is a Bahamian born, American educator currently serving as the President of Middle Tennessee State University (MTSU). McPhee, who became MTSU's tenth president in 2001, earned his B.A. degree from Prairie View A&M University in 1976, a master's degree in 1979 from the University of Miami, Coral Gables, Florida, and a Doctorate in Applied Behavioral Studies in Education from Oklahoma State University. During McPhee's presidency, MTSU became the largest undergraduate university in Tennessee and the No. 1 producer of graduates in the Tennessee Board of Regents system. MTSU is also the top destination for transfer students in Tennessee, the state's veterans and boasts the state's largest summer session enrollment.
McPhee's presidency also coincided with more than $400 million in improvements in academic, athletic and campus facilities – either proposed, under construction or competed – including the 2-square-foot, $147-million Science Building that opened in January 2015. McPhee has overseen the addition of almost 30 undergraduate and graduate degree programs, two colleges (Behavioral and Health Sciences and University College) and 12 institutes and centers.
In 2011, the university regained elevated status as a Comprehensive/Doctoral institution by the Carnegie Corporation, one of the nation's oldest and most influential foundations. Also, in 2011 and 2012, Carnegie recognized the university for its community service and engagement.
His previous service includes a number of positions at the Tennessee Board of Regents: Executive Vice Chancellor; Chief Academic Officer; and—in the spring of 2000—Interim Chancellor. He has also served in the administration of the University of Louisville and the University of Memphis.
McPhee has also worked to strengthen MTSU's international undergraduate and graduate student enrollment, expanded its study-abroad and cultural opportunities and developed research collaboration with international partners. China Agricultural University in Beijing awarded McPhee its highest academic award (Honorary Professor) in May 2007. He was appointed in October 2010 as senior advisor to the Chief Executive of Hanban-Confucius Institute Headquarters in Beijing. A book of his photographic essays, "China: Through the Eyes of A University President", published in July 2012, was sponsored by the Hanban-Confucius Institute and released internationally.
McPhee served a four-year term on the NCAA Division I Board of Directors from 2003 to 2007 and a three-year term on the NCAA Executive Committee. He was appointed to the NCAA Presidential Commission on the Future of Intercollegiate Athletics in May 2005. In 2010, he was re-appointed to the NCAA board and its executive committee as the Sun Belt Conference's representative, which concluded in 2013 when MTSU joined Conference USA. He served two terms as president of the Sun Belt and was chairman of its CEO Executive Committee. McPhee co-chaired the Tennessee Legislative Retreat Task Force on Higher Education and was recently reelected to a second three-year term as a commission member of the Southern Association of Colleges and Schools.
McPhee was named Outstanding American University President of 2002 by the American Football Foundation. In 2003, he was listed by Nashville Post business magazine as one of Tennessee's 100 Most Powerful Individuals and, in 2004, he was ranked by Business Tennessee magazine as one of the state's Top 50 Most Powerful African Americans. The Nashville Business Journal honored McPhee in 2013 with its Rutherford County Impact Award.
McPhee was the subject of a sexual harassment lawsuit in 2003 filed by an employee, which was heard by Tennessee Supreme Court on June 6, 2007. Among other inproprieties, McPhee was alleged to have rubbed his pelvic area against the body of the employee as well as making lewd references to his "seven wood". He was reported to have attempted suicide when the allegations became public.
The court found that McPhee had violated the Tennessee Board of Regents' sexual harassment policy and he was given a 20-day suspension, had his salary reduced by $10,000 for one year and was required to attend an employment-issues sexual harassment class.
https://www.nashvillescene.com/news/article/13009889/the-sidney-mcphee-problem==References==


Airport Connector

Airport Connector is a typical name for roads connecting major highways to airports. It may refer to:


Wulstan Tempest

Major Wulstan Joseph Tempest, (22 January 1891 – 1966) was a British First World War pilot with the Royal Flying Corps and Royal Air Force. He was celebrated for shooting down a Zeppelin R Class airship over Potters Bar in October 1916.
Early life and family background.
Wulstan Tempest was born in Ackworth, Yorkshire, in 1891. He was the ninth child, and the sixth son, of Wilfrid Francis Tempest, a member of the notable recusant Tempest family, and his second wife Florence Helen O'Rourke (Wilfrid had a total of 15 children from two marriages). He was a descendant of George Plantagenet, 1st Duke of Clarence, the great-grandson of King Edward III. His father was a wealthy landowner and justice of the peace, serving as Chairman of the West Riding Bench for the Pontefract Division.
Tempest was educated at Stonyhurst College, where he won distinction in mathematics, then spent three years training for the merchant service at HMS "Worcester". He worked as a mining engineer, and spent a few months as a sugar farmer in South Africa, before moving to Canada in 1911 with his brother Edmund to farm in Perdue, Saskatchewan, but they returned to England to enlist in October 1914.
World War I.
Tempest was commissioned as a second lieutenant in the King's Own Yorkshire Light Infantry, with seniority from 30 November 1914. His battalion was sent to France in May 1915, where he saw action during the Second Battle of Ypres in April, which marked the first large-scale use by the Germans of chlorine gas on the Western Front. Suffering from the effects of gassing Tempest was invalided home to recuperate. He returned to his battalion in July, but was then transferred to a garrison battalion based at Newcastle. In early 1916 he transferred to the Royal Flying Corps to train as a pilot, receiving his Royal Aero Club Aviators Certificate in April, and on 17 June he was appointed a flying officer in the RFC, and transferred to the General List.
Shooting down a Zeppelin.
Tempest was posted to No. 39 (Home Defence) Squadron. This unit was based at RFC North Weald in Essex, and flew a mixture of B.E.2 and B.E.12 aircraft. It was specifically formed to defend London from German air raids, and had several successes. On 2/3 September 1916, Lieutenant Leefe Robinson destroyed "SL.11", becoming the first British pilot to bring down a German airship, and winning the Victoria Cross. On 23/24 September Second Lieutenant Frederick Sowrey destroyed Zeppelin "L.32", which crashed in flames at Billericay, and Second Lieutenant Alfred Brandon damaged Zeppelin "L.33" sufficiently for her crew to make a forced landing at Little Wigborough, and set her on fire.
At 23:45 on 1 October 1916, Tempest was on patrol about over South-West London flying B.E.2c night fighter, serial number "4557", having taken off from North Weald around 22:00. Meanwhile, Zeppelin "L.31", commanded by "Kapitänleutnant" Heinrich Mathy had flown across the North Sea, and crossed the English coast at Lowestoft, but was unable to penetrate London's defences, coming under heavy anti-aircraft fire. "L.31" dropped most of her bombs over Cheshunt, but was then captured by searchlights. Tempest spotted the airship in the distance and immediately set a course to intercept her. As he approached his fuel tank pressure pump failed, and he was forced to use the hand pump to keep his engine operating. He eventually closed with the airship, running the gauntlet of anti-aircraft fire. Approaching from the bows he fired a burst into her, then dived underneath firing another burst, seeing his incendiary bullets ripping through the airship's fabric skin, before turning to make another pass from the tail. He momentarily saw a red glow illuminate the Zeppelin from within "like an enormous Chinese lantern" before flames erupted from the bows. Tempest span away to avoid being hit by flames and debris as the airship plunged to the ground, crashing at Potters Bar. Exhausted by his exertions and the bitter cold Tempest crashed his aircraft on landing, cracking his skull against the butt of his machine gun. The next day he travelled to Potters Bar to survey the wreck of "L.31", but the area was cordoned off by the Army, and he was obliged to pay a shilling to see the wreckage from an adjoining farm.
Two weeks later, on 13 October Tempest was made a companion of the Distinguished Service Order, "...in recognition of conspicuous gallantry and devotion to duty in connection with the destruction of an Enemy Airship."
His portrait appears on a postcard, titled "Three Zepp. Wreckers (William Leefe Robinson; Wulstan Joseph Tempest; Frederick Sowrey)", in a portrait photograph for the Rotary Photographic Co. Ltd., taken in late 1916.
Later war service.
On 25 January 1917 Tempest was mentioned in despatches "...for distinguished services rendered in connection with the War".
In February 1917 he was transferred to the newly formed No. 100 Squadron RFC, a bomber squadron flying a mixture of F.E.2b and B.E.2e aircraft, and on 1 March he was promoted to lieutenant. The squadron soon crossed to France, flying its first mission on the night of 5/6 April, attacking Douai aerodrome. That summer the squadron saw action during the battles of Vimy Ridge, Arras, Messines, and third Ypres, gaining a reputation for energy and efficiency, while on 27 June Tempest was appointed a flight commander with the temporary rank of captain.
On 18 October Tempest was awarded the Military Cross. His citation, gazetted on 5 March 1918, read:
The same month his squadron become part of the Independent Air Force, and was relocated to Ochey aerodrome to fly strategic bombing missions over Germany, attacking munitions factories in the Rhine towns. On 15 December 1917 Tempest was appointed squadron commander with the temporary rank of major, taking command of his squadron. In March 1918, during the German spring offensive, No. 100 Squadron was temporarily moved to an aerodrome near Rheims, flying tactical missions against German lines of communication, before returning to Ochey and the Independent Air Force. In June, Tempest handed over command of No. 100 Squadron to Major C. Gordon Burge.
In July 1918 Tempest took command of No. 36 Squadron, a training unit flying the Sopwith Pup and Bristol F.2 fighters, based at RAF Usworth near Sunderland. From January 1919 until March 1919 he commanded No. 101 Squadron, a night bomber unit flying the F.E.2b, based in France and Belgium. He was transferred to the RAF unemployed list on 1 August 1919.
Personal life.
Of his brothers, Major Wilfred Norman Tempest, 2nd Battalion (attached 9th Battalion), King's Own Yorkshire Light Infantry, was killed in action on 26 September 1916, and is commemorated on the Thiepval Memorial. Flight Lieutenant Edmund Roger Tempest, also served in the King's Own Yorkshire Light Infantry before transferring to the RFC, and was credited with 17 aircraft shot down while serving in No. 64 Squadron. He was killed in a flying accident in 1921.
In May 1919 Tempest became engaged to Camille Millicent Best, of Brussels, but eventually married Ethel Fernandes on 5 April 1923 at All Saints' Church, Ennismore Gardens, London.
Tempest died in 1966, and is commemorated in the names of two streets in Potters Bar near Oakmere Park, "Tempest Avenue" and "Wulstan Park", close to where the "L.31" crashed.
Memorial service.
On 1 October 2016 the 100th anniversary of the shooting down of "L.31" was marked by a memorial service with a fly-past by a replica B.E.2c aircraft, and wreaths were laid by the Mayor of Hertsmere and the German Air Attaché in memory of the nineteen German crewmen who were killed.


British Air Ferries


Apache Arrowhead

The Apache Arrowhead (also Modernized Target Acquisition and Designation Sight/Pilot Night Vision Sensor or M-TADS/PNVS), is an integrated targeting and night vision system developed by Lockheed Martin for the Boeing AH-64 Apache attack helicopter. It uses second-generation long-wave Forward looking infrared (FLIR) sensors with three fields of view, a charge-coupled device TV camera, dual field of view pilotage FLIR, electronic zoom, target tracker and auto-boresight.
It is the second generation of the Target Acquisition and Designation Sights, Pilot Night Vision System (TADS/PNVS) first fielded on Apaches in 1983.
Development.
Lockheed Martin signed the original TADS/PNVS production contract on 30 April 1982, and the first TADS/PNVS system was fielded in 1983.
The Boeing Company and Lockheed Martin agreed to initiate the incorporation of new technology into the Arrowhead sensor system during July 2001. The heart of the project is a large-format staring array mid-wave (MW) forward-looking infrared (FLIR) sensor which uses the staring mid-wave integrated detector/cooler assembly (IDCA) used in Lockheed Martin's Sniper Advanced Targeting Pod.
The upgrade is designed to complement the excellent obscurant penetration of the existing long-wave (LW) sensor with a longer-range, smaller-field-of-view MW sensor providing the Apache aircrew with enhanced electro-optical targeting performance in all conditions. The new MW electro-optical system can identify targets at greater ranges than the long-wave system.
The first Arrowhead production contract was awarded 11 November 2003. Lockheed Martin rolled out the first Arrowhead system to the U.S. Army in May 2005, and completed integration on the first Apache helicopters in June 2005.
Arrowhead extends optical targeting ranges and reliability by a factor of two, while also significantly reducing maintenance costs. Quick-access “remove-and-replace” modules are designed to reduce maintenance and save nearly $1 billion in Army operation and support costs over the 20-year life of the Arrowhead system.
VNsight.
The VNsight visible/near infrared sensor is a low-light-level TV (LLLTV) integrated into the Apache's Modernized Pilot Night Vision Sensor (M-PNVS) and Pathfinder dedicated pilotage sensor (the M-PNVS adapted for cargo and utility aircraft). The additional imaging capability in this wavelength complements the long wave infrared wavelength of the existing sensor and adds significant tactical advantages.
Using VNsight imagery blended with the standard M-PNVS forward looking infrared (FLIR) imagery, pilots can see lighting that was previously unviewable in low-light conditions. This includes lasers, markers, beacons, and tracer rounds, which were not accurately registered with the thermal image over the full sensor field of view. The VNsight upgrade ensures safer flying conditions and enhanced mission capability (especially in urban environments) by improving situation awareness in low-light-level conditions and situations where existing light sources cannot be imaged by the FLIR. It also allows the aircrew to see their own laser spot while designating targets for laser guided munition engagements, providing an extra level of certainty that the correct target and aim-point are designated. Enhanced air-to-ground communication reduces the potential for blue on blue incidents.
Orders.
In addition to orders from the US Army, the United Kingdom and six undisclosed international customers have ordered Arrowhead upgrades.
US Army.
A $260 million agreement for the first 55 Lot 1 Arrowhead systems was reached on 11 November 2003. First deliveries were to begin in March 2005, with the first Army unit equipped with Arrowhead to be fielded by June 2005.
The Lockheed Martin Arrowhead team outfitted the first eight AH-64D Apache Longbows with the new day/night vision system at The Boeing Company’s Apache production facility in Mesa, Arizona during 2005. The Arrowhead-equipped Apache helicopters departed for Fort Hood in two flights beginning June 23, and were officially delivered on 30 June 2005.
The $247 million Lot 2 follow-on production contract for Arrowhead was awarded by the US Army Program Executive Office-Aviation on 26 January 2005. It authorized production of 97 Arrowhead systems for the US Army and foreign military sales customers.
The U.S. Army Aviation and Missile Command awarded Lockheed Martin the Lot 3 follow-on production contract for Arrowhead in June 2006. The $385.6 million agreement authorized production of 219 Arrowhead kits plus spares for the U.S. Army and foreign military sales. Production of the Lot 3 systems was to be in Orlando and Ocala, Florida.
A 2007 order for 158 units in Production Lot 4 was placed for $311 million by the US Army.
The $172 million Production Lot 5 agreement authorized production of 126 Arrowhead kits and/or equivalent unit spares, foreign military sales kits and ground support equipment. With options, this would bring the total number of Arrowhead kits and/or systems to 785.
An order for 55 Lot 6 Arrowhead systems was placed in 2009 for $142 million.
Lockheed Martin announced a $260 million follow-on production contract for Production Lot 7 on 17 August 2010. By the end of Lot 7, which extends production through April 2013, over 1,000 kits will have been delivered.
By 2011, 704 US Army Apaches are to be equipped with the Arrowhead system. In February 2011 the 1,000th M-TADS/PNVS system was delivered to the U.S. Army.
International.
Lockheed Martin installed the first two Arrowhead systems on Royal Netherlands Air Force (RNLAF) AH-64D Apaches during 2007 at Gilze Rijen Airbase in the Netherlands. The contract was awarded in April 2005, and included the delivery of 24 Arrowhead kits as well as spares, specific ground support equipment, training and two Arrowhead kit installations. In August 2009, the Netherlands submitted a request to upgrade its 29 Block I AH-64D Apaches to the Block II configuration, including an upgrade to the Arrowhead system.
A $212 million contract to equip the United Kingdom's 67 AgustaWestland Apache Mk1 helicopters with Arrowhead was placed in May 2005. The contract was awarded by the UK Ministry of Defense (MOD) to prime contractor AgustaWestland, with the first two delivered in November 2008. Deliveries were to conclude in 2010.
On 9 September 2008, Saudi Arabia submitted a request to the US Defense Security Cooperation Agency (DSCA) for 12 Arrowhead systems, along with an order for 12 Block II AH-64D Apache helicopters.
On 22 May 2009, Egypt requested the purchase of 36 Arrowhead systems as part of an order for 12 Block II AH-64D Apache helicopters.


Hughie Green

Hugh Hughes Green (2 February 1920 – 3 May 1997) was an English radio and television presenter, game show host and actor.
Early life.
Green was born in Marylebone, London, to a Scottish father, Hugh Aitchison Green, a former British Army officer from Glasgow who made his fortune supplying tinned fish to the Allied forces in the First World War, and an English mother, Violet Elenore (née Price), from Surrey, the daughter of an Irish gardener. The family had a home in Meopham, Kent, where the children lived with their mother, who took frequent lovers, while their father did business from the Savoy Hotel, and often stayed there. Green attended Arnold House School, a boys' prep school, in the St John's Wood district of Westminster, Greater London.
Career.
Child performer.
After the family business went bankrupt, Green's father encouraged his stage-obsessed son into performance, and by the age of 14 Hughie Green had his own BBC radio show and created and toured with his own all-children cast concert party called "Hughie Green and his Gang". After an extensive tour of Canada, in 1935 Green appeared in his first film, "Midshipman Easy", then went to Hollywood where he appeared in the film "Tom Brown's School Days" and at the Cocoanut Grove with his cabaret act.
Second World War.
Having already fathered his first illegitimate child with Vera Hands, a Birmingham usherette, at the age of 17 and having been caught in North America on the declaration of war, during the Second World War Green served as a pilot in the Royal Canadian Air Force, ferrying aircraft across the Atlantic with RAF Ferry Command. In 1942, he married Montreal society beauty Claire Wilson, and went on to work in the aircraft industry as a ferry transport pilot and stunt pilot. From 1947, when he returned to London, he was involved in business activities that included selling aircraft.
Radio presenter.
In 1949, Green devised a talent show called "Opportunity Knocks", which was commissioned by BBC Radio. The show lasted for only one series, and Green was apparently told it was "too American" for the British audience. After the show was cancelled, Green sued the BBC, Carroll Levis, and six friends and family of Levis, alleging a conspiracy to keep his "Opportunity Knocks" show off the air to preserve Levis's rival show, "Discoveries". The case came to trial at the High Court in May 1955, with Green represented by Viscount Hailsham. The trial lasted for twenty days, but on 27 May, after a retirement of only 20 minutes, the jury returned a verdict for the defendants. As a result of the costs in the case, Green's creditors filed a petition for his bankruptcy, and a receiving order was made on 8 May 1956. He was not discharged from bankruptcy until 18 June 1958.
Mainstream popularity.
Green became a household name in 1955, with the ITV quiz show "Double Your Money, "which had actually originated some years earlier on Radio Luxembourg. Green brought his future co-host Monica Rose to the screen. Rose, a chirpy 15-year-old Cockney junior accounts clerk, had won £8 answering questions on famous women and was invited back by Green to be a hostess.
On 8 November 1966, Hughie Green presented the show from "The House of Friendship" in Moscow. Along with Monica Rose, he also had Natasha Vasylyeva as assistant. Because the Communist Party would not allow money as a prize, the top prize was a television set.
Green's most successful show format was his self-developed long-running talent show, "Opportunity Knocks." It started as a UK-wide touring show produced for the radio, and one of Green's early finds was singer Frankie Vaughan, who came second as part of a duet. When the show transferred to television on the ITV network, first in 1956 and then again from 1964, it began the show business careers of Les Dawson, Lena Zavaroni, Pam Ayres and Mary Hopkin, among others. Green, who possessed a pilot's licence, would fly the panel of judges between audition venues all over Britain, in his small Cessna aircraft.
His game show "The Sky's the Limit" was generally considered a failure and was dropped by most ITV regional companies after the first run, although it lasted until 1974 in the Yorkshire and Granada regions, eventually being cancelled due to low ratings, combined with a falling-out between Green and producer Jess Yates.
Right up until its final shows, "Opportunity Knocks" was a ratings hit that attracted up to 18 million viewers weekly. But Green, known for his right-wing politics, had decided he was bigger than the show format he had devised and began politicising an apolitical family-friendly format. It has been suggested that Green believed that Harold Wilson and his Labour government were communists and that Prince Philip, Duke of Edinburgh, should replace Wilson as leader of the country and, to that end, he used "Opportunity Knocks" as an end-of-year soapbox, telling the country at the end of 1974 to 'wake up!' Two years later, in December 1976, Green recited a monologue about the state of the United Kingdom, followed by a choir singing "Stand Up and Be Counted", with the words coming up in subtitles: "Stand up and be counted, where the managers manage and the workers don't go on strike". It was released as a single in 1977. Partly seen as an open support of Conservative leader Margaret Thatcher, he was disciplined by Thames Television, but continued to make political comments. After numerous viewer complaints, Thames axed the show in March 1978, despite its attracting high ratings, something Green mentioned in a bitter rant against Thames in his last show. Family-friendly "Opportunity Knocks" was replaced by youth-orientated comedy "The Kenny Everett Video Show" which attracted 14 million viewers.
After his rather slow-paced and "end of the pier" entertainment-style shows were replaced with more active audience participation formats, Green tried presenting variants on the "Opportunity Knocks" theme in Ireland, Australia and one show in the USSR.
Style.
Green was often mocked for his permanent door-to-door salesman's smile and Canadian accent. His catchphrase "I mean that most sincerely" was also mocked, to such an extent that it is sometimes mistakenly believed to have been invented by the impressionist Mike Yarwood, who was known for his impersonation of Green. Green told Phillip Schofield in a TV interview in 1992 that he came up with the catchphrase himself.
During "Double Your Money" Green kept up an occasional but good-natured feud with "rival" quiz show host Michael Miles, who compered "Take Your Pick", Miles even appearing on one occasion with a huge bouquet of flowers for a guest, to Green's mock indignation.
Personal life.
Green met Montreal socialite Claire Wilson on a cruise liner in the mid-1930s when both were still teenagers. They married in 1942 and settled in Montreal, before moving to London in 1947. The couple had two children, son Christopher Green and daughter Linda Plentl (née Green). The family lived in a fifth-floor flat in Baker Street, London, although with Green's numerous affairs and self-obsession, including taking luxury holidays and spending Christmas often on his own, his children defined it as "highly dysfunctional." The Greens separated in 1961 and filed for divorce in March 1975 after Green started an affair with Gwen Claremont, the sister of an earlier lover, Pat. Later that year, Claire married "Upstairs, Downstairs" actor David Langton. After separation from his wife, Green's drinking became more compulsive, while his affairs continued even during the height of his fame presenting "Opportunity Knocks". Journalist Noel Botham approached Green to expose him, but Green countered with a lawsuit threat. Eventually the two became good friends.
Botham then became key in two stories in Green's life. Green grew frustrated by Yorkshire Television's failure to remove programme producer Jess Yates when he requested this to be done and so leaked to Botham the stories of Yates' affair with the young actress Anita Kay, whose story, published in the "News of the World", destroyed Yates' career. In May 1997, shortly after Green's death, Botham wrote the exposé story, also in the "News of the World", of Green being the biological father of Jess Yates' daughter, TV presenter Paula Yates, something she read when the tabloids printed the story, and which was later confirmed with a DNA test result in December 1997. Through his daughter Linda, Green had four granddaughters, Delia, Christina, Stephanie and Marina. Through his daughter Paula, Green had four other granddaughters whom he never knew: Fifi, Peaches and Pixie Geldof, fathered by Bob Geldof, and Heavenly Hiraani Tiger Lily Hutchence, fathered by Michael Hutchence. Heavenly Hiraani Tiger Lily Hutchence was legally adopted by Bob Geldof in 2007. Green also chose to never contact his son Barry Hands and his grandchildren Robert and Karen Hands.
Death.
In 1983 Green sued the New Zealand Broadcasting Corporation, claiming its 1975–78 version of "Opportunity Knocks" infringed his copyright. He lost and in 1989 the Judicial Committee of the Privy Council rejected his appeal, leaving him a £250,000 legal bill.
Green lived out his life away from the media in solitude, confined to his Baker Street flat and lacking the riches he enjoyed during his fame.
In July 1993, after a lifetime of smoking a pipe, heavy drinking and latterly taking recreational barbiturates, Green was diagnosed with oesophageal cancer, and therefore admitted to the Royal Marsden Hospital, Chelsea, London. By 1997, the cancer had spread to his lungs. Green died in hospital on Saturday 3 May 1997.
Green's son Christopher postponed his wedding and flew from Canada to be at his dying father's bedside.
His memorial at Golders Green Crematorium, reads: "You were the star that made opportunity knock. You will never be forgotten".
Retrospective media coverage.
In light of the death in 2000 of his daughter Paula Yates, his son Christopher Green, now a Canadian resident, wrote the biographical perspective "Hughie and Paula: The Tangled Lives of Hughie Green and Paula Yates."
On 2 April 2008 a TV film about Green's life was broadcast on BBC Four. In the film, entitled "Hughie Green, Most Sincerely", Trevor Eve was cast in the lead role. In "The Sunday Telegraph" of 3 February 2008, his daughter Linda Plentl said the new BBC drama about her father would reopen intolerable wounds. She told of her struggle with his legacy and her three meetings with half-sister Paula Yates.


Arctic Wings


Mitsubishi Ki-33

The was an experimental monoplane fighter aircraft designed for the Japanese Imperial Army. Two prototypes flew in 1936 but the design never entered production.
Design & Development.
The Ki-33 was initially produced by Mitsubishi in response to Japanese army specifications for a fighter to replace the existing Kawasaki Ki-10 biplane. In mid 1935 Kawasaki, Mitsubishi and Nakajima were instructed to build competitive prototypes. Mitsubishi, preoccupied with refining the Ka-14 into the A5M fighter and adapting the G3M bomber for series production for the Imperial Japanese Navy, lacked sufficient design capacity to develop another fighter from scratch, and therefore submitted its earlier and unsuccessful Ki-18 design, with comparatively minor changes, as the Ki-18 had proven to be a good fighter aircraft and the reasons for its rejection were based on principles rather than quality.
Labeled the Mitsubishi Ki-33, the modified design was powered by a Nakajima Ha-1-Ko engine rated at at 3,700 m (12,140 ft). An aft-sliding canopy was added, the aft fuselage decking was raised and the vertical tail surfaces were modified. The prototypes were completed during the early summer of 1936.
Service trials from November 1936 until the spring of 1937 proved that the Kawasaki Ki-28 was the fastest of the three contenders, but the Nakajima Ki-27 was by far the most maneuverable, and on this basis was selected by the Imperial Japanese Army Air Force.


Vickers Type 432

The Vickers Type 432 was a British high-altitude fighter aircraft developed by the Vickers group during the Second World War. Intended to enable the Royal Air Force to engage the enemy's high-altitude bomber aircraft, it was to be armed with six cannons.
Design and development.
The origins of the Type 432 lay with a requirements set out in 1939 for twin-engined fighters with 20 or possibly 40 mm cannon. Vickers had set out a proposal for a Griffon-engined aircraft, equipped with a 40 mm cannon in a flexible mounting. This was subsequently encouraged by the Air Ministry. Further development was carried out for a design that could also meet F.6/39 for a fixed gun fighter with 20mm cannon. Specification F.22/39 was drawn up to cover the 40mm project as the Vickers 414 to meet Operational Requirement (OR) 76.
This was subsequently revised with aircraft redesigns to become specifications F.16/40 and then F.7/41 for OR. 108.
In appearance it resembled a larger version of the de Havilland Mosquito and was known as the "Tin Mosquito". The pilot had a pressurised cockpit in the nose, with a bubble dome, similar to an enlarged astrodome. The pressurised cockpit took up the nose section so the cannon would have been fitted in a fairing below the fuselage, to the rear of the aircraft.
The aircraft's elliptical wing was built using a unique stressed-skin structure, designed by Barnes Wallis for lightness. The top and bottom were manufactured separately, and then clamped together at the leading and trailing edges, this being named "peapod" or "lobster-claw" structure. This allowed a large internal space unobstructed by ribs, hence capable of housing large fuel tanks (similar to Wallis's geodetic designs).
Operational history.
The first prototype Type 432 DZ217 was flown on 24 December 1942. Initial trials revealed serious handling difficulties on the ground, the aircraft snaking while taxiing, necessitating aft movement of the mainwheels to correct the bad tracking. In flight tests, the Type 432 was unable to be landed in a standard "three-point" stance resulting in the replacement of the Irving-type ailerons with new Westland types along with an alteration of tail settings. The estimated maximum speed of 435 mph (700 km/h) at 28,000 ft (8,535 m) was never attained as the Merlin 61 engines did not run satisfactorily above 23,000 ft (7,010 m).
When the competing Westland Welkin was ordered into production, the second prototype of the Vickers fighter, the Type 446, was cancelled, before completion, on 1 May 1943. The first prototype was retained by Vickers for test purposes until the end of 1944, when the aircraft was scrapped after completing only 28 flights.


MAIR Holdings

MAIR Holdings, Inc. (NASDAQ: MAIR) was an airline holding company. Later in its life its headquarters were in Fifth Street Towers II in Downtown Minneapolis, Minnesota. At an earlier time its headquarters were on the property of Minneapolis-St. Paul International Airport and in Fort Snelling, an unincorporated area in Hennepin County. It was established in 1993 as AirTran Corporation and was later renamed to Mesaba Holdings, Inc. The holding company served as the holding company for Mesaba Aviation, Inc., which operated Mesaba Airlines. In 2002, MAIR also acquired Big Sky Transportation, Co., operator of Big Sky Airlines.
Mesaba Airlines, which operated as a Northwest Airlink regional airline, filed for Chapter 11 bankruptcy on October 13, 2005, a result of downsizing occasioned by the earlier bankruptcy of Northwest Airlines. As part of the reorganization of both carriers, Northwest acquired Mesaba on April 24, 2007. This left Big Sky as MAIR's only remaining airline.
Following a series of expansion attempts, Big Sky announced plans to cease operations in December 2007. The airline's last flights were on March 8, 2008.
MAIR's shareholders voted to dissolve the company on June 25, 2008. The company's last day of trading on the NASDAQ was July 7, 2008, and its shares closed at a price of approximately $4.17. Shareholders as of that day received an initial cash distribution from the company of $3 per share in August, 2008, and subsequently received several liquidating distributions as assets were sold and legal issues resolved: 70 cents per share was distributed in November, 2008; 55 cents per share in February, 2009; 12 cents per share in April, 2010; and a final distribution of 2.65 cents per share in July, 2012.


Qasigiannguit Heliport

Qasigiannguit Heliport is a heliport in the eastern part of Qasigiannguit, a town located on the southeastern shores of Disko Bay in the Qaasuitsup municipality, in western Greenland.
Airlines and destinations.
Air Greenland operates government contract flights to villages in the Disko Bay region. These mostly cargo flights are not featured in the timetable, although they can be pre-booked. Departure times for these flights as specified during booking are by definition approximate, with the settlement service optimized on the fly depending on local demand for a given day. Settlement flights in the Disko Bay and Aasiaat archipelago areas 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.
In July, 1952, Bill heard of an innovation in Grand Forks, North Dakota that caught his attention: the sending of fleet cards to farmers entitling them to discounts. Manufacturers at that time were selling at a discount to businesses on a fleet basis; that is, any business operating five or more fuel powered vehicles and/or equipment, were qualified to buy at a discount. Bill's wife, Tena, and Bill's sister-in-law compiled the lists of people operating 5 or more vehicles from the tax roles in the county seats. It was in Milbank, South Dakota, in 1952, that four men, including Bill Bomgaars, instituted the Mid-States buying group and Bomgaars went into the farm fleet business. Many new lines were added and this resulted in the beginning of more rapid growth, necessitating a move to larger quarters at 204 Fourth Street in 1955.
Expansion began taking place in the form of opening branch stores, and the first one was in Yankton, South Dakota in 1956. By 2001, the company had 15 stores; it nearly doubled the chain's size by acquiring 13 former Country General stores after that chain's owner filed for bankruptcy. In 2012 Bomgaars acquired five Shoppers Supply stores in Iowa. In 2015, Bomgaars took over 12 former locations of the defunct ALCO Stores chain. In 2019, Bomgaars took over 13 former locations of the bankrupt Shopko discount chain; seven of the sites are for relocations of existing stores, while six are stores in new markets.
Bomgaars operates distribution centers in Sioux City, Iowa and in Gering, Nebraska.


List of German cattle breeds

This is a list of the cattle breeds usually considered to be of German origin. Some may have complex or obscure histories, so inclusion here does not necessarily imply that a breed is predominantly or exclusively from Germany.


Monterey Jack

Monterey Jack, sometimes shortened to Jack, is an American white, semi-hard cheese made using cow's milk. It is noted for its mild flavor and slight sweetness. It has been called "an American original" and "as a vestige of Spanish rule in the early nineteenth century, derives from a Franciscan monastic style of farmer's cheese."
In addition to being eaten by itself, it is frequently marbled with Colby to produce Colby-Jack, or with yellow cheddar to produce "cheddar-Jack". "Pepper Jack" is a version flavored with chili peppers and herbs. "Dry Jack" is a harder cheese with a longer aging time.
Origins.
In its earliest form, Monterey Jack was made by 18th-century Franciscan friars of Monterey, Alta California. California businessman David Jacks sold the cheese commercially. He produced a mild white cheese that came to be known eponymously as "Jacks’ Cheese" and eventually "Monterey Jack". Other ranchers in the area likewise produced the cheese, among them Andrew Molera, who built a successful dairy operation in Big Sur and whose Monterey Jack was especially well regarded.
Aging.
Although most of the softer varieties found in American supermarkets are aged for only one month, "dry Jack" is a harder variety aged for up to six months.
Uses.
The cheese is commonly used as an interior melting cheese for California-style burritos, but also some Mexican-style burritos ("bean and cheese"). It can also be used on cheeseburgers or for grilled cheese sandwiches. It has a mild flavor and good melting quality for some pasta dishes.
Variants.
Dry Jack.
Dry Jack was created by accident in 1915, when a San Francisco wholesaler forgot about a number of wheels of fresh Jack he had stored. As World War I intensified and shipments of hard cheese from Europe were interrupted, he rediscovered the wheels, which had aged into a product his customers found to be a good substitute for classic hard cheeses like Parmesan.
Pepper Jack.
Pepper Jack is a derivative of Monterey Jack flavored with spicy chili peppers, bell peppers, and herbs.
Blends.
Additional flavor and visual appeal is created by marbling with Colby (making Colby-Jack) or a yellow cheddar cheese.
Headaches.
Because of its low content of tyramine, an organic compound thought to be associated with headaches, Monterey Jack is frequently recommended as one of the few cheeses that is safe to eat for migraine sufferers.


Windlust, Achthuizen

Windlust ("Wind love"), is a flour windmill in Achthuizen, Oostflakkee, South Holland, Netherlands.
History.
The mill was built by Dirk David van Dijk in 1852. From 1933 to 1991 the mill was owned by Van Reijen & Zn, a grain, feed and fertilizer merchant. The mill was shut down and fell into disrepair. It was dismantled around 1970. Starting about 1981 an extensive renovation began. Many problems were encountered, so the project took much longer than expected. The mill was purchased by the Goeree-Overflakkee Mill Foundation in 1991, and is now back in working order. It has two pairs of millstones, and is operated by volunteers.


Narwietooma Station

Narwietooma Station most commonly known as Narwietooma is a pastoral lease that operates as a cattle station in the Northern Territory.
It is situated about north of Hermannsburg and west of Alice Springs and is bordered by the West MacDonnell National Park close to Ormiston Gorge. Narwietooma is surrounded by other leases including Glen Helen Station to the south west, Derwent Station to the west, Napperby to the north and Amburla to the east and the West MacDonnell National Park to the south.
The property occupies an area of and has a carrying capacity of approximately 17,000 head of cattle depending on the season. It is fenced into 80 separate paddocks and is watered by 60 bores and 35 dams.
The lease was first established in 1942 by a partnership between Edward Connellan, who owned another station named "Narwie", and F. O'Keefe who owned a property named "Tooma", the name of the lease was a portmanteau between the names of the other two properties.
Connellan was an experienced pilot who later established Connellan Airways in 1943. He picked out the land for the station in 1938 when doing aerial surveys to assess the viability of an air service.
Following the death of his partners, Connellan acquired complete ownership of Narwietooma in 1946. He sank the first bore in 1947 and began grazing cattle in 1948. His family moved to the property in 1955 and Connellan supervised all station work.
As of 2014 the property was still on the market along with at least 15 others in the Northern Territory.