Turboprop

A turboprop engine is a turbine engine that drives an aircraft propeller.
A turboprop consists of an intake, reduction gearbox, compressor, combustor, turbine, and a propelling nozzle. Air is drawn into the intake and compressed by the compressor. Fuel is then added to the compressed air in the combustor, where the fuel-air mixture then combusts. The hot combustion gases expand through the turbine. Some of the power generated by the turbine is used to drive the compressor.
The rest is transmitted through the reduction gearing to the propeller. Further expansion of the gases occurs in the propelling nozzle, where the gases exhaust to atmospheric pressure. The propelling nozzle provides a relatively small proportion of the thrust generated by a turboprop.
In contrast to a turbojet, the engine's exhaust gases do not contain enough energy to create significant thrust, since almost all of the engine's power is used to drive the propeller.
Technological aspects.
Exhaust thrust in a turboprop is sacrificed in favour of shaft power, which is obtained by extracting additional power (up to that necessary to drive the compressor) from turbine expansion. Owing to the additional expansion in the turbine system, the residual energy in the exhaust jet is low. Consequently, the exhaust jet produces about 10% of the total thrust. A higher proportion of the thrust comes from the propeller at low speeds and less at higher speeds.
Turboprops have bypass ratios of 50-100 although the propulsion airflow is less clearly defined for propellers than for fans.
The propeller is coupled to the turbine through a reduction gear that converts the high RPM/low torque output to low RPM/high torque. The propeller itself is normally a constant-speed (variable pitch) propeller type similar to that used with larger aircraft reciprocating engines, except that the propeller control requirements are very different.
Unlike the small diameter fans used in turbofan jet engines, the propeller has a large diameter that lets it accelerate a large volume of air. This permits a lower airstream velocity for a given amount of thrust. As it is more efficient at low speeds to accelerate a large amount of air by a small degree than a small amount of air by a large degree, a low disc loading (thrust per unit disc area) increases the aircraft's energy efficiency, and this reduces the fuel use.
Propellers work well until the flight speed of the aircraft is high enough that the airflow past the blade tips reaches the speed of sound. Beyond that speed the proportion of the power that drives the propeller that is converted to propeller thrust falls dramatically. For this reason turboprop engines are not used on aircraft that fly faster than 0.6–0.7 Mach. However, propfan engines, which are very similar to turboprop engines, can cruise at flight speeds approaching 0.75 Mach. To maintain propeller efficiency across a wide range of airspeeds, turboprops use constant-speed (variable-pitch) propellers. The blades of a constant-speed propeller increase pitch as aircraft speed increases. Another benefit of this type of propeller is that it can also be used to generate reverse thrust to reduce stopping distance on the runway. Additionally, in the event of an engine failure, the propeller can be feathered, thus minimizing the drag of the non-functioning propeller.
While the power turbine may be integral with the gas generator section, many turboprops today feature a free power turbine on a separate coaxial shaft. This enables the propeller to rotate freely, independent of compressor speed.
History.
Alan Arnold Griffith had published a paper on compressor design in 1926. Subsequent work at the Royal Aircraft Establishment investigated axial compressor-based designs that would drive a propeller. From 1929, Frank Whittle began work on centrifugal compressor-based designs that would use all the gas power produced by the engine for jet thrust.
The world's first turboprop was designed by the Hungarian mechanical engineer György Jendrassik. Jendrassik published a turboprop idea in 1928, and on 12 March 1929 he patented his invention. In 1938, he built a small-scale (100 Hp; 74.6 kW) experimental gas turbine. The larger Jendrassik Cs-1, with a predicted output of 1,000 bhp, was produced and tested at the Ganz Works in Budapest between 1937 and 1941. It was of axial-flow design with 15 compressor and 7 turbine stages, annular combustion chamber. First run in 1940, combustion problems limited its output to 400 bhp. In 1941, the engine was abandoned due to war, and the factory was turned over to conventional engine production.
The first mention of turboprop engines in the general public press was in the February 1944 issue of the British aviation publication "Flight", which included a detailed cutaway drawing of what a possible future turboprop engine could look like. The drawing was very close to what the future Rolls-Royce Trent would look like. The first British turboprop engine was the Rolls-Royce RB.50 Trent, a converted Derwent II fitted with reduction gear and a Rotol five-bladed propeller. Two Trents were fitted to Gloster Meteor "EE227" — the sole "Trent-Meteor" — which thus became the world's first turboprop-powered aircraft, albeit a test-bed not intended for production. It first flew on 20 September 1945. From their experience with the Trent, Rolls-Royce developed the Rolls-Royce Clyde, the first turboprop engine to be fully type certificated for military and civil use, and the Dart, which became one of the most reliable turboprop engines ever built. Dart production continued for more than fifty years. The Dart-powered Vickers Viscount was the first turboprop aircraft of any kind to go into production and sold in large numbers. It was also the first four-engined turboprop. Its first flight was on 16 July 1948. The world's first single engined turboprop aircraft was the Armstrong Siddeley Mamba-powered Boulton Paul Balliol, which first flew on 24 March 1948.
The Soviet Union built on German World War II turboprop preliminary design work by Junkers Motorenwerke, while BMW, Heinkel-Hirth and Daimler-Benz also worked on projected designs. While the Soviet Union had the technology to create the airframe for a jet-powered strategic bomber comparable to Boeing's B-52 Stratofortress, they instead produced the Tupolev Tu-95 Bear, powered with four Kuznetsov NK-12 turboprops, mated to eight contra-rotating propellers (two per nacelle) with supersonic tip speeds to achieve maximum cruise speeds in excess of 575 mph, faster than many of the first jet aircraft and comparable to jet cruising speeds for most missions. The Bear would serve as their most successful long-range combat and surveillance aircraft and symbol of Soviet power projection throughout the end of the 20th century. The USA used turboprop engines with contra-rotating propellers, such as the Allison T40, on some experimental aircraft during the 1950s. The T40-powered Convair R3Y Tradewind flying-boat was operated by the U.S. Navy for a short time.
The first American turboprop engine was the General Electric XT31, first used in the experimental Consolidated Vultee XP-81. The XP-81 first flew in December 1945, the first aircraft to use a combination of turboprop and turbojet power. The technology of Allison's earlier T38 design evolved into the Allison T56, used to power the Lockheed Electra airliner, its military maritime patrol derivative the P-3 Orion, and the C-130 Hercules military transport aircraft.
The first turbine-powered, shaft-driven helicopter was the Kaman K-225, a development of Charles Kaman's K-125 synchropter, which used a Boeing T50 turboshaft engine to power it on 11 December 1951.
Usage.
Compared to turbofans, turboprops are most efficient at flight speeds below 725 km/h (450 mph; 390 knots) because the jet velocity of the propeller (and exhaust) is relatively low. Modern turboprop airliners operate at nearly the same speed as small regional jet airliners but burn two-thirds of the fuel per passenger. However, compared to a turbojet (which can fly at high altitude for enhanced speed and fuel efficiency) a propeller aircraft has a lower ceiling.
Compared to piston engines, their greater power-to-weight ratio (which allows for shorter takeoffs) and reliability can offset their higher initial cost, maintenance and fuel consumption. As jet fuel can be easier to obtain than avgas in remote areas, turboprop-powered aircraft like the Cessna Caravan and Quest Kodiak are used as bush airplanes.
Turboprop engines are generally used on small subsonic aircraft, but the Tupolev Tu-114 can reach 470 kn (870 km/h, 541 mph). Large military aircraft, like the Tupolev Tu-95, and civil aircraft, such as the Lockheed L-188 Electra, were also turboprop powered. The Airbus A400M is powered by four Europrop TP400 engines, which are the second most powerful turboprop engines ever produced, after the Kuznetsov NK-12.
In 2017, the most widespread turboprop airliners in service were the ATR 42/72 (950 aircraft), Bombardier Q400 (506), De Havilland Canada Dash 8-100/200/300 (374), Beechcraft 1900 (328), de Havilland Canada DHC-6 Twin Otter (270), Saab 340 (225). Less widespread and older airliners include the BAe Jetstream 31, Embraer EMB 120 Brasilia, Fairchild Swearingen Metroliner, Dornier 328, Saab 2000, Xian MA60, MA600 and MA700, Fokker 27 and 50.
Turboprop business aircraft include the Piper Meridian, Socata TBM, Pilatus PC-12, Piaggio P.180 Avanti, Beechcraft King Air and Super King Air. In April 2017, there were 14,311 business turboprops in the worldwide fleet.
Reliability.
Between 2012 and 2016, the ATSB observed 417 events with turboprop aircraft, 83 per year, over 1.4 million flight hours: 2.2 per 10,000 hours.
Three were "high risk" involving engine malfunction and unplanned landing in single‑engine Cessna 208 Caravans, four "medium risk" and 96% "low risk".
Two occurrences resulted in minor injuries due to engine malfunction and terrain collision in agricultural aircraft and five accidents involved aerial work: four in agriculture and one in an air ambulance.


On the Threshold of Space

On the Threshold of Space (aka Threshold of Space) is a 1956 drama directed by Robert D. Webb, starring Guy Madison, Virginia Leith and John Hodiak. It was Hodiak's final film; he died six months before it was released. "On the Threshold of Space" provides a historical depiction of air force tests made in the United States for the imminent space race.
Plot.
Capt. Jim Hollenbeck (Guy Madison), a dedicated physician assigned to the space branch of the United States Air Force Medical Corps, voluntarily undergoes jump school training. He wants to better analyze the effect of parachute jumps on the human body. After jump school, Lt. Col. Masters (Walter Coy), the head of the space program, sends Jim to Sovern Air Force Base in Florida to evaluate a problematic experimental ejection seat.
While ejecting from his aircraft, test pilot Mike Bentley (Warren Stevens) broke his shoulder. Jim is assigned to determine what happened. In a test, when his arm is also broken, Jim determines that the wind blast during ejection forced his arm off the ejection release.
Once the seat mechanism is modified, a series of tests at supersonic speeds are begun with rocket sleds launched at 1,000 miles per hour. Dr. Hugh Thornton (Dean Jagger) head of the program and Jim's mentor, wants Jim to test the first balloon gondola designed to carry a man 20 miles up into the "threshold of space," the first step toward putting a man into space.
Before accepting the assignment, Jim asks his fiancée, Pat Lange (Virginia Leith) for her blessing and the couple marry but their honeymoon is cut short by the news that Col. Masters was killed in an automobile accident. Jim rushes back to the base, where Maj. Ward Thomas (John Hodiak), is the new head of the program. Thomas is more cautious and cancels Jim's high altitude balloon flight. Jim is instructed to take Lt. Morton Glenn (Martin Milner) to a height of 55,000 feet, then lower the gondola to 10,000 feet, where Glenn will parachute to earth.
The test goes badly with Glenn freezing and Jim completing the jump but is reprimanded. Meanwhile, tests proceed on the rocket sleds with crash dummies. After a dummy is decapitated, Thomas plans to test the sled himself and has assigned Jim to act as physician for the trial. At 1,000 miles per hour, the major is temporarily blinded, but soon regains his sight, and the test is proclaimed a success.
When Washington authorizes a floating high-altitude platform, Jim is assigned to the first high altitude balloon flight. Reaching 100,000 feet, his radio fails, and when he drifts over a rugged mountain range, Jim discovers that his oxygen is nearly gone, forcing him to land. While descending, his matter-of-fact reports to his supervisors relay what is happening to his body. After the gondola crashes in the mountains, a helicopter locates the balloon and finds Jim alive, but dazed.
Production.
"On the Threshold of Space" documents the testing of downward firing ejection seats from Boeing B-47 Stratojet bombers that were conducted at Eglin AFB, Florida, initially between October 7 and October 21, 1953. Nine tests were conducted of the seat from a B-47 over Eglin's water ranges over the Gulf of Mexico, by the Air Proving Ground, at an altitude of 10,000 feet and various speeds. A second series of tests was also conducted beginning July 8, 1954 after refinements to the system. These tests were recreated in the film, shot at Eglin in 1955, with a different Stratojet from the one in the actual missions.
"Actually, we feel that the star of the movie will be the Air Force and the progress it is making in the aero medical field," said Robert Webb, director, in commenting on the film.
"It will deal with [the] Air Force's work in the aero medical field and will include actual shots of experimentations with the Air Force sled being made under direction of Lt. Col. John Paul Stapp, Air Force surgeon, who appeared on the cover of the Sept. 12 [1955] issue of 'Time' magazine."
Shooting.
"On the Threshold of Space" was filmed in part at the Air Proving Grounds Command, Eglin AFB, Florida, the Shoreline Hotel in Fort Walton Beach, Florida, and at Holloman AFB, New Mexico.
Filming in Florida took place in mid-September 1955. "A crew consisting of 79 members including technicians and cast, of 20th Century Fox Film Corporation" shot in the Eglin / Fort Walton Beach area for about seven days, starting on September 15. Some Eglin personnel were used in shooting regional scenes. Production then moved to New Mexico.
John Hodiak died of a heart attack during the shoot just before he was to film his final scenes.
Reception.
The film premiered at Holloman Air Force Base'.
Critical.
"On the Threshold of Space" was reviewed in "The New York Times". A. M. Weiler noted: "Colorful proof that science can be stranger and more interesting than science-fiction is presented in 'On the Threshold of Space,' which landed at the Globe yesterday."
The "Los Angeles Times" called it "impressive".


Ground-to-Air Transmitter Facility

Ground-to-Air Transmitter Facilities (GAT Facility) were USAF surface-to-air missile radio uplink stations. They were located near CIM-10 Bomarc bases (e.g., Suffolk County Missile Annex on Long Island) for command guidance of the Interceptor Missiles. The unmanned sites with a transmitter building and 2 antenna towers converted the digital "midcourse guidance commands" (after the launch/climb and before the homing dive) received from an AN/FSQ-7 Combat Direction Central into the transmitter building's Digital Data Receivers, processing 28 channels of uplink data.
Processing by the AN/GKA-4A's demultiplexer group prepared the SAGE data for amplitude modulation on separate frequencies for each missile (FDDL: frequency division data link), e.g., 3 missiles were simultaneously controlled in a 1960 test. An AN/GRT-3 transmitter provided the modulated signals to a UHF Klystron high power amplifier--dual chains of components provided redundancy, including 2 exterior GAT Antennas on GAT Towers from which a missile's "command receiver" demodulated the signal. A single local monitoring cabinet allowed review of either chain's function (e.g., during test input to the dummy load), ventilation provided cooling of the building equipment, and "three 150 KVA diesel driven generators housed in the GAT building" provided power.
For the advanced Bomarc (IM-99B), a Time Division Data Link was planned for GAT Facilities to provide an electronic counter-countermeasures capability using a "directional hlgh-gain data link antenna…composed of 16 stationary segments in a circular pattern 60 feet high".


Japanese submarine tender Jingei

, was the lead vessel of the s operated by the Imperial Japanese Navy, from the 1920s through World War II. She was the first purpose-built submarine tender in the Imperial Japanese Navy.
Background.
Under the Eight-eight fleet plan, the Imperial Japanese Navy planned to acquire 100 submarines for long-distance scouting operations, which would also be used to conduct attrition warfare against any enemy fleet approaching Japan. "Jingei" was intended to serve as a flagship for the Submarine Division Commander and as a depot ship for the nine submarines in a submarine division.
Initially, "Jingei" was planned as a 14,500-ton vessel; however, her specifications were scaled down to 8,500-tons due to restrictions imposed by the Washington Naval Treaty.
Design.
"Jingei" was built by Mitsubishi Yards in Nagasaki, and the contractor was given an unusually free hand in her design. In order to keep costs to a minimum, the basic design of her hull was adapted from that of a standard civilian merchant vessel, of which Mitsubishi had considerable experience in building. Her coal/oil-fired boilers were taken from the cancelled "Tosa"-class battleship project. As Mitsubishi was also working on the s at the same time, many design innovations that had been developed by Mitsubishi engineers were shared between the two classes, and as a result, the "Katori"-class cruisers came bear a superficial resemblance to the "Jingei"-class submarine tenders.
Operational career.
"Jingei" was laid down on 16 February 1922, launched on 4 May 1923 and completed on 30 August 1923. Initially assigned to the Yokosuka Naval District, she replaced the aging .
Following the "Tomozuru" Incident of 13 March 1934, all ships of the Japanese Navy were subject to inspection and renovation of design flaws that would put the ship in danger of capsizing. Renovations were begun on "Jingei" in November 1934 at the Sasebo Naval Arsenal to equip the vessel with new ballast tanks and bilge pumps. As the "Jingei"-class submarine tenders were unable to support the new s, they were reassigned to the Training Fleet around this time, and their duties as submarine tenders were taken up by the new s.
After the Marco Polo Bridge Incident of 7 July 1937, "Jingei" was part of the escort for the convoys transporting the IJA 10th Division to northern China, but took no further combat role in the Second Sino-Japanese War.
On 15 November 1940, in preparation for the coming conflict with the United States, both "Jingei"-class ships were returned to active combat status, replacing "Takasaki" and "Tsuruguzaki", which were then converted to aircraft carriers. "Jingei" was assigned as flagship of the 7th Submarine Squadron, IJN 4th Fleet, and was equipped with a Kawanishi E7K2 reconnaissance floatplane.
Following the start of the Pacific War, "Jingei" participated in the Battle of Wake Island from 8–10 December 1941. On 29 December 1941, she went to the rescue of the submarine , which had run aground on a reef north of Kwajalein. The submarine was a total loss, but all of her crewmen were rescued.
On 14 July 1942, "Jingei" was reassigned to the IJN 8th Fleet based in Rabaul. She was relieved by her sister ship, on 7 November 1943, and was withdrawn back to Japan, arriving at Kure Naval District by the end of the month.
On 12 January 1943, "Jingei" was reassigned to Kure Naval District as a training vessel for the Kure Submarine Warfare School, where she remained for the remainder of the year. On 16 October 1943, she was sent to render assistance to the supply ship , which had been torpedoed off Chichijima. In December, she towed Hull 300 from Kure to Sasebo Naval Arsenal for conversion in the aircraft carrier .
"Jingei" returned to front-line combat status on 1 January 1944 as flagship of Submarine Squadron 41, based at Kure. In summer, her main guns were replaced with 18 Type 96 25-mm antiaircraft guns. She subsequently made three roundtrips to Okinawa as a transport for supplies and reinforcements from 11 August through 18 September 1944. On her fourth mission to Okinawa, on 19 September 1944, she was torpedoed 80 miles northwest of Naha by . She was towed to Okinawa and beached northwest of Naha. On 10 October 1944, the immobile "Jingei" was attacked by Allied aircraft of Task Force 38 launched from and sank in shallow waters at , with the loss of 100 crewmen. "Jingei" officially struck from the navy list on 10 November 1944. In September 1952, she was refloated and towed to Tobata-ku, Kitakyūshū, where her hulk was salvaged for scrap.


Robert Karjel

Robert Karjel (born 25 October 1965) is a Swedish writer of literary thrillers. He was born in Gothenburg, Sweden, and lives in Stockholm. A helicopter pilot, he is a Lt. Colonel in the Swedish Air Force and the only Swedish pilot who has trained with the U.S. Marines.
In May 2015, his novel "The Swede" received a starred review in Publishers Weekly. HarperCollins had purchased the thriller for publication in the U.S. in 2013. Publishers in other ten countries followed suit, including France, Brazil, Israel and Germany. The novel, which has been compared to Homeland (TV series), looks at the complex consequences of the War on Terror. In the UK, the thriller's title is "My Name Is N."
On 31 July 2015, the Guardian online ran his article discussing controversy over a thriller with a bisexual hero. "The Swede" was shortlisted for a 2016 Lambda Literary Award. Booklist listed "The Swede" as one of the Best Crime Novels of 2016.
In 2013, 20th Century Fox Television bought the rights to "The Swede" for adaptation as a TV drama. As of 2015, the series remained under development by Chernin Entertainment and Yellow Bird (company), the Swedish film production company known for "The Girl with the Dragon Tattoo" and its sequels.
Early life.
Karjel grew up in the small city of Örebro, the son of a Swedish mother, Solveig, and an Estonian father, Raivo. His father escaped Estonia as a child at the end of World War II. "Perhaps my mixed Swedish-Estonian background created a permanent inner tension," Karjel wrote in an author profile. "The almost mythic stories of heroism I heard growing up clashed with the dullness of the Swedish suburb where I lived."
Personal life.
In 1987, Karjel traveled to the Amazon jungle, where he lived with Swedish missionaries in a village dependent on the cocaine trade, material he used in his second book, "Shadow of the River." In 1993, he appeared in the Swedish TV version of Fort Boyard (game show), in which he had to arm-wrestle a muscleman, do complex math under pressure, and dive into the ocean to retrieve a key. In 2000, he traveled with his 6-year-old daughter across Egypt's Great Sand Sea, doing research for his third book, "Gospel of the Hanged." He has taken his younger daughter scuba diving in the Red Sea.
Karjel writes his first drafts by hand, in lined notebooks he can carry on military assignments.
Career.
In 2010, Karjel commanded a helicopter squadron on the ship , as part of the EU's Operation Atalanta fighting Somali pirates in the Gulf of Aden. He was interviewed during the mission in a BBC documentary film, "The Trouble with Pirates". From 2011 to 2013, he directed an $800 million program for the Swedish Air Force, procuring Black Hawk helicopters for medivac operations in Afghanistan.
In 2005, he was a Copeland Fellow at Amherst College, where he wrote much of "The Swede." In 2013, he held a writer's residency at Ledig House, Omi International Arts Center, upstate New York.
He lectures frequently on the topic of leadership under pressure. In February 2017, he was named Speaker of the Year in Sweden.


No. 284 Squadron RAF

No. 284 Squadron was a Royal Air Force squadron.
History.
No. 284 Squadron was formed at RAF Gravesend, England on 7 May 1943 from detachments of other air-sea rescue (ASR) squadrons as an air-sea rescue squadron. The squadron moved to RAF Hal Far, Malta in July 1943. The squadron was equipped with the Supermarine Walrus and was responsible for air-sea rescue around Malta. Later the squadron headquarters moved to southern Italy during the Italian Campaign, the squadron providing detachments of aircraft as the campaign proceeded. Detachments of the squadron could so be found on Sicily, Sardinia, Tunisia and southern France. Warwicks were added to the establishment in March 1944 and the following September the Walruses were transferred to No. 293 Squadron RAF and the squadron received some Hurricanes in their place. At the end of the Second World War the squadron disbanded on Corsica at Pomigliano on 21 September 1945.
The squadron reformed at Nicosia, Cyprus on 15 October 1956, equipped with Sycamore HR Mk.14s in the ASR and support helicopter role. In November 1956, some Westland Whirlwind HAR Mk.2s were received and both types were operated until July 1959, when the Sycamores were retired. However, the following month the squadron was disbanded when it was re-numbered to No. 103 Squadron RAF.


Farrukh Gayibov

Farrukh-agha Mammad Kerim-agha oglu Gayibov (; 2 October 1891 — 12 September 1916) was a Russian pilot of Azerbaijani ancestry, and participant in World War I. He is considered to be the first Azerbaijani pilot.
Childhood and youth.
Farrukh's father, Mammad Kerim agha, was as cadet in the 4th Muslim (Azerbaijanis) Life Guards of the Caucasian squadron of the Emperors own convoy, in the 1870s. After the completion of his military service, he was transferred to be a warrant officer of a militia. In subsequent years, Mammad Kerim agha worked as head of the court in Kazakhsky Uyezd of the Elisabethpol Governorate, a police officer at the Dzhevanshirsky Uyezd of Elisabethpol Governorate. On 30 August 1894 Mammad Kerim agha was awarded the Third Class Order of Saint Stanislaus for exceptional military service. His father died before his birth.
Farrukh agha Gayibov was born on 2 October 1891 in the Girag Salahly village of Kazakhsky Uyezd. He was raised by his uncle on his father's side, the prominent academic and public figure Samad agha Gayibov. Farukh agha studied five years at the Russian-Azerbaijan school in his native village, and then he continued his education at Tbilisi Cadet Corps, following Ali-Agha Shikhlinski's advice. After his graduation on 16 June 1910 with honors, he entered Konstantinovskiy Artillery School. He was distinguished for being observant, having courage, and skill with firing guns. There Farrukh agha was awarded a golden watch of the Swiss company "Pavel Bure". Graduating from Artillery School, he was commissioned a second lieutenant and was transferred to the second artillery battalion of the 39th artillery brigade of the 1st Caucasian Army Corps of Jelaus tract, where he was assigned as junior officer of the 4th battery.
Participation in World War I.
Farrukh agha took part in the Caucasus Campaign of World Was I. On 31 August 1915 he was promoted to first lieutenant. On 3 February 1916 Gayibov was sent to the Western Front and attached to the squadron of airships. On 21 May he was assigned as artillery officer of "Ilya Muromets № 16" airship, which had been built by I.I. Sikorsky in Saint Petersburg, a Russo-Balt factory.
On the eve of the war, Russia had the largest air fleet among the belligerents: 244 airplanes in 39 squadrons. By the beginning of the hostilities, there were 221 pilots, 170 officers, 35 lower rank officers and 16 volunteers in the Russian air fleet.
The logistics of the beginning of the war proved to be inefficient with petrol, castor oil, spares, tents and other aviation supplies. Airplanes routinely wrecked in the dry field circumstances, especially with bad weather, when there was scarcity of tents and moveable hangars, usage of areas of little avail for airdromes. After the first months of the war, many squadrons had to be taken back to home to be supplied with new equipment and retrained.
Gayibov was in combat fights on board the "Ilya Muromets № 16" airship, and raided enemy positions.
Last Flight.
On 12 September 1916 a raid was conducted under the command of colonel Brant's General Staff, with an air squadron of two airplanes including the "Ilya Muromets", and 13 instruments. The aim of the raid was Borun, 12 versts from the enemy front line, and a nearest district, where, according to reports, the staff of a German division was based, at the junction of a narrow gauge railway, together with artillery and quartermaster's storehouses and airdrome.
Farrukh's squadron penetrated into Krevo and dropped 100-pound bombs, forcing the enemy to retreat.
Six days later, on 18 September 1916, The Petrogradskiye Izvestiya newspaper wrote: "General headquarters report that our airplanes invaded the enemy's rear in the Western front in Borun-Krevo district. Various posts were exploded by accurate bomb attacks, storehouses of the enemy were set on fire. Transportation facilities, railway stations and automobiles were also destroyed. Farrukh agha Gayibov and his team entered the battle with the enemy and destroyed four German airplanes. After destroying two Albatros airplanes, they fell into enemy's territory and perished".
Awards.
On 8 November 1915 Farrukh agha Gaibov was awarded the Third Class Order of Saint Stanislaus with swords and bow, and on 14 December, the Fourth Class Order of St. Anna with the "For Bravery" legend on it.
In 1916, he was awarded the Second Class Order of Saint Stanislaus with swords. On 26 January 1917 F. Gayibov was awarded the Second Class Order of St. Anna with swords (posthumously). On 14 March he was awarded the Third Class Order of St. Anna. On 25 March, as a lieutenant of 39th artillery brigade who died in air battle with his enemy, Farrukh agha Gayibov was posthumously awarded the Fourth Class Order of St. George.
Memory of the hero.
By tradition of pilots, a note had been thrown down from a German airplane and it is reported that Germans buried the crew of the airplane with military honours.
Recently, the cemetery of the fallen airplane crew was found in a German cemetery in Borun village. Apparently, Russian pilots were reburied in this cemetery in the 1930s, when the Polish government provided German military burials, with the participation of Germans. These words were written on gravestone cross in Polish: «4 NIEZNANYCH ROS.LOTN.25.16», which means: "4 unknown Russian pilots were buried 25.16". The date was written according to the European calendar. The month of burial was missing in the inscription, but it wasn't written on other gravestone crosses, either. There lay the heroes and pilots:
In 1971, Pavel Kutakhov, the Chief Aviation Marshall, was elected as deputy of the Supreme Soviet of the Soviet Union from the Gazakh-Tovuz electoral district. After archival cross-referencing and adjustments, Pavel Kutakhov sent the hero to his motherland. He also arranged for the erection of a monument to the Mig-15 fighter, with a memorial plaque which read: "In memory of the first Azerbaijani pilot Farrukh agha Gayibov". Later, the inscription on the plaque was changed to: "In memory of those killed in the Great Patriotic War".


32nd Combat Communications Squadron

The 32d Combat Communications Squadron (32 CCS) was a United States Air Force combat communications squadron, located at Tinker AFB. They deploy quality communications-computer systems and air traffic services for military operations and emergency missions under hostile and base conditions anytime, anywhere.
Mission.
Provide engineering team and expeditionary communications to support ADVON, initial reception of forces, and "reach forward" deployment of key personnel. Provide communications infrastructure to activate and robust two air expeditionary wings (AEW) with a maximum boots on ground of 3,000 persons each. Provide deployed base information infrastructure across the full spectrum of operations. Provide connectivity for base infrastructure and from base infrastructure to theatre information infrastructure. Provide power and environmental control where these services are not available from host or wing civil engineering. Provide theatre-level services including global broadcast system tactical receive suite, line of sight and intra-theatre information infrastructure. Provide air traffic control services to one AEW.
History.
The 32nd Combat Communications Squadron was activated on July 22, 1988 under special order G-60 from Air Force Communications Command (AFCC). The 32nd Combat Communications Squadron has previously reported to the 552nd Air Control Wing stationed in Tinker Air Force Base, Oklahoma, the 602nd Air Control Wing stationed in Davis-Monthan Air Force Base in Tucson, Arizona, and the Tactical Communications Division headquartered at Langley Air Force Base, Virginia.


Jim Grueneich

James Grueneich is an American politician.
A veteran of the United States Air Force, Grueneich was elected to the North Dakota House of Representatives in 2016.
Grueneich is married and has three children. He is a member of the Benevolent and Protective Order of Elks and the Shriners.


Aerolitoral


List of airlines of Libya

This is a list of airlines currently operating in Libya.


List of Aeroflot destinations

The history of Aeroflot can be traced back to , when the Council of Labour and Defence passed a resolution to create the Civil Air Fleet of the USSR, amalgamating all pioneer airlines to form Dobrolet on . Operations started on linking Moscow and Nizhny Novgorod, becoming the first regular services of the country. The name "Aeroflot" was adopted in 1932 after the reorganisation of Dobrolet. By the end of the 1930s the carrier had the following routes in operation: Kharkiv–Kyiv, Kharkiv–Odessa, Kyiv–Odessa, Kyiv–Rostov–Mineralnye Vody, Kyiv–Simferopol, Moscow–Leningrad, Moscow–Minsk, Moscow–Odessa, Moscow–Sochi, Moscow–Kuybishev, Moscow–Baku–Tbilisi, Moscow–Simferopol, Moscow–Stalingrad–Astrakhan, Tbilisi–Sukhumi, Tbilisi–Yerevan, Kutasi–Mestia and Sukhumi–Sochi. Aeroflot's route network was long by 1950.
By , the carrier operated an extensive domestic and international network that included Accra, Amsterdam, Bamako, Brussels, Cairo, Conakry, Copenhague, Delhi, Djakarta, Havana, Helsinki, Kabul, Karachi, Khartoum, London, Paris, Rabat, Rangoon, Stockholm and Vienna; routes to Algiers, Baghdad, Brazzaville, Colombo, Nicosia, Teheran and Tunis, all of them inaugurated in 1964, were also flown. At , Aeroflot had amassed a route network that was long, a quarter of which covered international destinations. At this time, the carrier had agreements with countries but it only served of them, including destinations.
Once the world's largest carrier, Aeroflot did not restrict its operations to the transportation of passengers, but monopolised all civil aviation activities within the Soviet Union. Apart from passenger transportation that covered a domestic network of over 3,600 villages, towns and cities, activities undertaken by the airline that were labelled as "non-transport tasks" included agricultural work, ice reconnaissance, anti-forest fire patrol, and aeromedical services, among many others. The former monopolistic "AeroflotSoviet Airlines" entered a new era following the dissolution of the USSR, when it shrank dramatically as it was split into several regional companies throughout the Commonwealth of Independent States in . It was gradually reorganised and renamed "AeroflotRussian International Airlines (ARIA)". In mid-2000, the name of the company was changed to simply .
At , Moscow Sheremetyevo was the carrier main base; the airport was also one of its hubs, along with Novosibirsk, St Petersburg and Vladivostok, from where it operated scheduled international services to Accra, Amman, Amsterdam, Ankara, Antalya, Athens, Baku, Bangkok, Barcelona, Beijing, Beirut, Belgrade, Berlin, Bishkek, Bourgas, Bratislava, Brussels, Bucharest, Budapest, Cairo, Calcutta, Casablanca, Chicago, Colombo, Conakry, Copenhagen, Cotonou, Dakar, Damascus, Delhi, Dhaka, Dnipropetrovsk, Dubai, Dublin, Düsseldorf, Frankfurt, Geneva, Gothenburg, Hamburg, Hanoi, Hanover, Havana, Helsinki, Ho Chi Minh City, Hong Kong, Istanbul, Jakarta, Karachi, Karlovy Vary, Kathmandu, Kaunas, Kyiv, Kuala Lumpur, Lagos, Larnaca, Lima, Lisbon, Ljubljana, London, Los Angeles, Luanda, Luleå, Luxembourg, Lyon, Madrid, Mahe Island, Male, Malta, Manila, Mexico City, Miami, Milan, Montreal, Mumbai, Munich, Nagoya, New York, Nice, Niigata, Osaka, Oslo, Paphos, Paris, Prague, Riga, Rome, Rovaniemi, Salzburg, San Francisco, São Paulo, Seattle, Seoul, Shanghai, Shannon, Sharjah, Shenyang, Simferopol, Singapore, Skopje, Sofia, Stockholm, Tbilisi, Tehran, Thessaloniki, Tivat, Tokyo, Toronto, Tripoli, Tromsø, Tunis, Ulaanbaatar, Varna, Venice, Vienna, Vilnius, Warsaw, Washington, Yerevan, Zagreb and Zurich, and domestic flights to Adler/Sochi, Anapa, Arkhangelsk, Belgorod, Bratsk, Ekaterinburg, Irkutsk, Kaliningrad, Khabarovsk, Krasnodar, Murmansk, Naryan-Mar, Nizhnevartovsk, Nizhniy Novgorod, Omsk, Petropavlovsk-Kamchatsky, Rostov, Samara, Volgograd and Yuzhno-Sakhalinsk.
List.
Following is a list of destinations the carrier flies to, , according to its passenger and cargo schedules. Terminated destinations once served by Aeroflot within the era are also included.


Emirates subsidiaries

Emirates Airline has diversified into related industries and sectors, including airport services, event organization, engineering, catering, and tour operator operations. Emirates has 4 subsidiaries, and its parent company has more than 50.
Subsidiaries.
Emirates has over 6 subsidiaries and associates, which include:
Congress Solutions International.
The company is a subsidiary of Emirates providing administrative support, managing data, and coordinating third party suppliers such as venues, catering, and accommodation. It deals with conferences and provides support to delegates, as well as providing leisure and recreational activities for visiting delegates.
CSI has hosted large events such as the Global Travel and Tourism Council, which around 1,300 delegates attended. It also hosted on behalf of the World Economic Forum and the government of Dubai, a summit on the Global Agenda attended by 700 business, government and academia representatives.
Arabian Adventures.
Arabian adventures is a subsidiary of Emirates, and organises tours, safaris and other activities across the UAE.
Emirates Holidays.
Emirates Holidays is the tour operating arm of Emirates.
Emirates Holidays top destinations are Dubai, Malaysia, Thailand, the Maldives and Mauritius.
Emirates Tours.
Is the official tour operator of Emirates providing holiday packages, special vacation offers to passengers travelling on Emirates.
Emirates hotels and resorts.
As of 1 November 2007, the Emirates Group has launched the first of the Emirates Hotels & Resorts Residences with The Harbour Hotel & Residence. This is a hotel and residential tower located in Dubai Marina. It is the first of six international properties expected to open in 2008.
Emirates Destination and Leisure Management.
Destination and Leisure Management manage The Emirates Group portfolio of hotels, serviced apartments, spas and business conference facilities. The portfolio includes the "Emirates Al Maha Desert Resort".


Heathrow Terminal 4

Heathrow Terminal 4 is an airport terminal at Heathrow Airport, the main airport serving London, England, situated to the south of the southern runway, next to the cargo terminal. It is connected to Heathrow Terminals 2 and 3 by the vehicular Heathrow Cargo Tunnel, and by rail with the Heathrow Terminal 4 tube and Heathrow Terminal 4 railway stations.
The terminal was temporarily closed in 2020.
Built at a cost of £200 million, Terminal 4 was opened by the Prince and Princess of Wales on 1 April 1986. British Airways was the main airline operating from the terminal from 1986 until its move to Terminal 5 on 29 October 2009, eventually making Terminal 4 the Heathrow base for airlines of the SkyTeam airline alliance.
Overview.
Terminal design.
The terminal was initially designed as a facility for short-haul 'point-to-point' traffic, to compensate for its relatively long distance from the airport's central terminal area (CTA). The layout of the terminal, with passenger boarding gates very close to the check-in and security halls, was designed to facilitate rapid movement of passengers through the building (a requirement for short-haul, business-focused flights). Upon opening, it boasted other innovations including the complete segregation of arriving and departing passengers and a departure concourse over long.
Lord King, then Chairman of British Airways, demanded that Terminal 4 be solely for the use of British Airways to fulfill the airline's ambition of hosting all its flights in one terminal (an ambition that still has not been achieved even with the opening of Terminal 5 in 2008). A similar demand was made on the North Terminal at Gatwick.
Terminal 4's distance from the CTA and design were ill-suited for British Airways' long-haul operations and could be seen as a contributor to the airline's dire operational performance, particularly in the years up to Terminal 5's opening in 2008. For example, passengers had to transfer between Terminal 4 and the CTA by bus rather than by a short moving walkway (as between Terminals 1 and 3 for example) and once inside Terminal 4, the gate areas are not large enough for the 400+ passengers waiting to board the waiting Boeing 747s. Passengers' baggage also had to make the trip by van, sometimes resulting in the luggage being mislaid, although this problem was somewhat alleviated in the late 1990s by the construction of an automated transfer tunnel between the CTA and Terminal 4.
Improvements and renovations.
Following the transfer of most of British Airways' flights to Terminal 5 during 2008, Terminal 4 underwent a £200m upgrade to enable it to accommodate 45 airlines and serve as the base for the SkyTeam airline alliance. The departures forecourt has been upgraded to reduce traffic congestion and improve security and an extended check-in area opened in late 2009. Most internal areas of the terminal were renovated between 2009 and 2014, whilst a new SkyTeam Alliance passenger lounge for premium passengers opened in 2009, more recently followed by the Etihad Airways Lounge. A Malaysia Airlines Golden Lounge, Gulf Air Golden Falcon Lounge, Qatar Airways Premium Lounge and Plaza Premium Lounge have all opened since 2010. Two new stands to accommodate the Airbus A380 were constructed in 2009, and a further two opened in 2015. A new baggage system has also been installed. Refurbishment of the arrivals areas is ongoing as of early 2016.
Closure during the COVID-19 pandemic.
In 2020, all flights from Terminal 4 were suspended as a result of the COVID-19 pandemic. Consequently, rail and tube services to Terminal 4 station were withdrawn; TfL Rail services were diverted to T5. Heathrow also closed one of its runways in response to the drop in flights.
Usage.
SkyTeam.
All SkyTeam members with operations at Heathrow fly from Terminal 4, with the exceptions of Middle East Airlines and Delta Air Lines which use Terminal 3. The latter vacated to Terminal 3 on 14 September 2016 to ease connections with partner Virgin Atlantic.
Oneworld.
Three Oneworld members fly out of Terminal 4, Malaysia Airlines, Royal Air Maroc and Qatar Airways. All have joined the alliance since moving to Terminal 4. Sri Lankan Airlines formerly operated from Terminal 4 but shortly after it joined Oneworld in 2014 it transferred its flights to Terminal 3.
Star Alliance.
No Star Alliance airlines currently have presence in Terminal 4.
Previously, Air India moved its flights to Terminal 2 on 25 January 2017 after joining Star Alliance in 2014. United Airlines also previously operated from this terminal until it moved to Terminal 2 on 4 June 2014.
Non-aligned.
The principal non-aligned airlines are Etihad Airways, Royal Brunei Airlines, El Al, Gulf Air and Oman Air.
Ground transportation.
Road links.
Terminal 4 is accessed from Junction 14 of the M25 motorway via the A3113 and then the Southern Perimeter Road. It is also accessible from Central London via the M4, exiting at Junction 3. There is a short stay car park directly opposite the terminal and a long stay car park on the other side of the twin rivers.
Rail links.
Terminal 4 is served by Heathrow Terminal 4 Underground station on the London Underground's Piccadilly line and by Heathrow Express trains at Heathrow Terminal 4. Heathrow Express provides a free shuttle service to Heathrow Central station. At Heathrow Central, passengers can change for free services to Terminal 5, and also for the main Heathrow Express service to Paddington or the TfL Rail (formally Heathrow Connect) stopping service. As of February 2019, a standard adult single ticket to Paddington on Heathrow Express is £25.00 (£22.00 off-peak) if purchased before travel, or £27.00 if purchased on the train.
The Piccadilly line has up to six trains per hour (about every 10 minutes) in the direction of Cockfosters via central London. Trains to central London run via Heathrow Terminals 2 & 3. They may wait at Heathrow Terminal 4 for up to eight minutes. Although the journey takes longer, fares are much cheaper than on the Heathrow Express service. As of February 2019, adult single fares to central London stations range from £3.10 to £6.00, depending on the time of day and whether or not a contactless payment card (including the Oyster card or Tfl Oyster App) is used.
Bus links.
Terminal 4 is served by some local buses, coach services and car parking.


Malaysia Airlines fleet

Malaysia Airlines operates a fleet of Boeing 737 narrow-body jet airliners, while Airbus A330, Airbus A350 and Airbus A380 widebody aircraft are used for its long haul operations.
Current fleet.
, the Malaysia Airlines fleet consists of the following aircraft:
Aircraft types.
Airbus A330-200.
Malaysia Airlines has leased six Airbus A330-200s, used for several high-demand medium haul routes. The aircraft are secondhand and have kept the configuration of their previous operator (Air Berlin), this being 19 Business Class seats and 268 Economy Class seats. The airline previously operated five 'older generation' A330-200s between 2003 and 2013.
Airbus A330-300.
Malaysia Airlines' Airbus A330-300 fleet is used to fly medium-to-long-haul routes. They are painted in the new livery and are also equipped with enhanced in-flight features, as part of the airline's fleet renewal programme. The first of these new A330s arrived in 2011.
Malaysia Airlines previously operated 13 'older generation' A330-300s, receiving its first in 1995. All of them have since been phased out of the fleet.
Airbus A350-900.
Malaysia Airlines began taking delivery of six Airbus A350-900 aircraft which is leased from Air Lease Corporation in 2017 to replace the ageing Boeing 777-200ER fleet and was the first A350-900 operator to offer First Class. They are configured to accommodate 4 seats in First Class, 35 seats in Business Class and 247 seats in Economy Class (286 seats in total) after MAB CEO, Peter Bellew said premium economy seats "would erode our business product and revenues". On 12 December 2018, First Class was rebranded as Business Suite Class.
Airbus A380-800.
Malaysia Airlines signed a contract with Airbus to purchase six Airbus A380s in 2003 to replace the aging Boeing 747-400 fleet, which has been operated since 1990. The airline expected to receive its first Airbus A380 in 2007, but delivery was delayed due to manufacturing problems. On 3 October 2006, upon completion of a review of the A380 program, the deliveries were pushed approximately two years back to 2009.
Malaysia Airlines and Airbus agreed on compensation and a new schedule for the deliveries on 31 March 2008, considering new overall plans of the airline, with the deliveries to be made in 2011. However, Airbus postponed the delivery of the first A380 for the second time.
The first A380 was delivered in May 2012. and featured an all-new livery to highlight the airline's 'wau' kite design element. The first A380 commercial flight commenced on 1 July 2012 flying from Kuala Lumpur to London, with Kuala Lumpur - Sydney flights following on 25 September 2012. The airline completed deliveries of all six A380s in March 2013, with the last being the 100th A380 produced.
The A380 has 8 seats in first class at the front of the lower deck, 66 business class seats on the upper deck and a total of 420 economy seats across both decks, with 350 on the lower deck and 70 upstairs. Children under 12 are not allowed to travel in the upper deck economy cabin. Malaysia Airlines originally wanted to introduce Premium Economy class into the A380, but more Economy Class seats were fitted instead.
On 30 April 2015, it was announced that Malaysia Airlines would seek to sell or lease out all six of its Airbus A380s due to its ongoing financial crisis. It has since decided to keep the A380s in service.
On 12 December 2018, First Class was rebranded as Business Suite Class.
From September to October 2019, Due to Thomas Cook announcing bankruptcy, Malaysia Airlines ran one of its Airbus A380 back and forth between Manchester and Mallorca, bringing back stranded holidaymakers.
Boeing 737-800.
The first order for the 737-800 was first announced at the Farnborough Air Show on 16 July 2008. In February 2009, Malaysia Airlines received two leased 737-800s in advance of its aircraft. Boeing 737-800s currently account for the majority of aircraft under Malaysia Airlines and are primarily assigned to flights to regional Southeast Asian and domestic destinations.
Historical fleet.
Malaysia Airlines and its predecessor companies have flown the following aircraft types in the past:


RCAF Station Parent

RCAF Station Parent was a Canadian early warning radar station and formed part of the Pinetree Line air defence network. Ground was broken in 1951, and by 1954 the station was operational. 14 Aircraft Control & Warning (AC&W) Squadron was the lodger unit operating the facility. In 1963 the station was moved to Semi-Automatic Ground Environment (SAGE) operation; in 1964 it closed, as it was deemed redundant with more powerful radar stations coming online in the sector.
Present day.
Nothing remains of the operational installation other than the foundations, guard rails, and paved parking lot at the top of the mountain. A communications antenna has been erected at the site of the original operations building. Some of the buildings at the domestic site below, where station personnel lived, are still inhabited. Supporting buildings such as the hospital, sewage treatment facility, and mess hall have long been demolished and removed; only their foundations remain.


Gordon Alchin

His Honour Gordon Alchin (January 1894 – 14 May 1947) was a British poet, airman, judge and Liberal Party politician.
Background.
Alchin was born the son of Alfred Head Alchin of Rusthall, Kent. He was educated at Tonbridge School and Brasenose College, Oxford. He was a Junior Hulme Scholar, BNC 1913. His education was interrupted by war. After demobilisation in 1919 he returned to his studies at Oxford. In 1920 he was a Senior Hulme Scholar, BCL, MA, Eldon Scholar. In 1924 he married Sylvia Wrensted. They had one son and one daughter. She died in 1939.
Professional career.
Alchin served during World War I, from 1914–15, as a Second lieutenant in the Royal Field Artillery at Flanders. In 1915 he joined the Royal Flying Corps and served until 1917 with the Australian Flying Corps. In 1922 he was called to the bar by Middle Temple. As a barrister he practised at Common Law and Commercial Bar until 1940. In 1940 he joined the Royal Air Force Voluntary Reserve. From 1940-45 he served as a County Court judge on Circuit No. 38 Edmonton. In 1945 he served as a County Court judge on Circuit No. 40 Bow until his death.
Political career.
Alchin was Liberal candidate for the Tonbridge division of Kent at the 1929 General Election. Tonbridge was a safe Unionist seat where the Liberals had been pushed into third place at the previous general election. He was able to increase the Liberal vote share and win back second place. He did not stand for parliament again.
Writing.
Alchin wrote verse and short stories. He was one of the poets who contributed to The Muse in Arms, an anthology of British war poetry published in November 1917 during World War I.


Santos Dumont Explaining His Air Ship to the Hon. C.S. Rolls

Santos Dumont Explaining His Air Ship to the Hon. C.S. Rolls is a short film made using a sequence of frames that shows the Brazilian inventor and pioneer aviator Alberto Santos-Dumont explaining the operation of his airship to Charles Rolls, the future founder of Rolls-Royce. It was filmed while Santos-Dumont visited London between 22 and 28 November 1901 and was screened on 3 December the same year, at London's Palace Theatre.
The film was produced in 1901 by the British arm of the American Mutoscope & Biograph Company and its duration, at the speed of thirty frames per second, was 43 seconds and 26 frames. The footage was probably directed and photographed by William Kennedy Dickson at the British Mutoscope & Biograph studio.
It is believed that, in the filming, Santos Dumont would be showing Rolls the operation of the airship, since the Brazilian inventor was in the British capital between November 22 and 28, 1901, to receive a tribute from the Aeroclub of the United Kingdom for the conquest of the Deutsch de la Meurthe Prize, given for the circumvention of the Eiffel Tower, held by Dumont on October 19 of the same year.
The film was thought to be lost for many years, until it was found inside a Mutoscope that was in a room of the Museu Paulista of the University of São Paulo. The Mutoscope, with the inventory number 1-13888-0000-0000, belongs to the Santos Dumont Collection, which was donated by the aviator's family in 1935. There were 1,322 photographic cards inside the Mutoscope, of which 658 had images.
In addition to the object and the images, the short film is also very relevant in the cinematographic sphere, because it raises questions concerning the history of cinema, since it relates to techniques used in the cinema precisely at the turn between the 19th and 20th centuries.
From discovery to restoration.
Discovery.
In 2002, USP researcher Carlos Adriano found a reel of 1,339 photographic cards - 658 cards with image and 681 white or black cards - in the collection of the Museu Paulista of the University of São Paulo, without title identification, authorship, date, place or production process. The only information available was his tumble number in the Santos Dumont Collection of the Museu Paulista. The object was catalogued as a "cinedoscope" in the database. In the Dossier of the Collection, it read: "kinedoscope reel with series of photos of Santos Dumont in his office - check". The only informative reference found in the Museum's collection, besides an episodic mention of a lost cut from "Jornal de Notícias", was the record in the donation inventory (1935) of the family of Santos Dumont, which classifies the piece as a "cinematographic wheel". Both names (cinedoscope and film wheel) were wrong.
Identification.
Through the crossing of excavated data and extensive consultations with Paul C. Spehr, retired curator of the Library of Congress in Washington and an expert on early cinema, it was possible to identify the film that originated the reel of photographs found at the Museu Paulista: Spehr reported that his notes on the projection of the film-mutoscope of Santos Dumont came from a research by Luke McKernan, a British early cinema researcher, on the exhibition programs of the "Palace Theatre in London". In an evening session on December 3, 1901, it was shown, among other films, "Santos Dumont explaining his air ship to the Hon. C. S. Rolls".
Restoration.
The piece was restored. The reel (which was broken) was dismantled, the cards were scanned, and the tiff files of the images were edited in a digital video editing program, being reordered in sequence and its position in the frame fixed, in order to produce a continuous movement: the photographs of the reel were converted into photograms, reconstituting its cinematographic nature.
Carlos Adriano classified the restored film as a "singular object from the beginning of cinema, with no equivalence in Brazilian history", calling it "the rare moving record of Santos Dumont".


Bayu Indonesia

Bayu Indonesia (Indonesian: PT Bayu Indonesia Air) was an airline which exists in Indonesia. The airline has ceased operating after the airline's licence was frozen.
Aircraft.
Bayu Indonesia had 1 Boeing 707-321, 2 Boeing 737-209 (A), 1 Boeing 737-2Q8 (A) and 2 Canadair CL-44, and 2 DC-6A. Currently, PK-BYA (Boeing 737-209 A) is Kartika Airlines, PK-BYD (Boeing 737-2Q8 A) is Indonesian Air Force, PK-BYX (Boeing 737-209 A) is Transmile Air Service.


Ramagundam Airport

Ramagundam Airport is a proposed airport located at Kesoram Cement Factory in Basanth Nagar serving the city of Ramagundam, in the Indian state of Telangana. The existing airstrip was served by Vayudoot in the 1980s until the airline was shut down. Currently, the Telangana State Government intends to further develop the airport.
History.
The airstrip spread over at Kesoram Cement Factory was originally used the founders of the factory. In the 1980s, Vayudoot used to serve the airport.
In 2008, the Government of undivided Andhra Pradesh invited for expressions of interest to develop eight minor airports in the state, including an airport at the existing Ramagundam airstrip. Each airport was expected to cost . The airports were to be built in . The construction of this airport was chosen because Ramagundam has an industrial potential with one of the largest thermal power plants run by NTPC.
In July 2009, the government has scrapped the plans as no companies posted bids for the construction of the airport. The companies sought the construction to be infeasible due to low expectation of revenues. In October 2009, the government has planned to invite fresh bids for 4 airports including Ramagundam airport, to be constructed in . The government has offered additional incentives including exemption from value added taxes and waiver of lease rentals for the first seven years once the airport is operational.
In August 2020, Airports Authority of India (AAI) has sought details about six proposed airports including this airport in the state of Telangana. AAI would be conducting a survey for the feasibility of constructing these airports, both infrastructure-wise and in terms of commercial returns.


List of airlines of Slovakia

This is a list of airlines currently operating in Slovakia.


Aircraft diesel engine

The aircraft diesel engine or aero diesel is a diesel-powered aircraft engine. They were used in airships and tried in aircraft in the late 1920s and 1930s, but never widely adopted beyond this. Their main advantages are their excellent specific fuel consumption, the reduced flammability and somewhat higher density of their fuel, but these have been outweighed by a combination of inherent disadvantages compared to gasoline-fueled or turboprop engines. The ever-rising cost of avgas and doubts about its future availability have spurred a resurgence in aircraft diesel engine production in the early 2010s.
Using diesel engines in aircraft is additionally advantageous from the standpoint of environmental protection as well as the protection of human health, since the tetraethyllead antiknock ingredient of avgas has long been known to be highly toxic as well as polluting.
Development.
Early diesel aircraft.
A number of manufacturers built diesel aero engines in the 1920s and 1930s; the best known were the Packard air-cooled radial, and the Junkers Jumo 205, which was moderately successful, but proved unsuitable for combat use in World War II. The Blohm & Voss BV 138 trimotor maritime patrol flying boat, however, was powered with the more developed Junkers Jumo 207 powerplant, and was more successful with its trio of diesel Jumo 207s conferring upwards of a maximum 2,100 km (1,300 mile) combat radius upon the nearly 300 examples of the BV 138 built during World War II.
The first successful diesel engine developed specifically for aircraft was the Packard DR-980 radial diesel of 1928–1929, which was laid out in the familiar air-cooled radial format similar to Wright and Pratt & Whitney designs, and was contemporary with the Beardmore Tornado used in the R101 airship. The use of a diesel had been specified for its low fire risk fuel. The first successful flight of a diesel powered aircraft was made on September 18, 1928, in a Stinson model SM-1DX Detroiter registration number X7654. Around 1936 the heavier but less thirsty diesel engines were preferred over gasoline engines when flight time was over only 6–7 hours.
Entering service in the early 1930s, the two-stroke Junkers Jumo 205 opposed-piston engine was much more widely used than previous aero diesels. It was moderately successful in its use in the Blohm & Voss Ha 139 and even more so in airship use. In Britain Napier & Son license-built the larger Junkers Jumo 204 as the Napier Culverin, but it did not see production use in this form. A Daimler-Benz diesel engine was also used in Zeppelins, including the ill-fated LZ 129 Hindenburg. This engine proved unsuitable in military applications and subsequent German aircraft engine development concentrated on gasoline and jet engines.
The Soviet World War II-era four-engine strategic bomber Petlyakov Pe-8 was built with Charomskiy ACh-30 diesel engines; but just after the war's end, both its diesels, and gasoline-fueled Mikulin inline V12 engines for surviving Pe-8 airframes were replaced with Shvetsov-designed radial gasoline engines because of efficiency concerns. The Yermolaev Yer-2 long-range medium bomber was also built with Charomskiy diesel engines.
Other manufacturers also experimented with diesel engines in this period, such as the French Bloch (later Dassault Aviation), whose MB203 bomber prototype used Clerget diesels of radial design. The Royal Aircraft Establishment developed an experimental compression ignition (diesel) version of the Rolls-Royce Condor in 1932, flying it in a Hawker Horsley for test purposes.
Postwar development.
Interest in diesel engines in the postwar period was sporadic. The lower power-to-weight ratio of diesels, particularly compared to turboprop engines, weighed against the diesel engine. With fuel available cheaply and most research interest in turboprops and jets for high-speed airliners, diesel-powered aircraft virtually disappeared. The near-death of the general aviation market in the 1990s saw a massive decline in the development of any new aircraft engine types.
Napier & Son in Britain had developed the Napier Culverin, a derivative of the Junkers Jumo 205, before World War II, and took up aero diesel engines again in the 1950s. The British Air Ministry supported the development of the Napier Nomad, a combination of piston and turboprop engines, which was exceptionally efficient in terms of brake specific fuel consumption, but judged too bulky and complex and canceled in 1955.
Modern developments.
Several factors have emerged to change this equation. First, a number of new manufacturers of general aviation aircraft developing new designs have emerged. Second, in Europe in particular, avgas has become very expensive. Third, in several (particularly remote) locations, avgas is harder to obtain than diesel fuel. Finally, automotive diesel technologies have improved greatly in recent years, offering higher power-to-weight ratios more suitable for aircraft application.
Certified diesel-powered light planes are currently available, and a number of companies are developing new engine and aircraft designs for the purpose. Many of these run on readily available jet fuel (kerosene), or on conventional automotive diesel.
Simulations indicate lower maximum payload due to the heavier engine, but also longer range at medium payload.
Applications.
Airships.
The zeppelins LZ 129 "Hindenburg" and LZ 130 "Graf Zeppelin II" were propelled by reversible diesel engines. The direction of operation was changed by shifting gears on the camshaft. From full power forward, the engines could be brought to a stop, changed over, and brought to full power in reverse in less than 60 seconds.
Nevil Shute Norway wrote that the demonstration flight of the airship R100 was changed from India to Canada, "when she got petrol engines, because it was thought that a flight to the tropics with petrol on board would be too hazardous. It is curious after over twenty years to recall how afraid everyone was of petrol in those days (c. 1929), because since then aeroplanes with petrol engines have done innumerable hours of flying in the tropics, and they don't burst into flames on every flight. I think the truth is that everyone was diesel-minded in those days; it seemed as if the diesel engine for aeroplanes was only just around the corner, with the promise of great fuel economy".
Hence, the ill-fated diesel-engined R101 — which crashed in 1930 — was to fly to India, though her diesel engines had petrol starter engines, and there had only been time to replace one with a diesel starter engine. The R101 used the Beardmore Tornado aero diesel engine, with two of the five engines reversible by an adjustment to the camshaft. This engine was developed from an engine used in railcars.
Certified engines.
Technify Motors.
Continental Motors, Inc. subsidiary Technify Motors GmbH of Sankt Egidien, Germany, is the new TC holder of the Thielert TAE 110 certified by the EASA on 8 March 2001, a 4-cylinder, four stroke engine with common rail direct injection, turbocharger, 1:1.4138 reduction gearbox and FADEC producing at takeoff at 3675 rpm and continuously at 3400 rpm for .
The TAE 125-01, certified 3 May 2002, is the same with a 1:1.689 gearbox, weighs and outputs maximum at 3900 rpm, like the later TAE 125-02-99 certified on 14 August 2006, then the TAE 125-02-114 on 6 March 2007 for at 3900 rpm, and the TAE 125-02-125 outputting at 3400 rpm for .
The Centurion 4.0 is a four stroke 8‐cylinder, with common rail, 2 turbochargers, 1:1.689 reduction gearbox, propeller governor and FADEC weighting and certified on 26 September 2007 for up to maximum, continuous at 3900 rpm. The centurion 4.0 V8 has not been certified for installation in any airframes.
EASA certified on 20 June 2017, the Centurion 3.0 is a four stroke V6, also with common rail, turbocharger, Electronic Engine Control Unit (EECU) and 1 : 1.66 reduction gearbox, weighting and outputting 221 kW (300 HP) at take‐off, 202 kW (272 HP) continuously, both at 2340 propeller RPM.
Thielert.
Thielert, based in German Lichtenstein, Saxony was the original TC holder of the 1.7 based on the Mercedes A-class turbo diesel,
running on diesel and jet A-1 fuel.
It was certified for retrofitting to Cessna 172s and Piper Cherokees, replacing the Lycoming O-320 Avgas engine.
The of the 1.7 engine is similar to the O-320 but its displacement is less than a third and it achieves maximum power at 2300 prop RPM instead of 2700.
Austrian aircraft manufacturer Diamond Aircraft Industries offered its single-engine Diamond DA40-TDI Star with the 1.7 engine, and the Diamond DA42 Twin Star with two, offering a low fuel consumption of .
Robin Aircraft also offered a DR400 Ecoflyer with the Thielert engine.
In May 2008, Thielert went bankrupt and although Thielert's insolvency administrator, Bruno M. Kubler, was able to announce in January 2009 that the company was "in the black and working to capacity," by then Cessna had dropped plans to install Thielert engines in some models, and Diamond Aircraft has now developed its own in-house diesel engine : the Austro Engine E4.
Several hundred Thielert-powered airplanes are flying.
SMA Engines.
SMA Engines, located in Bourges, France, have designed the SMA SR305-230: a direct drive four-stroke, air and oil-cooled, turbo-diesel of four horizontally opposed cylinders displacing with an electronically controlled mechanical pump fuel injection, it obtained EASA certification on 20 April 2001 for at 2200 rpm, weighting .
A SR305-260 was certified in February 2019.
The SR305-230 obtained US FAA certification in July 2002. It is now certified as retrofit on several Cessna 182 models in Europe and the US, and Maule is working toward certification of the M-9-230. SMA's engineering team came from Renault Sport (Formula 1) and designed it from the ground up.
SMA develops a six cylinder version, the SR460. At AERO Friedrichshafen 2016, SMA debuted a high power density engine demonstrator : a 135 hp (100 kW), 38-cubic-inch (0.62 liter) single cylinder four-stroke for 215 hp (160 kW) per liter, scalable from and up to 1.5 hp/lb. (2.5 kW/kg) power density with a specific fuel consumption of 0.35 lb/hp/hr (210 g/kwh).
Austro Engine.
Austro Engine GmbH, based in Wiener Neustadt, Austria had the E4 engine certified by EASA on 28 January 2009.
It is a 4-cylinder, 1991 cm³ four stroke engine with common rail direct injection, turbocharger, 1:1.69 reduction gearbox and an Electronic Engine Control Unit. It produces at Take-off and continuously, at 2300 propeller RPM for .
The same weight E4P was certified on 26 March 2015 for at Take-off at the same speed, and continuously at 2200 propeller RPM.
In 2011, Austro Engine was developing a 6-cylinder in cooperation with Steyr Motors, based on their block, to be used in the Diamond DA50.
DieselJet.
DieselJet s.r.l. of Castel Maggiore, Italy, had its TDA CR 1.9 8V EASA certified on 11 June 2010 : a liquid cooled, 4 cylinder, 4 stroke, 8 valve engine, with a turbocharger and Common Rail injection, a 1:0.644 reduction gearbox and dual FADEC, it produces 118 kW (160 hp) at take-off and 107 kW (146 hp) continuously at 2450 propeller RPM for . The TDA CR 2.0 16V, certified 8 March 2016, is a 16 valve engine with a 1:0.607 reduction ratio and a similar configuration, producing 142 kW (193 hp) continuous and 160 kW (217.5 hp) at take-off at 2306 propeller RPM for . In 2016, DieselJet was developing a TDA CR 3.0 24V.
Continental Motors.
Continental Motors, Inc. of Mobile, Alabama, received on December 19, 2012, a type certification for its Continental CD-230 under the official TD-300-B designation: a turbocharged 4-stroke direct drive flat four air-cooled engine of , with direct fuel injection and electronic control unit with a mechanical back-up, outputting continuously at 2200 RPM for 431 lb (195.5 kg) dry. It is developed from the SMA SR305-230.
RED Aircraft.
RED Aircraft GmbH of Adenau, Germany, obtained EASA type certification on 19 December 2014 for its RED A03 V12 four stroke, with common rail, turbocharger, 1:1.88 reduction gearbox and single lever FADEC/EECS, outputting 368 kW (500 hp) at take-off at 2127 propeller RPM and 338 kW (460 hp) at 1995 propeller RPM continuously for dry.
The RED A05 is a 3550cc V6 preliminary design, outputting at takeoff at 2127 propeller RPM and continuously at 1995 propeller RPM, with a best brake specific fuel consumption.
Experimental engines.
A number of other manufacturers are currently developing experimental diesel engines, many using aircraft-specific designs rather than adapted automotive engines. Many are using two-stroke designs, with some opposed-piston layouts directly inspired by the original Junkers design.
Diesel Air Limited, Wilksch and Zoche have all had considerable problems bringing their prototype designs into production, with delays running into several years. The Diesel Air Limited-powered airship is no longer registered by the Civil Aviation Authority in the UK.
Two-stroke.
Wilksch Airmotive, a British company, is developing a three-cylinder two-stroke diesel (WAM-120) and is working on a four-cylinder design (WAM-160). In 2007 Wilksch claimed that they had completed multiple tests on the WAM-100 LSA in accordance with ASTM F 2538 – the WAM-100 LSA is a derated WAM-120. Wilksch originally showed a two-cylinder prototype alongside the three- and four-cylinder models. In April 2008 IndUS Aviation introduced the first diesel light-sport aircraft with a WAM 120 having flown 400 hours on a Thorp T211 in England for the past four years.
By mid-2009, approximately 40 WAM-120 units had been sold, with around half currently flying. The British owner of a VANS RV-9A fitted with a WAM-120 reports getting TAS at on 15 litre/hr of Jet A-1 fuel.
A Rutan LongEz canard-pusher (G-LEZE) has also flown with the WAM-120 engine with test flights showing a TAS of at and 22 litre/hr. At economy cruise of at the fuel consumption is , giving a range of .
DeltaHawk Engines, an American company, is currently developing three V-4 designs of 160, 180 and , the latter two versions being turbocharged. Using a ported two-stroke design, they have also flown a prototype engine in a pusher configuration. Velocity aircraft are claiming delivery of non-certified engines since 2005 and hope to achieve certification early in 2011. DeltaHawk engines have a dry oil sump, so they can run in any orientation: upright, inverted or vertical shaft by changing the location of the oil scavenge port. They can also run counter-rotation for installation in twins to eliminate the critical engine issue.
A water-cooled DeltaHawk engine has been successfully fitted to a Rotorway helicopter, weighing the same as an air-cooled petrol engine of similar power and being capable of maintaining that power to 17,000 feet.
GAP Diesel Engine is a NASA development.
With the branding Zoche aero-diesel, the company "Michael Zoche Antriebstechnik" in Munich/Germany has produced a prototype range of three radial air-cooled two-stroke diesel aero-engines, comprising a V-twin, a single-row cross-4 and a double-row cross-8.
A Zoche engine has run successfully in wind tunnel tests. Zoche seem barely closer to production than they were a decade ago.
Andy Higgs' Advanced Component Engineering designed a step piston V12 weighing 665 lb /302 kg with the reduction gearbox to replace low-end, PT6s like in the Cessna Caravan; a , 302 pounds/137 kg four-cylinder with a gearbox to reduce the prop RPM to 2300 from 5300; and a V4 weighing 103 pounds/47 kg and producing .
The v12 can power generators, tanks, boats or blimps and v4 and v8 versions can be derived.
Opposed-piston engines.
The Bourke engine, designed by Russell Bourke, of Petaluma, CA, is an opposed rigidly connected twin cylinder design using the detonation principle.
Diesel Air Limited is a British company developing a twin-cylinder (therefore four-piston), two-stroke opposed-piston engine inspired by the original Junkers design. Their engine has flown in test aircraft and airship installations. Unlike the Junkers, it is made for horizontal installation with a central output shaft for the geared cranks, the overall installed shape thereby approximately resembling a four-stroke flat-four engine.
Powerplant Developments, a British company, is developing a opposed-piston engine called the Gemini 100/120 that resembles the Diesel Air Limited engine and uses the Junkers twin-crank principle, again for horizontal installation with a central output shaft for the geared cranks. However, the Gemini 100 is an engine. Like Diesel Air Limited, Powerplant Developments claim to be using Weslake Air Services for production. They have recently announced that Tecnam will test a prototype with the Gemini engine.
Superior Air Parts' subsidiary Gemini Diesel develops three cylinder two-stroke designs with six opposed pistons, a 100 hp (75 kW) weighing 159.5 lb (72.5 kg), and a turbocharged 125 hp (118 kW) weighing 175 lb (72.5 kg), both measuring 23” wide × 16” high × 23” long (58 × 40 cm × 58 cm) and reaching BSFC, respectively; while larger three cylinder, six pistons engine would produce 180-200 hp (134-149 kW) whilst weighing 276 lb (125 kg) in 29” W × 16” H × 29” L (73 × 41.5 × 72.5 cm) and 300-360 HP (224-268 KW) turbocharged whilst weighing 386 lb (175 kg) within 29” W × 19” H × 37” L (73 × 47.5 × 95 cm), while five cylinders, 10 pistons would produce 450 hp (336 kW) whilst weighing 474 lb (215 kg) within 29” W × 22” H × 43 ” L (73 × 55 × 110 cm) and six cylinder, 12 pistons engines would attain 550 hp (410 kW) whilst weighing 551 pounds (250 kg in 29” W × 22” H × 48” L (73 × 55 × 122 cm), burning The 100 hp version will cost less than $25,000.
Weslake Engine, another UK based company, displayed its A80 lightweight diesel engine at Friedrichshafen Aero 2015.
Four-stroke.
Wisconsin-based Engineered Propulsion Systems develops its Graflight liquid-cooled V-8 engine with steel pistons and compacted graphite iron crankcase for better strength and durability than aluminum at similar weight, increasing time between overhauls to 3,000 hours. It is managed by a Bosch ECU and consumes Jet A, JP-8 or straight diesel for general aviation aircraft and small helicopters, military drones, small boats or troop carriers, and its low vibration allows the use of composite or aluminum airscrews.
At , 75% of the maximum power, it consumes , in comparison to the Continental TSIO-550-E, which burns
Automotive derived.
Raptor Turbo Diesel LLC, an American company, is currently developing the Raptor 105 diesel engine. It is a four-stroke inline turbo charged engine. Formerly Vulcan Aircraft Engines (until September 2007).
ECO Motors developed the EM 80 and EM 4 stroke 4 cylinder diesel with FADEC based on a car engine for dry but disappeared since 2008.
The FlyEco diesel is a three-cylinder, engine producing 80 HP / 58,8 kW up to 3,800 RPM and reduced by 1:1.50-1.79, derived from the Smart Car.
It powers the Siemens-FlyEco Magnus eFusion hybrid electric aircraft.
Teos/Austro Engine AE440.
Within the Green Rotorcraft European Clean Sky Joint Technology Initiative environmental research program started in 2011, an Airbus Helicopters H120 Colibri technology demonstrator equipped with a HIPE AE440 high-compression diesel engine, running on jet fuel, first flew on 6 November 2015. The powerplant is a liquid-cooled, dry sump lubricated 90° V8 engine with common rail direct injection, fully machined aluminum blocks, titanium connecting rods, steel pistons and liners, one turbocharger per cylinder bank.
With an air/air intercooler, it weighs (dry) without gearbox and the installed powerpack weighs . Its brake specific fuel consumption is 200 g/kW.h. It is manufactured by Teos Powertrain Engineering, a joint venture between Mecachrome and D2T (IFPEN group) for the mechanical design, engine main parts manufacturing, assembly and testing and Austro Engine for the dual channel FADEC and harness, fuel system, airworthiness.


PAF Base Bholari

PAF Base Bholari near the town of Bholari, located in Jamshoro District in Sindh Province, northeast of Karachi. It is one of Pakistan's most modern main operational bases which was inaugurated in December 2017. Construction of the base started in December 2015. As of now No. 19 Sqn PAF (equipped with F-16 jet fighter aircraft) is based there although another squadron from PAF Base Masroor is scheduled to move there after the completion of more support facilities.
In 2020 the base hosted Exercise Shaheen IX, a joint Pakistani-Chinese aerial exercise.


George Bolt

George Bruce Bolt (24 May 1893 – 27 July 1963) was a pioneering New Zealand aviator.
Biography.
Bolt was born in Dunedin in 1893. He formed the Canterbury Aero Club in 1910, helping to make and fly gliders on the Cashmere Hills. He used these to take aerial photographs in 1912.
In 1916 Bolt was hired by pioneer pilot Vivian Walsh as a mechanic at the Walsh Brothers Flying School at Kohimarama. He learnt to fly the brothers' Curtiss flying boats and the machines of their own design, including the Walsh brothers Type D, as well as the two Boeing and Westervelt floatplanes which were the first machines made by that company.
In 1919 he flew New Zealand's first air mail and established an altitude record of . In 1921 he flew from Auckland to Wellington in 5 hours and 16 minutes with stops at Kawhia and Wanganui with Leo Walsh as passenger.
He was an RNZAF and Royal Air Force pilot during World War II, and Chief Engineer of Tasman Empire Airways Limited, (now known as Air New Zealand), from 1944 to 1960, where his experience with the Short Sandringham led him to play a role in the development of the Short Solent.
Several streets and aviation related facilities in various New Zealand cities are named after him, including George Bolt Memorial Drive, the main access road to Auckland International Airport.
Bolt performed initial research into the achievements of aviation pioneer and inventor Richard Pearse during the late 1950s and early 1960s.
In the 1953 Coronation Honours, Bolt was appointed an Officer of the Order of the British Empire, for services to aviation. His son Richard Bolt also served in the RNZAF and rose to the rank of air marshal.
Bolt died in Auckland in 1963. He was buried at Purewa Cemetery in the Auckland suburb of Meadowbank.


Thiruvambady Airport

Thiruvambady Airport is a proposed airport project near Thiruvambady, about 35 km (22 mi) from Kozhikode City and 46 km from Malappuram city in the state of Kerala in India. The State Government of Kerala has directed the district collectors of Kozhikode and Malappuram districts to conduct and submit a viability report of the project.
The Calicut International Airport at Karipur, which currently serves the region cannot be expanded because it is located on a table top. Hence, the Airport Authority of India (AAI), which operates the airport has declined to resume wide-body aircraft operations leading to a reduction in revenues from passenger traffic and cargo transport. This led local Trade and Commerce organisations to seek out other alternatives to maintain the growth of aviation in the region. The AAI then recommended that the state government submit a proposal to AAI for a greenfield airport at Tiruvambadi. According to the Kozhikode-based Malabar Development Council (MDC), if the State Government is willing to clear the project, several investors are keen on investing in it.


HawaiianMiles


Mamoru Seki

 was a dive bomber pilot officer in the Imperial Japanese Navy (IJN) during World War II. He is best known for being the commander of dive bomber squadron of carrier "Shōkaku" and for leading strikes against United States Navy (USN) carriers in both Battle of the Eastern Solomons and Battle of the Santa Cruz Islands, where they severely damaged "Enterprise" on two occasions. He was killed in action during the Battle of the Santa Cruz Islands.
Early career.
Mamoru Seki came from a military family; his father was a Captain in IJN and participated in Battle of Tsushima, while his uncle on mother's side was Vice Admiral Sakonji Seizō.
He enrolled in the Imperial Japanese Naval Academy in 1926 and graduated from 58th class in November 1930. In April 1932, he was commission as Ensign. In 1933, he was selected for the navy pilot training program at Tateyama Air Group. He became one of the first pilots in IJN that specialized in dive bombing and conducted pioneering research and development of dive bombing technique. After that, he served as an instructor at Kasumigaura Air Group near Tokyo.
Later on, Seki became a flight division leader (Buntaichō) in dive bomber squadron of carrier "Ryūjō" and participated in Canton Operation during the Second Sino-Japanese War in 1938. In October 1941, he was promoted to Lieutenant Commander. He was then transferred to Usa Air Group in Ōita Prefecture on Kyushu and served as an instructor when the Pacific War started.
Pacific War.
In July 1942, Lieutenant Commander Seki was transferred to the carrier "Shōkaku" as its group commander (Hikōtaichō), as well as its dive bomber squadron leader. In late August 1942, he participated in the Battle of the Eastern Solomons. There he led the first strike wave against the USN carriers that consisted of 27 Aichi D3A dive bombers and 15 Mitsubishi A6M Zero fighters. Lieutenant Keiichi Arima led one of the three flight divisions (chūtai) within his strike force, while fighter escorts were led by Lieutenant Yasuhiro Shigematsu from "Shōkaku" and Lieutenant Moriyasu Hidaka from "Zuikaku". Seki's strike hit "Enterprise" with three bombs that severely damaged the carrier. The second strike wave, led by Lieutenant Sadamu Takahashi of "Zuikaku", failed to locate the enemy carriers and therefore missed the opportunity to finish off "Enterprise".
In late October 1942, "Shōkaku" participated in the Battle of the Santa Cruz Islands, where Lieutenant Commander Seki led the second strike wave that consisted of 19 Aichi D3A dive bombers, 16 Nakajima B5N torpedo bombers and nine A6M Zero fighters. Like in the Battle of the Eastern Solomons, one of the three flight divisions (chūtai) within his strike force was led by Lieutenant Arima. The Zero fighter escort was led by Lieutenant Hideki Shingō, who was the fighter squadron leader of "Shōkaku". Seki's strike hit "Enterprise" with two bombs and scored one near-miss with another bomb that caused severe damage to the carrier. However, during the attack Lieutenant Commander Seki was hit by anti-aircraft artillery and his D3A caught fire and disintegrated. His bomb missed "Enterprise" and landed in the water close to the side of the carrier.
He was one of many experienced carrier pilots lost in the battle; among them was his academy classmate Lieutenant Commander Shigeharu Murata, who led the first wave strike that crippled "Hornet". He was posthumously promoted to Commander.


Mopa Airport

Mopa International Airport is an under-construction greenfield airport being built at Mopa in Pernem taluka, North Goa district in the State of Goa, India. GMR Goa International Airport Limited (GGIAL), a special purpose vehicle (SPV), will develop the airport. The Rs. 3000 Crore airport will be built under the Build Operate Transfer (BOT) model in four phases, with the first phase costing a total of Rs 1,500 crore. It was expected to be completed by financial year 2019-20, but has been delayed to 2022 due to a Supreme Court order, that impeded work on site.
The concession period for the Greenfield project will be 40 years with a possible extension of another 20 years through a bid process. The airport will cater to 4.4 million passengers in the first phase and 13.1 million by the end of the fourth phase. The project will operate on hybrid till model with 30% cross subsidy and the concession offers 232 acres of land for commercial city side development for a period of 60 years. https://dca.goa.gov.in
History.
Goa's current airport at Dabolim is a civil enclave operated by the Airports Authority of India (AAI) at a military airfield owned by the Indian Navy. Civilian and military operations share a common runway and result in severe airside congestion. This deters long term growth of civilian traffic at the airport. The Central Government had given its in-principle approval for a second airport in the state of Goa as early as March 2000, however the project was stuck for 14 years due to land acquisition issues and local litigation.
The ICAO's techno-economic feasibility report submitted in 2013, that projected air traffic of 10 million passengers at Goa by 2035, eventually established the feasibility of the Mopa project.
The Goa Government issued a Request for Qualification (RFQ) for the project in October 2014
Five bidders, GMR Group, GVK Group, the Airports Authority of India (AAI), Essel Infra and Voluptas developers evinced interest. Essel Infra partnered with Zurich Airports, and Voluptas Developers, which belongs to the Hiranandani group tied-up with Vinci Airports, Rome, to bid for the airport project.
On October 28, 2015, the Ministry of Environment, Forest and Climate Change granted environment clearance to the project.
The Request for Proposal (RFP) for the project were issued in January 2016, seeking bids from interested companies to construct the airport. Two of the five companies that responded to the RFQ decided not to participate in the RFP. The bids were opened in August 2016. GMR Airports Limited, a subsidiary of GMR Infrastructure Limited won the competitive bid to develop and operate the airport. The Airports Authority of India emerged as the second highest bidder followed by the consortium of Essel Infra-Incheon. In October, GMR Airports Limited formed the SPV called GMR Goa international airport limited (GGIAL) to raise funds for, design, construct and run the project. GMR Airports Ltd signed a concession agreement with the government of Goa on 8 November 2016.
In 2016, the State Government proposed to establish an Aviation Skill Development centre in order to provide employment opportunities at the airport to local youth.
The concessionaire would be required to give preference to bona-fide Goans for all jobs at the airport.
This Aviation Skill Development Centre was initially to be set up by the concessionaire either at the Pernem ITI campus or any other ITI centre. However, in 2020, the location of the proposed centre was shifted to the airport premises itself.
Prime Minister Narendra Modi laid the foundation stone of the project on 13 November 2016.
In January 2017, the Goa government declared an area within five km2 radius of the airport as 'Mopa international airport planning area' for the purpose of regulating growth near the project area.
GGIAL and the Union ministry of civil aviation (MoCA) signed a MoU in Delhi on 31 March 2017 for necessary support from the Centre to develop the airport. GGIAL invited tenders for the Engineering, procurement, and construction (EPC) contract in June 2017, which was awarded to Philippines based Megawide Construction Corporation in February 2018.
The Goa government finally put its stamp on the project by enacting "The Goa (Mopa Airport Development Authority) Act, 2018" on 5 September 2018. Subsequently, the Union Home Ministry gave security clearance for the construction in October 2018. On 18 January 2019, the Supreme Court ordered the Goa government and GGIAL to maintain status quo on the project due to environmental impact. Construction of phase 1 of the airport was underway when the top court had given its order. The Court allowed resuming of construction work at the project site in January 2020.
The state government has acquired 78.41 lakh square metres of land for the proposed airport from villages of Casarvarnem, Chandel, Varconda, Uguem and Mopa in Pernem taluka.
GGIAL expects the airport to be in operation by May 2020 or earlier with a Code 'E' compliant, 3.75 kilometre long runway with Rapid Exit Taxiways. The airport will have an Integrated Passenger Terminal Building, Air-traffic control and meteorological facilities, a Cargo terminal and ancillary facilities for processing and storage, Aircraft Rescue & Fire Fighting facilities as well as Infrastructure for Aircraft Fuelling.


List of Deutsche Luft Hansa accidents and incidents

This is a list of accidents and incidents involving German airline Deutsche Luft Hansa (1926-1945). The airline suffered a total of 58 accidents.


List of defunct airlines of Estonia

This is a list of defunct airlines of Estonia.


Progress Skiway


Air Force Review Boards Agency

The Air Force Review Boards Agency (AFRBA) provides management of various military and civilian appellate processes for the Secretary of the Air Force. It decides individual cases before the Agency's five component directorates:
The AFRBA falls under Manpower and Reserve Affairs with the office symbol SAF/MRB.
It renders final decisions for the Secretary of the Air Force to correct errors or injustices in military and civilian records and ensures due process, equity and fair and impartial treatment for the Air Force military and civilian force.


Mwanza Air Base


Crowne Plaza Liverpool John Lennon Airport Hotel

The Crowne Plaza Liverpool John Lennon Airport Hotel, formerly the Marriott Liverpool South Hotel, is an airport hotel near to Liverpool John Lennon Airport, serving the English city of Liverpool. Today a member of the Crowne Plaza chain owned by the InterContinental Hotels Group, the Grade II* listed Art Deco hotel building has an unusual history.
The building was constructed in the 1930s, as the terminal building for the airport, then known as Speke Aerodrome. It is still sometimes seen on early television news footage, with its terraces packed with fans waiting to greet the Beatles on their return from tour. The airport terminal was moved to a more modern building at Liverpool John Lennon Airport in 1986, and the original building was left derelict for over a decade. During this time, the building was featured on the cover art of the single "Don't Go Away", by Oasis. However it has since been renovated and adapted to become a hotel, opening for business in 2001. The adaption involved adding two new bedroom wings on the frontage of the hotel, but the airside aspect has been preserved intact.
The former apron of the terminal is also listed and retained in its original condition, although it is no longer connected to the airport or subject to airside access control. It is the home of several aircraft, including BAe Jetstream 41 prototype G-JMAC, Hawker Siddeley HS 748 G-BEJD, Bristol Britannia 308F G-ANCF and Percival Prince G-AMLZ, preserved by the Speke Aerodrome Heritage Group. Additionally, the group looks after a replica de Havilland Dragon Rapide that is displayed in front of the hotel entrance.
The two art deco style hangars that flank the terminal and apron have also been converted for new uses. One is now a David Lloyd Leisure centre (hotel guests can use their fitness equipment and pool free of charge), whilst the other has been adapted as the headquarters of the Shop Direct Group, and is now known as Skyways House.