RAAF Bradfield Park

RAAF Bradfield Park was a Royal Australian Air Force (RAAF) station located at the former suburb of Bradfield Park (now Lindfield), New South Wales during World War II.
History of Bradfield Park.
On 19 July 1924, the engineer Dr John Bradfield unveiled a sign-post "Bradfield" at the junction of Fiddens Wharf Road and Queens Road (Bradfield Road), West Lindfield. Ku-ring-gai Shire Council had earlier in 1924, decided to delineate 640 acres of land near the Lane Cove River for the new suburb. One of the councillors present stated:
Bradfield Park was originally planned as a garden suburb. but from 1940 a station was built on the grounds, to house a number of RAAF and WAAAF units. During World War II, more than 200,000 members of the RAAF and the WAAAF received training on their way to service in World War II.
After World War II the base was utilised as a migrant hostel for new arrivals in Australia and for Australian families in urgent need of accommodation due to the acute housing shortage.
The site was later cleared and reclaimed for housing. A RAAF Memorial was officially opened to commemorate the former base on 29 October 2006.
Units based at RAAF Bradfield Park.
No. 2 Initial Training School.
No. 2 Initial Training School was formed as part of the Empire Air Training Scheme. New recruits were posted to an Initial Training School to learn the basics of military life. They were taught subjects such as mathematics, navigation and aerodynamics.
No. 6 Initial Training School.
No. 6 Initial Training School was also formed as part of the Empire Air Training Scheme.
No. 2 Women's Auxiliary Australian Air Force Training Depot.
No. 2 WAAAF Training Depot was relocated to Bradfield Park as a lodger unit on 7 March 1942. It was disbanded on 18 February 1943 and its personnel incorporated into No. 5 WAAAF Training Depot.
No. 5 Women's Auxiliary Australian Air Force Training Depot.
No. 5 WAAAF Training Depot was formed at Bradfield Park on 4 February 1943 to provide skilled and semi-skilled signals and maintenance personnel to fulfil RAAF commitments for local defence in Australia. The unit relocated to Penrith, New South Wales on 31 July 1944.
No. 2 Embarkation Depot.
At the end of their courses of training aircrew and ground staff were posted to embarkation depots, where they were appropriately kitted and given final medical examination before going to operational theatres.
No. 3 RAAF Hospital.
No. 3 RAAF Hospital was transferred from RAAF Base Richmond in 1941 and was a repatriation hospital for injured aircrew and ground staff.


Alitak Seaplane Base

Alitak Seaplane Base is a public use seaplane base located in Alitak, Lazy Bay, in the Kodiak Island Borough of the U.S. state of Alaska. It is privately owned by Columbia Ward Fisheries.
Scheduled passenger service to Kodiak, Alaska, is subsidized by the United States Department of Transportation via the Essential Air Service program.
Facilities and aircraft.
Alitak Seaplane Base has one seaplane landing area designated NE/SW with a water surface measuring 10,000 by 1,000 feet (3,048 x 305 m). For the 12-month period ending December 31, 2006, the airport had 50 air taxi aircraft operations, an average of 4 per month.
Airline and destinations.
The following airline offers scheduled passenger service:


List of airlines registered with the Palestinian National Authority

This is a list of airlines registered with the Palestinian National Authority.
Active airlines.
Palestine has no active airlines.


Tony Young (actor)

Carleton L. Young (June 28, 1937 – February 26, 2002), known as Tony Young, was an American character actor in film and television. In 1961, he starred at the age of twenty-three in the title role of Cord in the 12-episode CBS western television series "Gunslinger".
Background.
Young was born in New York City, the son of Carleton G. Young, a film and television character actor and the radio voice of the original Ellery Queen detective program. The Youngs moved to California in the 1940s, and Tony graduated from Los Angeles City College. He served in the United States Air Force.
His first acting roles were in 1959 in three western series, NBC's "Fury" and the ABC productions, "Lawman" and "Maverick".
Acting career.
In 1960, he appeared as The Sabine Kid in the episode "The O'Mara's Ladies" of the short-lived NBC western series, "Overland Trail", starring William Bendix and Doug McClure. That same year he also appeared on "Bourbon Street Beat" detective series, "Tombstone Territory", and "The Deputy", as Tweed Younger in "The Fatal Urge."
In 1960, Young portrayed an outlaw, Clem Reeves, in the episode "Queen of Diamonds" of NBC's "Laramie" western series. Young also appeared twice on the ABC/Warner Brothers western series, "Bronco," with Ty Hardin, and "Cheyenne", starring Clint Walker.
In 1963, Young was cast as Herb Clark in a short-term stint on the ABC daytime soap opera "General Hospital". He also appeared on "77 Sunset Strip", "Wagon Train", the syndicated western anthology series, "Death Valley Days", "Bonanza" (episode: "The Return"), "The Virginian", and Dale Robertson's "The Iron Horse". He also appeared on many other series, including "Star Trek" (as Kryton in the episode "Elaan of Troyius"), "Love, American Style", "Medical Center", "Fantasy Island", "Starsky and Hutch", "The Six Million Dollar Man", "The Fall Guy", "", "The Rookies", "Mannix", "The Streets of San Francisco", "Gemini Man", "Spider-Woman", and "Knight Rider".
Among the films in which Young appeared were the Dan Duryea western "He Rides Tall" (1964) and "Taggart" (1964), based on a Louis L'Amour novel.
His last screen appearance was on March 2, 1993 as John Huston in the episode "Goodbye Norma Jean - April 4, 1960" of the series "Quantum Leap".
Personal life.
Young was married to actresses Connie Mason from 1958 to 1962, Madlyn Rhue from 1962 to 1970, and Sondra Currie from 1976 to 1986. All three marriages ended in divorce. According to Rhue, he was a Catholic and during their marriage she would attend Mass with him outside of the observation of her own respective Jewish holidays and upon their divorce she was able to return unto her own religious routine again.
Death.
He died of lung cancer on February 26, 2002, at the age of 64 at his home in West Hollywood, California.


Andrew George Board

Air Commodore Andrew George Board (11 May 1878 – 25 February 1973) was an English soldier and airman. He was a pioneer aviator, first gaining a licence in 1910, who later became an air commodore in the Royal Air Force.
South Wales Borderers.
Following a time in the militia, Board was commissioned as a second lieutenant in the South Wales Borderers. In 1910, at his own expense, he learned to fly at Hendon. On 29 November 1910, flying a Bleriot monoplane there, he was awarded the Royal Aero Club Aviator's Certificate No. 36.
In the 1911 Census he was listed as a captain of the 2nd Battalion South Wales Borderers at the Artillery Barracks Pretoria, South Africa.
Royal Flying Corps.
By 1914, Board had become a flying instructor at the Central Flying School at Netheravon, Wiltshire. On 28 September 1914 he became the officer commanding 7 Squadron RFC at Netheravon before moving to the western front in April 1915 to command 5 Squadron RFC. He later commanded the 10th Wing RFC before taking over 20th (Reserve) Wing in Egypt.
With the formation of the Royal Air Force in 1918, Broad was awarded a permanent commission as a lieutenant colonel. He rose to the rank of air commodore before retiring in 1931. In 1939 he re-joined the RAF as a group captain before retiring again in 1941. In 1943 he became a Deputy Lieutenant in Caernarvon.
Family.
Board was born in Westerham, Kent, on 11 May 1878, the third son of Major John Board and his wife Mary; his father was a magistrate. He married Mrs Phyllis Agnew at St James's Piccadilly on 18 August 1932.


500th Air Refueling Wing


Grupo Aeroportuario del Sureste

Grupo Aeroportuario del Sureste, S.A.B. de C.V., known as ASUR, is a Mexican airport operator headquartered in Mexico City, Mexico. It operates 9 airports in the southeastern states of Mexico, including that of Cancún. It is the third largest airport services company by passenger traffic in Mexico. It serves approximately 23 million passengers annually.
ASUR is listed on the Mexican Stock Exchange and in the NYSE. It is a constituent of the IPC, the main benchmark index of the Mexican Stock Exchange.
History.
ASUR was created in 1996 as the Mexican government started the privatisation of the country airport network. In 2000, ASUR launched its IPO on the NYSE (through ADRs) and the Mexican Stock Exchange, making 74.9% of the capital public. In 2004, Fernando Chico Pardo becomes the main shareholder of the company. In 2005, the government privatized its remaining 11.1% shares it owned in ASUR, making the company 100% privately held.
In 2008, ASUR reached 17.8 million yearly passengers. In 2012, 19.3 million passengers travelled through ASUR's airports. In 2013, 21 million passengers were recorded in ASUR's airports.
In November 2011, ASUR agreed to sell 49% of its shares of Inversiones y Tecnicas Aeroportuarias (ITA) to the transport company ADO.
In July 2012, in a 50/50 joint-venture with Highstar Capital, ASUR won the bid to operate the Luis Muñoz Marín International Airport (San Juan, Puerto Rico) for a 40-year term.
In December 2015, ASUR signed a deal with SunPower to purchase 36 megawatts of solar energy to power its network of airports and comply with its objective to reduce carbon emissions.
In March 2016, amid a financial crisis of domestic competitor OMA (Grupo Aeroportuario Centro Norte), ASUR considered acquiring the airport operator.
Passenger's number.
Airports in Mexico.
Number of passengers at each airport by 2020:
Airports outside Mexico.
Number of passengers at each airport by 2020:


Barkarby Airport

Barkarby Airport was a disbanded Swedish Air Force base, near Akalla north of Stockholm used for general aviation. Barkarby Airport was one of Sweden’s oldest active airports until it was closed in 2010. A large shopping complex is still situated close to – and partly on – the airfield. Current plans are to construct houses, apartments and offices on large parts of the airfield. December 2008 was due to be the last commercial flight date, after which houses were due to be built. Due to legal complexities about the cancellation of the contract, however, the airport was open for another two years. The airport was finally closed in June 2010.
Barkarby airport was the location used to photograph the 1976 cover of the ABBA album, "Arrival". The members of the Swedish group are seen sitting in a helicopter on the ground at Barkarby, and on the reverse the helicopter is seen arriving.


America West Holdings

America West Holdings Corporation was an Arizona-based company whose primary holding was America West Airlines. On May 19, 2005, America West Holdings Corporation announced it would acquire the Arlington, Virginia-based US Airways Group.
The merged company adopted the well-known US Airways Group name and was based in America West's former corporate offices in Tempe. US Airways Group corporate offices in Arlington were closed, and most US Airways management were laid off. America West CEO Doug Parker became CEO of the merged company. The merger was completed on September 27, 2005. A merger of the two airlines' FAA operating certificates occurred on September 25, 2007 (the US Airways certificate survived), ending the 24-year history of the America West Airlines name.
History.
The company was founded September 4, 1981, by a group of investors led by Edward R. Beauvais. The first flight for America West Airlines took place on August 1, 1983, using a leased Boeing 737. Beauvais ran the company until he resigned in 1992.
In December, 2004, America West Holdings Corporation announced interest in buying part of ATA Airlines, but did not submit a bid.
Merger with US Airways Group.
On April 22, 2005, it was reported that America West Holdings Corporation was in talks with US Airways Group, which owned US Airways, regarding a possible merger with the latter. As reported in the press, US Airways would create a new holding company. Shares in that company would be given to America West Holdings shareholders as well as creditors of US Airways.
On May 19, 2005, America West Holdings Corporation and US Airways Group announced plans to merge their operations. Doug Parker, America West's chief executive, said the merger would create "the nation's first full-service airline with the customer-friendly pricing structure of a low-fare carrier." The proposed combined airline hoped to achieve profitability by cutting $600 million a year in costs. New equity investors, including Air Wisconsin Airways Corporation and ACE Aviation Holdings, the parent company of Air Canada, pledged to invest a total of $350 million in the new company. Airbus was also one of the investors.
Later investments increased the total new equity raised to $565 million. Of that, ACE Aviation contributed $75 million for a 7% ownership stake. ACE Aviation also received a five-year, C$1.5 billion (US$1.19 billion) contract to maintain all of the merged company's mainline jets. ACE Aviation would also provide other services for the new company, including ground handling, training, and operation of regional jets. Such cooperation was expected to bring more traffic to Air Canada from the merged carriers, and lead to a code-sharing alliance in the future.
On September 13, 2005, America West's shareholders approved the merger with 95.5 percent in favor.
On September 16, 2005, the US Bankruptcy Court approved USAirways Chapter 11 Plan of Reorganization, clearing the way for the merger to be closed as soon as September 27, 2005. The merger was completed on September 27, 2005.
In the weeks leading up to the merger announcement, Phoenix-area media reported that local passengers worried about cuts in service to the city's Sky Harbor International Airport, where America West has its largest hub; such things have happened before when US Airways (or a predecessor company) merged with a regional airline. But while the new company would operate under the US Airways name, management would be led by America West Airlines managers and would be located at America West's Phoenix headquarters.
Under terms of the merger agreement, the America West board of Directors created two new entities. 1. A new "US Airways Group" was created to receive the bankrupt US Airways assets and form the new corporation. 2. "America West Holdings" was merged into "Barbell Acquisition Corporation", a subsidiary of the new "US Airways Group", on September 27, 2005. Through this transaction, "America West Holdings" became a wholly owned subsidiary of the new "US Airways Group". The "America West Holdings" stockholders were required to authorize these changes. Upon completion the new "US Airways Group" would be owned by 37% of "America West Holdings" stockholders, 11% from the old "US Airways Group" debtholders, and 52% for new equity investors. Both of the merged airlines retained their names and continued operating until September 25, 2007, when America West's FAA certificate was merged into US Airways. On November 4, 2007, all America West flights listed in the Official Airline Guide and airline computer reservation systems were converted to operating under the US code at which time the former HP code was retired.


Sisimiut Airport

Sisimiut Airport () is an airport located northwest of Sisimiut, a town in the Qeqqata municipality in central-western Greenland. The airport has a single runway designated 13/31 which measures , built on the northern shore of Kangerluarsunnguaq Bay.
For scheduled flights, the airport is served exclusively by Air Greenland, serving as a fly-through destination with no aircraft stationed onsite. Operated by Mittarfeqarfiit, it is also used for general aviation purposes.
Airlines and destinations.
Roads in Sisimiut, including the road to the airport, are surfaced, but there is no road linking Sisimiut to any other settlement.
With 5,460 inhabitants in 2010, Sisimiut is the second-largest town in Greenland, one of the few towns in the country exhibiting growth patterns, with corresponding increasing passenger traffic at Sisimiut Airport. Air Greenland pledges to maintain a relatively high number of flights at the airport even should the construction of the road to Kangerlussuaq commence. Apart from the connecting flights to Kangerlussuaq, the busiest routes are the routes to Nuuk, the capital of Greenland, and to Ilulissat, the cultural and business center of Qaasuitsup, the northernmost and largest municipality in the country.
History.
Before the airport was opened in the 1990s, Sisimiut had been served by the now-closed heliport, located on the eastern outskirts of the town, in Sisimiut valley.
The construction of Sisimiut Airport was part of the regional airport network extension in Greenland, with several airports built to serve STOL aircraft of Air Greenland − the venerable De Havilland Canada Dash-7s acquired in the preceding decade − planes particularly suited to the often severe weather conditions in Greenland. The other new additions were Maniitsoq Airport in the southern part of the Qeqqata municipality, Aasiaat Airport in western Greenland; Qaarsut Airport and Upernavik Airport in northwestern Greenland.
Future.
In the short term, there are plans to extend the runway a little, in connection with the replacement of the Air Greenland fleet.
Since 2000, construction of the road to Kangerlussuaq has been discussed without resolution. The road would be the first of its kind in Greenland, connecting two settlements, and reducing the need for passenger exchange at Kangerlussuaq Airport, the airline hub.
The plans say that the Sisimiut Airport might be closed after that. That would mean lower cost for the country and the travelers, since an airport is fairly expensive to maintain, but longer travel time, especially domestic. If keeping the airport, the road might be unprofitable. There are also suggestions to build a large airport near Nuuk and close the Kangerlussuaq airport since few people live there and mostly work with the airport. In that case the road would be unneeded. In 2016 there was a decision by the municipality to build a very simple road for 4x4 vehicles between Sisimiut and Kangerlussuaq, costing 15 MDKK. It would be used to transport flight containers and therefore lower freight cost and shop prices in Sisimiut. The ride would be too bumpy and slow for paying bus passengers so the airport would not be affected so much.
Facilities.
There is no deicing equipment at the airport, which is costly and problematic in Greenlandic winter. All passengers connecting through the airport and continuing with the same plane to another destination are required to disembark and undergo regular boarding process checks before they can re-board and continue the flight.
At the terminal there is a Post Greenland box, a soft drink machine and television, and a small exhibition from the Sisimiut Museum. A workstation in kiosk mode provides tourist, municipal and airport related information. Taxis as well as an infrequent town bus service connect the airport with the center of Sisimiut.


Paulatuk (Nora Aliqatchialuk Ruben) Airport

Paulatuk (Nora Aliqatchialuk Ruben) Airport is located near Paulatuk, Northwest Territories, Canada. Nav Canada reports that subsidence, turbulence and cross-winds may be encountered when landing here.
The airport is named for Nora Aliqatchialuk Ruben who was the first ticket agent at the airport. As of March 2011 it was the only Canadian airport to be named after a woman.


NASA reentry prototypes

NASA reentry prototypes were a series of atmospheric reentry prototypes built by NASA and experimented in a series of top secret projects between the 1940s and 1960s. These prototypes were capable of self propulsion and guided landings. They were deployed by a series of high altitude balloons of the United States Air Force from an altitude of .


Ilimanaq Heliport

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


27th Air Refueling Squadron


Goussancourt Aerodrome

Goussancourt Aerodrome, was a temporary World War I airfield in France. It was located near the commune of Goussancourt, in the Aisne department in Picardy in northern France.
Overview.
This temporary airfield was organized in early September, 1918, while to Allied armies were pushing back the German forces. It was mainly used by "escadrilles" of the French 5th Army Air Service from 11 September until 3 November 1918, but it first served as a forward operating airfield for the 88th Aero Squadron on 4–9 September, used for battlefield observation/aerial reconnaissance flights over the Vesle Sector for the benefit of the American III Corps, First Army. At Goussancourt, which was located about 10 km from the front line trenches, the enemy had superiority of the air. There were very few American pursuit planes operating and the airfield was attacked on several occasions by German aircraft during the day and bombers were heard at night attacking the trench lines. The squadron moved back to the Ferme des Greves Aerodrome.
The airfield likely consisted of a few tents to support squadron personnel and perhaps a few canvas aircraft hangars when the French units arrived. It had been organized on the southwest side of the Goussancourt village, soon turned back to agriculture after the Armistice. No evidence of its existence remains.


Argus Fernfeuer

The Argus Fernfeuer (Long-Range Fire) concept was proposed in 1939 as an unmanned aerial vehicle (UAV) for mine-laying. Later roles were planned for bombing, the dropping of torpedoes and long-range reconnaissance. Development was halted in 1941 but the project, also known as Erfurt, evolved into the V1.
Development.
Arising from the Argus As 292 project, the Argus Fernfeuer was also designed by Fritz Gosslau. During the testing of the small As 292 drone, Gosslau proposed an aircraft-sized UAV capable of delivering a one tonne drop charge over long distances. Control was either by line-of-sight radio control or by radio beam direction. A crewed aircraft, flying clear of local defenses, would signal the UAV to release the drop-load. The Fernfeuer aircraft would then return to base.
Guidance expertise would have been from C. Lorenz; airframe advice and construction by Arado. A crewed variant, intended as a command aircraft, was also included in the proposal.
Presented to Reichsluftfahrtministerium (RLM) on November 9, 1939. Despite initial interest in the Fernfeuer concept, the RLM informed Gosslau and the Argus company that the project was to be shelved. Development abandoned by January 1941 in favor of the V-1 flying bomb.


AQU


List of airlines of Syria

This is a list of airlines currently operating in Syria:


Hull loss

A hull loss is an aviation accident that damages the aircraft beyond economical repair, resulting in a total loss. The term also applies to situations in which the aircraft are missing, the search for their wreckage is terminated or when the wreckage is completely inaccessible.
"Hull losses per 100,000 flight departures" has been a long-used statistical criterion. From 1959 to 2006, the first part of the mainstream jet aircraft era, 384 of 835 hull losses, or 46%, were nonfatal. Airlines typically buy insurance to cover hull loss on a twelve-month basis. Before the September 11 attacks in 2001, the typical insured sum for a hull loss policy could reach $250 million. Since then demands for higher coverage have increased.
Constructive hull loss factors other incidental expenses beyond repair, such as salvage, logistical costs of repairing the non-airworthy aircraft within the confines of the incident site, recertifying the aircraft, and so forth. Insurance policies covering any asset that is subject to depreciation typically pay the insured a formulaic used item value, so the property will often be a write-off as full repairs plus this sum resemble a cost of a new replacement.


Drachenbronn Air Base

Drachenbronn Air Base ("Base Aérienne 901 Drachenbronn") of the French Air and Space Force is located in the community of Drachenbronn-Birlenbach in the Bas-Rhin département. It houses the "Centre de détection et de contrôle 05/901."
The base uses the underground facilities of the former Ouvrage Hochwald of the Maginot Line. Its mission is the surveillance of aviation movements in eastern France. Under budget cuts announced in October 2014 it will become an outstation of Nancy airbase.
History.
In 1946 the Air Force began studies for the creation of a radar station on top of the "ouvrage". Construction began in 1952, and in 1955 major construction was undertaken in the "ouvrage" for a radar control room and operations center, which was placed in operation in 1957, originally designated "Station Maître Radar 50/921". The facility was briefly called "Ouvrage H" and was connected by data links to "Ouvrage G" at the Fort du Salbert near Belfort and "Ouvrage F" at Fort François de Guis at Metz. In 1960 the facility was renamed "Base Aérienne 901". In 1991 the base was named for Commandant de Laubier, a hero of the defense of Sedan in 1940.
The operations center was again renovated in 1964 to accommodate the VISU/STRIDA II system, and again in 1984 for the VISU/STRIDA IV system. It was yet again renovated in 2007 with a new operations room.
A three-dimensional radar was installed on the nearby Hochwald hill, which dominates the Alsace plain and the Rhine valley.


Naval Air Weapons Station China Lake

Naval Air Weapons Station (NAWS) China Lake is a large military installation in California that supports the research, testing and evaluation programs of the U.S. Navy. It is part of Navy Region Southwest under Commander, Navy Installations Command, and was originally known as Naval Ordnance Test Station (NOTS).
The installation is located in the Western Mojave Desert region of California, approximately north of Los Angeles. Occupying land in three counties – Kern, San Bernardino, and Inyo – the installation's closest neighbors are the city of Ridgecrest and the communities of Inyokern, Trona, and Darwin.
China Lake is the U.S. Navy's largest single landholding, representing 85% of the Navy's land for weapons and armaments research, development, acquisition, testing and evaluation (RDAT&E) use and 38% of the Navy's land holdings worldwide. In total, its two ranges and main site cover more than , an area larger than the state of Rhode Island. As of 2010, at least 95% of that land has been left undeveloped. The roughly $3 billion infrastructure of the installation consists of 2,132 buildings and facilities, of paved roads, and of unpaved roads.
The of restricted and controlled airspace at China Lake makes up 12% of California's total airspace. Jointly controlled by NAWS China Lake, Edwards Air Force Base and Fort Irwin, this airspace is known as the R-2508 Special Use Airspace Complex.
A 7.1 magnitude earthquake on July 5, 2019, whose epicenter was within the boundaries of NAWS China Lake, resulted in the facility being temporarily evaluated as "not mission capable” due to damage.
Armitage Field.
All aircraft operations at NAWS China Lake are conducted at Armitage Field, which has three runways with more than of taxiway. More than 20,000 manned and un-manned military sorties are conducted out of Armitage by U.S. Armed Forces each year.
Foreign military personnel also use the airfield and range to conduct more than 1,000 test and evaluation operations each year.
Tenant commands.
The 620 active duty military, 4,166 civilian employees and 1,734 contractors that make up China Lake's workforce are employed across multiple tenant commands, including:
History.
China Lake is a dry lake. Its name comes from Chinese prospectors harvesting borax from the lake bed, approximately south of Paxton Ranch. The operation was known locally as "The Little Chinese Borax Works".
Naval Ordnance Test Station (NOTS).
In the midst of World War II, adequate facilities were needed by the California Institute of Technology (Caltech) for test and evaluation of rockets. At the same time, the Navy needed a new proving ground for aviation ordnance. Caltech's Charles C. Lauritsen and then U.S. Navy Commander Sherman E. Burroughs worked together to find a site that would meet both their needs.
In the early 1930s, an emergency landing field had been built by the Works Progress Administration in the Mojave Desert near the small town of Inyokern, California. Opened in 1935, the field was acquired by the United States Army Air Forces (USAAF) in 1942. In November 1943 it was transferred to the Navy, which established China Lake as the Naval Ordnance Test Station (NOTS).
The NOTS mission was defined in a letter by the Secretary of the Navy as "... a station having for its primary function the research, development and testing of weapons, and having additional function of furnishing primary training in the use of such weapons." Testing began within a month of the Station's formal establishment. The vast and sparsely populated desert with near perfect flying weather and practically unlimited visibility, proved an ideal location not only for test and evaluation activities, but also for a complete research and development establishment.
During 1944, NOTS worked on the development and testing of the 3.5-inch, 5-inch, HVAR and 11.75-inch (Tiny Tim) rockets.
Manhattan Project funding was used to construct a new airfield at NOTS, with three runways, , and long, each wide to accommodate the Boeing B-29 Superfortress bomber. Fuel storage was provided with a capacity of of gasoline and of oil. The airfield was opened on 1 June 1945, and named Armitage Field after Navy Lieutenant John Armitage, who was killed while testing a Tiny Tim rocket at NOTS in August 1944.
Work done by Caltech at NOTS for the Manhattan Project - particularly the testing of bomb shapes dropped from B-29s - was included as part of codename Project Camel.
In 1950, NOTS scientists and engineers developed the air-intercept missile (AIM) 9 Sidewinder, which became the world's most used and most copied air-to-air missile. Other rockets and missiles developed or tested at China Lake include the Mighty Mouse, Zuni, Shrike, HARM, Joint Stand-Off Weapon (JSOW) and Joint Direct Attack Munition (JDAM). In June 1963, President John F. Kennedy visited NAWS China Lake for an air show and to see Michelson Lab.
Naval Weapons Center.
In July 1967, NOTS China Lake and the Naval Ordnance Laboratory in Corona, California, became the Naval Weapons Center. The Corona facilities were closed and their functions transferred to the desert in 1971. In July 1979, the mission and functions of the National Parachute Test Range at Naval Air Facility El Centro were transferred to China Lake.
Naval Air Weapons Station.
In January 1992, the Naval Weapons Center and the Pacific Missile Test Center Point Mugu were disestablished and joined with naval units at Kirtland AFB in Albuquerque and at the White Sands Missile Range at White Sands, NM as a single command - the Naval Air Warfare Center Weapons Division (NAWCWD) of the Naval Air Systems Command (NAVAIR). At the same time, the physical plant at China Lake was designated as a Naval Air Weapons Station and became host of the NAVAIR Weapons Division, performing the base-keeping functions.
In 1982 the community area of China Lake, including most of base housing, was annexed by the City of Ridgecrest. In 2013, Congress reserved China Lake's acreage for military use for an additional 25 years.
In 2014, U.S. Representative Kevin McCarthy of California introduced a bill to permanently designate Naval Air Weapons Station China Lake property for military use, arguing it would save taxpayer money and enhance the base's mission. The bill would add , including about that were part of a bombing range in San Bernardino County, as well as along the station's southwest boundary. The Bureau of Land Management said that DoD needs could change in future decades and that it is a popular recreation area with trail riding, camp sites and hunting, and an important wildlife corridor, especially for the threatened desert tortoise.
In July 2019, two large earthquakes struck Southern California; both had epicenters within the NAWS boundaries. The first, on July 4, a 6.4 magnitude quake, caused no injuries at NAWS, and the initial reports showed that all buildings were intact. The second, a 7.1 magnitude earthquake on July 5, resulted in the facility being evaluated as "not mission capable”. The report shows that officials assessed all buildings, utilities and facilities — 3,598 structures in all — for 13 days after the earthquakes and found damage totaled $5.2 billion. Replacing buildings alone would cost $2.2 billion, but officials also must replace or repair specialized equipment, furniture, machine tools, telecommunication assets and other facilities.
Environment.
Wildlife.
The majority of the land at NAWS China Lake is undeveloped and provides habitat for more than 340 species of wildlife, including feral horses, feral burros (donkeys), Big Horn Sheep and endangered animals, such as the desert tortoise, Mojave ground squirrel and Mojave Tui Chub. The Mojave Tui Chub was introduced to China Lake's Lark Seep in 1971. Lark Seep is fed by the water outflow from a waste water treatment plant located at China Lake. The Tui Chub population has since grown and expanded to a population of around 6,000 in 2003. The desert on which the installation is built is home to 650 plant types.
Petroglyphs.
The area was once home to the Native American Coso People, whose presence is marked by thousands of archaeological sites; the Coso traded with other tribes as far away as San Luis Obispo County, California. This locale was also a site used by European miners and settlers whose cabins and mining structures are extant throughout the Station.
The Coso Range Canyons are home to the Coso Rock Art District, an area of some which contains more than 50,000 documented petroglyphs, the highest concentration of rock art in the Northern Hemisphere.
The precise age of the petroglyphs is unknown. A broad range of dates can be inferred from archaeological sites in the area and some artifact forms depicted on the rocks. Archaeologists do not agree on their age, but in general it is believed that most petroglyphs are between one and three thousand years old. Designs range from animals to abstract to anthropomorphic figures. Opinions vary widely whether the petroglyphs were made for ceremonial purposes, whether they are telling stories to pass along the mythology of their makers, or whether they are records of hunting hopes or successes, clan symbols or maps.
Declared a National Historic Landmark in 1964, the rock art in Little Petroglyph Canyon provides insights into the cultural heritage and knowledge of the desert's past. Everything in the canyon area is protected, including the obsidian chips and any artifacts or tools, as well as the petroglyphs and native vegetation and wildlife.
Little Petroglyph Canyon contains 20,000 documented images. It is open to the public for tours.
Monorail.
Remains of the Epsom Salts Monorail are signposted and visible within the site. The central rail, on which mining tractors pulled minerals from a mine to the nearest railway siding, was supported on wooden A frames of a low trestle.
Coso Geothermal Field.
The Coso Geothermal Field is located within China Lake boundaries. The geothermal power plants located there began generating electricity in 1987 and were the Navy's first foray into producing clean power from the earth's thermal energy (heat). Total annual electricity production from the field amounts to , equivalent to more than of oil. (One megawatt of electricity meets the needs of approximately 1,400 households.)


Air Kilroe


Ossie Newton-Thompson

John Oswald "Ossie" Newton-Thompson (2 December 1920 – 3 April 1974) was a South African sportsman and politician. He played international rugby union for England and was also a first-class cricketer. From 1961 until his death in 1974, Newton-Thompson was a member of the South African parliament.
Early life and education.
Newton-Thompson was born in London to lawyer Cyril Newton-Thompson and his wife Joyce Newton-Thompson, who later became the first female Mayor of Cape Town. He, however grew up in South Africa, where he attended Diocesan College and then the University of Cape Town. In 1940 he returned to England after receiving a Rhodes Scholarship for Trinity College, Oxford. His brother was Christopher Newton Thompson.
World War II.
His studies at Oxford were interrupted by World War II, where he served with the South African Air Force. He was awarded a DFC after fighting with a Spitfire Squadron in Italy.
Sport at Oxford University.
In 1946, Newton-Thompson appeared in seven first-class matches for the Oxford University Cricket Club as a right handed middle order batsman. He could only score 171 runs from 14 innings and went wicket-less from his 24 overs of right-arm slow bowling.
He also played rugby union for Oxford University as a scrum-half and was the team's captain in 1946.
International rugby.
England selected Newton-Thompson in two Tests during their 1947 Five Nations Championship campaign, which saw them share the title with Wales. He was first capped in England's win over Scotland at Twickenham and made his other appearance in their defeat of France at the same venue.
Return to South Africa.
Newton-Thompson played two further first-class cricket matches after returning to South Africa. He scored 78 in his debut innings for Western Province against the Marylebone Cricket Club in Cape Town, his only half century at that level. Four of the MCC's bowlers were Test cricketers, including a young Alec Bedser, who dismissed him in both innings. He was then picked in a Cape Province representative team which played the MCC a week later but he couldn't repeat his previous effort and scored 0 and 28.
A lawyer, he ran successfully in 1961 for a seat in the House of Assembly of South Africa, as the United Party candidate for Pinelands.
Death.
He re-contested his seat in the 1974 general election and was campaigning in South West Africa when he was killed in an air crash.


List of airlines of Montenegro

List of airlines in Montenegro, grouped by type.


List of airlines of Saint Vincent and the Grenadines

This is a list of airlines currently operating in Saint Vincent and the Grenadines.


List of casualties of the Smolensk air disaster

The Smolensk air disaster in 2010 killed all 96 people on board, including Polish President Lech Kaczyński, his wife Maria Kaczyńska and dozens of other senior officials. The Polish delegation was heading to Katyn to attend a ceremony marking the 70th anniversary of the Katyn massacre, in which the Soviet NKVD killed about 22,000 Polish military officers.
Among those killed in the crash were former President-in-exile Ryszard Kaczorowski, Poland's highest-ranking military officers, lawmakers, heads of the Polish National Bank and other central institutions, presidential aides, bishops and priests of various denominations, relatives of those killed in the Katyn massacre, as well as officers of the presidential security detail and crew members.
Not on board.
Some early reports were wrong about the number or composition as the official list of victims was corrected in stages; most notably because the flight manifest of passengers only, without names of the crew, lacked the name of the only female member of the nine Biuro Ochrony Rządu (Government Protection Bureau bodyguards), Agnieszka Pogródka-Węcławek. She was listed incorrectly among the stewardesses. Also, a female presidential aide, Zofia Kruszyńska-Gust, was supposed to fly but did not do so due to illness. Additionally, Michael Schudrich, the Chief Rabbi of Poland, was invited but did not board the flight due to its conflict with the Jewish Sabbath, which prohibits flight on Saturday.


Lancair Propjet

The Lancair Propjet is a four-seat, pressurized, composite aircraft powered by a 750-hp Walter M601E turboprop engine. The aircraft is based on Lancair's successful kit-plane, the Lancair IV. Like its piston-powered predecessor, the Propjet is noted for its performance, with a typical cruise speed of 325 knots at 24,000 feet and a climb performance of 4,000 feet per minute.
Production of the aircraft kit was ended in 2012.


Harlan County Lake Seaplane Base

Harlan County Lake Seaplane Base is a public use seaplane base located six nautical miles (11 km) southwest of the central business district of Alma, a city in Harlan County, Nebraska, United States. It is owned by the U.S. Army Corps of Engineers.
Facilities and aircraft.
Harlan County Lake Seaplane Base has one seaplane landing area designated E/W which measures 15,000 x 4,000 ft (4,572 x 1,219 m).


Helmut Schelp

Helmut Schelp was the director of advanced engine development at the RLM's T-Amt technical division leading up to and during World War II. He used his office to fund a widespread program in jet engine development, which led to many of the engine concepts still used today. In particular, he was instrumental in favoring the use of axial compressors over the simpler but "fatter" centrifugal compressors. Unlike in England where the jet had no single champion within the Air Ministry and their efforts were long delayed as a result, Schelp can be directly credited with the advancement and refinement of the jet in Germany over a few years.
Biography.
Schelp received a MSc in engineering at Stevens University in Hoboken, NJ, before returning to Germany in 1936. On his return to Germany he was invited to join a new advanced course in aeronautical engineering being offered by the DVL research institute in Berlin. Following in Frank Whittle's footsteps of a few years earlier, Schelp became interested in the problems of high-speed flight, and attempted to calculate the maximum speed an aircraft could obtain. He eventually came to the conclusion that flights over Mach 0.82 were impossible due to the decreasing efficiency of propellers, which one of his professors at DVL demonstrated would be only 71% at Mach 0.82, and falling rapidly. For higher speeds a much larger engine would be needed, one whose weight would offset the amount of thrust that could be generated by the propeller. He was aware of developments in jet engines, and became convinced they were the only way forward.
Career.
In August 1937 Schelp joined the T-Amt's LC1 technical department, their short-lived pure-research arm. Neither LC1 nor DVL shared his enthusiasm for the jet engine, but when the RLM was re-organized in 1938, he found himself in the LC8 division which organized aircraft engine development. Here he found an ally in Hans Mauch, in charge of rocket and pulsejet development within LC8, who had seen a demonstration of Hans von Ohain's engine at the Heinkel works. Mauch was adamant that engine companies work on such projects, however, and refused official funding for Heinkel's developments as they were taking place at an airframe company. Mauch and Schelp did meet with most of the larger engine companies, notably BMW, Bramo, Jumo and Daimler-Benz, none of whom proved to be terribly interested, mostly because they were in the midst of bringing new piston designs into production.
Eventually the jet engine concept started to become more widely known within the RLM, and Schelp and Mauch started to push for the immediate development of a flightworthy model. Mauch left to form a consulting firm in 1939, and Schelp took over the development program. This program was directly opposed by Wolfram Eisenlohr, director of LC8 (now known as GL/C3 after yet another re-org), who felt that a longer term project was needed to develop such a new concept. Eventually matters came to a head when Ernst Udet, director of the T-Amt as a whole, overruled Eisenlohr, allowing development to continue. By 1941 the engines appeared to be maturing quickly and even Eisenlohr was convinced the project was worthwhile, becoming a strong supporter.
Schelp proposed a program consisting of three classes of engines, Class I were early designs with under 1,000 kg of thrust like the Junkers Jumo 004 and BMW 003 that were suitable only for light fighters or somewhat larger twin-engine designs, Class II were larger and more advanced engines of over 1,000 kg thrust suitable for reasonably-sized single-engine fighters and twin-engine light bombers, and Class III were very large engines suitable for larger bombers. In order to move such a program along, Schelp told Heinkel to stop working on the Class I Heinkel HeS 8 and Heinkel HeS 30 engine designs, and concentrate only on the Class II Heinkel HeS 011. At the time, in 1942, this decision made sense considering that two other Class I engines appeared to be ready to enter production. The eventual three-year delay before the 003 or 004 entered service may have meant the HeS 30 would have beaten them to service, and in the end the HeS 011 would never leave the prototype phase.
Schelp also used his influence to force Heinkel to develop one of his pet projects, the "diagonal compressor", a sort of combination of the centrifugal and axial designs. At the time the pure axial compressors were having problems with surging and air intake turbulence, while the centrifugal designs proved fairly immune to these problems. Although it was mechanically possible to arrange a centrifugal stage in front of axial ones, this arrangement would require a large frontal area, and a small frontal area was the only real reason to use an axial arrangement. Schelp's diagonal stage appeared to offer the best of both worlds, only slightly larger than an axial stage of the same air flow, but with much wider-chord blades that should be more resistant to airflow problems. Schelp demanded that the HeS 011 use this design, which proved to be much more difficult to build than originally thought, and led to lengthy delays in that project.
After the war, Schelp was taken to London where he was on 24-hour call if anyone in the Air Ministry wanted to talk to him. This was rarely done, and Schelp found himself able to wander London at will. On one such trip he came across the Gloster E.28/39, bearing a plaque that stated it was the first turbojet powered aircraft to fly. It had actually been beaten into the air by over a year by the Heinkel He 178, and when Schelp pointed this out it was wryly suggested there may be some inaccuracy with the plaque. The correct lineage now appears on the E.28 display at the Science Museum.


Rapid Rewards


Kawasaki Ki-88

The Kawasaki Ki-88 was a proposed Japanese World War II fighter aircraft intended for use by the Imperial Japanese Army Air Force. Its anticipated performance was disappointing, and only a mock-up was completed.
Design and development.
Faced with delays in development of the Kawasaki Ki-64 fighter, the Imperial Japanese Army was open in 1942 to alternative fighter designs that might reach combat units more quickly. Kawasaki proposed the Ki-88, a design inspired by the Bell P-39 Airacobra fighter then in service with the United States Army Air Forces.
Kawasaki began design work on the Ki-88 in August 1942. The Ki-88 was to have a 1,117-kW (1,500-hp) Kawasaki Ha-140 engine behind its cockpit, driving a tractor propeller through an extension shaft. It was to mount a 37-mm cannon in its propeller shaft and two 20-mm cannon in its lower nose.
When design work had progressed far enough to allow it, Kawasaki built a full-scale mock-up of the Ki-88, which bore a strong resemblance to the P-39. After inspection of the mockup, the Japanese calculated a maximum speed for the aircraft of 600 km/hr (373 mph) at an altitude of 6,000 m (19,685 feet). This was only slightly faster than the Kawasaki Ki-61 "Hien" fighter, which already was in production. As a result, Kawasaki discontinued design work on the Ki-88 less than a year after beginning it.


Neumayer III Skiway


Marine Aircraft Experimental Establishment

The Marine Aircraft Experimental Establishment (MAEE) was a British military research and test organisation. It was originally formed as the Marine Aircraft Experimental Station in October 1918 at RAF Isle of Grain, a former Royal Naval Air Service seaplane base, to design, test and evaluate seaplanes, flying boats and other aircraft with a naval connection.
It was renamed as the Marine and Armament Experimental Establishment on 16 March 1920 to recognise that weapons and other equipment were evaluated as well as complete aircraft. It was renamed again on 1 March 1924 as the Marine Aircraft Experimental Establishment.
Relocations.
On 16 June 1924 the Establishment moved to the site of the former Seaplane Experimental Station seaplane base at Felixstowe. It carried out research and development work on water-based aircraft for service needs and also on their equipment and on air-sea rescue apparatus. The Establishment's work grew during its early years and by 1930 it was carrying out acceptance tests and trials on flying boats, seaplanes, and their associated equipment and armaments.
With the start of the Second World War the Establishment was moved to the more secure and safer location of Helensburgh in Scotland, and in 1940 was put under the control of the Ministry of Aircraft Production. In addition to its earlier functions the Establishment became responsible for acceptance tests and trials of air-sea rescue apparatus and equipment and for aircraft armament research with bombs, depth charges and projectiles, including experiments and tests in water tanks. Being the sole official experimental establishment for marine aircraft in the country, particular emphasis was placed on research, especially into seaworthiness, stability and control on water, and water impact loads.
In August 1945, the MAEE returned to Felixstowe, and soon after came under the Ministry of Supply, which was taking control of most military research establishments. Reduced interest in flying boats meant the link with the Royal Air Force ended in 1953, when flying ended. From then the Establishment was responsible for testing and evaluating prototype marine craft and air-sea rescue apparatus and associated equipment to determine whether they complied with the development specifications and to advise when they could be handed over for Service trials.
The MAEE was closed down in March 1956, its remaining activities being moved to the Air Ministry and the Aeroplane and Armament Experimental Establishment at Boscombe Down. The model workshop remained on site and came under the control of the Royal Aircraft Establishment, Farnborough.


RAF Old Sarum


RAF Goxhill

Royal Air Force Goxhill or RAF Goxhill is a former Royal Air Force station located east of Goxhill, on the south bank of the Humber Estuary, opposite the city of Kingston upon Hull, in north Lincolnshire, England.
Origins.
During the First World War a Royal Flying Corps landing ground existed near the Lincolnshire village of Goxhill. In 1940 the Air Ministry returned to survey the land once again for its suitability as an airfield.
Royal Air Force use.
Goxhill was originally used as a barrage balloon site to protect the port of Hull and the River Humber.
In 1940, Goxhill was transferred to RAF Bomber Command and was planned and rebuilt as a bomber airfield. It was equipped with three intersecting runways, the main runway at and two secondary runways of . Three hangars were built: two T-2s, one J-Type and four blisters and fifty aircraft hardstands. Temporary accommodation was provided for 1700+ personnel.
Its location, however, was too close to the air defences of Hull to be used for that purpose. Its first occupant was No. 1 Group, which took up residence on 26 June 1941. Its mission was towing practice targets with Westland Lysanders; its first operation began on 25 October.
In December 1941, RAF Fighter Command replaced the Bomber Command training unit with No. 12 Group, flying Supermarine Spitfires from No. 616 Squadron at RAF Kirton in Lindsey. Fighter Command operated the base until May 1942.
United States Army Air Forces use.
The airfield was relegated to satellite field use by RAF Kirmington until August 1942, when it was taken over by the United States Army Air Forces (USAAF). The transfer ceremony was attended by General Dwight D. Eisenhower. During the war it was known as USAAF Station 345.
The facilities at Goxhill, however, left a lot to be desired. Three wooden barracks were supplemented by a number of metal fabricated buildings for living quarters. Typical of the temporary RAF station of that period, living quarters and mess facilities were 1 to 2 miles from the hangars and flight operations area for safety reasons.
The station was unofficially known by the USAAF units based here as "GoatHill". The USAAF used Goxhill as a training airfield for the rest of the war; several squadrons used it after their initial deployment to the UK, then moved on to a permanent facility for their operational missions.
USAAF Station Units assigned to RAF Goxhill were:
Both the USAAF 8th and 9th Air Force used Goxhill. Units which trained here were:
The 496th Fighter Group was a Combat Crew Replacement Center for 8th and 9th USAAF units. It consisted of the 554th Fighter Squadron with P-38s and the 555th Fighter Squadron with North American P-51 Mustangs. The group trained over 2,400 fighter pilots during its existence. The 78th Fighter Group came to England equipped with P-38s, but had all of its aircraft and most of its pilots sent to the Twelfth Air Force in February 1943, after which it flew P-47 Thunderbolts.
Post-war military use.
On 20 January 1945, the USAAF returned Goxhill to RAF control, and it was assigned as a satellite to RAF Kirton In Lindsey. On 27 May 1945 it was assigned to RAF Maintenance Command for storage of excess munitions. RAF Goxhill remained a storage depot until it was deactivated on 14 December 1953.
Goxhill airfield was leased to farmers for agricultural use until 29 January 1962, when it was finally sold by the Ministry of Defence (MoD). The technical site and the hangars, however, were retained by the MoD for storage. In July 1977, the MoD sold off the remaining parts of Goxhill to private owners for agricultural use.
Agricultural use.
Since the end of its military use, Goxhill airfield has remained remarkably intact, with a Mary Celeste feel about it. Perhaps because of its relative inaccessibility, Goxhill still looks very much as it did during the war years. All the buildings on the technical site, except the control tower which was partly demolished (despite the owner's objection) in 2002, are still standing. The three hangars—two T.2s and a J type—are also there, albeit in a state of disrepair. The perimeter track is almost complete, and a large part of the main runway is still in place. In the northwest corner of the site is a memorial incorporating a propeller blade from a crashed P-38. The remains of the control tower were acquired by the Military Aviation Museum in Pungo, Virginia, USA, and after careful dis-assembly and cataloging, the components were shipped to America, where the tower has been reconstructed for use by the museum.


William E. Metzger

William Ernest Metzger (September 30, 1868 – April 11, 1933) was an automotive pioneer and salesman from Detroit. He opened one of the first automobile dealerships in the United States, and participated in the early development of a number of early automobile companies, including the Cadillac Automobile Company and the E-M-F Company, in which the "M" stands for his name.
Early life.
William Metzger was born in Peru, IL, in 1868. At the age of 10 he moved to Detroit with his father and later graduated from Detroit High School in 1885. He immediately got a job at Hudson & Symington furniture (owned by J. L. Hudson).
As a young man, Metzger became enamored of bicycle riding, becoming the first vice president of Detroit's Wheelman's Club and finishing a number of 100-mile bicycle rides. Soon his hobby became his business: in 1891, Metzger joined Stanley B Huber to open Huber & Metzger, a bicycle shop located in the center of downtown Detroit. The store soon became one of the largest in the country, and dealt directly with suppliers in England.
Automobiles and Cadillac.
In 1895, Metzger attended the world's first automobile show in London. Impressed with what he saw, he went on to visit the factories of Gottlieb Daimler and Karl Benz, then the leading automobile manufacturers in the world (albeit with less than 200 each). He returned to Detroit convinced of the automobile's future, and immediately sold his share in Huber & Metzger. Metzger built the first U. S. automobile retail showroom, which opened 7 June, 1897, selling Waverley electric cars. The following year, Metzger added steamers, then gasoline-powered cars built by various companies. In 1899, Metzger started selling automobiles built by Oldsmobile; in June, Metzger sold the first automobile built by the company. In 1897, Oldsmobile produced four models, so Metzger couldn't have sold the first Oldsmobile unless it was one of the 1897 models.
In 1899, Metzger helped organize the Detroit Auto Show, only the second of its kind. The next year, he helped stage the New York Auto Show in New York's Madison Square Garden.
He was promoter & organizer of the first auto race in Detroit in 1901, at the Detroit Driving Club, a premier harness race track. It was an all-day affair, with over 8,000 spectators, and many races for different classes of cars, starting with a parade from downtown to the track. This was the race where Henry Ford beat Alexander Winton, a top racer and manufacturer of cars from Cleveland, with the Sweepstakes car, that was the prototype for Cadillac. A year later, in October 1902, he promoted a five-mile race, known as the Manufacturers' Challenge Cup, which was a planned Ford-Winton rematch. Despite a strong challenge from Winton, Barney Oldfield easily won with Ford’s 999, taking the $200 prize. It set a speed record at the Detroit Driving Club track, in Grosse Pointe Township, and went on to tour America, and score many other victories. Subsequent to this, Ford was finally able to draw in the backers to start his 3rd company, the modern day Ford Motor Company.
In 1900, he organized the Northern Motor Car Co. Two years later, Metzger was one of the people who organized the Cadillac Motor Car Co. In 1903, with only three cars produced, Metzger took orders for 2700 cars at the New York Auto Show. The 1903 production of Cadillacs outstripped every other manufacture in the US save Oldsmobile. In 1905, Cadillac reorganized, merging with Leland & Faulconer; Metzger obtained 3000 shares of the merged company. Metzger stayed at Cadillac as sales manager until 1908, but was looking for new challenges.
E-M-F.
In that year, Metzger acquired controlling interest in the Northern Automobile Co, and Northern merged with the Wayne Automobile Company, controlled by Byron Everitt and Walter E. Flanders, to form E-M-F (Everitt-Metzger-Flanders) Company. The company arranged for Studebaker to market their cars. In 1909, EMF-Studebaker produced almost 8000 cars, making it the fifth largest auto maker in the US. However, although E-M-F was growing (it would produce 26,000 automobiles in 1911, second only to Ford), Metzger was unhappy with the partnership with Studebaker. In mid-1909, Metzger left the company, taking Byron Everitt and a $362,500 settlement with him.
With the money, Metzger and Everitt began the Metzger Motor Car Co, producing a car (called the Everitt) that was substantially similar to E-M-F's model. Metzger again used his sales skills, and the first year's production of 2500 Everitts were pre-sold before the first one rolled off the assembly line.
With Everitt and Metzger gone, things were unsettled at E-M-F. Despite strong sales, infighting was rampant, and in 1912 Walter Flanders left, joining Metzger and Everitt. The three partners, together again, recapitalized their firm, renaming it the Flanders Motor Company. However, the new company was strapped for cash, and began failing almost immediately. In late 1912, Flanders financially juggled the company, selling Flanders to the United States Motor Company, and heading the new company. Metzger and Everitt, however, took their profits from the sale and left.
Later years.
After the dissolution of Flanders, Metzger founded Columbia Motors as their vice president from 1917 to 1924. He also became affiliated with numerous other automotive companies including Wills Sainte Claire and Federal Motor Truck Co. He also was appointed to the executive committee of the American Automobile Association and was elected president of the Detroit Board of Fire Commissioners.
In 1921, Everitt, Metzger, and Flanders reunited once again to produce the Rickenbacker (in partnership with Eddie Rickenbacker). However, the company never really got off the ground. Profits were low or nonexistent, and the company was dealt a blow by the death of Walter Flanders in an automobile accident in 1923. The company limped along for a few years, but in 1926 Rickenbacker, disgusted with the constant bickering, resigned. Other company officers left, and Rickenbacker Motors closed for good in 1927.
In the late 1920s, Metzger turned to aircraft. He had been a good friend of the Wright brothers, and felt the US needed more airplane manufacturing. In 1926, he helped Edward Stinson form the Stinson Aircraft Company. The next year, he organized the first All-American Aircraft Show in Detroit. In 1929, he organized the Cadillac Aircraft Co. The company built technically superior aircraft, but the onset of the Great Depression hurt the company.
As the Great Depression started, William Metzger's health began to decline. He was incapacitated for four years and succumbed to heart attack on April 11, 1933.


