ANA Hotels

 is a Japanese hotel chain established in 1973 by All Nippon Airways (ANA). In October 2006, ANA sold majority ownership of ANA Hotels to the InterContinental Hotels Group (IHG), which is now the primary shareholder. The managed properties of ANA Hotels are marketed under the ANA InterContinental, ANA Crowne Plaza, ANA Hotels and ANA Holiday Inn brands.
History.
ANA Hotels has been a hotel management company since its establishment in 1973 as a subsidiary of All Nippon Airways Co. Ltd.
On 23 October 2006, the sale of ANA Hotels to InterContinental Hotels Group (IHG) resulted in ANA Hotels becoming mainly owned by IHG, which holds 74% shares in the company, while All Nippon Airways retains 25%; with 1% held by other investors.
On 30 November 2006, ANA Hotels Company Ltd. was renamed to "IHG ANA Hotels Group Japan LLC." to further establish its business description as a hotel operator.
On 13 April 2007, All Nippon Airways sold its 13 domestic hotels to Morgan Stanley for about 280 billion yen. Following its acquisition, the operating rights of each hotel acquired by Morgan Stanley will be unified into "Panorama Hotels One" which was newly established by Panorama Hospitality, a subsidiary company of Morgan Stanley. After that, however, it was split into three companies: Panorama Hotels One Inc., Horizon Hotels One Inc., and Central Hotels Inc. These facilities were gradually withdrawn from capital by sale. In July 2015, Horizon Hotels was sold to Hoshino Resorts, and the transfer to other operating companies was completed.
Brands.
Operating under the "IHG ANA Group Hotels", ANA Hotels has managed 33 properties in Japan, with a total inventory of 10,000 guest rooms, 8 InterContinental or ANA InterContinental branded hotels, 19 ANA Crowne Plaza branded hotels and 6 ANA Holiday Inn branded hotels. Since 2007, its acquisition by InterContinental Hotels Group has increased the total guest rooms networked.


List of airlines of Cape Verde

This is a list of airlines currently operating in Cape Verde:


Lockheed Martin Desert Hawk

The Lockheed Martin Desert Hawk is a miniature UAV used for base perimeter protection. It was designed by Lockheed Martin's Skunk Works for the United States Air Force Force Protection Airborne Surveillance System (FPASS) Program on a quick-reaction contract issued late in the winter of 2002, with the first system delivered in the early summer. It was designed quickly, because the program leveraged technology and design studies developed for the MicroStar MAVs. The program was run by Electronic Systems Center. In 2007, the U.S. Air Force FPASS office switched all of their UAV systems over to the RQ-11B Raven.
It is made mostly of plastic foam, resembling hobby grade model airplanes, and uses an electric motor driving a pusher propeller as a powerplant, making it very quiet. It is launched with a bungee cord, carries three small CCD cameras, has an endurance of about an hour. It flies mostly under autonomous control, with the operator keeping track of its activity with a laptop computer.
The Desert Hawk is also used by the 32nd Regiment Royal Artillery of the British Army as a tactical surveillance system, and has been used in Afghanistan and Mali.
Desert Hawk has since been replaced with the more capable and rugged Desert Hawk III.


Abu Dhabi Airports Company

Abu Dhabi Airports Company (ADAC) was created on the 4 March 2006 and offers aviation-related services at Abu Dhabi's airports. The airports it is responsible for include Abu Dhabi International Airport, Al Ain International Airport, Al Bateen Executive Airport, Dalma Airport and Sir Bani Yas Airport.
External links.
Official site


List of Swiss International Air Lines destinations

This is a list of destinations served by Swiss International Air Lines including those served by franchisees Austrian Airlines and Helvetic Airways as of August 2019.
It includes the city, country, and the airport's name, with the airline's hubs marked. The list also contains the beginning and end year of services, with destinations marked if the services were not continual and if they are seasonal, and for dates which occur in the future.
Destinations.
!style="background:#FF0000;color: white"|Country
!style="background:#FF0000;color: white"|City
!style="background:#FF0000;color: white"|Airport
!style="background:#FF0000;color: white" class="unsortable"|Notes
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Norman Walsh

Norman Walsh OLM BCR ESM (1932 or 1933 – 3 August 2010) was a senior officer in the Rhodesian Air Force and the first commander of the Air Force of Zimbabwe.
Early life.
Norman Walsh was born in 1932 or 33 and attended Queen's College in South Africa where he completed his education in 1949. Walsh then moved to the neighbouring British colony of Southern Rhodesia and joined the Southern Rhodesian Air Force as an officer cadet.
Rhodesian Air Force career.
Walsh flew Hawker Hunters during his earlier Air Force years. As a middle-ranking officer, he commanded No. 1 Squadron before switching from fast jet to rotary. He took up command of No. 7 Squadron in 1968, flying the Alouette III helicopter. While in command of No. 7 Squadron, Walsh saw action during the guerrilla incursions from Zambia into Rhodesia. He and his squadron were involved in performing helicopter evacuations of wounded Rhodesian infantry, flying in other infantry to attack the guerrillas and providing direct machine gun fire to support ground troops. During these actions, Walsh's helicopter sustained hits from the guerrillas but he was able to continue flying. Walsh was also carried out forward air control duties, directing air strikes from Rhodesian Percival Provosts. Walsh was awarded the Bronze Cross for conspicuous gallantry shown at this time.
Walsh finished the 1960s as Officer Commanding the Flying Wing at New Sarum Air Force Station.
In the 1970s, Walsh held senior appointments in the Rhodesian Air Force. Walsh was the Station Commander at New Sarum from 1975 to 1976. He was Director of Operations at Air Force headquarters from August 1976 to 1977 during which time Walsh was the senior air force officer directly involved in the execution of Operation Dingo. At the end of his tour he was appointed an officer of the Legion of Merit for service as Director of Operations and other previous command and staff tours.
From 1978 to 1980, Walsh was Director General Operations and during this time the Rhodesian Air Force was renamed the Zimbabwe-Rhodesia Air Force. Walsh was appointed Chief of Staff in 1980, taking over from Air Marshal Frank Mussell.
Commander of the Air Force of Zimbabwe.
In 1981, after Robert Mugabe had become Prime Minister of Zimbabwe, the Zimbabwe-Rhodesia Air Force was renamed the Air Force of Zimbabwe and Mugabe offered command of the air force to Walsh which he accepted. Walsh's priorities were the recruiting of new personnel from the former guerrilla fighters and replacing outdated aircraft with up-to-date types. Key to this second priority was the acquisition of eight British BAE Hawk jet aircraft to operate in the strike fighter role which were to replace the antiquated Hunters of No. 1 Squadron. In the summer of 1982, Walsh personally led the British Aerospace ferry team which flew the new aircraft from Great Britain to Zimbabwe.
On 25 July, just 10 days after the Hawks arrived in Zimbabwe, four of the eight ordered Hawks were damaged in a sabotage attack at Thornhill Air Force Base. Saboteurs had cut through the perimeter wire and placed time-delay bombs in the aircraft engines. Eight Hunters and a Cessna aircraft were also attacked. Although it was generally accepted that the saboteurs had been South African special forces, Mugabe ordered his Central Intelligence Organisation agents to arrest the senior air force officers who had been involved in procurement of the Hawks. In addition to Walsh, those arrested included his deputy and close friend, Air Vice-Marshal Hugh Slatter. After torture and beatings, forced confessions were extracted from Walsh's personnel and after nearly a year of international pressure the men brought to trial in the High Court in Harare. Following a lengthy hearing they were all acquitted but were rearrested by Central Intelligence Organisation agents as they left the court building. It was not until international pressure had been applied for several more weeks, that the officers were released. With his men released, Walsh resigned his command as soon as he could, officially leaving the service on 22 May 1983. In July 1983 Walsh was replaced by Air Marshal Azim Daudpota who commanded the air force on loan service from Pakistan. Mugabe no longer trusted white officers and sought to replace them.
Later life.
Having been able to resign his position, Walsh left Zimbabwe, emigrating with his family to Australia shortly afterwards. Walsh died at his home in Queensland on 3 August 2010 at the age of 77.


Liu Huanqi

Liu Huanqi (; 1928 - 2014) was a military officer in the People's Liberation Army Air Force of China. He was awarded the rank of lieutenant general in 1988.
Biography.
Born in Qingyuan County, Hebei in 1928, Liu Huanqi joined the People's Liberation Army in 1946, and he joined the Communist Party of China the following year. After graduating from PLA Air Force Aviation University in 1951 he took part in the Korean War, the Communist government commissioned him as battalion chief of PVA Air Force Flight Brigade. He shot down two American F-86s. After war he held various positions in the PLA Air Force, including vice chief of staff of Jinan Military Region and deputy commander of its Air Force. Liu died of an illness in Jinan, Shandong, on November 4, 2014.


Project Unified Assistance

Project Unified Assistance (PUA) is a nonprofit organization based in San Francisco. The primary focus of the organization is a proposal to establish a humanitarian United Nations-operated airport in the Gaza Strip. PUA believes that the lack of an airport in Gaza infringes on the human right of Gaza citizens to move freely, as well as negatively impacts the economic development and safety of citizens of the region, and that a UN-operated airport can alleviate these issues while ensuring the security of Israel.
Background.
Organization.
PUA was founded in 2015 by Ahmed Fouad Alkhatib, an American humanitarian activist who left Gaza in 2005 as a U.S. State Department-sponsored exchange student and was not able to return due to border closure and political instability.
Rationale for the cause.
According to a United Nations Conference on Trade and Development report, restrictions on the movement of people and goods in Gaza have dampened the economic potential of the region and endanger the lives of people in need of medical services abroad. The UN estimates that by 2020, the Gaza strip may become uninhabitable unless trade and travel restrictions in the region are lifted.
Alkhatib founded PUA because he believes that the lack of an airport in Gaza violates the human rights of Gaza citizens to travel freely, and that a UN-operated airport could improve the economy of the area and help Gaza citizens travel more safely, while continuing to maintain the security of Israel and Egypt.
History of air travel in Gaza.
Gaza's first and only international airport, Yasser Arafat International Airport, began operating in 1998. It hosted Palestinian Airlines and served up to half a million Palestinians a year. During the Second Intifada, restrictions were placed on Palestinians traveling into and out of the area. Between 2000 and 2002, the airport was shut down, bombed in a series of Israeli air attacks, and then bulldozed. The Israeli government claimed the destruction of the airport was justified due to concerns over its use to smuggle arms into the area. It also considered the airport's operations to have violated the terms of the Interim Agreement, which stipulated that Israeli and Palestinian forces were to cooperate on airport operations and maintaining safety.
Precedent for UN airport operations.
PUA believes there is historical precedent for a UN-operated airport in Gaza. An airport in Gaza was operated and managed by the UN Emergency Force (UNEF) during the 1950s and 60s. Currently, the United Nations Humanitarian Air Service provides passenger and cargo air services to remote locations that are hazardous or lack local transportation infrastructure. UNHAS serves the World Food Programme and other non-governmental organizations.
PUA objectives.
The objective of PUA is to identify a proposal for, encourage implementation of, and provide ongoing support for a humanitarian airport in Gaza.
Proposed airport implementation.
PUA sees the proposed airport being implemented in one of two ways: either by expanding UNHAS or by establishing a new UN agency, along with support from private aviation and security firms, to operate and manage the airport.
Location.
PUA believes that due to various factors, the location of Yasser Arafat International Airport was not ideal. PUA's plan calls for considering a new location away from Egyptian and Israeli borders. It has identified a site on the southwestern coast of Gaza, near the Mediterranean Sea, that it believes to be a suitable location for an airport. This location also takes into account the political and geographic changes in the area since the creation of Yasser Arafat International Airport.
Construction and operation.
PUA proposes for the new airport to be established in phases, with the first phase consisting of constructing the essential facilities needed to operate an airport. PUA estimates that this would cost anywhere from $200 to $500 million, and with adequate political, material, and technical support, could be accomplished in 12 to 18 months. PUA believes that the Palestinian Authority could assist with passport and visa control, and that the United Nations could guarantee Israel’s security, ensuring that the facility is used only by civilians and preventing smuggling.
Reception.
In 2016, Israel's Defense Minister Avigdor Lieberman expressed Israel’s willingness to approve the establishment of an airport and a seaport, if Gaza halted aggressive actions. Nickolay Mladenov, the U.N.’s Special Coordinator for the Middle East Peace Process, responded that while the creation of an airport was important, it was less of a concern than other, more pressing issues faced by Palestinians. In response, Alkhatib noted that “the airport is actually a core component of the reconstruction process” that will bring medical supplies, provide economic opportunity, and address other critical issues in the region.
According to PUA, Palestinian President Mahmoud Abbas has provided preliminary approval of the concept and plan for the airport, and employees of relevant UN agencies operating in Gaza have also expressed approval, albeit privately due to the sensitivity of the issue. Hamas has also indicated approval of the airport, canceling plans to build a housing settlement on the area of land where PUA has proposed to build the airport.


Cerro Catedral Heliport

Cerro Catedral Heliport is a public use heliport located near Cerro Catedral, Chubut, Argentina.


La Cholla Airpark

La Cholla Airpark is a private airpark located in Oro Valley, Pima County, Arizona, United States, northwest of the central business district of Tucson. La Cholla Airpark was founded in 1972 and includes 122 homes and buildable lots in the foothills of the Tortolita Mountains. A 4,500 foot air strip is situated at the center of the community.
Transient aircraft are permitted to utilize La Cholla Airpark and prior permission is required. Insurance and flight information must be forwarded (by fax) to the airpark prior to arrival. La Cholla Airpark supports a website to serve airpark homeowners and transient aircraft.
Facilities and aircraft.
La Cholla Airpark has two landing sites:
For the 12-month period ending December 31, 1999, the airport had 4,000 aircraft operations, an average of 10 per day, all of which were general aviation. As of January 15, 2009, 95 aircraft based at this airport: 95% single engine, 3% multi-engine and 2% helicopters.


Strake (aeronautics)

In aviation, a strake is an aerodynamic surface generally mounted on the fuselage of an aircraft to improve the flight characteristics either by controlling the airflow (acting as large vortex generators) or by a simple stabilising effect.
In general a strake is longer than it is wide, in contrast to a winglet or a moustache.
Leading edge root extensions (LERX) are also sometimes referred to as wing strakes.
Nose strakes.
On both supersonic and subsonic types, smaller strakes are sometimes applied to the forward fuselage to control the fuselage flow at high angles of attack; for example, the Concorde SST had small nose strakes "to get a better directional stability".
Wing strakes.
Double delta wing aircraft (Concorde, Tupolev Tu-144, Boeing 2707 SST project) featured a forward extended leading edge that may be considered as a wing strake; it provides the same additional vortex lift at high angle of attack by leading edge suction.
Nacelle strakes.
On jet aircraft where the engines are mounted in nacelles slung under the wings, strakes may be added to one or both sides of each nacelle to produce vortices that energize the airflow over the wings in times of high angle of attack, such as during takeoff and landing, thus improving wing effectiveness.
Ventral strakes.
One or two ventral strakes are sometimes positioned under the fuselage, as large vortex generators, to provide a better tail surfaces efficiency. Typical examples can be seen on the SOCATA TB family or the Lockheed F-104 Starfighter.
Rear strakes—tail fins.
One or two large fins or strakes are sometimes positioned under the rear fuselage or below the empennage, to provide adequate stability at high angles of attack when the tail fin is shielded from the main airstream by the fuselage and/or the wing wake. Typical examples can be seen on the Piaggio P.180 Avanti, Learjet 60 and Beechcraft 1900D.
The Grumman X-29 research aircraft had rear fuselage lateral fins or "Tail fins", sometimes called strakes, continuous with the trailing edge of the main wing. This allowed the positioning of a rear control surface at the end of each fin. Together with the main and forward (canard) wing control surfaces, this effectively gave it a three-surface configuration.
Anti-spin strakes.
Anti-spin leading edge strakes, or spin strakes, or antispin fillet may be placed at the tailplane roots of generally aerobatic aircraft, such as the de Havilland Tiger Moth (British version), Scottish Aviation Bulldog, and de Havilland Canada DHC-1 Chipmunk. Ventral or dorsal fins increasing the directional stability are also used as anti-spin devices.
Munitions.
Certain air-deployed munitions, particularly "dumb" or unguided bombs, are often retrofitted with bolt-on strake sets. Designed as an open collar with strakes fitted to the outside face, these strake sets are used to alter and normalize the aerodynamics of the weapon, yielding greater accuracy. As most such munitions were manufactured with only tail-mounted stabilizer fins, the addition of longitudinal strakes proves a much cleaner flow of air around the weapon during its glide, reducing the tendency to yaw and improving terminal accuracy.
Strakes are also often found on "smart" or guided munitions as an aid to the guidance system. By stabilizing the slipstream of air traveling over the weapon, the actions of control surfaces are much more predictable and precise, again improving the accuracy of the weapon.


Vilard Normcharoen

Vilard Normcharoen (; 14 July 1962 – 7 January 2014) was a Thai Port FC player and one of Thailand's professional beach soccer players who won the award of best goalkeeper in the Beach Soccer World Cup 2002. Vilard made the transition from Futsal to beach soccer and was a great success for the national team and Normcharoen is the most experienced player in the Thailand national beach soccer team.


List of defunct airlines of State of Qatar

This is a list of defunct airlines of the State of Qatar:


Leroy M. Cox

Leroy Milburn "Roy" Cox (April 27, 1906 – September 22, 1981) was an American entrepreneur, world famous for his Cox model engines and gas powered toys including model cars, airplanes and boats.
Personal life.
Roy's first wife, Myrtle Lucille Mack was born December 13, 1906 and died June 3, 1968. The couple were married
September 12, 1925, in Riverside, California. They had one child, a son, Gerald Edward Cox (born April 8, 1939 – died July 23, 1961). After Myrtle's death, Roy remarried, to Marybell Sauter (May 22, 1918 – November 13, 2005), one of his employees, on January 4, 1969; the couple lived in Corona del Mar, California and remained married until Roy's death in 1981 and had no children.
Early years.
As a child, Roy spent a lot of his time after school and on weekends at his father's bicycle shop in Placentia, California. This exposure to bicycle mechanics helped develop a keen interest and skills in mechanical devices. His first business venture was the manufacture of photographic enlargers, however World War II saw metal become very scarce forcing Roy to abandon the project. During the war Roy began a career as an electrician. Roy's entrepreneurial desire caused him to look for something else to do. In 1944, he started making toy wooden pop guns in his garage at home. It was made of wood due to metal still being scarce from the war. The popguns were an instant hit with local schoolkids. After the war, metal became available again and his popgun sales declined.
Business History.
In 1946 Roy and his partner Mark Mier developed a metal push pull toy car for toddlers. This car was based on the Indianapolis 500 racers of the day. It later developed into a tethered car and engine manufacturers soon started making engine packages for the cars. The cars became very popular and at one time Cox was producing over 1500 cars per day. In 1948 Roy Cox was approached by the Cameron Brothers, model engine makers, who had built some engine packages specifically for Cox's Champion race car. This engine was sold separately as "Thimble Drome" for the Champion car. In 1950 Roy ventured into engine manufacturing by teaming up with Mel Anderson to produce the O-Forty-Five Special car. This engine was .045 cubic inch and used some parts from Mel Anderson's Spitzy model airplane engine, however the bulk of the engine was Cox's design. In the same year, Roy had noticed the appeal of model airplanes to young children so he and two associates started working on their next venture developing a model airplane engine that was easy to start and had high performance. They spent a year working on the design and what they came up with was the beginning of a long line of successful competition and sport model engines, ready to fly airplanes, car, boats, and just about anything that could run on a motor.
In 1957 Cox took over the Disneyland flight circle at Tomorrowland. In 1960, a new line of high performance competition engines called the "Tee Dee" series was developed with the help of Bill Atwood a well known engine designer and manufacturer. The engines were an instant success. In 1962 slot cars became popular so Cox was straight onto it gearing up manufacturing and now making slot cars, however in 1967 the slot car craze died leaving Cox with cashflow problems as he had plenty of inventory and no one interested in buying it. Following this Roy's wife Myrtle died in June 1968 making his financial problems even greater because he had to pay taxes on his inheritance from his wife's death. He was beginning to develop his own health problems so he retired and sold his company to the huge toy manufacturer Leisure Dynamics. He and his wife traveled and were actively involved in worldwide church missions.


Hannibal Bridge

The First Hannibal Bridge was the first permanent rail crossing of the Missouri River and helped establish Kansas City, Missouri as a major city and rail center. The increased train traffic resulting from its construction also contributed to the building of Union Depot, the predecessor to the Kansas City Union Station.
Construction started in 1867, shortly after the end of the American Civil War. Construction on the bridge was completed in 1869. The completion of the bridge came after a short battle between Leavenworth, Kansas, and the town of Kansas City for the Hannibal & St. Joseph Railroad bridge.
After construction was completed, the population of Kansas City began to boom.
The bridge was designed by Octave Chanute, who also designed the Kansas City Stockyards. It was a swing bridge which could open in under two minutes, and it had an arched truss design. The bridge cost $1 million to build.
The bridge was built for the Hannibal & St. Joseph Railroad by the Keystone Bridge Company. Although the railroad became part of the BNSF Railway, the name "Hannibal" has stuck.
In 1886, the bridge was severely damaged by a tornado which collapsed a middle span. It was reconstructed and its truss structure was altered from an arch design to a traditional truss design. It was later replaced by the Second Hannibal Bridge upstream on the northern bank, but at the same location on the southern bank where it enters into the gooseneck cut into the bluff.


Ninoy Aquino International Airport Terminal 3

Ninoy Aquino International Airport Terminal 3, simply known as NAIA-3, is an infrastructure in Pasay, Philippines. It the newest and largest terminal at the Ninoy Aquino International Airport complex, the airport serving the Manila metropolitan area, Philippines.
Terminal 3 is built on a lot that sits on Villamor Air Base. The terminal building has a total floor area of and has a total length of . A four-level shopping mall connects the terminal and parking buildings. The parking building has a capacity of 2,000 cars and the outdoor parking area has a capacity of 1,200 cars. The terminal is capable of servicing 33,000 passengers daily at peak or 6,000 passengers per hour. A 220-meter long footbridge that opened in April 2017, known as Runway Manila, connects the terminal with Newport City. The bridge contains moving walkways and can accommodate about 2,000 persons at any given time.
Its apron area has a size of . The terminal has 34 jet bridges and 20 contact gates with the ability of servicing 28 planes at a time. The terminal has 70 flight information terminals, 314 display monitors, and of fiber optic I.T. cabling. It also has 29 restroom blocks. The departure area has five entrances all equipped with X-ray machines with the final security check having 18 X-ray machines. Its baggage claim has 7 large baggage carousels, each with its own flight display monitor.
Terminal 3 has the capacity to handle 13 million international passengers annually. It has 24 gates and 140 check-in desks.
History.
Construction started on Terminal 3 in 1997. Since construction, the terminal has been at the center with legal battles, red tape, and arbitration cases in both the United States and Singapore, as well as technical and safety concerns which delayed its opening several times.
The terminal officially opened to selected domestic flights from July 22, 2008 (initially Cebu Pacific only, then Philippine Airlines' subsidiaries Air Philippines and PAL Express), with Cebu Pacific international flights using it from August 1, 2008. All international operations, except for those from PAL, are intended to operate from Terminal 3 in the future, originally proposed to move in fourth quarter of 2010, however domestic carriers Cebu Pacific and Airphil Express (then Air Philippines and became PAL Express) remained the only tenants for the first two years of its operation. The vast majority of international flights still operate from Terminal 1 except for All Nippon Airways being the first foreign-based carrier to operate out of Terminal 3 started on February 27, 2011.
The terminal underwent a rehabilitation under the contractor Takenaka Corp. of Japan to improve its facilities and utilize the whole terminal. Previously, it only operated at half of its capacity awaiting the completion of the remaining system works. The terminal became fully operational on August 1, 2014, leading to the transfer of five international airlines to Terminal 3 to ease congestion at Terminal 1 starting with Delta Air Lines on that day, followed by KLM on August 4, Emirates on August 15, Singapore Airlines on September 1, and Cathay Pacific on October 1. Both United Airlines and Qantas are relocated to Terminal 3 from Terminal 1 on October 28, 2018. Middle Eastern carrier Qatar Airways was also relocated to Terminal 3 on December 1, 2018, and Turkish Airlines transferred to Terminal 3 on January 1, 2019. Etihad Airways was also transferred to Terminal 3 on October 25, 2020.
Airbus A380.
Although there are no regular passenger A380 flights to Manila except for maintenance, Terminal 3 has proved capable of handing Airbus A380 passengers and flights on October 7, 2014, when Emirates flew a one-off commercial A380 flight to Manila to commemorate their transfer from Terminal 1.
Operations.
Cebu Pacific is the primary user of Terminal 3 and other foreign airlines like All Nippon Airways, Cathay Pacific, and Delta Air Lines are one of the foreign airlines operating in the terminal.


Biman Bangladesh Airlines subsidiaries

Biman Bangladesh Airlines subsidiaries include a number of ancillary and maintenance facilities established to facilitate operations of Biman Bangladesh Airlines, the national carrier of Bangladesh. Biman's subsidiaries are associated with aircraft ground handling, aviation engineering, aviation training and flight catering.
Among these wholly owned subsidiaries are Biman Flight Catering Centre; Biman Poultry Complex; Biman Ground Handling; Bangladesh Airlines Training Centre; and Biman Engineering.
Commercial divisions.
Biman Flight Catering Centre.
Biman Flight Catering Centre (BFCC) was set up in October 1989, to produce in-flight meals. It is one of Biman's most profitable operations; employing 2000 people.
BFCC has the capacity of producing 8,500 meals a day and along with Biman, it also provides meals to Saudia Airlines, Etihad, Malaysia Airlines, Thai Airways, Emirates, China Southern Airlines and Regent Airways.
Biman Poultry Complex.
The Biman Poultry Complex (BPC) is a poultry farming complex located northwest of Dhaka City, in the Savar district. The complex encompasses of land including of poultry sheds, a residential area, and of agricultural land.
This profit-making subsidiary of Biman was formed in 1976 and put into operation in November 1980. It employs 90 people. The Biman Flight Catering Centre consumes 90% of the eggs and chickens from the poultry complex.
The poultry industry in Bangladesh was partly pioneered by the Biman subsidiary in the mid-1970s, although the first poultry in Bangladesh was a private venture named "Eggs and Hens" established in 1964. The medium-sized breeder set up by BPC eventually led to NGOs and the government coming forward to develop the sector in early 1990. Poultry now has "a significant role" in providing low-cost dietary protein to the Bangladesh population.
Bird flu was detected at one of the farms in March 2007, which resulted in many livestock being culled. This was the first incident of bird flu in Bangladesh.
Other.
Biman Ground Handling.
Biman provides ground handling and cargo handling services to all airlines operating in Bangladesh, in all airports. Established along with Biman Bangladesh Airlines in 1972, it generated profits of BDT 4.5 billion in the FY 2011-2012, making it one of the most profitable subsidiary of Biman.
Bangladesh Airlines Training Center.
Biman Bangladesh Airlines Training Center (BATC) trains its ground, flight service and technical personnel to meet the growing needs of Biman's manpower. The center, founded in 1987, has also been turned into a seat of training and technical seminars for local travel agents and some foreign airlines.
Biman Engineering.
The aviation engineering division of Biman Bangladesh Airlines was separated from the commercial division in 2004. This step was taken in order to turn engineering independently profitable from the commercial ventures listed above.
This subsidiary is located in Biman's Engineering Hangar at Shahjalal International Airport in Dhaka.


Air Force Spectrum Management Office

The Air Force Spectrum Management Office (AFSMO) plans, provides, and preserves access to the electromagnetic spectrum for Air Force and selected Department of Defense activities in support of national policy objectives, systems development, and global operations. It develops and implements spectrum guidelines and instructions to support the Air Force mission. AFSMO coordinates actions to resolve spectrum interference incidents involving DoD, private sector, and federal users. The agency represents, advocates, and defends Air Force interests in spectrum management matters on DoD, national and international forums. Accesses satellites internationally. It obtains certification and frequency licenses to operate satellites, land mobile radios, emergency radio systems (air-to-ground and air-to-air), radars, weapon guidance systems, and all capabilities that are spectrum-dependent. It provides functional management for the spectrum management career field.


Otto Krueger (general)

Otto Krueger (29 December 1891 – 6 June 1976) was a Generalmajor, in the Luftwaffe, during World War II.
Biography.
Otto Krueger was born in Metz, Lorraine, on December 29, 1891. "Fähnrich zur See" on 15 April 1912, he was promoted "Leutnant zur See" on 3 August 1914. During World War I, he served as an "Oberleutnant zur Seer" in the Kaiserliche Marine.
Otto Krueger stayed in the army after the war. He was promoted to "Kapitänleutnant" in 1921, "Korvettenkapitän" in 1929, Oberstleutnant in 1934 and Oberst in August 1937.
When World War II broke out, the Commander of the 26th Flying-Replacement-Battalion was transferred to the Luftwaffe-Construction-staff, first in Schleswig, in France (Lille) and then in Norway, before being promoted to the rank of Generalmajor in November 1941. Between Mars 1941 and Mars 1942, Otto Krueger assumed command of the "Luftwaffe-Construction-Brigade V", before commanding the 11th aerial district.
Otto Krueger died in Niederaschau, Bavaria, on 6 June 1976.


SLAF Koggala


Qikiqtarjuaq Airport

Qikiqtarjuaq Airport is located at Qikiqtarjuaq, Nunavut, Canada, and is operated by the government of Nunavut.
This airport is a popular stop for pilots ferrying turboprop aircraft between Canada and Europe. It is considerably closer to Greenland (Kangerlussuaq Airport, ) than is Iqaluit Airport (). Jet fuel is available from the airport fuel supplier. Avgas may be available from the town council, but this needs to be confirmed in advance.
One instrument approach is available, an NDB or GNSS circling approach. Approach minimums are higher than average ( MSL, AGL) due to high terrain in the area. The runway is listed as gravel-surfaced, but is in fact a mixture of very firmly packed fine sand and gravel that has a surface texture similar to asphalt. A large overnight parking area is available, but crew must bring their own tiedown anchors.
Qikiqtarjuaq is the destination of the eponymous episode of "Cabin Pressure", a BBC radio sit-com set in a one-aircraft airline.


Nunasi-Central Airlines


Stephen C. Reich

Major Stephen C. Reich (May 22, 1971 – June 28, 2005) was an American soldier and Minor League Baseball player who was killed in action while on a rescue mission in Afghanistan at age 34. Reich played for the "Team USA" baseball team in 1993, and has more wins than any other pitcher in the history of the United States Military Academy.
Biography.
Born in Solon, Ohio and raised in Connecticut, Reich was the star pitcher at Shepaug Valley High School, a left-hander who led the varsity baseball team to a state championship in 1987 where he pitched and won the championship game. He led the team back to title contention in 1989. Coming out of high school, Reich was a highly touted pitching prospect, but he chose the military over professional baseball.
Reich attended the United States Military Academy where he pitched for the Army baseball team. Reich was a star pitcher for Army and holds the record for most wins by a West Point pitcher. "He was one of the best to ever come through here," said Bob Beretta, a spokesman for the Army baseball team. "When we say someone here is the best since, it's always the best since Steve Reich."
Reich was known for his fastball and command, rarely walking a batter. He signed with the Baltimore Orioles organization in 1996 after completing two years of a four-year military commitment, and pitched two games for their Class–A High Desert Mavericks affiliate in that year before being recalled by the Army.
Even after his initial military commitment ended, Reich was a highly touted pitcher, but he chose military service over professional baseball.
In 1993, Reich was named to the "Team USA" baseball team. He carried the American flag while representing Team USA in 1993 at the World University Games. He made 17 appearances for Team USA playing in Italy, Nicaragua and Cuba and at the World University Games.
In 1996, Reich was ordered to Germany. He served in Operation Allied Force in Hungary, Bosnia, Albania, and Kosovo.
Reich served four tours of duty in Afghanistan and was killed in action on June 28, 2005 during Operation Red Wings to rescue a four-man Navy SEAL team. Reich was one of 16 troops (8 Nightstalkers & 8 Navy SEALs) aboard an Army Special Operations MH-47 Chinook helicopter that was struck by a rocket-propelled grenade in the mountains of eastern Afghanistan's Kunar province. This mission was described in the book, "Lone Survivor" by Marcus Luttrell. Reich was assigned to 3rd Battalion 160th Special Operations Aviation Regiment (Airborne) from Hunter Army Airfield, Georgia.
Awards and decorations.
During his military career, Reich was awarded the following:


Henry Wallace McLeod

Flight Lieutenant "Wally" Henry Wallace McLeod DSO, DFC and Bar (17 December 1915 – 27 September 1944) was a Canadian fighter pilot and flying ace with the Royal Canadian Air Force during the Second World War. He achieved a total of 21 enemy aircraft destroyed, three probably destroyed, and 11 damaged, and one shared damaged. McLeod scored 13 of kills during the Battle of Malta, earning the nickname "The Eagle of Malta".
Early life.
Henry McLeod was born in Regina, Saskatchewan to James Archibald McLeod, and Hannah Elizabeth McLeod on 17 December 1915.
James McLeod was from Brooklyn, Nova Scotia and went to Acadia University. At the time of James' death, long after World War II, he was reputed to be the oldest living graduate of Acadia. Henry's mother, Hannah, died from Spanish flu, during the pandemic, when he was three. Henry was an average student, never excelling, but always managing pass grades. From a young age he had a reputation as a fast learner.
McLeod began his military career in 1928, serving with the 5th Saskatchewan Regiment and Regina Rifle Regiment until 1934. McLeod joined the Royal Canadian Air Force on 2 September 1940. He graduated from training on 1 April 1941 and arrived in Great Britain on 9 May 1941, attending 57 OTU.
Second World War.
RCAF.
McLeod began fighter sweeps over France in July 1941 with No. 485 Squadron and No. 411 RCAF. By May 1942 he had scored five victories. On 13 October 1942 McLeod was awarded the Distinguished Flying Cross. The citation read:
Soon afterwards McLeod was moved to No. 603 Squadron on Malta and in July joined No 1435 Squadron. On 3 November 1942, he received a Bar to his DFC for his actions in the island's defence. It is believed McLeod was credited with 12 enemy aircraft at this point. During his time in Malta, it is thought McLeod may have shot down and killed the 47 victory ace Heinz "Figaro" Golinski on 16 October 1942. The citation read:
On 4 December 1942 it was reported that McLeod had been sent for a rest in Britain after destroying 13 enemy aircraft in three months. Included in his claims were seven Messerschmitt Bf 109s, three Junkers Ju 88s and three Macchi C.202.
On 5 September 1944 McLeod was appointed a Companion of the Distinguished Service Order for 250 missions and 21 aerial victories, plus three probably destroyed and 12 damaged. McLeod scored most of his kills in the Spitfire Mk V, scoring 13 kills, two probables, 11 damaged and 1 shared damaged. The citation read:
Death.
On 27 September 1944, McLeod was leading a section of six aircraft of his squadron on high patrol as part of the fighter Wing led by Wing Commander James "Johnnie" Johnson over Nijmegen, Netherlands. During the action McLeod went missing. Johnson made repeated calls over the R/T, but McLeod did not answer. After landing, Johnson could see his friend had not returned. Johnson questioned the rest of the pilots and one reported seeing Wally chasing a lone Messerschmitt. Knowing McLeod's character, Johnson believed he would have attacked regardless of the enemy fighter's advantage:
I feel certain that he wouldn't have let go of the 109 until the issue had been decided one way or the other. There was no other aircraft in the area [that Johnson had seen] and they must have fought it out together, probably above the cloud. To start with he would have been at a disadvantage, for the 109 was already several thousand feet higher. I think the Messerschmitt got him. It was always all or nothing for Wally.
Remains of his Spitfire IX (NH425) were discovered in September 1949. McLeod was still in the wreckage of his Spitfire, in the outskirts of Wesel, near Duisburg, just inside the German border. He was buried in the Commonwealth War Graves Commission cemetery at Rheinberg. McLeod may have been shot down by Major Siegfried Freytag of Jagdgeschwader 77 flying a Bf 109, who claimed on this day, the only Spitfire shot down in the Duisburg area near Wesel for his 101st victory.
Honours and tributes.
In September 2002, a building at 15 Wing, the military air training base south of Moose Jaw was named for Henry Wallace McLeod. A McLeod Street in Regina's industrial district is jointly named for him and for broadcaster Jim McLeod (no relation).


Piyasvasti Amranand

Piyasvasti Amranand (; RTGS: "Piyasavasti Ammaranan"), born 11 July 1953) was Thailand's Energy Minister between 9 October 2006 and 6 February 2008. He is former Secretary-General of the Thai National Energy Policy Office, Chairman of Kasikorn Asset Management, and Chairman of the Panel of Advisors to the CEO of Kasikornbank. He was President of Thai Airways International between October 2009 and June 2012. He is Chairman of PTT Public Company Limited, board member of Kasikorn Bank, and board member of Pruksa Holding PCL. Piyasvasti plays active roles in three non-profit organizations as a founding and core member of the Energy Reform for Sustainability Group (ERS); Chairman of the Energy for Environment Foundation, a non-profit organization undertaking renewable energy and energy efficiency projects; and as president of the Ski and Snowboard Association of Thailand.
Career.
During the 1990s, Piyasvasti played a key role in deregulating and privatizing a number of energy-related state enterprises like PTT and power generation business. During his term as energy minister he implemented wide-ranging reforms in the energy sector, for instance, the end of oil price subsidies and repayment of the oil fund's massive debt accrued by the previous government's subsidy program; implementation of aggressive policies to promote renewable energy (including biofuels), cogeneration and distributed generation; adoption of Euro 4 fuel qualities and introduction of vapour recovery systems for petrol stations; adoption of a number of standards and incentive programs for energy efficiency; awards of a large number of petroleum concessions, issuing of IPP solicitation; conclusion of a number of power purchase agreements for projects in Laos; establishment of a nuclear power program with a target for 4,000 MW of nuclear capacity in 2020-2021; and amendment of a number of energy-related laws.
The most important law passed during his term as energy minister was the Energy Industry Act to establish an independent regulatory body for electricity and natural gas. The law was responsible for saving PTT Public Co, Ltd. from being nationalized in a court case brought against the government and PTT by the Consumers Association.
Piyasvasti joined Thai Airways in October 2009 when the carrier was in financial trouble. He continued to implement the turnaround plan and introduced a long term strategic plan where the financial position of the company was substantially strengthened, embarked on the largest aircraft acquisition and retrofit program ever implemented at Thai Airways, and formed Thai Smile as an first step in competing with low cost airlines. In June 2012, the board of directors suddenly voted Piyasvasti out with no explanation in what was seen as a politically motivated coup. In 2021, he has been appointed as the airline's independent director and rehabilitation plan administrators.
Education.
Piyasvasti was born in 1953. He graduated from Brasenose College, Oxford in 1975 with BA (first class honours) in mathematics. He later obtained an MSc in econometrics and mathematical economics, and a PhD in economics from the London School of Economics.


AiRUnion

AiRUnion was a Russian airline alliance. It was the first airline alliance ever established in Russia. Member airlines and their affiliates enjoyed a high degree of co-operation in scheduling, ticketing, code sharing, flight transfer operations, frequent flyer program benefits, shared airport lounges, reducing costs, and sharing best practices. The airline and member carriers have since gone bankrupt in 2008. With government sponsorship, the alliance was planned to be resurrected as Rossiya as of 2008. However, this never took place.
History.
This alliance was established as "AirBridge". In October 2004 Russian airlines KrasAir and Domodedovo Airlines set up a joint management company called AirBridge. KrasAir is owned by the city government of Krasnoyarsk (51%) and AirBridge management (49%) (Boris Abramovich - CEO and his brother, Alexander Abramovich - deputy CEO, no relation to Roman Abramovich). While retaining separate legal identities the airlines were planning to integrate their networks and services, as they are largely complementary. In April 2007 AirBridge had purchased Malév airline from Hungarian government. Boris Abramovich is also a CEO of AirUnion alliance.
The Abramovich brothers' aggressive expansion campaign led to the creation of AiRUnion alliance in 2005, the first airline alliance in Russia. It included KrasAir, Domodedovo Airlines, Omskavia, Samara Airlines and Sibaviatrans. On May 3, 2007 the five members of the AirUnion alliance were rolled into a similarly named holding company, OAO AirUnion, in which the Russian government holds no less than 45% of the shares.
Although Malév was a Oneworld member, in early 2007 AiRUnion began a codeshare with Austrian Airlines and Lufthansa in its strategic expansion into European routes.
AiRUnion was competing with S7 Airlines to become the second largest domestic carrier in Russia in 2007, after Aeroflot. AiRUnion carried 4.9 million passengers in 2006 compared to 8.75 million for Aeroflot.
Premium status.
AiRUnion had one premium level, Premium, based on a customer's tier status in a frequent flyer program. Each member and regional airline recognized AiRUnion Premium status, with only a few exceptions, mainly pertaining to airport lounge access. Status has no specific requirements; membership is based solely on the frequent flyer programs of individual member airlines. Benefits of AiRUnion Premium membership included free tickets, transportation of additional luggage and discounts of alliance program participants.


HMIS Indus (U67)

HMIS "Indus" was a of the Royal Indian Navy launched in 1934 and sunk during the Second World War in 1942. She was a slightly enlarged version of other vessels in the "Grimsby" class. She was named after the Indus River. "Indus" served mainly as an escort vessel, and she was therefore lightly armed. Her pennant number was changed to U67 in 1940.
History.
"Indus" was a part of the Eastern Fleet during the war.
In March 1942, British Indian Army and British Army troops from Rangoon had to be withdrawn, as they were overwhelmed by the superior numbers as well as the air command of the Japanese. Akyab was the next port to be attacked by the Japanese in April. The Flag-Officer-Commanding of the Eastern Fleet refused to withdraw "Indus" and from the anti-infiltration patrol off Akyab. On 6 April, "Indus" suffered 3 direct bomb hits in an air raid by Japanese Mitsubishi G3M bombers, and sank in 35 minutes. There was no loss of life to her crew although 10 were injured.
Fate.
On 6 April 1942 "Indus" was bombed and sunk by Japanese aircraft off Akyab, Burma in position
Commanding officers.
"Indus" commanding officers during her service were:


Iceland Airwaves

Iceland Airwaves is an annual music festival held in Reykjavík, Iceland in early November.
The festival spans four days (Wednesday - Saturday) and its main focus is showcasing new music, both Icelandic and international. The festival's main sponsors are Icelandair and the City of Reykjavík.
Festival.
The first show was held in 1999 as a one-off event in an airplane hangar at Reykjavík Airport.
Iceland Airwaves is promoted and produced by Iceland Music Export. and sponsored by its founder Icelandair, in cooperation with the City of Reykjavik.
In February 2018 the event managing company Sena Live, a subsidiary of production company Sena, bought the logo and all associated trademarks of Iceland Airwaves Music Festival. the 2018 edition of Iceland Airwaves was promoted and produced by Sena Live.


Teardrop turn

A teardrop turn is a method of reversing the course of an aircraft or vessel so that it returns on its original path, travelling in the opposite direction, and passes through a specified point on the original path.
Concept.
The teardrop turn has been described as a difficult maneuver which provides little margin for error. The name comes from the overhead view of the track, which resembles an idealized teardrop. Ships and power boats generally use one of two types of teardrop turn to recover a man overboard: the Williamson turn or the Scharnow turn, which differ primarily in the direction of the path around the teardrop and the distance from the point of interest when the manoeuvre is begun. Aircraft often use the teardrop turn to return to a fix while descending. It is also commonly used during air shows to make several passes over the runway, flying in opposite directions.


List of airlines of Moldova

This is a list of airlines currently operating in Moldova.


Hyper engine

The hyper engine was a 1930s study project by the United States Army Air Corps (USAAC) to develop a high-performance aircraft engine that would be equal to or better than the aircraft and engines then under development in Europe. The project goal was to produce an engine that was capable of delivering 1 hp/in3 (46 kW/L) of engine displacement for a weight of less than 1 lb/hp delivered. The ultimate design goal was an increased power-to-weight ratio suitable for long-range airliners and bombers.
At the time, no production engine could come close to the requirements, although this milestone had been met by special modified or purpose-built racing engines such as the Napier Lion and Rolls-Royce R. A typical large engine of the era, the Pratt & Whitney R-1830 Twin Wasp radial, developed about 1,200 hp (895 kW) from 1,830 in3 (30 L) so an advance of at least 50% would be needed. Simply scaling up an existing design would not solve the problem. While it would have increased the total available power, it would not have any significant effect on the power-to-weight ratio; for that, more radical changes were needed.
Several engines were built as part of the hyper program, but for a variety of reasons none of these saw production use. Air-cooled engines from a variety of US companies were delivering similar power ratings by the early 1940s, and the licensed production of the Rolls-Royce Merlin as the Packard V-1650 provided hyper-like performance from an inline while the Allison V-1710 did the same from a US design, one produced as a private effort outside the hyper program.
Design and development.
Improvements in construction and lighter materials had already delivered some benefits on the way to higher power-to-weight ratios. Aluminum was being introduced in place of steel as the quality and strength of aluminum alloys improved during the 1930s; this lowered engine weight noticeably, but not enough to achieve a 50% overall improvement. To reach that goal, the power of the engine would also need to be increased. Power is a combination of energy and the rate it is delivered, so to improve the power-to-weight ratio, one would need to increase the operating pressures of the engine, the operating speed, or a combination of both. Further gains could be made by eliminating losses like friction, combustion inefficiencies and scavenging losses, delivering more of the theoretical power to the propeller.
The USAAC engineers determined that it would study all three improvements. Before long, they concluded that increasing the combustion temperature and scavenging efficiency promised the greatest increases of all of the possibilities. To meet that goal, increasing engine speed seemed to be the most attractive solution. However, there were a number of practical problems that were impeding progress in these areas.
Increasing the compression ratio is an easy change that improves the mean effective pressure (MEP), but leads to engine knocking from inconsistent detonation. Uncontrolled, knock can damage the engine and was a major block on the way to improved power settings. This change would also increase the operating temperatures, which presented a problem with the valves. Valves were already reaching temperatures that would cause pre-ignition of the fuel as it flowed past them.
Increasing operational speed is also, theoretically, a simple change to the engine design. However, at high operating speeds the valves do not completely close before the cam opens them again, a problem called "valve float". Valve float allows gases in the cylinder to escape through the partially open valve, reducing the engine efficiency. Increasing valve spring pressure to close the valves faster led to rapid cam wear and increased friction, reducing overall performance by more than any horsepower gained.
As valves were a key issue in both approaches to improved performance, they had been a major area of research in the 1920s and 30s. In the UK, Harry Ricardo had written an influential paper on the sleeve valve system for exactly these reasons, claiming it was the only way forward. He had some success in selling this idea, most notably to Bristol Aeroplane Company Engines, where Roy Fedden became "a believer". Ricardo's friendly competitor, Frank Halford, designed his own sleeve valve engine with Napier & Son, another prominent British engine maker.
The USAAC was not so convinced that the sleeve valve was the only solution. Ironically it was one of Ricardo's papers on the sleeve valve design that led to the USAAC's hyper engine efforts. In one late 1920s paper he claimed that the 1 hp/in³ goal was impossible to achieve with poppet valve type engines. The USAAC engineering team at Wright Field decided to test this claim by beating it. They proposed an engine of about 1200 cubic inches (20 L), hoping the engine's smaller size would lead to reduced drag and hence improved range.
Hyper No.1.
Sam Heron, head of development at Wright Field and a former colleague of Ricardo while Heron had been working at the Royal Aircraft Factory, Farnborough, started working on the problem with a single-cylinder test engine that he converted to liquid cooling, using a Liberty L-12 engine cylinder. He pushed the power to 480 psi Brake Mean Effective Pressure, and the coolant temperature to before reaching the magic numbers. By 1932, the USAAC's encouraging efforts led the Army to sign a development contract with Continental Motors Company for the continued development of the engine design. The contract limited Continental's role to construction and testing, leaving the actual engineering development to the Army.
Starting with the L-12-cylinder, they decreased the stroke from 7 in to 5 in in order to allow higher engine speeds, and then decreased the bore from 5 in to 4.62 in, creating the 84 in³ cylinder. This would be used in a V-12 engine of 1008 in³ displacement. They used the L-12's overhead camshaft to operate multiple valves of smaller size, which would improve charging and scavenging efficiency. Continental's first test engine, the single-cylinder Hyper No.1, first ran in 1933.
They eventually determined that exhaust valves could run cooler when a hollow core filled with sodium is used — the sodium liquefies and considerably increases the heat transfer from the valve's head to its stem and then to the relatively cooler cylinder head where the liquid coolant picks it up.
Liquid cooling systems at that time used plain water, which limited operating temperatures to about . The engineers proposed using ethylene glycol, which would allow temperatures up to 280 °F. At first they proposed using 100% glycol, but there was little improvement due to the lower specific heat of the glycol (about 2/3 that of water). They eventually determined that a 50/50 mixture (by volume) of water and glycol provided optimal heat removal.
Hyper No.2.
A second cylinder was added to Hyper No. 1 to make a horizontal opposed engine for evaluation of an horizontal opposed 12-cylinder engine. After running the modified engine with different combinations of cylinder bore and stroke, it was found that the high coolant temperature required to maintain the required output was impractical. A third high-performance single-cylinder engine was then constructed with lower operating parameters. This engine was designated "Hyper No. 2", and became the test bed for developing the cylinders that would become the O-1430-1.
Continental O/V/IV/XIV-1430.
The Army apparently became concerned about the development of a suitable supercharger for high-altitude use, and for further development in 1934 they asked for a newer cylinder with slightly less performance and an increased volume of 118.8 in3 from its bore and stroke. This size cylinder would then be used in a 1,425 in3 12-cylinder engine, delivering the same 1,000 hp, with a performance of 0.7 hp/in3. This placed its performance on a par with newer experimental engines from Europe like the Rolls-Royce PV-12, at least when running on the higher-octane fuels the Army planned to use.
Another change was to the engine layout. The Army, convinced that future aircraft designs would use engines buried in the wings for additional streamlining, asked Continental to design a full-sized flat-horizontally opposed engine for installation inside a wing. The resulting engine was the Continental O-1430, which would require a ten-year development period which changed the layout to first an upright V-12 engine and later, an inverted V-12 engine before becoming reliable enough to be considered for full production as the Continental IV-1430 in 1943. By then other engines had already passed its 1,600 hp (1,200 kW) rating, and although the IV-1430 had a better power-to-weight ratio, there was little else to suggest setting up production in the middle of the war was worthwhile.
The project was eventually guided by the requirements in the "Request for data R40-C", which was included as a part of the Financial Year (FY) 1940 aircraft procurement program.
Request for data R40-C.
As 1938 came to an end, the war in Europe heated to its boiling point. At this point, European aircraft had greatly surpassed US designs. The two top USAAC fighters, the Seversky P-35 and the Curtiss P-36A, were just able to hit . Against the 340+ mph Messerschmitt Bf 109 they would be completely outclassed. The twin-engined Lockheed XP-38 was entering an extended test program.
Although the XP-38 was able to fly at speeds in excess of 413 mph, it was big and heavy, and was therefore not as maneuverable as its stablemates. The XP-38 also had a newly introduced liquid-cooled engine, the Allison V-1710. The Allison's in-line vee cylinder arrangement allowed for a narrow aerodynamic shape that had less drag than the air-cooled radial engine fighters that predominated in America at the time.
The fighter aircraft procurement program for FY 1940 was contained in a document that was approved by Assistant Secretary of War Louis K. Johnson on 9 June 1939. That document was the "Request for Data R40-C", and unlike previous aircraft procurement requests, it was sent to only a limited number of aircraft manufacturers. The original document was to be sent to:
After final review and approval as Air Corps Type Specification XC-622, a further four manufacturers were added to the distribution:
These companies had only ten days to agree to the terms of the document, and only 30 days to submit their designs.
FY 1940.
A total of 26 designs, with a mix of 16 engine models from six engine companies, were submitted by seven of the selected companies. These engines became known as the "Hyper Engines", a contraction of High-performance engines. The submitted designs were graded using a "Figure of merit" (FOM) rating system, and then, using the FOM results (which ranged from 444.12 for the Allison V-1710-E8 to 817.90 for the Pratt and Whitney X-1800-A4G), they were separated into one of three groups.
Only three of these ten designs were approved, and contracts were made for a limited prototype run of three aircraft for each.
The three aircraft/engine combinations that were selected:
FY 1941.
Three additional high-performance engines were considered for the USAAC's FY 1942 "Hyper" engine procurement program. They were:
Not to be left out, the US Navy selected the Lycoming XH-2470 for funding in FY 1942 as well.
Program end.
In the end, all of these programs were canceled, and the surviving engines became museum pieces.
Ironically, engines that were not considered under the program; the Allison V-1710, Pratt & Whitney R-2800 Double Wasp, Wright R-3350 Duplex-Cyclone and Pratt & Whitney R-4360 Wasp Major, all surpassed the USAAC requirements, and continue flying into the 21st century, primarily flying restored warbird aircraft.


509th Security Forces Squadron

The 509th Security Forces Squadron is a United States Air Force Security Forces squadron at Whiteman Air Force Base. The squadron contains nearly 600 security police total. The manning is vital to the protection of Whiteman AFB's B-2 Spirit aircraft.


Ram-air parachute


List of defunct airlines of Cyprus

This is a list of defunct airlines of Cyprus.


BEA Helicopters


Frank C. Lang

Frank Christian Lang (September 13, 1918 - December 29, 2008) was a highly decorated officer in the United States Marine Corps with the rank of major general. A veteran of three wars, Lang began his career as fighter pilot in World War II and rose to the command of Marine Aircraft Group during the Vietnam War. Lang was promoted to the general's rank following the war and held several important assignments including command of 1st and 3rd Marine Aircraft Wings. He completed his career as Deputy Commander, Fleet Marine Force, Pacific in 1978.
Early career and World War II.
Frank C. Lang was born on September 13, 1918 in New Rochelle, New York, the son of Christian and Marie Lang. Following the high school, he worked for Vought-Sikorsky as an aircraft and engine mechanic, before entered the New Haven Teachers State College in New Haven, Connecticut.
While at the College, Lang entered the Civilian Pilot Training Program, which he completed and earned his private pilot license. Following the United States entry into World War II, he enlisted the Naval Reserve in 1942 and entered the Naval Aviation Program.
He was ordered to the Naval Air Station Pensacola, Florida and completed the flight training in March 1943. Lang was subsequently commissioned second lieutenant in the Marine Corps and designated Naval Aviator. He was then ordered to the newly established Marine Night Fighter Squadron 532 (VMF (N)-532; Nightfighters) at Marine Corps Air Station Cherry Point, North Carolina and after almost 10 months of night training on Vought F4U Corsair, Lang and his squadron were transferred to San Diego, California in December 1943 in order to deploy to South Pacific. He was promoted to first lieutenant during that time.
After a brief stop on Hawaii, VMF (N)-532 was garrisoned on Tarawa, Gilbert Islands and immediately began flying night combat air patrols. The squadron then moved to Roi-Namur, Marshall Islands in mid-February 1944 and Lang continued in night combat air patrols there for next two months. During the patrols at Engebi, Lang completed several interceptions, but all of his targets turned out to be cleverly designed decoys, which the enemy bombers had ejected over the target.
He later took part in the night combat air patrols over Mariana Islands, patroling at Saipan and Guam and was promoted to Captain in August 1944. The VMF (N)-532 returned to the United States in October 1944 and Lang was stationed with his squadron at Marine Corps Air Station Miramar, California until early 1945, when he was transferred to the Marine Fighting Squadron 511 (VMF-511). For his service with VMF (N)-532, Lang received Distinguished Flying Cross and two Air Medals.
The VMF-511 deployed to South Pacific aboard escort carrier USS "Block Island" and Lang took part in the air combat operations during the Battle of Okinawa in May–June 1945. His squadron was then ordered to take part in the Battle of Balikpapan in Borneo during July that year. Japan announced surrender one month later and Lang spent next four months in Tokyo Bay and off the coast of Korea during the providing of cover for minesweeping operations. For his service on Okinawa and Borneo, Lang received his second Distinguished Flying Cross and another eight Air Medals.
Postwar career.
Following his return stateside in late 1945, Lang was attached to the staff of Marine Aircraft Group 53 and later was transferred to Marine Aircraft Group-31 at Marine Corps Air Station Miramar, California.
In May 1948, Lang was assigned to the headquarters battalion, Fleet Marine Force, Western Pacific under Brigadier General Omar T. Pfeiffer and took part in the combat operations in North China during the Chinese Civil War. He was transferred to the Marine Fighter Squadron 542 in June 1949 and deployed to Korea during the ongoing war in September 1950. Lang took part in the close air support, air interdiction, and reconnaissance flights against enemy on twin-engine, radar-upgraded Grumman F7F Tigercat and returned to the United States in March 1951. For his service in Korea, he was decorated with Navy Commendation Medal with Combat "V" and another six Air Medals.
Lang was subsequently assigned to the headquarters Air, Fleet Marine Force, Pacific at Marine Corps Air Station El Toro, California and remained there until June 1952, when he was promoted to Major and ordered to the Air Command and Staff College at Maxwell Air Force Base, Alabama for an instruction.
Upon the graduation, Lang was ordered to the Navy Aviation Supply Office in Philadelphia, where he served as Aviation Planning Officer before he was assigned to the Marine All-Weather Fighter Squadron 513 operating out of NAS Atsugi, Japan. He served first as an Executive officer and then assumed command of the whole squadron.
In January 1958, Lang returned to the United States and joined the staff of Marine Training Group 20 at Marine Corps Air Station Cherry Point, North Carolina as Assistant Chief of Staff for Operations. He was promoted to lieutenant colonel in January 1961 and assumed duty as an Executive officer of Marine Training Squadron 1 also located at Cherry Point. Lang was later ordered to the Amphibious Warfare School in Quantico, Virginia and graduated from the Senior Course there.
Lang was subsequently ordered to Paris, France, where he joined the headquarters of Commanding General, United States Army Europe as Operations Staff Officer under General Bruce C. Clarke. He spent three years in this capacity and returned to the United States for helicopter transition training at Marine Corps Air Station New River, North Carolina.
Upon the completion of the training, Lang assumed command of Marine Medium Helicopter squadron-264, equipped with H-34 Choctaw helicopters. He held command until December 1964, when he was transferred to Marine Aircraft Group 26 as Executive officer and following the promotion to colonel in August 1965, he assumed command of that Aircraft Group.
Vietnam War.
During the early months of the Vietnam War, Lang commanded his aircraft group at New River Air Station and was tasked with the training of replacements crews. In August 1966, he received orders for deployment for Southeast Asia and joined the headquarters of 1st Marine Division at Chu Lai Base Area, South Vietnam. Lang assumed duty as Division Air Officer and served consecutively under Major generals Lewis J. Fields and Herman Nickerson. His main responsibility was to maintain liaison with 1st Marine Aircraft Wing and assisting in coordinating air strikes, providing transports, supplying with air drops etc. He completed his tour of duty in July 1967 and received Legion of Merit with Combat "V" for his service.
Following his return stateside, Lang entered the Naval War College in Newport, Rhode Island and completed senior course one year later. He subsequently joined the staff of deputy chief of staff for manpower under his old superior from Vietnam, now lieutenant general Herman Nickerson and was co-responsible for all manpower matters for regular, reserve, both active and inactive, and civilian personnel, as well as the individual training and education of military personnel during the later stage of Vietnam War.
Lang served in this capacity until October 1969, when he was selected for the rank of brigadier general and assumed duty as Deputy Assistant Director, Plans, Programs and Systems within the Defense Supply Agency. He served in this capacity until September 1971 and received his second Legion of Merit.
Later career.
Lang was then ordered to Marine Corps Air Station El Toro, California and assumed command of 3rd Marine Aircraft Wing with headquarters there. His main duty was to maintain combat readiness during the withdrawal of Marine troops from Vietnam and he held this command until August 1972, when he was promoted to the capacity of Commander, Marine Corps Air Bases, Western Area at El Toro Air Station.
Following the promotion to major general in April 1973, Lang was ordered to Japan and assumed command of 1st Marine Aircraft Wing at Iwakuni Air Base. While in this capacity, he supervised the withdrawal of 1st Marine Aircraft Wing from South Vietnam according to the terms of the Paris Peace Accords.
In May 1974, Lang was transferred to Hawaii, where he assumed duty as Director of Operations (J-3), United States Pacific Command under Admiral Noel Gayler. In this Unified combatant command, he was responsible for the planning and execution of operations of Fleet Marine Force, Pacific, United States Pacific Fleet, Pacific Air Forces, and others. Lang remained in that capacity until March 1977, when he was appointed Deputy Commander, Fleet Marine Force, Pacific under Lieutenant General Leslie E. Brown.
General Lang retired from active duty on July 1, 1978 after 36 years of commissioned service and received Defense Superior Service Medal and third Legion of Merit for his services with U.S. Pacific Command and Fleet Marine Force, Pacific. He also received the Gray Eagle Award, which is presented to the Naval Aviator on continuous active duty in U.S. Navy or Marine Corps who has held that designation for the longest period of time.
Retirement.
Following his retirement from the Marine Corps, Lang settled in San Diego, California and was active in several sports including Golf, Scuba diving; and Skiing during the winter season in Mammoth Mountain Ski Area. He was also a member of several veteran organizations including the Early and Pioneer Aviators Association (aka The Golden Eagles), Flying Leatherneck Historical Foundation, Marine Corps Aviation Association, Marine Corps Association, Marine Corps Historical Foundation, Association of Naval Aviation, Military Order of the World Wars, Naval Aviation Museum Foundation, the Tailhook Association, and others. He was also active in the Marine Corps Oral History Program and received a Certificate of Appreciation from the Commandant of the Marine Corps, Paul X. Kelley in June 1986.
Major general Frank C. Lang died on December 29, 2008, aged 90, at his home in San Diego and was buried with full military honors at Fort Rosecrans National Cemetery, California. He was survived by his wife Joyce Dillinder and their children, a son John, and a daughter Barbara.
Awards and decorations.
Major general Lang's personal decorations include:


Al Bateen Executive Airport

Al Bateen Executive Airport is a dedicated business jet airport located south east of Abu Dhabi city centre in Abu Dhabi, United Arab Emirates. The airport is on the Abu Dhabi island. Other tenants include aviation assets of the UAE government. It opened in 1969 as Abu Dhabi International Airport to replace the older airport.
History.
1960s.
By the late 1960s, Abu Dhabi Airfield had grown too small for the city. The idea for a massive new airport was conceived. In 1969, the new Abu Dhabi International Airport was inaugurated. It was later renamed Al Bateen Executive Airport.
In the 1980s a new airport was built on the mainland to accommodate the increasing air traffic. That airport is now the main airport serving the city.
Government use.
Al Bateen's tenants include a UAE Naval Aviation helicopter squadron and the Abu Dhabi Police Department air wing.
Passenger airlines and destinations.
Rotana Jet operates private jet services from the airport, having moved all scheduled commercial operations to Abu Dhabi International Airport Terminal 2 in October 2014.
Solar Impulse 2, a Swiss experimental solar powered aircraft, was given its final touches here in 2015. It used the airport as the starting point for its Around the World circumnavigation attempt. The aircraft took off on 9 March 2015 and flew to nearby Oman and then onwards to India. It was also used as the landing site for the final leg from Cairo to Abu Dhabi, landing July 25, 2016.


Air L.A.

Air L.A. (IATA: UE, ICAO: UED), a wholly owned subsidiary of Air L.A. Inc (NASDAQ: AILA) was a U.S. commuter airline headquartered in the Westchester area of Los Angeles, California. It was founded by Wayne Schoenfeld, Ken Dickey and Bill Wolf. It ceased all operations in September 1995.
1980s.
Air LA started life as a charter airline in the late 1970s. It first started scheduled operations using Piper Chieftain aircraft in May 1982. It served Blythe, Burbank, Grand Canyon and Las Vegas. It gradually expanded its network to take in Bermuda Dunes/Palm Desert, Bullhead City (AZ)/Laughlin (NV), Ontario (CA) and Las Vegas and by the late 1980s was operating British Aerospace BAe Jetstream 31 commuter propjets.
1990s.
In November 1990, Air L.A. added Mexico service through the acquisition of Air Resorts, another southern California-based commuter airline.
In April 1993, it had the distinction of entering into one of the first international codeshare agreements with Aeromexico. The relationship began initially on the Los Angeles to Tijuana route and expanded to another of other Mexican cities primarily out of Tijuana and Hermosillo. The airline bought Conquest Airlines in 1995. In early 1995 Air L.A. also bought St. Paul, MN based Capitol Air (Not to be confused with the Capitol Air that operated jets, the Saint Paul-based Capitol Air was a small commuter that served primarily Chicago Midway and Milwaukee from the St. Paul Downtown airport between mid-December 1993 and December 31, 1994).
In 1993, the airline operated a fleet of Fairchild Swearingen Metroliners, seating 19 passengers.
It served the following California cities: Los Angeles, San Diego, Ontario, California, Bakersfield, Fresno, Stockton and Monterey. In Arizona, it served Phoenix. In Nevada, it served Las Vegas.
The airline also served two states in Mexico. In Baja California, it served Tijuana, Ensenada, Mexicali and San Felipe. In Sonora, it served Hermosillo.
Destinations in 1989.
Air LA was serving the following destinations in 1989 with scheduled passenger flights operated with British Aerospace BAe Jetstream 31 turboprop aircraft:
Destinations in 1995.
Air LA was serving the following destinations in 1995 with scheduled passenger flights operated with Fairchild Swearingen Metroliner turboprop aircraft:
Fleet.
Air LA operated the following aircraft types during its existence:


Daimler Air Hire


List of World War II aces from Croatia

This is a list of fighter aces in World War II from the Independent State of Croatia, a puppet state of Nazi Germany from 1941–45, created in the portion of Yugoslavia occupied by the Axis powers. There were 25 fighter aces from the Independent State of Croatia, fighting for the Axis, during the Second World War. For other countries see List of World War II flying aces by country.


Novorossiya (air base)

Novorossiya () is an abandoned military air base of the Soviet Air Force in Primorsky Krai, Russia, located 29 km (18 miles) east of Artyom.
During the Cold War, it served a tactical aviation airfield. One of the main tenants was the 50th ORAP (Composite Aviation Regiment). In 1967, satellite analysis showed a regiment of 34 MiG-15 Fagot or MiG-17 Fresco at the airfield. Following an increase in tensions after the Sino-Soviet split the airfield was an operating location for the Ilyushin Il-28 Beagle, with as many as 25 aircraft based at the airfield.
The airfield fell into disuse after the Cold War.


CFS Sioux Lookout

Canadian Forces Station Sioux Lookout (ADC ID: C-16) is a closed General Surveillance Radar station. It is located west of Sioux Lookout, Ontario. It was closed in 1987.
It was operated as part of the Pinetree Line network controlled by NORAD.
History.
As a result of the Cold War and with the expansion of a North American continental air defence system, Sioux Lookout was selected as a site for a United States Air Force (USAF) radar station, one of the many that would make up the Pinetree Line of Ground-Control Intercept (GCI) radar sites. Construction on the Sioux Lookout base began in 1952 and was completed by 1953. The base was manned by members of the USAF's Air Defense Command (ADC) 915th Aircraft Control and Warning Squadron, being known as Sioux Lookout Air Station.
In April 1953 of the following year, operations began at the unit's permanent home. The station was equipped with AN/FPS-3C, AN/FPS-502, AN/FPS-20A, AN/TPS-502, and AN/FPS-6B radars. As a GCI base, the 915th's role was to guide interceptor aircraft toward unidentified intruders picked up on the unit's radar scopes. These interceptors were based at Duluth International Airport in Minnesota.
In the early 1960s, the USAF relinquished control of the base to the Royal Canadian Air Force (RCAF). This was part of an arrangement with the United States that came as a result of the cancellation of the Avro Arrow. Canada would lease 66 F-101 Voodoo fighters and take over operation of 12 Pinetree radar bases.
Upon hand-over on 1 October 1962, the operating unit was re-designated 39 Aircraft Control and Warning Squadron and the base, RCAF Station Sioux Lookout. Radars at the station were also upgraded to the following:
In 1963, radar operations at 39 Squadron were automated by the Semi Automatic Ground Environment (SAGE) system, and the station became a long-range radar site. It would no longer guide interceptors but only look for enemy aircraft, feeding data to the Duluth Air Defense Sector SAGE DC-10 Direction Center of the 30th NORAD Region. As a consequence of the change, the operating unit was once again renamed, this time as 39 Radar Squadron.
In 1966, Sioux Lookout was reassigned to the 29th NORAD Region, and in October 1967, Sioux Lookout was once again re-designated. This time, the change was due to the creation of the Canadian Armed Forces, the new tri-service organization that absorbed the RCAF, RCN and the Canadian Army. 39 Radar Squadron, RCAF Station Sioux Lookout, became simply Canadian Forces Station (CFS) Sioux Lookout.
In yet another organizational change, Sioux Lookout was again switched to the 23d NORAD Region in 1969. Beginning in 1983 it began reporting to Canada West ROCC.
The last major change came in the 1980s. After a lengthy review by both the Canadian and American defence ministries, it was decided to modernize the North American air defence infrastructure. DEW Line equipment was upgraded and the Line was renamed the North Warning System. With this newer equipment, it was decided to close most Pinetree Stations. CFS Sioux Lookout was thus disbanded in July 1987.
Today, the station remains standing, although thought as deserted and apparently unused, it is privately owned and now used as a homestead.


Wingman

A wingman (or wingmate) is a pilot who supports another in a potentially dangerous flying environment. "Wingman" was originally the plane flying beside and slightly behind the lead plane in an aircraft formation.
According to the U.S. Air Force, The traditional military definition of a "Wingman" refers to the pattern in which fighter jets fly. There is always a lead aircraft and another which flies off the right wing of and behind the lead. This second pilot is called the "Wingman" because he or she primarily protects the lead by "watching his back."
Description.
The wingman's role is to support aerial combat by making a flight both safer and more capable: amplifying situational awareness, increasing firepower, and allowing more dynamic tactics.
The concept of a wingman is nearly as old as fighter aviation. On 9 August 1915, Oswald Boelcke was already acting in the role when he shot down a French airplane pursuing Max Immelmann.
Colonel Robert Smith provided an extensive description of the work and role of wingmen during the Korean War. Among a wingman's primary responsibilities are remaining close to the leader of the aerial formation and warning the leader of any immediate threats at the cost of losing mutual protection. Smith described the responsibilities as mutually exclusive: to never lose the leader requires that the wingman watch what is in front of him/her while warning the leader of threats requires focusing on the rear. In order to protect the leader, the wingman needs to react constantly according to his surroundings and movements. Smith described the difficulties of flying under conditions of poor visibility and the trying effects on human perception under such conditions, especially considering the danger of becoming separated from the formation leader. According to Smith, wingmen are expected to remain with the leader, even at the cost of giving up an easy kill.
External links.
[[Category:Aerial warfare tactics]]


List of airlines of France

This is a list of active/operating airlines which have an Air Operator Certificate issued by the "Direction Générale de l'Aviation Civile", the Civil Aviation Authority of France.
For French overseas departments and territories, see the sections for French Guiana, French Polynesia, Guadeloupe, Mayotte, New Caledonia, Réunion, Saint-Pierre and Miquelon.


List of Aegean Airlines destinations

, Aegean Airlines flies to 93 destinations, excluding its subsidiary Olympic Air and charter destinations.


Oleo strut

An oleo strut is a pneumatic air–oil hydraulic shock absorber used on the landing gear of most large aircraft and many smaller ones. This design cushions the impacts of landing and damps out vertical oscillations.
It is undesirable for an airplane to bounce on landing as it could lead to a loss of control, and the landing gear should not add to this tendency. A steel coil spring stores impact energy from landing and then releases it, while an oleo strut instead absorbs this energy, reducing bounce. As the strut compresses, the spring rate increases dramatically because the air is being compressed while the viscosity of the oil dampens the rebound movement.
History and applications.
The original design for the oleo-pneumatic shock-absorbing strut was patented by British manufacturing conglomerate Vickers Armstrong during 1915. It had been derived from the recuperative gear design of the Vickers gun, controlling recoil by forcing oil through precisely sized orifices. Vickers' oleo strut was first applied to an aeroplane by the French aircraft company Breguet Aviation.
The design proved to be viable and was extensively adopted across the aviation industry for fixed undercarriages, becoming simply referred to as an "Oleo unit" or undercarriage leg. However, Vicker's initial design had placed air above the oil, an arrangement that did not pose any problem until the introduction of retractable landing gear during the mid-1930s. The engineer Peter Thornhill devised a novel undercarriage strut that used a free-floating piston, not only being a lighter arrangement but enabling the whole strut to be inverted and to work while at an angle, eliminating the weakness of using an oil and air mixture. Oleo-pneumatic technology was subsequently reused by the manufacturer to produce several other products, including hydraulic railway buffers and industrial shock absorbers.
During 1926, the Cleveland Pneumatic Tool Company designed and introduced its own oleo strut, one of the first to be purpose-designed for use upon airplanes. The company subsequently marketed the product as an "Aerol" strut, which had entered widespread use within the United States within the space of a decade. By 1931, innovations in the field were reportedly being made in the United Kingdom, France, and North America. During subsequent decades, the oleo strut became commonly used for aviation purposes around the world. By the twenty-first century, a wide range of different shock-absorbing struts were in use, but typically employ common principles, despite considerable variations in size, weight, and other performance criteria.
Furthermore, refinements continued to be made to the technology behind the oleo strut. During 1954, hydropneumatic suspension was introduced, which utilizes the same principle of a gas that compresses (nitrogen) and a fluid that does not; in this application, an engine-driven pump is used to pressurize the hydraulic fluid. Another such example was a US patent filed by Jarry Hydraulics during 1958. During the 1960s, the British Ministry of Technology sponsored research into theoretical studies into improved oleo-dampening technology. In 2012, it was proposed that the vibration-dampening qualities of the oleo strut could be enhanced by using semi-active control to adjust fluid viscosity. The use of oleo struts for electric-powered automatic guided vehicles has also been evaluated.
According to Engineering360, by 2019, the oleo-pneumatic strut had become the most common type of shock absorber in use upon modern aircraft. In particular, the oleo strut has seen heavy use amongst the largest cargo airplanes in the world, such as the Antonov An-124 Ruslan; it reportedly provides for a rough-field landing capacity while carrying payloads of up to 150 tons. This design also cushions the airframe from the impacts of taxiing, resulting in greater levels of comfort for passengers and crew alike.
The Quadro range of motor scooters use the oleo strut, which is claimed to give favourable low speed lean characteristics.
Operation.
An oleo strut consists of an inner metal tube or piston, which is attached to the wheel axle, and which moves up and down in an outer (or upper) metal tube, or cylinder, that is attached to the airframe. The cavity within the strut and piston is filled with gas (usually nitrogen, sometimes air—especially on light aircraft) and oil (usually hydraulic fluid), and is divided into two chambers that communicate through a small orifice.
When the aircraft is stationary on the ground, its weight is supported by the compressed gas in the cylinder. During landing, or when the aircraft taxis over bumps, the piston slides up and down. This movement compresses the gas, which acts as a spring, and forces oil through the orifice, which acts as a damper. A tapered rod is used on some designs to change the size of the orifice as the piston moves, providing greater resistance as compression of the strut increases. Additionally, a check valve is sometimes used to uncover additional orifices so that damping during compression is less than during rebound. Oleo struts absorb and dissipate forces by converting and emitting a portion of the accumulated kinetic energy into thermal energy.
Pneumatic systems like the oleo strut generally have long operating lives, and the construction is not unusually complex for maintenance purposes. Nitrogen is usually used as the gas instead of air, since it is less likely to cause corrosion. The various parts of the strut are sealed with O-rings or similar elastomeric seals, and a scraper ring is used to keep dust and grit adhering to the piston from entering the strut.


Nikolai Olovyannikov

Nikolai Yefimovich Olovyannikov (; 22 December 1922 – 15 April 2021) was an officer of the Soviet Air Force. Over his time in service, he reached the rank of "polkovnik", the Soviet equivalent to colonel. In 1944 he was awarded the title of Hero of the Soviet Union.
Olovyannikov's interest in flying began in childhood, and he attended a flying club during his high school studies. Called up for service in the armed forces shortly after the Axis invasion of the Soviet Union in 1941, he was assigned for further training at the Voroshilovgrad military aviation school. Despite only completing 13 of the 150 flying hours usually required, Olovyannikov was quickly pressed into service flying the Ilyushin Il-2 attack aircraft. He was assigned to the , and spent the rest of the war with this unit. His first combat sorties took place during the Battle of Kursk. He went on to see action in many of the important battles as the Red Army advanced through the war, fighting at the Battle of Smolensk, Operation Bagration, the East Prussian offensive, and the Battle of Königsberg. In 1944 he was awarded the title of Hero of the Soviet Union, and ultimately flew 212 sorties, without once being shot down.
Olovyannikov remained in the air force after the war, reaching the rank of "polkovnik" before his retirement from military service in 1962. He was then employed by the Moscow Institute of Petrochemical and Gas Industry, where he worked in the military department and took an interest in training. In retirement he settled in Moscow, where he died in 2021 at the age of 98, having received a large number of awards and honours over his lifetime.
Early life and career.
Olovyannikov was born into a Russian peasant family on 22 December 1922 in Medvenka, , then part of Kursk Governorate, in the Russian Soviet Socialist Federative Republic. Following the death of Nikolai's father when he was three years old, his mother moved the family, consisting of herself and three children, to Kostiantynivka in 1930. Olovyannikov studied in the local school, graduating from the 8th grade, and also attended a flying club from the age of 16, training on simulators, and then on Polikarpov Po-2s. He joined the Red Army on 28 June 1941, shortly after the Axis invasion of the Soviet Union. He studied at the Voroshilovgrad military aviation school, which had been evacuated to Uralsk in the Kazakh Soviet Socialist Republic. The cadets were trained to fly in high-speed bombers, and then on Ilyushin Il-2 attack aircraft. The cadets were usually required to have 150 flight hours on the Il-2, but due to wartime exigencies, Olovyannikov flew only 13 before being quickly graduated in 1943. He was told "It's okay, you will finish your studies at the front." Olovyannikov was drafted into front-line service from July 1943, and was assigned to the . He would serve with this unit for the entirety of the war.
Wartime combat.
Olovyannikov's first combat mission took place on 12 July 1943, during the Battle of Kursk. He went on to see action during the Battle of Smolensk, Operation Bagration, the East Prussian offensive, and the Battle of Königsberg. During this period the 312th Assault Aviation Regiment formed part of the , of the 4th Air Army of the 2nd Belorussian Front. The summer of 1943 was a particularly busy one for Olovyannikov, as he personally destroyed six field guns and seventeen vehicles, blew up two bridges, and shot down a Focke-Wulf plane. For ten successful combat missions during the Battle of Kursk, Olovyannikov was awarded the Order of the Red Star. By August 1944 Olovyannikov had reached the rank of lieutenant, and had flown 100 sorties, destroying two aircraft on the ground, five tanks, fifteen railway cars, and many other pieces of enemy military equipment. He joined the Communist Party of the Soviet Union in 1944.
On 26 October 1944, by decree of the Presidium of the Supreme Soviet of the USSR, Olovyannikov was awarded the title of Hero of the Soviet Union, number 4850, with the award of the Order of Lenin, number 21044, and the Gold Star medal. During the war he flew a total of 212 sorties, reaching the position of deputy squadron commander. His last sortie was on 7 May 1945, on the Baltic coast, in the region of Swinemunde. He avoided being shot down during his entire career.
Post war career.
Olovyannikov continued to serve in the Air Force after the war. He took the advanced officer training's higher tactical flight courses, graduating in 1950, and later studied at the Air Force Academy, graduating in 1956. He reached the rank of "polkovnik", before retiring from military service in August 1962.
After leaving the Air Force, Olovyannikov went to work at the Moscow Institute of Petrochemical and Gas Industry. From 1963 to 1964 he was a laboratory assistant at the department of military special training, then training master of the department between 1964 and 1965, and again between 1966 and 1976, and 1977 and 1981. He was head of the personnel department between 1965 and 1966, head of the laboratory of the military department between 1976 and 1977, senior laboratory assistant of the department between 1981 and 1992, master of industrial training between 1992 and 1993, and engineer of the military department between 1993 and 1995. From 1963 until 1995 he was chairman of the party bureau of the institute's military department, and was for many years the permanent chairman of the Council of Veterans of the Institute.
Nikolai Olovyannikov lived in Moscow, where he died on 15 April 2021. He had been interviewed by "Krasnaya Zvezda" shortly before his death, with the interview appearing in the 9 December 2020 issue.
Awards.
Over his career Olovyannikov had received numerous honours and awards, besides the title of Hero of the Soviet Union and the award of the Order of Lenin on 26 October 1944. He held three Orders of the Red Banner, from 2 February 1944, 28 February 1945 and 25 May 1945, two Orders of the Patriotic War First Class from 12 July 1944 and 11 March 1985, two Orders of the Red Star from 8 October 1943 and 30 December 1956, the Medal "For Battle Merit" from 19 November 1951, the Medal "For the Capture of Königsberg", and a number of other medals of the USSR and Russia.


List of airlines of Mauritania

This is a list of airlines currently operating in Mauritania: