Woodhead Hall

Woodhead Hall is a country house at Cheadle in Staffordshire. It is a Grade II listed building.
History.
Woodhead Hall was originally commissioned by a Mr Leigh and completed in 1720. It was acquired by William Allen, a merchant, in the 1840s and completely rebuilt by William Shepherd Allen to the designs of William Sugden in 1873. It remained in the Allen family, passing to William Allen in 1915, until it became a preparatory school in 1925. At the start of the Second World War it became RAF Cheadle and, as a Y-station, started monitoring important enemy signals information. The main task was to intercept messages from German bombers and ground stations.
The hall continued as a monitoring station during the Cold War, with operations transferring to become part of Government Communications Headquarters (GCHQ) in January 1964 when all ministries' civilian interception sites came under its control. GCHQ Cheadle continued to monitor Soviet communications. The station closed in 1995 and the property was sold into private ownership in 1997.


AGS Airports

AGS Airports Limited is the United Kingdom-based owner of Aberdeen, Glasgow and Southampton Airports. The company was formed in September 2014 by Ferrovial, a Spanish firm specialising in the design, construction, financing, operation and maintenance of transport, urban and services infrastructure, and Macquarie Group, an Australian company, composed of diversified financial services. Each own a 50% stake in the company. The company acquired Aberdeen, Glasgow and Southampton Airports in December 2014 from Heathrow Airport Holdings (formerly BAA).
History.
Aberdeen, Glasgow and Southampton Airports were originally owned and operated by the British Airports Authority, who acquired them in the 1970s. In the late 1980s the authority was sold off by the government and became BAA plc. By 2012 BAA had sold off three of their seven airports and rebranded as Heathrow Airport Holdings (HAH). In 2014 HAH decided to sell off Aberdeen, Glasgow and Southampton to enable the company to focus on improving Heathrow for passengers and winning support for Heathrow expansion.
In January 2021, a number of new appointments to the executive committee were announced, including Mark Johnston as chief operating officer for AGS Airports, reporting to AGS chief executive Derek Provan.


List of defunct airlines of Uruguay

This is a list of defunct airlines from Uruguay.


Grand Bahama International Airport

Grand Bahama International Airport (GBIA) is a privately owned international airport in Freeport, Bahamas.
The airport is a joint venture between Hutchison Port Holdings (HPH) and The Port Group (or the Grand Bahama Port Authority). The facility also includes of land that adjoins it to the Freeport Harbour Company Limited as they operate as one entity, known as the Sea Air Business Centre (SABC).
Facilities.
The airport has a runway which is capable of handling the largest aircraft in service and is relatively close to all major cities of the Eastern Seaboard of the United States.
Grand Bahama International Airport is one of two Bahamian airports that has US border preclearance facilities (the other being Lynden Pindling).
Some other features that are available at the Grand Bahama International Airport are:


Proposed Chicago south suburban airport

The proposed Chicago south suburban airport (also referred to as the Peotone airport) is a proposed airport that would be located in Peotone, Illinois, approximately 40 miles south of Chicago. Serving in addition to the two international commercial airports serving Chicago (O'Hare and Midway), the site would serve the south suburbs of the Chicago metropolitan area. The two existing airports currently serving Chicago (O'Hare and Midway) are located within and operated by the City of Chicago, with the Northern Illinois region also served by two other international airports in Illinois and Wisconsin.
Following the expansion of O'Hare to become one of the busiest international airports of the world, proposals for a third airport have been in discussion since the end of the 1960s, with planning for the development of a site in Peotone since in the late 1990s. Since its initiation over 50 years ago, proposal for a third airport has remained controversial in terms of both cost, need, and calls for alternatives for accommodate increased air traffic demand.
History of the proposed airport.
Stanley Berge, a professor at Northwestern University, first proposed a Peotone airport site on November 13, 1968. His main arguments for the proposed site were that it could have fast access to Chicago by rail and highway, that the potential site was far enough from O'Hare Airport to avoid the airports interfering with each other's flight patterns, that it would have all-weather flight safety, and that the site was environmentally compatible with the surrounding area. Berge envisioned a high-speed train service to downtown Chicago.
The Peotone site was an alternative location to a proposed lake site announced during Chicago Mayor Richard J. Daley's 1967 inaugural speech. The Chicago Public Works and Aviation Department worked cohesively with the Federal Aviation Administration during the Johnson and Nixon administrations from January 1967 to January 1970 to develop a litany of needed consultant reports beginning with an appraisal report, a summary of engineering reports, and graphic simulation studies for both a land and lake site. On January 27, 1970, Daley shelved plans for the airport, stating, "It was not necessary until year 2000".
Following 15 years of investments at both O'Hare and Midway airports in the early 1970s, some northwest suburban leaders became concerned over noise issues at O'Hare Airport, the busiest airport in the world at that time, and an economic boon for Chicagoland. Leaders from suburban DuPage County and suburban northwest Cook County attempted to apply political pressure to control expansion and enhancements of O'Hare - the airport, however, received numerous expansions and upgrades over the next three decades. State House and Senate legislators tried three times to pass a Metropolitan Airport Authority bill from 1985 to 1987, in an effort to alleviate airspace noise and pollution from the airport but the bill never passed. Legislators compromised on a resolution, which awarded $500,000 for a transportation study for a proposed third Chicago area airport.
In 1986, state legislation created the Illinois Airport System Plan Policy Commission (IASPPC). The commission had bipartisan and tri-state support from the governors of Illinois, Indiana, and Wisconsin. Commissioners chose consultant Peat Marwick to develop the aviation studies. The first capacity study concluded that O’Hare and Midway airports alone could not accommodate the expanding Chicago aviation market, and the study recommended another airport be built. Senator Aldo DeAngelis of south suburban Olympia Fields advocated for the Peotone site stating, "economic considerations would override political ones in choosing a location" for the airport.
The City of Chicago had acquired three seats on the IASPPC, bringing the total to eleven. Political pressure by the City of Chicago resulted in IASPPC members voting to eliminate all rural sites from the final vote. The final vote selection was between Gary Airport and Lake Calumet, a lake and region in Chicago that the airport would be built in proximity to, and also the mayor's preference.
The Lake Calumet site was selected and Chicago mayor Richard M. Daley, the son of a previous Chicago mayor, Richard J. Daley, attempted to put a legislative bill through during the end of the state legislative session. The cost of the Lake Calumet site was $10.8 billion. State Senate President Pate Phillips did not support the bill as it would cost the state $2 billion for its share. It took four tries in the State House before reaching the State Senate. By July 1992, Mayor Daley declared the airport issue dead and focused on further expansions and enhancements of O'Hare and Midway airports.
Planning for the South Suburban Airport began in 1984 as a cooperative venture between the states of Illinois, Indiana, Wisconsin, the city of Chicago, and the Federal Aviation Administration (FAA), which has stated that the Chicago area needs a third airport to handle growing air traffic. After many studies, the airport location alternatives were narrowed to five sites in 1990.
The state of Illinois submitted an Environmental Assessment to the FAA in March 1998 for approval of the development of an airport at a site in eastern Will County. Recently, the FAA prepared a Tier 1 Environmental Impact Statement (EIS) for site approval and land acquisition. The FAA issued a Record of Decision (ROD) on the Tier 1 EIS in July 2002, which approved the Will County, Illinois, site as a technically and environmentally feasible location for the development of a potential future air carrier airport in the south suburban area of Chicago.
The Illinois Department of Transportation (IDOT) began purchasing land for the Will County airport site in 2002, with funding of $75 million earmarked by the Illinois FIRST program. The state has purchased about half of the required for the plan. The current plan is in flux as the position of the runways are continuing to be debated. Eminent domain cases are also working their way through the courts. About three million people live in central and south Cook County, Illinois; Will County, Illinois; and Lake County, Indiana, putting them in reasonable proximity to the proposed airport in Peotone. The airport is also expected to have travelers from all over Chicagoland.
In June 2008, Gary-Chicago International Airport in Gary, Indiana announced an agreement with three local railroads (Norfolk Southern, EJ&E, and CSX) that will allow the relocation of railroad tracks so that the airport runways may be expanded. These longer runways will allow the airport to handle larger aircraft. In March 2011, then-Illinois Governor Pat Quinn announced his intention to start construction "as fast as humanly possible" on an airport in Illinois; however, the FAA had not finalized plans yet and the land acquisition was still being completed. In June, U.S. Secretary of Transportation Ray LaHood noted that there had been little call at the federal level recently for the proposed Peotone airport. However, plans for the south suburban airport were still in progress.
The proposed airport is within the airspace of an existing airport, Bult Field (C56), a privately owned airport with a 5,000-foot runway. On July 1, 2014, IDOT purchased Bult Field and some surrounding land for $34 million for the new Chicago-area airport.
The proposed third airport was included in REBUILD Illinois, the 2019 capital bill signed into law by Governor J. B. Pritzker. The bill allocated $162 million allocated toward road improvements that would connect Interstate 57 to the proposed airport site, an environmental review, and the completion of a master plan.
Support.
An op-ed in "Crain's Chicago Business" by public affairs consultant Delmarie Cobb cites its proximity to five of Amazon's south suburban fulfillment centers and job opportunities for residents of the South Side of Chicago and south suburbs as reasons to support a third airport in the south suburbs.
Supporters of a new south suburban airport have historically found common ground with those opposing an expansion of O'Hare Airport, which is routinely ranked as the world's first or second busiest airport. The proponents of the south suburban airport and those opposing expansion of O'Hare believe a south suburban airport would alleviated the heavy and still growing air traffic in Chicagoland, while not necessitating the expansion of the already extremely large and busy O'Hare. It would also provide additional economic opportunities to the south suburbs.
There had been discussions on expanding the airports in either Rockford, Illinois or Milwaukee, Wisconsin and utilizing one of those airports as a third Chicago area airport. However, proponents of a third airport believe that Rockford and Milwaukee are not close enough to Chicago to be an effective option, and that expanding Milwaukee's or Gary, Indiana's airports for Chicago-bound travelers is not as financially beneficial to the state of Illinois as it will be to the states of Wisconsin or Indiana.
Opposition.
There is no official name beyond the south suburban airport, and two separate plans exist. The FAA refers to both proposals as South Suburban Airport. The airport would serve as an additional airport in the Chicago metropolitan area. Critics believe the airport is unnecessary and may be a failure like MidAmerica St. Louis Airport. These groups believe that expanding O'Hare or other existing airports in Rockford, IL; Milwaukee, WI; or Gary, IN are thought to be viable alternatives.
The Peotone specific opposition to the south suburban airport includes environmentalists and farmers. Kevin Brubaker of the Environmental Law and Policy Center said the construction would destroy 1,200 acres of flood plains as well as 180 acres of wetlands.
Alternative proposals.
Various politicians and interest groups have proposed alternatives to a south suburban airport.
Lake Calumet site.
Four months after the election of Mayor Richard M. Daley in August 1989, the Lake Calumet site was submitted by Daley as an alternative site to the IASPPC. By February 5, 1990, Daley released a feasibility study for the Lake Calumet site which indicated that the $5 billion cost to construct the airport would be partially funded by a passenger facility charge which would generate $1.8 billion. Federal legislation sealed the passenger facility charges on August 2, 1990, in the 101st Congress's 2nd session through H.R. 5170.
The proposed airport would have resulted in the demolition of Chicago’s Hegewisch neighborhood along with portions of suburban Burnham and Calumet City and faced staunch opposition from Hegewisch residents. After facing opposition from Senate President Pate Philip and concerns over the cost of the airport, Daley declared the airport proposal "dead."
O’Hare expansion.
After his failure to build the Lake Calumet airport, Daley focused his efforts on the expansion of O'Hare Airport. Opponents of the O'Hare expansion are supportive of a third airport.
Expansion of other area airports.
A proposal to turn the Gary/Chicago International Airport into Chicago's third major airport received a boost in early 2006 with the approval of $48 million in federal funding over the next ten years. Expansion plans include a new multi-level Intermodal Terminal combining three modes of transit – passenger rail, passenger vehicles and air travel. The rail system is designed to combine both commuter and high-speed lines.


Timeline of aviation

This is a timeline of aviation history, and a list of more detailed aviation timelines. The text in the diagram are clickable links to articles.


List of VIP airlines of Russia

A VIP Airline is an airline which operates planes equipped in a luxurious manner (wood trim and paneling, for example), typically with drastically reduced seating numbers, partitioned sections (separated from each other) for privacy, seats facing each other with a table between. Seating tends to be larger so one seat per side where often there would be three (on a standard aircraft). Seating tends not to be in rows but in a more spacious lounge arrangement with no particular order. Such planes can often have televisions and telephones. VIP flights are all chartered and are typically used by VIP clients or businesses.


HMS Ukussa

 #REDIRECT Katukurunda Airport


MW 50

MW 50 (Methanol-"Wasser" 50) was a 50-50 mixture of methanol and water (German: "Wasser") that was often sprayed into the supercharger of World War II aircraft engines primarily for its anti-detonation effect, allowing the use of increased boost pressures. Secondary effects were cooling of the engine and charge cooling. Higher boost was only effective at altitudes below the full-throttle height, where the supercharger could still provide additional boost pressure that was otherwise wasted, while the smaller secondary effects were useful even above that altitude.
Composition.
MW 50 is something of a misnomer, as it is actually a mixture of three fluids: 50% methanol acting primarily to achieve optimum anti-detonant effect, secondarily as an anti-freeze; 49.5% water; and 0.5% "Schutzöl" 39, an oil-based anti-corrosion additive. The similar MW 30 increased the water to 69.5% and decreased methanol to 30%. This increased the cooling performance but made it easier to freeze at -18 degrees C as opposed to -50 C for MW 50). As a result, this mixture was intended to be used for lower-altitude missions. EW 30 and EW 50 mixtures also existed, which substituted methanol with ethanol; in emergency, pure water could be used.
Effect.
The effect of MW 50 injection could be dramatic. Simply turning on the system allowed the engine to pull in more air due to the charge cooling effect, boosting performance by about on the BMW 801 and DB 605. However, the MW 50 also allowed the supercharger to be run at much higher boost levels as well, for a combined increase of . At sea level, this allowed the engine to run at over . MW 50 was fully effective up to about , above which it added only about 4% extra power, due largely to charge cooling.
Time limits.
The increased power could be used for a maximum of 10 minutes at a time, much like the American war emergency power setting for their own aircraft, with at least five minutes between each application. Aircraft generally carried enough MW 50 for about two ten-minute periods of use, allowing them to increase their climb rate and level speed in combat for interception missions.
Applications.
Fittings for MW 50 first appeared on the BMW 801D in 1942, but it never went into production for this engine because the cylinder heads developed micro-cracks when MW 50 was used. Instead, the DB 605-engined later versions of the Messerschmitt Bf 109 were fitted with an MW 50 injection system, beginning in early 1944. Later engine designs all included the fittings as well, notably the Junkers Jumo 213, which relied on it to increase non-boosted performance and tune the supercharger for higher altitudes.
Other systems.
MW 50 was not the only charge cooling system to be used by the Germans. Some engines dedicated to high altitude included an intercooler instead, as they would be needing the cooling for longer periods of time. The 801D also included the ability to spray gasoline into the supercharger (the "Erhöhte Notleistung" [Increased Emergency Performance] system), in place of the MW 50. While this was not as effective, it did increase boost without the complexity of the additional tanking and plumbing. Additionally, many of the late-war engines also included a system for high-altitude boost, GM-1, which was intended to add oxygen to the fuel/air mix by injecting nitrous oxide into the supercharger instead of employing higher boost levels – the Jumo 213E inverted V12 on the Ta 152H could "sprint" with both boost systems engaged to airspeeds of well over at low altitudes.


Atlantic Island Airways


Port Protection Seaplane Base

Port Protection Seaplane Base is a state owned, public use seaplane base located in Port Protection, a community in the Prince of Wales-Hyder Census Area of the U.S. state of Alaska. It is included in the National Plan of Integrated Airport Systems for 2011–2015, which categorized it as a "general aviation" facility.
Facilities and aircraft.
Port Protection Seaplane Base has one seaplane landing area designated NW/SE with a water surface measuring 4,000 by 1,000 feet (1,219 x 305 m). For the 12-month period ending December 31, 2006, the airport had 330 aircraft operations, an average of 27 per month: 91% air taxi and 9% general aviation.


Frank Fischl

Frank R. Fischl Jr. (October 25, 1926 – October 12, 2016) was an American U.S. Air Force colonel and politician. In 1966, Fischl, an Air Force pilot with the 433rd Tactical Fighter Squadron during the Vietnam War, was awarded the Silver Star, the U.S. military's third-highest decoration for valor in combat, "for gallantry in connection with military operations" for his role in an airstrike conducted in North Vietnam on September 3, 1966. Fischl later served as the Mayor of Allentown, Pennsylvania, from 1978 until 1982.
Biography.
Early life and education.
Fischl was born and raised in Allentown, Pennsylvania, to Frank R. Fischl, Sr. and Helen (née Gehringer) Fischl. He graduated from Allentown High School (now called William Allen High School) in 1945.
In 1947, Fischl entered the United States Military Academy in West Point, New York. He played as a starting halfback on the Army Black Knights football team, where he was briefly coached by Vince Lombardi. He graduated from the U.S. Military Academy in 1951 and entered the United States Air Force.
Fischl would later graduate from the Industrial College of the Armed Forces (now called the Dwight D. Eisenhower School for National Security and Resource Strategy) and earned his MBA from Syracuse University.
U.S. Air Force.
Fischl, an Air Force pilot, flew combat missions in both the Korean War and the Vietnam War. On September 3, 1966, then-Major Fischl, a member of the 433rd Tactical Fighter Squadron based in Thailand, took part in an airstrike in North Vietnam. He was awarded the Silver Star on October 18, 1966, "for gallantry in connection with military operations" for his role in the September 3rd mission. According to the Silver Star citation, "On that date, Major Fischl conducted a night strike on a vital supply and storage area of the hostile force in a highly defended area. With complete disregard for his own safety, Major Fischl continued the attack in the face of intense defenses to deliver ordnance on the target, completely destroying the target. By his gallantry and devotion to duty, Major Fischl has reflected great credit upon himself and the United States Air Force."
In addition to his Silver Star, Fischl was also awarded two Distinguished Flying Crosses, eleven Air Medals, two Service stars, and the Legion of Merit.
His final posting was as the Director of Safety for the Air Force's European division. Fischl retired from the U.S. Air Force with the rank of colonel in 1974.
Political career.
In 1977, Fischl, a Republican, announced his candidacy for Mayor of his native Allentown, Pennsylvania, after friends encouraged him to run for the office. He narrowly defeated incumbent Mayor Joe Daddona, a Democrat, by just 121 votes in the 1977 mayoral general election.
As mayor, Fischl introduced a series of tax breaks for businesses and established tax abatement zones, which were intended to encourage property development. Projects which were developed as a result of Fischl's tax breaks included the present day Wells Fargo corporate offices (formerly Wachovia) and the downtown Crown Plaza Hotel.
Frank Fischl underwent quadruple bypass surgery while in office, which many believed contributed to his decision not to seek a second term in the 1981 election. He was succeeded by former Mayor Joe Daddona, who regained the office in 1982.
In 1984, Pennsylvania Governor Dick Thornburgh appointed Fischl to the Pennsylvania Public Utility Commission, where he served as a member from 1984 until 1991.
Frank Fischl died in Allentown on October 12, 2016, at the age of 89. He was survived by his wife of 41 years, Anne L. (Eckert) Fischl; his two daughters, and his stepdaughter. He was buried in Grandview Cemetery in South Whitehall Township, Pennsylvania.


Sabre Jet (film)

Sabre Jet is a 1953 American Korean War war film drama directed by Louis King starring Robert Stack, Coleen Gray, Richard Arlen, Julie Bishop and Leon Ames. Shot in Cinecolor using United States Air Force footage. "Sabre Jet" was based on a story by the producer Carl Krueger with the screenplay written by the husband and wife playwright and screenwriting team of Dale Eunson and Katherine Albert. The opening credits state: "This picture is dedicated to the air force wives who shared their men with a world made desperate by the most brutal aggressor in history."
Plot.
The United States Air Force at Itazuke Air Base during the Korean War has a visitor: Jane Carter (Coleen Gray), a female journalist who wishes to do a feature story on the wives of the American pilots. Jane admits to the wing commander General Hale (Richard Arlen) that she is the wife of one of his squadron leaders, Colonel Gil Manton (Robert Stack). This is news to everyone.
Gil and Jane have been separated for two years. Jane prefers life under her former name as a major journalist with frequent travel, while Gil prefers a wife who will stay home and have a family. Gil is not only upset that Jane left their anniversary celebration to get a story from the wife of a Death Row prisoner about to be executed, but Gil feels Jane callously used and exploited the woman for a story. Gil has kept their separation a secret as a divorce would hurt his career.
Jane meets the wives and learns their motivations and that though they are open with each other, they hide their fears from their husbands lest it affect their performance.
Meanwhile, with the Korean War raging, military intelligence has discovered A North Korean air base filled with Soviet-built Mikoyan-Gurevich MiG-15 fighter jets and piston engine Yakovlev Yak-9 aircraft threatening the United Nations forces. General Hale wishes to lead a carefully synchronized combined airstrike of Boeing B-29 Superfortress bombers escorted by North American F-86 Sabre to deal with the enemy aircraft and Lockheed F-80 Shooting Star ground-attack aircraft to destroy the enemy’s anti-aircraft defenses.
General Hale’s superiors are sympathetic but inform the General that approval for such a massive combined operation can take a long time to approve. General Hale replies that the wet season in North Korea will begin in a week that would make the operation impossible after it has begun.
General Hale disobeys orders by personally flying an F-86 on a reconnaissance mission without escort over the target. After he is aloft, intelligence discovers the air base is located elsewhere and that what the General is flying over is a stronghold full of anti-aircraft weapons and enemy fighter aircraft.
The General is shot down; Jane is with the General's wife Marge (Julie Bishop) when Gil breaks the news of the loss of the General. Marge's incredible composure and courage brings Jane to tears and makes her reevaluate her marriage and behavior towards Gil.
Gil takes over command of the fighter wing and leads the escort mission protecting F-80 fighter-bombers and B-29 bombers on an attack against the North Korean air base. While their mission is successful, Gil loses three jet pilots. After consoling the wives of the pilots that were lost, Gil see Jane waiting for him at the gate, and they embrace.
Production.
Producer Carl Krueger had previously produced the William Wyler aviation film "Thunderbolt!" (1947) that was shot during World War II but not released until after the conflict.
The film was announced in February 1953. Krueger would make it independently for United Artists.
"Sabre Jet" was made in cooperation with the United States Air Force and used four Korean War veterans of the air war as technical advisors. The film was mostly shot at Nellis Air Force Base near Las Vegas but also featured extensive use of actual World War II aerial combat film footage. When "Sabre Jet" eventually was relegated to television broadcasts, the film was screened in a black-and-white version.
The aircraft seen in "Sabre Jet" include Lockheed F-80 Shooting Star fighters as well as F-86 Sabres. Other aircraft included Republic F-84 Thunderjet, Aeronca L-16A, Douglas A-26 Invader and Boeing B-29 Superfortress (in archive footage). A number of F-86 Sabres were repainted to act as MiG-15s.
Reception.
"Sabre Jet" was premiered in Dayton, Ohio, on September 3, 1953, during the National Air Show, in the presence of nine Korean aces, including Joseph McConnell Jr. The film was critically reviewed by Bosley Crowther in "The New York Times". He noted: ""You'd never guess it from the title, but the little picture called 'Sabre Jet', which opened last night at the Criterion, is a great deal more concerned with the bravery of the wives of jet pilots than with that of the fellows who fly the planes." Aviation film historian Simon D. Beck in his book "The Aircraft-Spotter's Film and Television Companion", considered "Sabre Jet", a "... thoughtful if emotionally distant" account of the air war in Korea.
In similar reviews, aviation film historian Stephen Pendo, in "Aviation in the Cinema", described "Sabre Jet", a "weak" example of the air war in Korea, especially singling out the female characters as being a stereotype of military wives, who were "... overly hysterical" when their husbands went to war. In a similar assessment, Aviation film historian Michael Paris in "From the Wright Brothers to Top Gun: Aviation, Nationalism, and Popular Cinema", noted that the film was built around two elements, the missions flown by "Sabre" fighter pilots, and the effect on their families.


CFB Gagetown

5th Canadian Division Support Base (5 CDSB) Gagetown, formerly known as and commonly referred to as CFB Gagetown, is a large Canadian Forces Base covering an area over , located in southwestern New Brunswick.
Construction of the base.
At the beginning of the Cold War, Canadian defence planners recognized the need for providing the Canadian Army with a suitable training facility where brigade and division-sized armoured, infantry, and artillery units could exercise in preparation for their role in defending western Europe under Canada's obligations to the North Atlantic Treaty. The facility would need to be located relatively close to an all-season Atlantic port and have suitable railway connections.
Existing training facilities dating from the First and Second World Wars in eastern Canada were relatively small (Camp Debert, Camp Aldershot, Sussex Military Camp, Camp Valcartier, Camp Petawawa, Camp Utopia), thus a new facility was considered. At the same time, regional economic development planners saw an opportunity for a military base to benefit the economy of southwestern New Brunswick.
The area under consideration was an expansive plateau west of the Saint John River between the cities of Saint John and Fredericton, measuring approximately in length and in width; more accurately it runs between Oromocto in the north to Welsford in the south, and between the Saint John River in the east and the south branch of the Oromocto River in the west.
Over 900 families inhabited the area primarily engaged in agriculture and forestry industries. The terrain was variable, providing mixed Acadian forest, swamp and marshland, as well as open farming areas similar to the North European Plain. The influence of the "St. Croix Highlands", part of the Appalachian Mountain range, creates hilly terrain and valleys in the southern and western part of the region close to the Nerepis and Oromocto Rivers.
The expropriation of lands began in the early 1950s, much to the surprise of local residents who had been kept in the dark about the expropriation until the last minute. The base was surveyed so as to not affect some of the historic communities along the western bank of the Saint John River such as Gagetown, Hampstead, and Browns Flat; the expropriation began several kilometres west of the river and eliminated the communities of Petersville, Hibernia, New Jerusalem, North Clones and others. This remains the largest single land expropriation in the history of New Brunswick.
The base headquarters were chosen for the northern part of the base adjacent to the (then) small village of Oromocto. In preparation for the influx of service personnel, Oromocto was redesigned as a "planned" town, with buried electrical utilities and residential and commercial clustering typical of larger planned towns such as Richmond Hill, Ontario.
Construction of the base facilities in Oromocto benefited from convenient railway connections provided by Canadian National and Canadian Pacific Railways. A new alignment of the Trans-Canada Highway was built on the eastern bank of the Saint John River, opposite from Oromocto in the early 1960s (see Route 2) and a new highway bridge across the Saint John River connected the Trans-Canada Highway to the village of Burton, just south of Oromocto and near the east gate for the base.
The "Gagetown Military Camp" (or "Camp Gagetown") opened in 1956 and was named after the village of Gagetown, although the base was located west of this historic village and was headquartered to its north in Oromocto. The base's territory measured and included numerous live-fire ranges for infantry, armoured, and artillery units, as well as aerial weapons ranges.
At the time of its opening in 1956, until the opening of Shoalwater Bay Military Training Area in Australia in 1965, Camp Gagetown was the largest military training facility in the Commonwealth of Nations. By comparison, CFB Suffield has with usable by the military, and designated as the Suffield National Wildlife Area.
The training area has been heavily "landscaped" over the years by military foresters and many woodlines have been sculpted to form shapes recognizable from the air, including:
Operations.
Initially, Camp Gagetown was the home base for many army regiments, including The Black Watch and The Royal Canadian Regiment; however, defence cutbacks in the 1960s saw a gradual reduction, and the demise of their parent formation, 3 Brigade Group. On February 1, 1968, the Canadian Army, the Royal Canadian Air Force, and the Royal Canadian Navy were merged to form the unified Canadian Forces. Following this unification, Camp Gagetown was renamed "Canadian Forces Base Gagetown" (CFB Gagetown).
In the post-unification armed forces, CFB Gagetown functioned as the primary combat training centre for Force Mobile Command (renamed Land Force Command in the 1990s). In the early 1970s "Combat Training Centre Gagetown" (CTC Gagetown) was established as a unit at CFB Gagetown comprising armour, artillery, and infantry training schools. In the 1990s the Canadian Forces School of Military Engineering was relocated to CFB Gagetown from CFB Chilliwack. The base is still widely referred to as Camp Gagetown.
Increased defence spending in the 1980s saw numerous new training facilities built and ranges modernized, and this continued into the 1990s as the Canadian Forces closed smaller bases in response to further defence budget cuts. A large training building housing much of CTC was opened in late 1992. CFB Gagetown continues to function as the army's primary training facility, although due to risk of forest fires in recent years, live-fire training has been pushed primarily to the fall-winter-spring seasons.
Units and formations.
Principal units and formations of the CFB Gagetown are:
Defoliant testing.
Portions of the training area were subject to testing of defoliants during the 1960s. The use of Agent Orange and Agent Purple has led to an inquiry as to its long-term effects upon the soldiers and civilian base personnel who were exposed to it. The affected areas had soil tests that measured dioxin levels at 143 times the Canadian Council of Ministers of the Environment guidelines for maximum exposure.
St. Mary's Chapel.
CFB Gagetown has a chapel that is administered by the Military Ordinariate of Canada. Services at the chapel are available for all military persons and the civilian personnel of the base. During the week, the chapel organizes Mass in French and English.


TUI Airlines Mexico


CFS Moisie

Canadian Forces Station Moisie, also known as CFS Moisie, is a former Canadian Forces Station located in the community of Moisie, Quebec.
It was operational as a Pinetree Line radar station from June 1953 to 1988.
RCAF Station Moisie.
The Royal Canadian Air Force began construction of RCAF Station Moisie in 1952 at a location approximately east of the centre of Sept-Îles. The station was situated at Pointe Moisie, which is on the west bank of the Moisie River where it met the St. Lawrence River. At the time of construction, the RCAF had been calling the facility RCAF Station Clarke City, however, since the actual town of Clarke City was located west of the site, on the Sainte-Marguerite River, the RCAF decided to name the site after the adjacent community of Moisie.
As construction neared completion, an advance party consisting of one officer and nine airmen arrived on a Trans-Canada Air Lines North Star at the Sept-Îles Airport on 25 May 1953. The RCAF formally took over the site on 30 June 1953 and on 15 September 1953 the site was made operational under the RCAF's Air Defence Command as part of the Pinetree Line network of radar stations.
The location of the station along the north shore of the lower St. Lawrence River (part of the Côte-Nord region) provided coverage of a large portion of eastern Quebec, western Labrador, the Gaspé Peninsula and the western Gulf of St. Lawrence. This location complemented the USAF operated Pinetree Line stations at Stephenville, NL to the east and Goose Bay, NL to the north, as well as the RCAF operated Pinetree Line stations at RCAF Station Sydney to the east, RCAF Station Chibougamau to the west, and RCAF Station St. Margarets to the south. The early 1950s was a period of significant industrial development in the Côte-Nord region, with construction of iron ore loading facilities at Sept-Îles, connected by the Quebec, North Shore and Labrador Railway to iron ore mines in Schefferville, QC and several years later in Labrador City, NL. Further iron ore loading facilities opened in 1965 at Pointe-Noire, connected by the Arnaud Railway. The opening of the Saint Lawrence Seaway in 1959 also saw an increase in commercial shipping traffic using the St. Lawrence River. Consequently, RCAF Station Moisie was deemed essential to protecting these assets from potential aerial attack.
Using the radio callsign "CROWBAR", the Moisie station consisted of three sites: the Operation Site (OPS), the Ground-Air-Transmission-Reception (GATR) and the Transmission Site (TX). A large radome housed the early warning and ground control intercept radars. Support buildings were constructed, including residences for personnel. The primary lodger unit established at the station was No. 211 Aircraft Warning Squadron; this unit formed at Moisie on June 30, 1953, while the station was under construction. Search radars installed included models FPS-3, FPS-502, FPS-27; TPS-502, FPS-6, and FPS-26.
No. 211 Squadron was operationally controlled by Sector Commander 2 ADCC, RCAF Station Chatham. The RCAF air bases at RCAF Station Chatham and RCAF Station Bagotville, as well as the USAF's Ernest Harmon AFB in Stephenville were the nearest bases for interceptor aircraft that would respond to anything detected by the Moisie main radar.
Following the 1958 partnership between the USAF and RCAF to form the North American Aerospace Defence Command or NORAD, many Pinetree Line radar stations were upgraded for automation and consolidation of intercept data. No. 211 Aircraft Warning Squadron became No. 211 Aircraft Control & Warning Squadron in November 1956. In July 1958 RCAF Station Moisie was placed on increased alert due to the 1958 Lebanon crisis. In May 1959, RCAF Station Moisie transitioned from a strictly early warning and identification site to that of an air defence ground control interceptor site. Consequently, RCAF Station Moisie's radar equipment underwent an upgrade in the late 1950s and early 1960s with the operational implementation of the Semi-Automatic Ground Environment (SAGE) System on 1 November 1963, designated with SAGE ID C-33. Under SAGE, the Moisie station collected, discriminated and transmitted its radar coverage data to the designated SAGE Control Centre in the Bangor NORAD sector, located at Topsham AFS in Maine.
CFS Moisie.
On February 1, 1968, the RCAF merged with the Royal Canadian Navy (RCN) and the Canadian Army to form the Canadian Armed Forces. As part of the unification, RCAF Station Moisie was renamed to Canadian Forces Station Moisie, or CFS Moisie.
The end of the Cold War and obsolescence of the Pinetree Line radar stations saw CFS Moisie's radar cease operations in 1986 and the site was declared surplus by the Canadian Forces.
The station was decommissioned by the Department of National Defence in the early 1990s whereby the Government of Canada transferred the property to the Government of Quebec.
Media.
CFRM radio began broadcasting from the radar site in 1964. The popular station with a 10 watt output was located at 1340 kHz on the AM dial. It is unknown when the station left the air.


Aymar-DeMuth Propellers

Aymar-DeMuth Propellers was an American manufacturer of wood laminate and composite propellers for homebuilt aircraft. The company headquarters was located in Ellicott City, Maryland.
The company produced a line of two-bladed maple laminate propellers as well as wood-glass composite designs for aircraft with two-stroke or four stroke engines up to , such as the Van's Aircraft RV-7, Thorpe T-18 and Glasair.
The company discontinued operations in 2012 after the death of founder, Mike DeMuth.


BKS Air Transport


FMA IA 62

The FMA IA.62 was a military trainer aircraft under development in Argentina in the late 1970s.
Development.
It was developed by the Fabrica Militar de Aviones (FMA) in response to an Argentine Air Force request for a replacement for its Beech B-45 "Mentor" trainers then in service. The new aircraft was to combine its main role as a primary trainer with secondary roles as a reconnaissance and light attack aircraft.
The resulting design was for a low-wing cantilever monoplane with retractable tricycle undercarriage. The pilot and instructor were to sit in tandem under a long bubble canopy, and the Turbomeca Astazou turboprop was selected as a powerplant.
A scale model was displayed at the 1978 Paris Air Show, but the project was cancelled shortly afterwards.


76th Air Refueling Squadron

The 76th Air Refueling Squadron is part of the 514th Air Mobility Wing at McGuire Air Force Base, New Jersey. It operates the McDonnell Douglas KC-10 Extender aircraft conducting air refueling missions as a reserve associate unit of the 305th Air Mobility Wing.
The unit was first activated during as a Douglas C-47 Skytrain transport unit that saw combat with the 435th Troop Carrier Group in Western Europe. The squadron flew paratroopers on airborne assaults on Normandy (Operation Overlord); Southern France (Operation Dragoon); the Netherlands (Operation Market Garden), and Germany (Operation Varsity). It also flew combat resupply missions in the relief of Bastogne in 1945. The 76th was awarded a Distinguished Unit Citation for its actions during the Normandy invasion.
The squadron was activated in the reserve in 1947. It was called to active duty in March 1951 for the Korean War, serving at its home station, Miami International Airport. It returned to reserve duty in December 1952. In November 1959 it was assigned directly to the 435th Troop Carrier Wing in a reorganization of Continental Air Command reserve units.
History.
World War II.
The squadron was first activated at Bowman Field, Kentucky in February 1943, as one of the original squadrons of the 435th Troop Carrier Group. The group used Douglas C-47 Skytrains and Douglas C-53 Skytrooopers in preparing for duty overseas with Ninth Air Force.
The 76th left the United States in October 1943, arriving at RAF Langar, England, in early November. On arrival, it began training for participation in the airborne operation over Normandy. The squadron flew its first combat missions on D-Day by dropping paratroopers of 101st Airborne Division near Cherbourg. The unit towed Waco CG-4A and Airspeed Horsa gliders carrying reinforcements to the same location that afternoon and on the following morning. The squadron received a Distinguished Unit Citation for its part in Operation Overlord, the Normandy invasion.
The squadron began transport services following the landings in France and intermittently engaged in missions of this type until V-E Day In these operations the 76th hauled supplies such as serum, blood plasma, radar sets, clothing, rations, and ammunition. It also evacuated wounded personnel to Allied hospitals.
The squadron interrupted these supply and evacuation missions to train for and participate in three major airborne assaults. It was part of a detachment of three squadrons from the 435th Group that moved to Tarquinia Airfield, Italy in July 1944 for Operation Dragoon, the invasion of Southern France. The detachment dropped paratroopers over the assault area on 15 August and also released gliders carrying troops and equipment such as jeeps, guns, and ammunition. The following day it flew a resupply mission over France, then transported supplies to bases in Italy before returning to England at the end of the month.
In September 1944 the squadron participated in Operation Market Garden the unsuccessful airborne operation intended to seize bridges across the Meuse River in the Netherlands, dropping paratroops of the 82d and 101st Airborne Divisions and releasing gliders carrying reinforcements. During the Battle of the Bulge, the unit delivered supplies to isolated combat positions of the 101st Airborne and 7th Armored Divisions in Bastogne and Marcouray, Belgium.
The unit moved to Bretigny Airfield, France in February 1945 to prepare for Operation Varsity, the airborne assault across the Rhine River. Each squadron aircraft participating in this operation towed two gliders transporting troops and equipment to the east bank of the Rhine near Wesel on 24 March. The unit then flew resupply missions to Germany in support of ground forces.
The squadron transported supplies to occupation forces in Germany and evacuated Allied prisoners of war after V-E Day. The squadron and the 435th Group returned to the United States in August and the group was inactivated on 15 November 1945.
Air Force Reserve.
Troop carrier operations.
The squadron was once again activated as a reserve unit under Air Defense Command at Orlando Air Force Base, Florida on 15 July 1947. It was again assigned to the 435th Troop Carrier Group, located at Morrison Field, Florida. The squadron was nominally a Curtiss C-46 Commando unit, but it is not clear to what extent it was equipped with tactical aircraft while at Orlando.
In June 1949, Continental Air Command, which had assumed the responsibility for training reserve units from Air Defense Command in 1948, reorganized its reserve units under the wing base organization system. As part of this reorganization and unit reductions required by President Truman's reduced 1949 defense budget, the 435th Group and its squadrons moved to Miami International Airport, where it was assigned to the newly formed 435th Troop Carrier Wing and formed its cadre from elements of the inactivating 100th Bombardment Group. Air Force flying operations at Orlando came to a temporary end. The squadron was manned at only 25% of the strength of a regular unit.
At Miami, the squadron trained with C-46s under the supervision of the active duty 2585th Air Force Reserve Training Center. The squadron was ordered into active service in March 1951 as a result of the Korean War. Along with other reserve units called to active duty, it formed Tactical Air Command's Eighteenth Air Force. The squadron's initial function was to train C-46 aircrews for service in Korea. The 76th also trained with Fairchild C-119 Flying Boxcars. Although it remained at Miami, the unit deployed twice while on active duty: to Laurinburg-Maxton Airport, North Carolina from 21 July until 1 September 1951 and to Grenier Air Force Base, New Hampshire from 2 January to 3 March 1952. It was relieved from active duty and inactivated on 1 December 1952 and its mission, personnel and equipment were transferred to the regular 744th Troop Carrier Squadron, which was activated the same day.
The squadron was activated as a reserve unit the same day at the same station, but with the personnel and equipment of the inactivating 812th Troop Carrier Squadron. In the reserve, the squadron once again flew the Curtiss Commandos. By 1956, the unit was flying overseas missions, particularly in the Caribbean area and in Central America. In addition, for the first time as a reserve unit, its flying was performed in unit tactical aircraft, rather than in trainers.
In 1957, the squadron once again received C-119s.
Strategic airlift and air refueling.
The squadron began strategic airlift operations in 1966, and global air refueling and airlift since 1994.


Francis Thomas Evans Sr.

Francis Thomas Evans Sr. (3 June 1886 – 14 March 1974) was a pioneer aviator. He was one of the earliest United States Marine Corps aviators, one of the first persons to perform a loop in a seaplane, and a pioneer of stall and spin recovery techniques.
Biography.
Evans was born in Delaware, Ohio, on 3 June 1886. He became one of the earliest United States Marine Corps aviators, being designated Marine Aviator Number 4.
By early 1917, Evans was the most experienced Curtiss N-9 floatplane pilot in the world. Although the consensus among aviators and even the N-9s manufacturer was that the N-9 could not be looped, Evans believed it was possible. On February 13, 1917, he flew an N-9 over the Gulf of Mexico off Pensacola, Florida, and began attempts to loop it. He succeeded on his fourth try, becoming one of the first persons ever to loop a seaplane (the first pilot to loop a seaplane was Polish aviator Jan Nagórski on 17 September 1916 in Grigorovich M-9 flying boat). Lacking witnesses, he flew over Naval Air Station Pensacola and repeated the feat. In 1936, he received the Distinguished Flying Cross for this achievement.
More important, however, were the stall and spin recovery techniques he discovered that day. During his first three loop attempts, the N-9 stalled before he reached the apex of the loop and fell into a spin. He found that by releasing back-pressure on the stick and aggressively applying opposite rudder to the direction of the spin he could change the spin into a normal dive and recover, something previously thought impossible in an N-9. His stall and spin recovery techniques remain in use to this day by aviators around the world.
During World War I, Evans was stationed in the Azores in 1918 in command of a seaplane squadron.
Evans took actions after the 29 June 1925 earthquake in Santa Barbara, California, to help save the city from fire, for which he received a letter of commendation from the United States Secretary of the Navy and a resolution from the City of Santa Barbara.
The Marine Corps lacked any kind of ambulance aircraft in the 1920s and early 1930s, so Evans came up with a way of housing a stretcher and a medical attendant aboard a modified Douglas P2D-1 patrol floatplane, and the Marine Corps used the modified aircraft in support of its occupation duties in Haiti and Santo Domingo.
Evans was grounded after two serious crashes in 1935 and was retired for physical disability in July 1937. However, he was recalled to duty later in 1937 and continued to serve in the Marine Corps until December 1944.
Family.
Evans was married to Elizabeth Kibbey, daughter of John D. Kibbey and his wife Clara Egerton, of Marshalltown, Iowa. Their oldest son, Captain Francis T. Evans Jr., USAF, served in Europe during World War II as a United States Army Air Forces fighter pilot and later served in the United States Air Force. He died on 16 June 1953 while attempting to land his disabled F-86 Sabre fighter at Andrews Air Force Base, Maryland, when he put the F-86 into a nosedive to avoid crashing into a playground full of children at Forestville Elementary School in Forestville, Maryland. Francis T. Evans Elementary School in Clinton, Maryland, is named in honor of him.
A younger son, Captain Douglas K. Evans, served in the U.S. Army Air Forces and then in the U.S. Air Force in the Korean War and Vietnam War as a jet fighter pilot. Douglas Evans took Francis T. Evans Sr., on his first jet airplane flight on 4 January 1947, in a T-33 Shooting Star.
Death.
Francis T. Evans Sr., died on 14 March 1974 after six years of declining health. He is buried in Arlington National Cemetery in Arlington, Virginia.


Hyfish

Hyfish is a model hydrogen powered aeroplane developed by Koni Schafroth. The model has successfully passed test flights under battery power and Smartfish is going forward with development to a 2-man aircraft.
General history.
The Hyfish is a product of the German Air & Spacecenter and its international partners. The German Air & Spacecenter, otherwise known as the Deutsches Zentrum fuer Luft- und Raumfahrt, or DLR, is located in Stuttgart, Germany. These partners included, but were not limited to, Horizon Fuel Cell Technologies of Singapore. Development of the Hyfish, an unmanned aerial vehicle that is jet powered by hydrogen fuel cell technology, took eighteen months of hard-work and laboring research. Unmanned aerial vehicles are also called UAVs. UAVs are difficult to power because they have to be small and light in order to be able to maintain flight in the air. To resolve this challenge, Scientists at the DLR Institute for Technical Thermodynamics in Stuttgart integrated Horizon Fuel Cell Technology's fuel cell system into the Hyfish. In order to prepare the Hyfish for flight, the SmartFish team had to test the CFD of the aircraft numerous times. The most influential reasoning behind the creation of the Hyfish was to demonstrate and test the effectiveness of fuel cells in a challenging environment, which in this case, involved flight in the air. However, the construction of the Hyfish also helped researchers educate themselves more in the subject of lightweight construction in addition to the subject of the packaging of fuel cell systems. This unmanned UAV took its first flight in 2007 in Bern, Switzerland. The Hyfish was put on display at the Hannover fair, otherwise known in Germany as the Hannover Messe, for spectators. This event lasted April 16–20, 2007.
Fuel cell.
The Hyfish hydrogen fuel cell system had some unique attributes. It was ultra light and compact, which helped to keep the UAV's weight to 13.2 pounds. This fuel cell created no emissions, another great attribute, and consisted of polymer electrolyte. Because of this, it was able to create one kilowatt of electrical power output. All in all, the fuel cell weighed a measly 6.6 pounds, which included its pressurized hydrogen tank. The fuel cell stack gave power to an impeller jet which enabled flight for about six minutes, despite the less than ideal weather conditions for such an experiment. This kind of technology is what is used in jet skis. The Hyfish excited scientists and made history because it was the first fast plane with jet wings to fly with only a hydrogen fuel cell and its only power source. It performed vertical climbs into the air, loops, circles, and various other aerial acrobatics and tricks while flying at extremely fast speeds reaching 124 miles per hour. George Gu, president and CEO of Horizon Fuel Cell Technologies, verbally displayed his high hopes for the future of UAVs: "We are confident that record-breaking 15 to 30 hour flight times are now within reach for small UAVs, which would offer new and distruptive possibilities in the aviation industry." The Hyfish development team included some notable and accomplished Scientists and researchers. SmartFish GmbH of Bern, Switzerland, developed the flight model. The gas-cell stack was designed and created by Horizon Fuel Technologies in Singapore. Drukon, located in Spitzkunnersdorf, Germany, developed and oversaw the pressure-reducing valve. And finally, Ainet in Germany developed the building of forms.
Other features.
Other features of the Hyfish were just as revolutionary as the hydrogen fuel cell, including the fuselage which was four feet long. The wings of this UAV were a mere three feet wide, an extremely small measurement. The composite structure of the Hyfish was completed and overseen by the company LTB Borowski. The vast majority of the parts that constructed the Hyfish were made from glass fibers. In other statistics, the thrust-to-weight ratio of the Hyfish was measured to be 1:3. The Hyfish was readily equipped to be able to fly at speeds ranging from 200 miles per hour to 300 kilometers per hour and at altitudes as high as 7,000 meters. The name is no coincidence; the Hyfish was actually inspired by a fish.
Future applications.
Scientists and researchers will continue further research into these technologies to learn more about them. They have pondered the ability for such hydrogen-powered aircraft technologies to be able to monitor weather patterns at high altitudes. Scientists have also played around with the idea that the Hyfish could possibly lead to innovations that could take air samples to search for threatening and dangerous gases that could be in the atmosphere.
Scientists have high hopes for the Hyfish technology and zero emission creation to reduce the amount of greenhouse gases in the atmosphere from aviation. These gases deplete the ozone layer and pose extreme threats to the environment. Aviation impact alone represents 9% of the total amount of emissions that are let into the atmosphere.
Researchers from Smartfish hope to incorporate this design of the Hyfish into larger aircraft. Ideally, this idea would eventually lead way to commercial aviation to create aircraft that could hold a handful of passengers.


Low-cost carrier terminal

Low-cost carrier terminal or LCCT a.k.a. budget terminal is a specific type of airport terminal designed with the needs of low-cost airlines in mind. Though terminals may have differing charges and costs, as is common in Europe, the concept of an all-budget terminal was promoted and pioneered by Tony Fernandes of AirAsia at Kuala Lumpur International Airport in 2006.
Description.
In some cases, the designs of a low-cost carrier terminal mimic old designs of an airport terminal, such as the former airport of Hong Kong, Kai Tak Airport. With a stripped-down airport terminal, airports can reduce daily operating costs significantly, thereby passing along the savings to budget airlines and ultimately their passengers. It specifically entails cost reductions from normal airports in terms of:
However these terminals may also have modern facilities such as free Wi-Fi, and be comfortably air conditioned. A German study (Swanson 2007) of costs showed that at Malaysia's KLIA and Changi LCCTs, airlines were charged roughly 2/3 to 3/4 the total cost of landing at the main terminal; for budget-sensitive carriers, any savings advantage can be critical.
Klia2 billed as the world's largest purpose-built terminal dedicated to low-cost carriers, is designed to cater for 45 million passengers a year with future capacity expansion capability. Built at a cost of US$1.3 billion, klia2 started commercial operations on May 2, 2014 at the Kuala Lumpur International Airport (KLIA) in Malaysia.
Realisation of the projects.
While the concept of a simple basic terminal in theory would lower costs, in practice, it can be turned into a pork barrel project such as klia2.
Budget terminals also have to consider if they only serve budget airlines or all airlines. In this way, a terminal can essentially "lose its budget identity". In the case of Macau airport, "from an airport perspective, having a separate LCCT is frequently more expensive than having one terminal for all carrier types because of the need to duplicate services and systems including check-in, security and immigration." In the case of KLIA2, Malaysia Airports has instructed Airasia in 2016 that the overbudget terminal isn't a LCCT terminal at all.


British Airways Express


Peter Block (politician)

Peter David Block (27 May 1935 – 19 October 1992) was an Australian politician.
Block was born in Melbourne to insurance executive Harry S. Bloch and Eva, "née" Davies. He attended Haileybury College before serving with the Royal Australian Air Force as part of national service from 1952 to 1953. From 1956 to 1958 he was a manager at A.S. Horn Pty Ltd, becoming the Australian manager of P.F. Collier Inc from 1961 to 1965. He also worked as an actor and professional golfer. In 1973 he was elected to the Victorian Legislative Council as a Liberal, representing Boronia Province; he transferred to Nunawading Province in 1979 and served until 1985.


Minden Blake

Minden Vaughan Blake (13 February 1913 – 30 November 1981) was a New Zealand flying ace of the Royal Air Force (RAF) during the Second World War. He was officially credited with destroying 10 enemy aircraft.
Born in Eketahuna, New Zealand, Blake earned bachelor's and master's degrees in science from Canterbury University College. In 1936, he joined the RAF after twice missing out on a Rhodes Scholarship and was posted to No. 17 Squadron. He participated in the Battle of Britain in 1940 as acting commander of No. 238 Squadron and then No. 234 Squadron, destroying several German bombers. He was awarded the Distinguished Flying Cross in January 1941. By mid-1942, he was commanding a fighter wing. He was shot down during aerial operations in support of the Dieppe Raid and became a prisoner of war. He had been awarded the Distinguished Service Order just a few days previously.
After the war, he continued to serve in the RAF in a series of senior posts until 1958. In civilian life, he was a prolific inventor and developed a golfing aid that was a commercial success. He died in 1981, aged 68.
Early life.
Minden Vaughan Blake was born in Eketahuna, in the Manawatu District of New Zealand on 13 February 1913, the son of a schoolmaster, Charles Minden Blake, and his wife, Emma. He was educated at Southland Boys' High School from 1926 to 1929 and then Christchurch Boys' High School. He was heavily involved in sports, participating in cricket, soccer, and athletics. He would go on to become national champion in the pole vault in 1936.
Commencing his tertiary education in early 1932, Blake entered the Canterbury University College and gained a Bachelor of Science degree three years later. His father financially supported his studies by purchasing a chicken farm and Blake developed technology for grading eggs. After graduating in 1934, he progressed to graduate studies, studying mathematics. The following year, he was one of the college's two representatives for a Rhodes Scholarship. He was not selected and a subsequent attempt in 1936 was also unsuccessful. In the meantime, he had graduated with a masters of science with second-class honours. He spent much of 1936 as a lecturer in physics at the university and then applied to join the Royal Air Force (RAF), intending to study engineering in England once he completed flying training.
Military career.
The RAF accepted Blake's application and he left for England in November 1936. He began his flying training late the following month at the Elementary and Reserve Flying Training School at Brough Aerodrome, in Yorkshire. He was granted a permanent commission in the RAF as a pilot officer in March 1937, at the conclusion of his course, and was posted to No. 5 Flying Training School at RAF Sealand. He gained his wings in June and was selected for training on fighters, learning on the Hawker Fury biplane. He completed his training a few months later and was posted to No. 17 Squadron, which operated Gloster Gauntlets from Kenley.
In September 1937 Blake was promoted to flying officer and became one of No. 17 Squadron's flight commanders. In March 1939, Blake received a further promotion, to flight lieutenant, and a few months later, the squadron moved to North Weald where it began converting to Hawker Hurricanes. He remained active in athletics, particularly in pole vaulting, becoming the RAF champion three years running from 1937 to 1939.
Second World War.
On the outbreak of the Second World War, No. 17 Squadron was based at Croydon. A few days afterward, on 8 September, Blake suffered minor injuries in an aircraft accident. His Hurricane had suffered an engine failure during an attempted landing in the early evening and, overshooting the runway, he glided to a crash landing in the grounds of Purley Hospital. On his approach, the wing of his aircraft clipped the chimney of a building that Blake had been unable to see due to the fading light, which caused the Hurricane to flip as it landed. His head was gashed and he was heavily bruised. The engine failure was found to be the result of hay, from the cutting of the grass around the airfield, entering the air intake.
For the first several months of the war, the squadron flew defensive patrols, mainly from Debden and Martlesham Heath. In April 1940, Blake was sent to join the staff at No. 10 Flying Training School at RAF Ternhill, Shropshire; he acted as an instructor in the advanced section of the school. After four months, he was posted to No. 238 Squadron, based at RAF St. Eval in Cornwall, to take over as its acting commander. Taking up his new role on 16 August, his new squadron was part of No. 10 Group, which covered the south west of England.
Battle of Britain.
Within days of his arrival, Blake destroyed his first enemy aircraft, a Junkers Ju 88 bomber, near Trevose Head on 21 August. A few days later he shared in the destruction of a Dornier Do 17 light bomber. In September, No. 238 Squadron moved to RAF Middle Wallop, in Hampshire. Being much closer to London, it began to be called upon to assist No. 11 Group in defending the southeast of England. On 14 September, he destroyed a Ju 88 over Brooklands in Surrey.
The following day, Battle of Britain Day, No. 238 Squadron was scrambled to help protect London from a large bombing raid. Blake led the squadron into an engagement with Heinkel He 111 medium bombers over Kenley. He claimed a destroyed He 111, which crashed on an airfield in Sussex. His own aircraft had been damaged in the attack and he made an emergency landing close by his victim.
Later that month, the original commander of No. 238 Squadron returned to duty. Blake, promoted to acting squadron leader, took over as commander of No. 234 Squadron. Part of No. 10 Group and operating from Middle Wallop, it had suffered a number of losses and had moved to Cornwall for a rest period. The operational tempo was much lower and it was not until 24 November that Blake helped shoot down a Dornier Do 215 bomber. At the end of the month, the squadron provided a covering escort for the destroyer HMS "Javelin", damaged in an encounter with German destroyers, into Plymouth. German Do 17 bombers mounted an attack on "Javelin" but Blake shot down one bomber and damaged another.
Channel Front 1941–42.
In January 1941, Blake's award of the Distinguished Flying Cross was announced. The published citation read: Soon afterwards, the squadron moved to Dorset, where it was to operate from Warmwell. It began to re-equip with the Supermarine Spitfire Mk IIa and changed duties; instead of defensive patrols, it began to undertake offensive operations to occupied France and Belgium. On 11 March, he shared in the destruction of a Messerschmitt Me 109 and the same month was mentioned in despatches for his work as squadron leader.
Blake shot down a Ju 88 in May 1941, followed by a Me 109 just a few days later. On 10 July, while escorting Bristol Blenheims of Bomber Command on an attack on shipping at Cherbourg, the squadron was attacked by a formation of Me 109s. He managed to destroy two of these but his Spitfire was damaged by enemy fire in the course of the encounter and he was forced to ditch in the English Channel. His aircraft sank before he could extricate himself. He was able to kick free and on reaching the surface inflated his emergency dinghy. He drifted towards the Isle of Man for several hours before being picked by an Air Sea Rescue Services launch.
At the start of August, Blake was commander of a fighter wing made up of Polish squadrons, operating from RAF Exeter. His period in command was brief for on 21 September he was appointed wing leader at No. 10 Group's RAF Portreath. One of the last major engagements of the year for Blake was in October. He led a wing of Spitfires that was one of five such formations covering a bombing raid on St. Omer mounted by Blenheims. By this time, German defensive operations was causing high casualties among the RAF, which subsequently saw a reduction in these missions over the winter months. At the end of the year, he was promoted to acting wing commander.
Blake continued on operations for the next several months, leading his wing on long-range patrols as far as Brest but during this time was also involved in the development of a gyroscopic gunsight for fighters. This combined a conventional deflector gunsight with aspects of a bombsight. In August 1942, his award of the Distinguished Service Order (DSO) was announced, the published citation reading:
A few days later, on 19 August, Blake led his wing in support of the Dieppe Raid. Taking off from RAF Thorney Island, they encountered a group of Focke Wulf Fw 190s. Blake destroyed one Fw 190 but was damaged himself. His canopy shattered from a cannon shell impact, and shards of perspex entered his eyes. He ditched his Spitfire in the English Channel, not far from the French coast, and took to his emergency dinghy. Despite the injuries to his eyes, he paddled towards England, helped by an outgoing tide. He spent nearly a day in the dinghy until he was retrieved by a German rescue launch and made a prisoner of war (POW). He was the highest-ranking officer of the RAF to be captured as a result of the Dieppe Raid and by this stage of the war, was credited with the destruction of at least ten enemy aircraft.
Prisoner of war.
Because of the injuries to his eyes, Blake was hospitalised in France for three weeks before being transported to Germany by train. While in transit, he jumped from a window of the train but in doing so, he received injuries to a hand and lacerations to his head. He made his way to a nearby French farmhouse where he sought treatment. The owner of the farm, concerned for the safety of his family if the Germans were to discover Blake at his property, turned him over to the authorities.
Blake spent most of the remainder of the war at Stalag Luft III, a POW camp located near Sagan, in Germany. By 1943 he was the senior RAF officer in charge of the camp's Block 104 and it was in this capacity that he met Leonard Trent, a fellow New Zealander with the RAF who had recently become a POW. During their leisure time, Trent introduced Blake to golf, fashioning a home-made golf ball and scrounging a club for practice. In return, Blake taught Trent basic gymnastic techniques, going as far to construct a set of parallel bars. By January 1945, the Soviet forces were advancing into Germany and the POWs at Stalag Luft III were force marched away to the west to a camp near Bremen. They were moved again in April but were liberated by the British on 2 May.
Postwar career.
In the immediate postwar period, Blake spent several months in New Zealand on leave. During this time, he met and married Molly, née Seldon, from Christchurch. He returned with her to England to resume his career with the RAF. In early 1946, he was posted to Fighter Command headquarters as a staff officer. He was presented with his DSO by King George VI in an investiture at Buckingham Palace in February. He was again mentioned in despatches in early 1947 and was shortly sent on a course at the RAF College at Bracknell. His following post was at Transport Command headquarters working on operational matters. He remained keen on golf; when his fellow former POW Leonard Trent, also assigned to Transport Command at the time, visited its headquarters he noted the presence of a practice pad in Blake's office. Blake resumed his pole vaulting career and was again RAF champion, in 1946 and 1948–1949. He was in the running to make the British track and field team for the 1948 Summer Olympics.
In 1950, Blake switched to personnel duties, this time for Bomber Command. A role at the North Atlantic Treaty Organisation (NATO) followed, when he was posted to Oslo as Inspector-General for Northern Command, NATO. During his time in Oslo, he won Norway's Amateur Golf Championship. His final role in the RAF was at the Air Ministry, in a planning position. He retired from the military in January 1958.
Later life.
In his return to civilian life, Blake began working as a manager in the factory that produced car wax. After several months, he moved to Swansea to take up a position in a textile factory. This did not last long and he settled in Surrey, working for a company manufacturing electronics. Blake was an inveterate tinkerer and at his home in Surrey constructed a workshop to indulge his hobby. He soon developed a golfing aid, the 'Swingrite', and this was patented in 1965. The aid was a commercial success and made him financially comfortable. He also published books on golfing technique and advocated a new style of golf swing. A few years later, he was granted a patent for a safety-belt mechanism for vehicles. In 1979, Blake was a co-author, along with H. J. Weaver, of "Suicide by Socialism".
Blake died on 30 November 1981. There is a memorial to him at a building at Purley Hospital, where he crashed his Hurricane in the early days of the Second World War. The memorial includes a description of the accident.


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CFB Clinton

Canadian Forces Base Clinton, CFB Clinton for short, was a Canadian Forces Base located near Clinton, Ontario. It initially opened in July 1941 as RAF Station Clinton under the British Commonwealth Air Training Plan as a training unit for radar operators during a period when radar was a top secret device. UK, Canadian, US and other servicemen were trained at Clinton, with practical flights being carried out at nearby RCAF Station Centralia. Clinton remained the primary radar training site for Canadian Forces personnel through the Cold War era, with continued expansions throughout the 1950s and 60s. As part of a centralization effort, CFB Clinton was closed in 1971, with the site abandoned by 1972. A number of buildings remain on the site, including a large "golf ball" radome.
History.
RAF radar training school.
The station was established in July 1941 by the Royal Air Force (RAF) as RAF Station Clinton under the British Commonwealth Air Training Plan.
Radar training school.
From its start, the station hosted the No. 31 Range and Direction Finding (RDF) School (RDF was the British cover name for radar). In July 1943, No. 31 RDF was decommissioned and No. 5 Radio School was created in its place by the Royal Canadian Air Force (RCAF), with the station becoming RCAF Station Clinton. In June 1944 the BCATP began to scale back and No. 5 Radio School was transferred to the RCAF's Home War Operations Training command.
Unlike many RCAF stations across Canada, RCAF Station Clinton was not mothballed at the end of the Second World War and in November 1945 became home to the No. 1 Radar and Communications School (No. 1 R&CS), which it co-hosted with nearby RCAF Station Centralia.
During the Cold War, RCAF Station Clinton hosted other units, including No. 12 Examination Unit, No. 1 Air Radio Officer School, School of Food Services, and the Aerospace Engineering (AERE) Officer School.
The February 1, 1968 merger of the RCAF with the Royal Canadian Navy and Canadian Army to form the Canadian Forces saw RCAF Station Clinton change its name to Canadian Forces Base Clinton or CFB Clinton.
The merger saw the Canadian Forces rationalize and consolidate many of its facilities to avoid duplication and CFB Clinton was closed by 1971 with its remaining units distributed to other facilities.
Following the closure of the base, the buildings were sold to real estate developer John Van Gastel and now make up the small village of Vanastra, Ontario.
Murder of Lynne Harper.
On June 9, 1959, 12-year-old Lynne Harper, who lived in the married quarters on the base disappeared after accepting a ride on the bicycle of 14-year-old classmate Steven Truscott. After a search which included hundreds of members of the RCAF from the station, her body was discovered a short distance from the station. Truscott was arrested, denied many of the civilized considerations not yet enshrined in law as 'rights' (such as full disclosure of the evidence against him) and convicted of Capital Murder. He was not convicted of rape yet this was always presented as a motive. His sentence was to be death by hanging but this was commuted to life in prison.
This death sentence is often credited for bringing an end to the death penalty in Canada. In addition Truscott never exhibited any pathological behaviors that would be used by criminal profilers to include him in a pool of suspects. He was eventually exonerated when his conviction was overturned after 45 years.


AWAS (company)

Ansett Worldwide Aviation Services (AWAS) or simply Ansett Worldwide was one of the world's largest commercial jet aircraft leasing companies. Its head office was located in Dublin, Ireland, and it had offices in Miami, New York City, and Singapore.
In August 2017, AWAS was acquired by Dubai Aerospace Enterprise, both managing at least airliners.
History.
Ansett Worldwide Aviation Services was Ansett Australia's subsidiary and leasing arm since 1985. By 1996, it was made a distinct company from Ansett Australia. Like Ansett Australia, Ansett Worldwide was owned by TNT and News Corporation. When TNT sold its share in Ansett Australia to Air New Zealand in 1996, it retained its ownership of Ansett Worldwide.
Ansett Worldwide was sold to an affiliate of Morgan Stanley Dean Witter in February 2000 for close to US$600 million. At the time of sale, AWAS had a leasing portfolio of 105 aircraft valued at US$4 billion, with 47 airlines. The Ansett name was retained as it was instantly recognisable in the global aviation industry. Under Morgan Stanley ownership the company was renamed simply Ansett Worldwide, the Aviation Services being omitted. The Ansett Worldwide fleet was combined with the Morgan Stanley Aircraft Leasing fleet, resulting in a combined fleet size of 180 aircraft by 2003.
In 2004 Ansett Worldwide was rebranded as AWAS. A company media release issued to coincide with the rebranding stated that the company had outlived its association with a failed airline, hence the dropping of the Ansett name. In the industry it was known that some customers had shown a reluctance to deal with Ansett Worldwide, perceiving that the aircraft available were ex-Ansett Airlines aircraft that had been sitting idle since the airline had ceased operations, despite assurances from the lessor that this was not true.
Morgan Stanley sold AWAS in 2006 to the UK hedge fund Terra Firma with management and operations relocated to Dublin.
In 2007 AWAS acquired and integrated the Pegasus Aviation Finance Company into its company.
Corporate affairs.
AWAS had its head office in The Galleries building (500 George Street) in the CBD of Sydney during the period of Morgan Stanley ownership. Administratively, the CEO and selected staff relocated to the Seattle office to be closer to the owners in Morgan Stanley's New York headquarters. The company's marketing, I.T., communications, legal, financial and administrative sections remained in Sydney throughout this period. Post the acquisition by Terra Firma the Sydney office closed, staff were either retrenched or relocated to the new Ireland office in Block B of Riverside IV along Sir John Rogerson's Quay in Dublin, Republic of Ireland. Its Miami office was in One Brickell Square in Downtown Miami. Its New York City office was in Suite 203 of 620 at 444 Madison Avenue.
Previously its Dublin location was in the City West Business Campus. It also had a London office in the City of Westminster. At a later point the Dublin office was located in Regus House at Harcout Centre. By 2007 the company opened its new Dublin headquarters, Alexandra House, The Sweepstakes, Ballsbridge. At that time it consolidated its London office into its Dublin headquarters.
The company previously had an office in Bellevue, Washington, in Greater Seattle. In 2006 the office had 30 employees in the office. By 2007 it merged into the Miami office.


Sandy Johnstone

Air Vice Marshal Alexander Vallance Riddell Johnstone, (2 June 1916 – 13 December 2000), better known as Sandy Johnstone, was a Scottish airman. He served as a Royal Air Force squadron, wing and station commander during the Second World War and the commander of Commonwealth forces operating in Borneo during the Indonesia-Malaysia confrontation.
Early life.
Alexander Vallance Riddell Johnstone was born in Glasgow on 2 June 1916 and was educated at Kelvinside Academy. He worked in an Edinburgh footwear company and in 1934 he joined No. 602 (City of Glasgow) Auxiliary Air Force Squadron as a weekend flier.
Royal Air Force.
Early in 1938, Johnstone was a civilian navigation instructor at Scottish Aviation, moving later to the Civil Air Navigation School at Prestwick. In August 1939, he was called to full-time service with No. 602 Squadron. On 24 November 1939 George Pinkerton was promoted to squadron leader and given command of No. 65 Squadron RAF, with Johnstone taking over command of 'B' Flight from Pinkerton.
After participating in engagements with lone German raiders off the Scottish coast in late 1939-early 1940, he was given command of 602 Squadron in July 1940 at the age of 24. By this time Johnstone had already claimed a Heinkel He 111, a Junkers Ju 88 and a Dornier Do 17 damaged. The squadron was transferred south to RAF Westhampnett in West Sussex, where it was stationed throughout the Battle of Britain.
His tally after the battle (and his final wartime score) was 7 (and 2 shared) aircraft destroyed, 1 probable, and 6 (and 1 shared) damaged. He was awarded the Distinguished Flying Cross for his actions.
After serving as operations controller at RAF Turnhouse in Scotland in 1941, Johnstone was posted in April 1942 to RAF Haifa in Palestine as sector commander. He then went to Malta as station commander at RAF Luqa, before commanding a Spitfire wing. In the spring of 1943 he returned to Britain to attend the RAF Staff College. In September 1943 he moved on to RAF Fairwood Common, West Glamorgan, as sector commander.
In May 1944 Johnstone was promoted to acting group captain on the Allied Expeditionary Air Force operations staff preparing for the D-Day invasion. After the landings he moved to Normandy with General Eisenhower's headquarters staff.
Early in 1945 Johnstone joined the RAF delegation in Washington, D.C.. He returned in June to Fighter Command No. 12 Group RAF HQ staff, receiving a permanent commission. In 1946 Johnstone was appointed air attache in Dublin, and went on to serve as station commander, RAF Ballykelly. In 1953 he was made Commanding Officer of the Air Sea Warfare Development Unit at RAF St Mawgan. In 1954 he returned to No. 12 Group RAF as Senior Air Staff Officer (SASO).
In 1956 he was deputy air defence commander, Malaya and was then seconded to assist in the formation of the Royal Federation of Malaya Air Force. After spells as station commander at RAF Middleton St. George, the Imperial Defence College, and director of personnel at the Air Ministry, in 1964 he was posted to Borneo as Air Commodore, Commonwealth Air Forces.
In 1965 he returned to the UK to become an air vice marshal. He headed Coastal Command's No. 18 Group RAF, was Air Officer Scotland and Northern Ireland, and was NATO's North Atlantic maritime air commander.
Johnstone was appointed a Companion of the Order of the Bath in 1966 and, reflecting his years as an Auxiliary Air Force officer, also held the much-prized Air Efficiency Award.
Johnstone retired from the Royal Air Force in 1968.
Later life.
From 1969 to 1979, Johnstone served as vice-chairman of the Territorial Auxiliary and Volunteer Reserve. He was also secretary of Glasgow Golf Club, and as head of the National Car Parks (NCP) and secretary of Denham Golf Club. From 1971 to 1994 he was Deputy Lieutenant for Glasgow.
He became a successful author and resided near Ipswich in Suffolk. Johnstone was an accomplished author, writing six books. Johnstone married Margaret Croll in 1940. They had a son, Iain Johnstone, an Army officer, and two daughters, Ann and Patricia. Sandy Johnstone died on 13 December 2000, aged 84.


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