Payne Field

Payne Field is a former World War I military airfield, located north-northeast of West Point, Mississippi. It operated as a training field for the Air Service, United States Army between 1918 until 1920.
The airfield was one of thirty-two Air Service training camps established in 1917 after the United States entry into World War I. It was the first airport constructed in Mississippi.
History.
Payne Field was named in memory of Captain Dewitt Payne. A native of South Bend, Indiana, Payne graduated from the University of Michigan in 1912 and the School of Military Aeronautics at the University of Illinois, where he was commissioned as a First Lieutenant and sent to Hazelhurst Field, Long Island, New York. Promoted to captain in October, 1917, Payne was transferred to Taliaferro Field, near Fort Worth, Texas. There, on 1 February 1918, Payne was flying to the aid of a pilot who had crashed into the top of a tree and crashed his own plane in the process. He died from the injuries sustained in the crash.
World War I.
During World War I, Payne Field was used as a training facility for military pilots. In November 1917, the Department of War sent a cadre of officers to the Columbus, Mississippi area to survey sites for an aviation school. The group decided on a location about 5 miles northeast of West Point, Mississippi. An agreement to lease the land for the Army was concluded.
The field consisted of 533 acres and was constructed at a cost of $891,340 and could accommodate up to 1,000 personnel. Dozens of wooden buildings served as headquarters, maintenance, and officers’ quarters. Enlisted men had to bivouac in tents.
The commander of Payne Field was Lt. Col. Jack W. Heard. Heard was a career army officer, a West Point graduate (class of 1910), and the son of Medal of Honor John W. Heard, a native of Woodstock, Mississippi. After graduation from West Point, Heard was assigned to the 7th Cavalry (George Custer’s old regiment) and was sent to the Philippines. It was here that Heard first became interested in the new phenomenon of flying, and after several applications for transfer he was finally approved for the Aviation Section of the Signal Corps and earned his pilot's certificate. Quickly rising in the ranks of the Air Corps, he went on to command three training bases during the First World War: Kelly Field in Texas, Scott Field in Illinois, and Payne Field.
The first units stationed at Payne arrived in April, 1918, being transferred from Kelly and Ellington Fields, Texas. However, only a few U.S. Army Air Service aircraft arrived with the squadrons. Most of the Curtiss JN-4 Jennys to be used for flight training were shipped in wooden crates by railcar.
Payne Field served as a base for flight training for the United States Army Air Service. In 1918, flight training occurred in two phases: primary and advanced. Primary training took eight weeks and consisted of pilots learning basic flight skills under dual and solo instruction with a student capacity of 300. After completion of their primary training, flight cadets were then transferred to another base for advanced training. Training units assigned to Payne Field were:
In all some 1,500 pilots trained at the field during its operation. Accidents were frequent and in the first four months of operation there were four fatal plane crashes. Airplane crashes, however, were not the primary health concern. In June 1918, the Surgeon General of the Public Health Service stated that Payne Field; "was located in one of the worst malaria belts of the United States." Physicians there reported that 20 percent of their practice consisted of malaria cases.
With the sudden end of World War I in November 1918, the future operational status of Payne Field was unknown. Many local officials speculated that the U.S. government would keep the field open because of the outstanding combat record established by Payne-trained pilots in Europe. Cadets in flight training on 11 November 1918 were allowed to complete their training, however no new cadets were assigned to the base. Also the separate training squadrons were consolidated into a single Flying School detachment, as many of the personnel assigned were being demobilized.
Closure.
Payne Field played a role in one of the milestones of aviation. The first North American transcontinental round trip flight occurred in 1919. The flight by Major Theodore Macauley and his mechanic, Pvt. Staley, began in January 1919. Macauley was flying west from Montgomery, Alabama, in a De Havilland DH-4 when its propeller was damaged during a rain storm. He was able to land at Payne Field for repairs and then continued on to complete his historic trip. There was, though, a delay of over a week at Payne Field as all of the rain had made the runway too muddy for the De Havilland to take off.
With the end of World War I, in December 1919 Payne Field was deactivated as an active duty airfield, however, and a small caretaker unit was assigned to the facility for administrative reasons. It was used by the aerial forestry patrol. It also was used intermittently to support small military units. However, the decision had been made to phase down all activities at the base in accordance with sharply reduced military budgets. and it was closed.
The base closed in March 1920. Shortly after it closed the Inter-State Airplane Co. of Dallas, Texas, purchased much of the field. Their plan was to develop a "municipal flying field" with passenger service from the east to Shreveport, Louisiana, Dallas, Ft. Worth and Wichita Falls, Texas. Apparently it was a plan that never materialized and the former air field is now agricultural land and thickets with no indication that it had once been a busy military base.
Civil use.
After Payne Field closed, Colonel Jack Heard moved on to other fields of endeavor. After organizing the Flying Circus (a forerunner of the USAF Thunderbirds) in 1919, Heard went back to the cavalry and then transitioned into mechanized cavalry, ultimately commanding the 5th Armored Division. A man of varied interests, including coin and stamp collecting, astronomy, rose culture, history and finance, he retired in 1946 as a Major General and died at Brooke Army Hospital, San Antonio, Texas, in 1976.


Stick pusher

A stick pusher is a device installed in some fixed-wing aircraft to prevent the aircraft from entering an aerodynamic stall. Some large fixed-wing aircraft display poor post-stall handling characteristics or are vulnerable to deep stall. To prevent such an aircraft approaching the stall the aircraft designer may install a hydraulic or electro-mechanical device that pushes forward on the elevator control system whenever the aircraft's angle of attack reaches the pre-determined value, and then ceases to push when the angle of attack falls sufficiently. A system for this purpose is known as a stick pusher.
The safety requirements applicable to fixed-wing aircraft in the transport category, and also to many military aircraft, are relatively demanding in the area of pre-stall handling qualities and stall recovery. Some of these aircraft are unable to comply with these safety requirements relying solely on the natural aerodynamic qualities of the aircraft. In order to comply with regulatory requirements, aircraft designers may opt to install a system that will constantly monitor the critical parameters and will automatically activate to reduce the angle of attack when necessary to avoid a stall. The critical parameters include the angle of attack, airspeed, wing flap setting and load factor. Action by the pilot is not required to recognise the problem or react to it.
History.
In October 1963, a BAC One-Eleven airliner was lost after having crashed during a stall test. The pilots pushed the T-tailed plane past the limits of stall recovery and entered a deep stall state, in which the disturbed air from the stalled wing had rendered the elevator ineffective, directly leading to a loss of control and crash. As a consequence of the crash, a combined stick shaker/pusher system was installed in all production One-Eleven airliners. A wider consequence of the incident was a new design requirement related to the pilot's ability to identify and overcome stall conditions; the design of a Transport category aircraft that fails to comply with the specifics of this requirement may be acceptable if the aircraft is equipped with a stick pusher.
Following the crash of American Airlines Flight 191 on 25 May 1979, the Federal Aviation Administration (FAA) issued an airworthiness directive, which mandated the installation and operation of stick shakers on both sets of flight controls on most models of the McDonnell Douglas DC-10, a trijet airliner. In addition to regulatory pressure, various aircraft manufacturers have endeavoured to devise their own improved stall protection systems, many of which have included the stick shaker. The American aerospace company Boeing had designed and integrated stall warning systems into numerous aircraft that it has produced.
According to aerospace periodical Flying, the traditional stick pusher arrangement was established by Boeing. The Seattle Times has observed that Boeing had historically avoided the integration of stick pushers upon many of its aircraft as matter of flying philosophy to avoid overly-automating actions. Amongst other aircraft Boeing were involved in the development of, the 300 Series of the De Havilland Canada Dash 8 regional airliner was equipped with this system.
There are several variations and functionality differences amongst the stick pushers installed in different aircraft. Textron Aviation developed their own arrangement for its Citation Longitude business jet, opting to automate the aircraft's augmented pusher system via its integration with the computerised autopilot, thus eliminating the need to involve any electro-mechanical mechanisms. Accordingly, Textron's pusher function has the autopilot servo push the nose down to reduce the angle of attack. A relatively similar stall warning arrangement has been adopted on the Pilatus PC-24 light business jet. Bombardier Aviation also incorporated a stick pusher onto their Challenger 600 family of business jets.
While not included in earlier models of the aircraft, Lockheed Martin chose to include a stick pusher in the new generation C-130J Super Hercules transport plane, which suffered from unexpected stall characteristics that had delayed the type's entry into service and could not be resolved via multiple aerodynamic alterations. The Embraer ERJ family has been equipped with a stick pusher, despite the reportedly completion of all stall tests without incident. In Europe, airliners not known for possessing deep-stall characteristics, such as the McDonnell Douglas MD-80 narrowbody airliner, have been routinely required to be outfitted with stick pushers even where other regulatory bodies have found such devices unnecessary.
The principal of the stick pusher is also applicable to rotorcraft. Collective pull down devices have been made available typically as an aftermarket addition, which function in much the same way as the stick pusher. However, a stick pusher should not be confused with a stick shaker, the latter being a device that warns pilots of an imminent stall through rapid and noisy vibrations of the control yoke (the "stick").
To unfamiliar flight crew, the activation of the stick pusher can feel particularly abrupt, vigorous and alarming, but this is an intended and normal part of its functionality to ensure it takes effect before a serious stall sets in. Furthermore, aircraft designers who install stick pushers recognise that there is the risk that the device may activate erroneously when not required to do so, and thus must make suitable provisions for the flight crew to address the unwanted activation of a stick pusher. In some aircraft equipped with stick pushers, the stick pusher can be overpowered by the pilot; in some implementations, the stick pusher system can also be manually disabled by the pilot.
During the 2000s, there was a series of accidents that were attributed, at least in part, to their flight crews having made improper responses to the activation of the stick pusher. During the early 2010s, in response to this wave of accidents, the Federal Aviation Administration (FAA) issued guidance urging operators to ensure that flight crews are properly training on the use of stick pushers.


Bombing of Pforzheim in World War II

During the latter stages of World War II, Pforzheim, a town in southwestern Germany, was bombed several times. The largest raid, one of the most devastating area bombardments of the war, was carried out by the Royal Air Force (RAF) on the evening of February 23, 1945. Some 17,600 people, or 31.4% of the town's population, were killed. About 83% of the town's buildings were destroyed, two-thirds of the complete area of Pforzheim and between 80% and 100% of the inner city.
Minor raids.
The first Allied air raid on Pforzheim took place on April 1, 1944 when an attack by United States Army Air Forces (USAAF) bombers caused comparatively minor damage and killed 95 people. Further attacks by the USAAF followed, the largest on 24 December. Another on 21 January 1945 caused 56 casualties.
The RAF also carried out several nighttime nuisance raids on Pforzheim and other towns with de Havilland Mosquito light bombers. The raids, consisting of around six Mosquitos, forced the Luftwaffe to respond. They also helped confuse the defences, diverting resources away from the main bomber streams. These nuisance raids drove civilians into shelters and disturbed their sleep. Three consecutive raids occurred on the nights of October 2, 3 and 4, 1944 with a further three raids in October and one in November 1944. The RAF lost one aircraft in these raids.
After the devastating air raid of February 23, 1945, there were smaller air raids on Pforzheim. On March 4, USAAF B-24 Liberator aircraft bombed the area around "Kupferhammer". On March 14, 16, 18th, 19th, 20th and 24th, the railway facilities were bombed. On March 17, the motorway at Pforzheim was bombed, and on March 23 the area in Eutingen Valley was bombed.
Reasons for the main raid.
A report compiled for RAF Bomber Command dated 28 June 1944, stated that Pforzheim was "one of the centres of the German jewellery and watch making trade and is therefore likely to have become of considerable importance to the production of precision instruments [of use in the war effort]." An Allied report issued in August 1944 stated that "almost every house in this town centre is a small workshop" and that there were a few larger factories in the south and one in the north of the city centre. An attack on the city would destroy the "built-up area, the associated industries and rail facilities". There were no war-crucial targets; only war-relevant ones.
In November 1944, Pforzheim was placed for the first time on a target list of the Allied Forces, but with the lowest priority of category five. In that report, the city was described as being suitable for a raid, because the road and rail communications through the easily spotted old city was known to be flammable. Pforzheim was used in the transfer of troops.
Main raid.
The large raid that almost destroyed the inner city district occurred on the evening of February 23, 1945. The first bombs were dropped at 19:50 and the last one at 20:12. The attack on "Yellowfin", the RAF's code name for Pforzheim, included 379 aircraft.
The main force bombers were 367 Avro Lancasters of No. 1, No. 6, and No. 8 Groups along with one Film Unit Lancaster, and 13 Mosquitos of No. 8 Group (the Pathfinders). The master bomber for the raid was Major Ted Swales, DFC, a South African, aged 29, who would be awarded Bomber Command's last Victoria Cross of the war for his actions on this night. Despite severe damage to his plane he remained over the target directing the raid and died when his Lancaster crashed near Valenciennes on the return flight.
The bomber stream attacked from a height of 8,000 feet (2,400 m). The bombs were a, by now, standard mix of high explosive and incendiary bombs. The town centre suffered immediate destruction and a firestorm broke out, reaching its most devastating phase about 10 minutes from the start of the raid. The smoke over the town rose to about 3,000 metres, and the returning bomber crews could still see the glare of the fire up to 160 km away.
Twelve aircraft of the bomber fleet did not return to their bases. Eleven of them were shot down by Luftwaffe fighters stationed at Großsachsenheim (now Sachsenheim), and another was assumed to have been accidentally hit by "friendly" bombs. At least two aircraft crashed not far from Pforzheim, and Swales' aircraft, which had been hit twice, crashed in France. One of the Lancasters that crashed near Pforzheim went down close to the village of Neuhausen (Enzkreis). Three of its crew members bailed out, of whom two survived; the remaining crew members died. The other one crashed near the village of Althengstett near the town of Calw.
Impact of the attack.
The German Army Report of February 24, 1945 devoted only two lines to reporting the bombardment: "In the early evening hours of February 23, a forceful British attack was directed at Pforzheim". The post-war British Bombing Survey Unit estimated that 83 per cent of the town's built-up area was destroyed, "probably the greatest proportion in one raid during the war". In the centre, almost 90% of the buildings were destroyed.
In an area about 3 km long and 1.5 km wide, all buildings were reduced to rubble. 17,600 citizens were officially counted as dead and thousands were injured. People died from the immediate impact of explosions, from burns due to burning incendiary materials that seeped through basement windows into the cellars of houses where they hid, from poisonous gases, lack of oxygen, and collapsing walls of houses. Some of them drowned in the Enz or Nagold rivers into which they had jumped while trying to escape from the burning incendiary materials in the streets, but even the rivers were burning as the phosphorus floated on the water.
After the attack, about 30,000 people had to be fed by makeshift public kitchens because their housing had been destroyed. Many Pforzheim citizens were buried in common graves at Pforzheim's main cemetery because they could not be identified. There are many graves of complete families. The labour office of 1942 listed 2,980 foreigners in Pforzheim, and one source puts the number of foreign laborers who died in the bombings at 498 (among them 50 Italians).
The inner city districts were almost totally depopulated. According to the State Statistics Bureau (Statistisches Landesamt), in the Market Square area (Marktplatzviertel) in 1939 there were 4,112 registered inhabitants, in 1945 none. In the Old Town area (Altstadtviertel) in 1939 there were 5,109 inhabitants, in 1945 only 2 persons were still living there. In the Leopold Square area, in 1939 there were 4,416 inhabitants, in 1945 only 13.
Some surviving Allied aircrew were killed after they fell into the hands of German civilians. Four weeks after the Pforzheim main raid, the British crew of a B-17 Flying Fortress bailed out near Pforzheim where they were captured, and six of them were shot at the nearby village of Huchenfeld. One member managed to escape but was later recaptured and taken to a POW camp.
Post war.
Rather than rebuild the centre of Pforzheim on the old street plan, the main thoroughfares were widened after the war. The rubble from the destruction was heaped into a large, high mound on the outskirts of the town and covered with soil and vegetation. It is officially named the "Wallberg". As with other German cities which have similar mounds, it remains a visible reminder of the destruction brought upon the city during World War II.
References.
 Ursula Moessner-Heckner: "Pforzheim. Code Yellowfin. Eine Analyse der Luftangriffe 1944 - 45", Thorbecke, Sigmaringen, Germany; ; (October 1997)


Igo Etrich

Ignaz "Igo" Etrich (25 December 1879 in Horní Staré Město, Trutnov, Bohemia – 4 February 1967 in Salzburg, Austria), Austrian flight pioneer, pilot and fixed-wing aircraft developer.
Education.
Etrich went to school at Leipzig, where he came in contact with the works of Otto Lilienthal. His main interest was in aviation, the problems of bird flight. With his father, a factory-owner, he built a laboratory for developing aeroplanes. After the death of Lilienthal, Etrich's father acquired some advanced gliders.
Aviation.
Prof. Ahlborn had published a paper in 1897, in which he had described the flying seed of "Zanonia macrocarpa". Etrich and his co-worker Franz Xaver Wels designed an unmanned glider of similar form and flew it successfully in 1904. Attempts to add an engine failed, but a successful manned glider was flown in 1906.
He also worked with Karl Illner.
The next stop was Vienna, where Etrich had his second laboratory in the Wiener Prater at the Rotunde. In 1907, he built his Etrich I, the "Praterspatz" (Prater park Sparrow) there. Due to its low power () of the engine and the limited space for flying, the aircraft was unsuccessful. Further designs
In 1909, the first airfield in the Austro-Hungarian Empire was founded in Wiener Neustadt. Etrich rented two hangars and continued to develop his design, the "Taube" ("Dove"). Meanwhile, Wels visited Paris to study the aircraft of the Wright brothers and split with Etrich over the question of whether to build a monoplane or biplane.
In 1910, the Etrich II, or "Taube", made its maiden flight. In an early flight, Etrich nearly broke his back when it crashed. From then on, Karl Illner made all of Etrich's test flights. Etrich continued to refine the "Taube" so as to meet the specifications of the military, which included the requirement to be able to land on a freshly plowed field.
In 1912 he founded "Etrich Fliegerwerke" in Liebau (today Lubawka, Poland) and designed an aircraft with an enclosed cabin for the passengers, which he named "Luft-Limousine".
Later he moved to Germany, founding "Brandenburgische Flugzeugwerke", which became Hansa-Brandenburg after he sold it to Camillo Castiglioni in 1914. From Liebau, Etrich took his chief designer, Ernst Heinkel, with him.
Another aircraft designer, Edmund Rumpler, modified the design of the "Taube" slightly, claimed to be the developer and refused to pay licensing fees to Etrich. With the advent of World War I, Etrich made the design for his "Taube" freely available and dropped his lawsuit.
After World War I, Etrich moved to Trautenau (now Trutnov) in the newly founded Czechoslovakia, and built the "Sport-Taube". It was claimed to be faster with its 40 hp engine than the Czechoslovak military planes of the time. The authorities claimed he built the plane for smuggling and impounded his plane. Igo Etrich was so disappointed, that he abandoned his aeronautical projects and dedicated himself to the production of textile machinery.
Numismatics.
Igo Etrich has recently been selected as a main motif for a euro collectors' coin, the Austrian Aviation commemorative coin, minted on 28 February 2007. This reverse side of the coin shows the “Etrich-Taube” as well as the “Zanonia” glider and a waving Igo Etrich sitting in the open cockpit of a plane.


No. 2 Service Flying Training School RAF


Friedrich Kless

Friedrich Kless (7 October 1906 – 6 April 1994) was a German general during World War II. He was a recipient of the Knight's Cross of the Iron Cross.


Daniel Field

Daniel Field is a public use airport located one nautical mile (2 km) west of the central business district of Augusta, a city in Richmond County, Georgia, United States. It is owned by the City of Augusta and operated by the General Aviation Commission. This airport is included in the National Plan of Integrated Airport Systems for 2011–2015, which categorized it as a "general aviation" facility.
History.
Origins.
The origins of Daniel Field begin in 1924, when the City of Augusta leased for an airport and a municipal golf course. About 35,000 people attended the airport's dedication on October 29, 1927. Against the mayor's wishes, the city council named the airport Daniel Field, for mayor Raleigh Daniel, who was a major proponent of the city leasing the land in the early 1920s.
On December 1, 1931, Eastern Air Transport began passenger service, but discontinued it five months later due to unprofitability. Eastern resumed service in November 1932 after obtaining a mail contract. The same year, Delta Air Lines began serving Atlanta and Charleston, South Carolina from Augusta. In 1938, the Works Progress Administration began a project that added paved runways, drainage, and other improvements.
World War II.
Alarmed by the fall of France in 1940, Congress funded an increase in the strength of the United States Army Air Corps from 29 to 54 combat groups and increased pilot training to 7,000 per year. The quickest way for the Air Corps to obtain additional bases was to utilize existing civil airports. On September 21, 1940, the Air Corps announced a $1.5 million project to build facilities at Daniel Field to support 100 to 110 pursuit aircraft and 2000 men. Because of technicalities in the land transfer, construction did not begin until March 1941. Once begun, a large construction program was needed to turn the civil airport into a military airfield. Construction involved runways and airplane hangars, with three concrete runways, several taxiways and a large parking apron and a control tower. Several large hangars were also constructed. Buildings were ultimately utilitarian and quickly assembled. Most base buildings, not meant for long-term use, were constructed of temporary or semi-permanent materials. Although some hangars had steel frames and the occasional brick or tile brick building could be seen, most support buildings sat on concrete foundations but were of frame construction clad in little more than plywood and tarpaper
Although the Army initially planned on using Daniel for fighter aircraft, it was utilized instead mostly by transport and observation squadrons. This was due to the fact that Daniel's longest runway was a relatively short . The geographical restrictions of ravines to the west and the city of Augusta to the east made the extension of the runways impractical.
Initially assigned to the Army Air Corps Southeast Air District, the first units at Daniel Army Airfield the 14th and 15th Transport Squadrons of the 61st Transport Group arrived on July 12, 1941 from Kelly Field, near San Antonio, Texas. The 61st's group headquarters was formed at Olmsted Field, near Harrisburg, Pennsylvania. The squadrons flew C-47 Skytrains, as well as Douglas C-39s, which was the Air Corp's version of the Douglas DC-2. After organizational training and flying a few paratroop operations, the 61st and its squadrons were sent to Lubbock Field in Texas.
During the week of October 20, Daniel Field hosted the 40th Pursuit Squadron which came to Daniel Field from Selfridge Field, Michigan which took part in III Interceptor Command exercises, flying P-39 Airacobras
With the United States at war in 1942, activity at the airfield expanded dramatically. In early February. Five transport squadrons of the Air Force Combat Command 89th Transport Group, the 24th, 25th, 26th, 27th, and 28th were activated at Daniel AAF. These squadrons were equipped with C-47s and Douglas DC-3s pressed into military service from the airlines. The 89th stay at Daniel was a short one. Only five weeks later the group moved on to Air Technical Service Command depot at Harding AAF, near Baton Rouge, Louisiana.
Also during February, three observation squadrons, the 16th, 111th, 122nd, and 154th, arrived from various other bases and forming the Third Air Force 68th Observation Group. Pilots trained on Douglas O-43A, Vultee/Stinson O-49/L-1 Vigilant and Douglas A-20B Havoc aircraft performing antisubmarine patrols along the South Carolina and Georgia coast.
On March 2, 1942, the III Air Support Command 313th Transport Group TG and the 29th Transport Squadron were activated at Daniel Field with C-47s. In May, the first tenants of Daniel, the 14th and 15th Transport Squadrons were reassigned to Pope Field, North Carolina to support the 82d Airborne Division at Fort Bragg. On June 15, the 313th Transport Group, activated three additional squadrons, the 47th, 48th, and 49th, out of the 29th TS. One week later, the 313th and its squadrons moved to Bowman Field, near Louisville, Kentucky to support the 101st Airborne at Fort Campbell. During July the observation squadrons all transferred to Smith Reynolds Airport, near Winston-Salem, North Carolina for antisubmarine duty.
In 1942, newly built Army Airfields were becoming available in the southeast and the Air Force no longer had the need for Daniel Field and its short runways. No other operational units were stationed at Daniel after August 1942. In February 1943, Daniel was reassigned to the Air Technical Service Command, being under the control of the Warner-Robins Air Depot Control Area. The facilities became a repair and replacement depot for Third Air Force aircraft. Most of the military flying at Daniel was by transient aircraft undergoing 3d and 4th echelon heavy maintenance work.
Daniel also activated and trained 32 chemical warfare companies. Chemical companies were equipped and taught to use smoke pots, tear gas, chemical trailers, trucks, blasting caps, and how to fill aircraft spray tanks. During the last part of the war, Daniel was used to prepare vehicles for use in the planned Invasion of Japan. In addition, the field had a branch prisoner of war camp with about 1200 POWs working on the field and in the nearby forests.
By war's end, the Army's air operations at Daniel were discontinued, with the airfield being returned to full civil control on October 31, 1945.
Postwar use.
Throughout the war, Delta Air Lines served the airport with commercial airline service. With the closure of the Air Force's facilities, Daniel Field continued as Augusta's municipal airport. Eastern Air Lines resumed service to Augusta in 1948, later joined by Piedmont Airlines. On July 1, 1950, the airlines shifted their operations to Bush Field and Daniel became a general aviation airport.
In 1955, the City moved the two hangars to the eastern side of the airfield. A shopping center was then built on the former ramp area. Today, the only evidence of the Air Force's presence are two hangars. The former cantonment area is now a housing development.
Facilities and aircraft.
Daniel Field covers an area of 146 acres (59 ha) at an elevation of 423 feet (129 m) above mean sea level. It has two asphalt paved runways: 5/23 is 4,002 by 100 feet (1,220 × 30 m) and 11/29 is 3,738 by 100 feet (1,139 × 30 m). The remnants of a third runway oriented north-south are clearly visible but have been closed and are marked with yellow Xs or converted to taxiway use.
Notably, Daniel Field is some higher in elevation than the commercial Augusta airport, Augusta Regional Airport, as Daniel Field lies above the Piedmont – Coastal Plain fall line which descends steeply just south of Daniel Field. Augusta Regional Airport lies along the broad Savannah River floodplain.
Daniel Field has two large, fully enclosed hangars and a smaller open shelter. Augusta Aviation is the fixed-base operator (FBO) on the field, offering fuel, parking, hangars, flight instruction, charters, and aircraft repair.
For the 12-month period ending July 14, 2010, the airport had 29,000 general aviation aircraft operations, an average of 79 per day. At that time there were 48 aircraft based at this airport: 90% single-engine and 10% multi-engine.
Airlines.
Daniel Field does not have regularly scheduled Part 121 Air Carrier service. Augusta Aviation, an on-field FBO, offers charter services as do other local and regional providers.
Incidents.
Daniel Field is located northwest of Augusta’s commercial airport, Augusta Regional Airport. On the night of February 3, 1986, a Boeing 737-201/Advanced airliner operated by Piedmont Airlines landed on a long Daniel Field runway instead of much longer runway at Augusta Regional Airport as intended. After skidding to a stop still on the runway, the crew and all 106 passengers were unharmed. Augusta Chronicle photos at the time showed passengers disembarking the aircraft at Daniel Field down a Piedmont truck-mounted air stair. An Augusta Chronicle photo appears to identify the aircraft involved as N772N "Peninsula Pacemaker". Local lore often recounts the flight as being operated by Delta Air Lines and includes stories of the interior being stripped and a special test flight crew being used to fly the aircraft out, though contemporary accounts recorded otherwise.


Collins Aerospace

Collins Aerospace, a Raytheon Technologies subsidiary, is one of the world's largest suppliers of aerospace and defense products, headquartered in Charlotte, North Carolina.
History.
On 26 November 2018, United Technologies announced the completion of its Rockwell Collins acquisition, after which it merged its newly acquired business with UTC Aerospace Systems to form Collins Aerospace. The new company reported $26 billion of combined sales in 2019 and is composed of 68,000 employees.
Products.
Collins Aerospace is engaged in designing, manufacturing and servicing systems and components for commercial aviation, business aviation, military and defense, helicopters, space, airports, and other industries.
Collins Aerospace has six strategic business units: Aerostructures, Avionics, Interiors, Mechanical Systems, Missions Systems, Power & Controls.
Aerostructures.
Based in Chula Vista, California, Aerostructures includes: nacelle systems; flight control surfaces; naval composites; and other material and structural components.
Avionics.
Based in Cedar Rapids, Iowa, Avionics includes: commercial and government avionics systems; cabin management and content systems; information management systems and services; fire protection services and aircraft sensors.
Interiors.
Based in Winston-Salem, North Carolina, Interiors includes: aircraft seating; interior systems; evacuation systems; galleys and galley inserts; lavatories; life rafts; lighting; veneers; potable water systems and de- icing products.
Mechanical Systems.
Based in Charlotte, North Carolina, Mechanical Systems includes: landing systems; actuation; propellers; flight controls; pilot controls; hoist and winch systems and cargo systems.
Missions Systems.
Based in Cedar Rapids, Iowa, Mission Systems includes: secure military communication, navigation and guidance; missile actuation; simulation, training and range instrumentation; strategic command and control; unmanned aircraft systems; electronic warfare; ejection seats and propulsion; intelligence, surveillance and reconnaissance and spacecraft systems.
Power & Controls.
Based in Windsor Locks, Connecticut, Power & Controls includes: electric systems; engine controls; air management; and airframe controls.
Ithaco Space Systems, Inc..
Collins Aerospace is the owner of Ithaco Space Systems, Inc., formerly owned by Goodrich Company. Ithaco has produced items for the field of satellite control since 1962, such as Earth sensors, reaction/momentum wheels, magnetometers and magnetic torquers.
In addition to over 100 U.S. satellites, equipment made by Ithaco has flown on Japanese, Canadian, French, German, Spanish, Swedish and Argentinean spacecraft. Ithaco became notable for having manufactured the reaction wheels of the Kepler spacecraft, the Hayabusa spacecraft, the Mesosphere Energetics and Dynamics (TIMED) satellite and the Dawn spacecraft, which developed problems or even failed.


DeHavilland DHC-3T Turbo Otter


List of airlines of the Republic of the Congo

This is a list of airlines currently operating in the Republic of the Congo: