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Kinase

In biochemistry, a kinase is an enzyme that catalyzes the transfer of phosphate groups from high-energy, phosphate-donating molecules to specific substrates. This process is known as phosphorylation, where the high-energy ATP molecule donates a phosphate group to the substrate molecule. As a result, kinase produces a phosphorylated substrate and ADP. Conversely, it is referred to as dephosphorylation when the phosphorylated substrate donates a phosphate group and ADP gains a phosphate group (producing a dephosphorylated substrate and the high energy molecule of ATP). These two processes, phosphorylation and dephosphorylation, occur four times during glycolysis.

Kinases are part of the larger family of phosphotransferases. Kinases should not be confused with phosphorylases, which catalyze the addition of inorganic phosphate groups to an acceptor, nor with phosphatases, which remove phosphate groups (dephosphorylation). The phosphorylation state of a molecule, whether it be a protein, lipid or carbohydrate, can affect its activity, reactivity and its ability to bind other molecules. Therefore, kinases are critical in metabolism, cell signalling, protein regulation, cellular transport, secretory processes and many other cellular pathways, which makes them very important to physiology.

Biochemistry and functional relevance
Kinases mediate the transfer of a phosphate moiety from a high energy molecule (such as ATP) to their substrate molecule, as seen in the figure below. Kinases are needed to stabilize this reaction because the phosphoanhydride bond contains a high level of energy. Kinases properly orient their substrate and the phosphoryl group within their active sites, which increases the rate of the reaction. Additionally, they commonly use positively charged amino acid residues, which electrostatically stabilize the transition state by interacting with the negatively charged phosphate groups. Alternatively, some kinases utilize bound metal cofactors in their active sites to coordinate the phosphate groups. Protein kinases can be classed as catalytically active (canonical) or as pseudokinases, reflecting the evolutionary loss of one or more of the catalytic amino acids that position or hydrolyse ATP. However, in terms of signalling outputs and disease relevance, both kinases and pseudokinases are important signalling modulators in human cells, making kinases important drug targets.

Kinases are used extensively to transmit signals and regulate complex processes in cells. Phosphorylation of molecules can enhance or inhibit their activity and modulate their ability to interact with other molecules. The addition and removal of phosphoryl groups provides the cell with a means of control because various kinases can respond to different conditions or signals. Mutations in kinases that lead to a loss-of-function or gain-of-function can cause cancer and disease in humans, including certain types of leukemia and neuroblastomas, glioblastoma, spinocerebellar ataxia (type 14), forms of agammaglobulinaemia, and many others.

History and classification
The first protein to be recognized as catalyzing the phosphorylation of another protein using ATP was observed in 1954 by Eugene P. Kennedy at which time he described a liver enzyme that catalyzed the phosphorylation of casein. In 1956, Edmond H. Fischer and Edwin G. Krebs discovered that the interconversion between phosphorylase a and phosphorylase b was mediated by phosphorylation and dephosphorylation. The kinase that transferred a phosphoryl group to Phosphorylase b, converting it to Phosphorylase a, was named Phosphorylase Kinase. Years later, the first example of a kinase cascade was identified, whereby Protein Kinase A (PKA) phosphorylates Phosphorylase Kinase. At the same time, it was found that PKA inhibits glycogen synthase, which was the first example of a phosphorylation event that resulted in inhibition. In 1969, Lester Reed discovered that pyruvate dehydrogenase was inactivated by phosphorylation, and this discovery was the first clue that phosphorylation might serve as a means of regulation in other metabolic pathways besides glycogen metabolism. In the same year, Tom Langan discovered that PKA phosphorylates histone H1, which suggested phosphorylation might regulate nonenzymatic proteins. The 1970s included the discovery of calmodulin-dependent protein kinases and the finding that proteins can be phosphorylated on more than one amino acid residue. The 1990s may be described as the "decade of protein kinase cascades". During this time, the MAPK/ERK pathway, the JAK kinases (a family of protein tyrosine kinases), and the PIP3-dependent kinase cascade were discovered.

Kinases are classified into broad groups by the substrate they act upon: protein kinases, lipid kinases, carbohydrate kinases. Kinases can be found in a variety of species, from bacteria to mold to worms to mammals. More than five hundred different kinases have been identified in humans. Their diversity and their role in signaling makes them an interesting object of study. Various other kinases act on small molecules such as lipids, carbohydrates, amino acids, and nucleotides, either for signaling or to prime them for metabolic pathways. Specific kinases are often named after their substrates. Protein kinases often have multiple substrates, and proteins can serve as substrates for more than one specific kinase. For this reason protein kinases are named based on what regulates their activity (i.e. Calmodulin-dependent protein kinases). Sometimes they are further subdivided into categories because there are several isoenzymatic forms. For example, type I and type II cyclic-AMP dependent protein kinases have identical catalytic subunits but different regulatory subunits that bind cyclic AMP.

Protein kinases

Protein kinases act on proteins, by phosphorylating them on their serine, threonine, tyrosine, or histidine residues. Phosphorylation can modify the function of a protein in many ways. It can increase or decrease a protein's activity, stabilize it or mark it for destruction, localize it within a specific cellular compartment, and it can initiate or disrupt its interaction with other proteins. The protein kinases make up the majority of all kinases and are widely studied. These kinases, in conjunction with phosphatases, play a major role in protein and enzyme regulation as well as signalling in the cell.

A common point of confusion arises when thinking about the different ways a cell achieves biological regulation. There are countless examples of covalent modifications that cellular proteins can undergo; however, phosphorylation is one of the few reversible covalent modifications. This provided the rationale that phosphorylation of proteins is regulatory. The potential to regulate protein function is enormous given that there are many ways to covalently modify a protein in addition to regulation provided by allosteric control. In his Hopkins Memorial Lecture, Edwin Krebs asserted that allosteric control evolved to respond to signals arising from inside the cell, whereas phosphorylation evolved to respond to signals outside of the cell. This idea is consistent with the fact that phosphorylation of proteins occurs much more frequently in eukaryotic cells in comparison to prokaryotic cells because the more complex cell type evolved to respond to a wider array of signals.

Cyclin dependent kinases
Cyclin dependent kinases (CDKs) are a group of several different kinases involved in regulation of the cell cycle. They phosphorylate other proteins on their serine or threonine residues, but CDKs must first bind to a cyclin protein in order to be active. Different combinations of specific CDKs and cyclins mark different parts of the cell cycle. Additionally, the phosphorylation state of CDKs is also critical to their activity, as they are subject to regulation by other kinases (such as CDK-activating kinase) and phosphatases (such as Cdc25). Once the CDKs are active, they phosphorylate other proteins to change their activity, which leads to events necessary for the next stage of the cell cycle. While they are most known for their function in cell cycle control, CDKs also have roles in transcription, metabolism, and other cellular events.

Because of their key role in the controlling cell division, mutations in CDKs are often found in cancerous cells. These mutations lead to uncontrolled growth of the cells, where they are rapidly going through the whole cell cycle repeatedly. CDK mutations can be found in lymphomas, breast cancer, pancreatic tumors, and lung cancer. Therefore, inhibitors of CDK have been developed as treatments for some types of cancer.

Mitogen-activated protein kinases
MAP kinases (MAPKs) are a family of serine/threonine kinases that respond to a variety of extracellular growth signals. For example, growth hormone, epidermal growth factor, platelet-derived growth factor, and insulin are all considered mitogenic stimuli that can engage the MAPK pathway. Activation of this pathway at the level of the receptor initiates a signaling cascade whereby the Ras GTPase exchanges GDP for GTP. Next, Ras activates Raf kinase (also known as MAPKKK), which activates MEK (MAPKK). MEK activates MAPK (also known as ERK), which can go on to regulate transcription and translation. Whereas RAF and MAPK are both serine/threonine kinases, MAPKK is a tyrosine/threonine kinase.

MAPK can regulate transcription factors directly or indirectly. Its major transcriptional targets include ATF-2, Chop, c-Jun, c-Myc, DPC4, Elk-1, Ets1, Max, MEF2C, NFAT4, Sap1a, STATs, Tal, p53, CREB, and Myc. MAPK can also regulate translation by phosphorylating the S6 kinase in the large ribosomal subunit. It can also phosphorylate components in the upstream portion of the MAPK signalling cascade including Ras, Sos, and the EGF receptor itself.

The carcinogenic potential of the MAPK pathway makes it clinically significant. It is implicated in cell processes that can lead to uncontrolled growth and subsequent tumor formation. Mutations within this pathway alter its regulatory effects on cell differentiation, proliferation, survival, and apoptosis, all of which are implicated in various forms of cancer.

Lipid kinases
Lipid kinases phosphorylate lipids in the cell, both on the plasma membrane as well as on the membranes of the organelles. The addition of phosphate groups can change the reactivity and localization of the lipid and can be used in signal transmission.

Phosphatidylinositol kinases
Phosphatidylinositol kinases phosphorylate phosphatidylinositol species, to create species such as phosphatidylinositol 3,4-bisphosphate (PI(3,4)P2), phosphatidylinositol 3,4,5-trisphosphate (PIP3), and phosphatidylinositol 3-phosphate (PI3P). The kinases include phosphoinositide 3-kinase (PI3K), phosphatidylinositol-4-phosphate 3-kinase, and phosphatidylinositol-4,5-bisphosphate 3-kinase. The phosphorylation state of phosphatidylinositol plays a major role in cellular signalling, such as in the insulin signalling pathway, and also has roles in endocytosis, exocytosis and other trafficking events. Mutations in these kinases, such as PI3K, can lead to cancer or insulin resistance.

The kinase enzymes increase the rate of the reactions by making the inositol hydroxyl group more nucleophilic, often using the side chain of an amino acid residue to act as a general base and deprotonate the hydroxyl, as seen in the mechanism below. Here, a reaction between adenosine triphosphate (ATP) and phosphatidylinositol is coordinated. The end result is a phosphatidylinositol-3-phosphate as well as adenosine diphosphate (ADP). The enzymes can also help to properly orient the ATP molecule, as well as the inositol group, to make the reaction proceed faster. Metal ions are often coordinated for this purpose.

Sphingosine kinases
Sphingosine kinase (SK) is a lipid kinase that catalyzes the conversion of sphingosine to sphingosine-1-phosphate (S1P). Sphingolipids are ubiquitous membrane lipids. Upon activation, sphingosine kinase migrates from the cytosol to the plasma membrane where it transfers a γ phosphate (which is the last or terminal phosphate) from ATP or GTP to sphingosine. The S1P receptor is a GPCR receptor, so S1P has the ability to regulate G protein signaling. The resulting signal can activate intracellular effectors like ERKs, Rho GTPase, Rac GTPase, PLC, and AKT/PI3K. It can also exert its effect on target molecules inside the cell. S1P has been shown to directly inhibit the histone deacetylase activity of HDACs. In contrast, the dephosphorylated sphingosine promotes cell apoptosis, and it is therefore critical to understand the regulation of SKs because of its role in determining cell fate. Past research shows that SKs may sustain cancer cell growth because they promote cellular-proliferation, and SK1 (a specific type of SK) is present at higher concentrations in certain types of cancers.

There are two kinases present in mammalian cells, SK1 and SK2. SK1 is more specific compared to SK2, and their expression patterns differ as well. SK1 is expressed in lung, spleen, and leukocyte cells, whereas SK2 is expressed in kidney and liver cells. The involvement of these two kinases in cell survival, proliferation, differentiation, and inflammation makes them viable candidates for chemotherapeutic therapies.

Carbohydrate kinases

For many mammals, carbohydrates provide a large portion of the daily caloric requirement. To harvest energy from oligosaccharides, they must first be broken down into monosaccharides so they can enter metabolism. Kinases play an important role in almost all metabolic pathways. The figure on the left shows the second phase of glycolysis, which contains two important reactions catalyzed by kinases. The anhydride linkage in 1,3 bisphosphoglycerate is unstable and has a high energy. 1,3-bisphosphogylcerate kinase requires ADP to carry out its reaction yielding 3-phosphoglycerate and ATP. In the final step of glycolysis, pyruvate kinase transfers a phosphoryl group from phosphoenolpyruvate to ADP, generating ATP and pyruvate.

Hexokinase is the most common enzyme that makes use of glucose when it first enters the cell. It converts D-glucose to glucose-6-phosphate by transferring the gamma phosphate of an ATP to the C6 position. This is an important step in glycolysis because it traps glucose inside the cell due to the negative charge. In its dephosphorylated form, glucose can move back and forth across the membrane very easily. Mutations in the hexokinase gene can lead to a hexokinase deficiency which can cause nonspherocytic hemolytic anemia.

Phosphofructokinase, or PFK, catalyzes the conversion of fructose-6-phosphate to fructose-1,6-bisphosphate and is an important point in the regulation of glycolysis. High levels of ATP, H+, and citrate inhibit PFK. If citrate levels are high, it means that glycolysis is functioning at an optimal rate. High levels of AMP stimulate PFK. Tarui's disease, a glycogen storage disease that leads to exercise intolerance, is due to a mutation in the PFK gene that reduces its activity.

Other kinases
Kinases act upon many other molecules besides proteins, lipids, and carbohydrates. There are many that act on nucleotides (DNA and RNA) including those involved in nucleotide interconverstion, such as nucleoside-phosphate kinases and nucleoside-diphosphate kinases. Other small molecules that are substrates of kinases include creatine, phosphoglycerate, riboflavin, dihydroxyacetone, shikimate, and many others.

Riboflavin kinase
Riboflavin kinase catalyzes the phosphorylation of riboflavin to create flavin mononucleotide(FMN). It has an ordered binding mechanism where riboflavin must bind to the kinase before it binds to the ATP molecule. Divalent cations help coordinate the nucleotide. The general mechanism is shown in the figure below. Riboflavin kinase plays an important role in cells, as FMN is an important cofactor. FMN also is a precursor to flavin adenine dinucleotide(FAD), a redox cofactor used by many enzymes, including many in metabolism. In fact, there are some enzymes that are capable of carrying out both the phosphorylation of riboflavin to FMN, as well as the FMN to FAD reaction. Riboflavin kinase may help prevent stroke, and could possibly be used as a treatment in the future. It is also implicated in infection, when studied in mice.

Thymidine kinase
Thymidine kinase is one of the many nucleoside kinases that are responsible for nucleoside phosphorylation. It phosphorylates thymidine to create thymidine monophosphate (dTMP). This kinase uses an ATP molecule to supply the phosphate to thymidine, as shown below. This transfer of a phosphate from one nucleotide to another by thymidine kinase, as well as other nucleoside and nucleotide kinases, functions to help control the level of each of the different nucleotides.

After creation of the dTMP molecule, another kinase, thymidylate kinase, can act upon dTMP to create the diphosphate form, dTDP. Nucleoside diphosphate kinase catalyzes production of thymidine triphosphate, dTTP, which is used in DNA synthesis. Because of this, thymidine kinase activity is closely correlated with the cell cycle and used as a tumor marker in clinical chemistry. Therefore, it can sometime be used to predict patient prognosis. Patients with mutations in the thymidine kinase gene may have a certain type of mitochondrial DNA depletion syndrome, a disease that leads to death in early childhood.

title: Kinase


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Slow-scan television

Slow-scan television (SSTV) is a picture transmission method, used mainly by amateur radio operators, to transmit and receive static pictures via radio in monochrome or color.

A literal term for SSTV is narrowband television. Analog broadcast television requires at least 6 MHz wide channels, because it transmits 25 or 30 picture frames per second (see ITU analog broadcast standards), but SSTV usually only takes up to a maximum of 3 kHz of bandwidth. It is a much slower method of still picture transmission, usually taking from about eight seconds to a couple of minutes, depending on the mode used, to transmit one image frame.

Since SSTV systems operate on voice frequencies, amateurs use it on shortwave (also known as HF by amateur radio operators), VHF and UHF radio.

Concept
The concept of SSTV was introduced by Copthorne Macdonald in 1957–58. He developed the first SSTV system using an electrostatic monitor and a vidicon tube. It was deemed sufficient to use 120 lines and about 120 pixels per line to transmit a black-and-white still picture within a 3 kHz telephone channel. First live tests were performed on the 11-meter ham band – which was later given to the CB service in the US. In the 1970s, two forms of paper printout receivers were invented by hams.

Early usage in space exploration

SSTV was used to transmit images of the far side of the Moon from Luna 3.

The first space television system was called Seliger-Tral-D and was used aboard Vostok. Vostok was based on an earlier videophone project which used two cameras, with persistent LI-23 iconoscope tubes. Its output was 10 frames per second at 100 lines per frame video signal.

 * The Seliger system was tested during the 1960 launches of the Vostok capsule, including Sputnik 5, containing the space dogs Belka and Strelka, whose images are often mistaken for the dog Laika, and the 1961 flight of Yuri Gagarin, the first man in space on Vostok 1.
 * Vostok 2 and thereafter used an improved 400-line television system referred to as Topaz.
 * A second generation system (Krechet, incorporating docking views, overlay of docking data, etc.) was introduced after 1975.

A similar concept, also named SSTV, was used on Faith 7, as well as on the early years of the NASA Apollo program. The Apollo TV cameras used SSTV to transmit images from inside Apollo 7, Apollo 8, and Apollo 9, as well as the Apollo 11 Lunar Module television from the Moon. NASA had taken all the original tapes and erased them for use on subsequent missions; however, the Apollo 11 Tape Search and Restoration Team formed in 2003 tracked down the highest-quality films among the converted recordings of the first broadcast, pieced together the best parts, then contracted a specialist film restoration company to enhance the degraded black-and-white film and convert it into digital format for archival records.
 * The Faith 7 camera transmitted one frame every two seconds, with a resolution of 320 lines.
 * The SSTV system used in NASA's early Apollo missions transferred 10 frames per second with a resolution of 320 frame lines in order to use less bandwidth than a normal TV transmission.
 * The early SSTV systems used by NASA differ significantly from the SSTV systems currently in use by amateur radio enthusiasts today.

Progression
Commercial systems started appearing in the United States in 1970, after the FCC had legalized the use of SSTV for advanced level amateur radio operators in 1968.

SSTV originally required quite a bit of specialized equipment. Usually there was a scanner or camera, a modem to create and receive the characteristic audio howl, and a cathode-ray tube from a surplus radar set. The special cathode-ray tube would have "long persistence" phosphors that would keep a picture visible for about ten seconds.

The modem would generate audio tones between 1,200 and 2,300 Hz from picture signals, and picture signals from received audio tones. The audio would be attached to a radio receiver and transmitter.

Current systems
A modern system, having gained ground since the early 1990s, uses a personal computer and special software in place of much of the custom equipment. The sound card of a PC, with special processing software, acts as a modem. The computer screen provides the output. A small digital camera or digital photos provide the input.

Modulation
Like the similar radiofax mode, SSTV is an analog signal. SSTV uses frequency modulation, in which every different value of brightness in the image gets a different audio frequency. In other words, the signal frequency shifts up or down to designate brighter or darker pixels, respectively. Color is achieved by sending the brightness of each color component (usually red, green and blue) separately. This signal can be fed into an SSB transmitter, which in part modulates the carrier signal.

There are a number of different modes of transmission, but the most common ones are Martin M1 (popular in Europe) and Scottie S1 (used mostly in the USA). Using one of these, an image transfer takes 114 (M1) or 110 (S1) seconds. Some black and white modes take only 8 seconds to transfer an image.

Header
A calibration header is sent before the image. It consists of a 300-millisecond leader tone at 1,900 Hz, a 10 ms break at 1,200 Hz, another 300-millisecond leader tone at 1,900 Hz, followed by a digital VIS (vertical interval signaling) code, identifying the transmission mode used. The VIS consists of bits of 30 milliseconds in length. The code starts with a start bit at 1,200 Hz, followed by 7 data bits (LSB first; 1,100 Hz for 1, 1,300 Hz for 0). An even parity bit follows, then a stop bit at 1,200 Hz. For example, the bits corresponding the decimal numbers 44 or 32 imply that the mode is Martin M1, whereas the number 60 represents Scottie S1.

Scanlines
A transmission consists of horizontal lines, scanned from left to right. The color components are sent separately one line after another. The color encoding and order of transmission can vary between modes. Most modes use an RGB color model; some modes are black-and-white, with only one channel being sent; other modes use a YC color model, which consists of luminance (Y) and chrominance (R–Y and B–Y). The modulating frequency changes between 1,500 and 2,300 Hz, corresponding to the intensity (brightness) of the color component. The modulation is analog, so even though the horizontal resolution is often defined as 256 or 320 pixels, they can be sampled using any rate. The image aspect ratio is conventionally 4:3. Lines usually end in a 1,200 Hz horizontal synchronization pulse of 5 milliseconds (after all color components of the line have been sent); in some modes, the synchronization pulse lies in the middle of the line.

Modes
Below is a table of some of the most common SSTV modes and their differences. These modes share many properties, such as synchronization and/or frequencies and grey/color level correspondence. Their main difference is the image quality, which is proportional to the time taken to transfer the image and in the case of the AVT modes, related to synchronous data transmission methods and noise resistance conferred by the use of interlace.

¹ Martin and Scottie modes actually send 256 scanlines, but the first 16 are usually grayscale.

The mode family called AVT (for Amiga Video Transceiver) was originally designed by Ben Blish-Williams (N4EJI, then AA7AS) for a custom modem attached to an Amiga computer, which was eventually marketed by AEA corporation.

The Scottie and Martin modes were originally implemented as ROM enhancements for the Robot Research Corporation SSTV unit. The exact line timings for the Martin M1 mode are given in this reference.

The Robot SSTV modes were designed by Robot Research Corporation for their own SSTV units.

All four sets of SSTV modes are now available in various PC-resident SSTV systems and no longer depend upon the original hardware.

AVT
AVT is an abbreviation of "Amiga Video Transceiver", software and hardware modem originally developed by "Black Belt Systems" (USA) around 1990 for the Amiga home computer popular all over the world before the IBM PC family gained sufficient audio quality with the help of special sound cards. These AVT modes differ radically from the other modes mentioned above, in that they are synchronous, that is, they have no per-line horizontal synchronization pulse but instead use the standard VIS vertical signal to identify the mode, followed by a frame-leading digital pulse train which pre-aligns the frame timing by counting first one way and then the other, allowing the pulse train to be locked in time at any single point out of 32 where it can be resolved or demodulated successfully, after which they send the actual image data, in a fully synchronous and typically interlaced mode.

Interlace, no dependence upon sync, and interline reconstruction gives the AVT modes a better noise resistance than any of the other SSTV modes. Full frame images can be reconstructed with reduced resolution even if as much as 1/2 of the received signal was lost in a solid block of interference or fade because of the interlace feature. For instance, first the odd lines are sent, then the even lines. If a block of odd lines are lost, the even lines remain, and a reasonable reconstruction of the odd lines can be created by a simple vertical interpolation, resulting in a full frame of lines where the even lines are unaffected, the good odd lines are present, and the bad odd lines have been replaced with an interpolation. This is a significant visual improvement over losing a non-recoverable contiguous block of lines in a non-interlaced transmission mode. Interlace is an optional mode variation, however without it, much of the noise resistance is sacrificed, although the synchronous character of the transmission ensures that intermittent signal loss does not cause loss of the entire image. The AVT modes are mainly used in Japan and the United States. There is a full set of them in terms of black and white, color, and scan line counts of 128 and 256. Color bars and greyscale bars may be optionally overlaid top and/or bottom, but the full frame is available for image data unless the operator chooses otherwise. For receiving systems where timing was not aligned with the incoming image's timing, the AVT system provided for post-receive re-timing and alignment.

Frequencies
Using a receiver capable of demodulating single-sideband modulation, SSTV transmissions can be heard on the following frequencies:

In popular culture
In Valve's 2007 video game Portal, there was an internet update of the program files on 3 March 2010. This update gave a challenge to find hidden radios in each test chamber and bring them to certain spots to receive hidden signals. The hidden signals became part of an ARG-style analysis by fans of the game hinting at a sequel of the game – some sounds were of Morse code strings that implied the restarting of a computer system, while others could be decoded as purposefully low-quality SSTV images. When some of these decoded images were put together in the correct order, it revealed a decodable MD5 hash for a bulletin-board system phone number (425)822-5251. It provides multiple ASCII art images relating to the game and its potential sequel. The sequel, Portal 2, was later confirmed. According to a hidden commentary node SSTV image from Portal 2, the BBS is running from a Linux-based computer and is linked to a 2,400 bit/s modem from 1987. It is hooked up in an unspecified Valve developer's kitchen. They kept spare modems in case one failed, and one did. The BBS only sends about 20 megabytes of data in total.

In the aforementioned sequel, Portal 2, there are four SSTV images. One is broadcast in a Rattman den. When decoded, this image is a very subtle hint towards the game's ending. The image is of a Weighted Companion Cube on the Moon. The other three images are decoded from a commentary node in another Rattman den. These 3 images are slides with bullet points on how the ARG was done, and what the outcome was, such as how long it took the combined internet to solve the puzzle (the average completion time was 7 1/2 hours).

In another video game, Kerbal Space Program, there is a small hill in the southern hemisphere on the planet "Duna", which transmits a color SSTV image in Robot 24 format. It depicts four astronauts standing next to what is either the Lunar Lander from the Apollo missions, or an unfinished pyramid. Above them is the game's logo and three circles. It emits sound if an object is near the hill.

Caparezza, an Italian songwriter, inserted an image on the ghost track of his album Prisoner 709.

The Aphex Twin release 2 Remixes by AFX contains a track that displays an SSTV image that has text about the programs used to make the release as well as a picture of Richard sitting on a couch.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Slow-scan television


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Airliner

An airliner is a type of airplane for transporting passengers and air cargo. Such aircraft are most often operated by airlines. The modern and most common variant of the airliner is a long, tube shaped, and jet powered aircraft. The largest of them are wide-body jets which are also called twin-aisle because they generally have two separate aisles running from the front to the back of the passenger cabin. These are usually used for long-haul flights between airline hubs and major cities. A smaller, more common class of airliners is the narrow-body or single-aisle. These are generally used for short to medium-distance flights with fewer passengers than their wide-body counterparts.

Regional airliners typically seat fewer than 100 passengers and may be powered by turbofans or turboprops. These airliners are the non-mainline counterparts to the larger aircraft operated by the major carriers, legacy carriers, and flag carriers, and are used to feed traffic into the large airline hubs. These regional routes then form the spokes of a hub-and-spoke air transport model.

The lightest aircraft are short-haul regional feeder airliner type aircraft that carry a small number of passengers are called commuter aircraft, commuterliners, feederliners, and air taxis, depending on their size, engines, how they are marketed, region of the world, and seating configurations. The Beechcraft 1900, for example, has only 19 seats.

Emergence
When the Wright brothers made the world's first sustained heavier-than-air flight, they laid the foundation for what would become a major transport industry. Their flight, performed in the Wright Flyer during 1903, was just 11 years before what is often defined as the world's first airliner. By the 1960s, airliners had expanded capabilities, making a significant impact on global society, economics, and politics.

During 1913, Igor Sikorsky developed the first large multi-engine airplane, the Russky Vityaz. This aircraft was subsequently refined into the more practical Ilya Muromets, being furnished with dual controls for a pilot and copilot and a comfortable cabin with a lavatory, cabin heating and lighting. This large four-engine biplane was further adapted into an early bomber aircraft, preceding subsequent transport and bomber aircraft. It first flew on 10 December 1913 and took off for its first demonstration flight with 16 passengers aboard on 25 February 1914. However, it was never used as a commercial airliner due to the onset of the First World War which led to military applications being prioritised.

Interwar period
In 1919, shortly after the end of the First World War, large numbers of ex-military aircraft flooded the market. One such aircraft was the French Farman F.60 Goliath, which had originally been designed as a long-range heavy bomber; a number were converted for commercial use into passenger airliners starting in 1919, being able to accommodate a maximum of 14 seated passengers. and around 60 were built. Initially, several publicity flights were made, including one on 8 February 1919, when the Goliath flew 12 passengers from Toussus-le-Noble to RAF Kenley, near Croydon, despite having no permission from the British authorities to land. Dozens of early airlines subsequently procured the type. One high-profile flight, made on 11 August 1919, involved an F.60 flying eight passengers and a ton of supplies from Paris via Casablanca and Mogador to Koufa, 180 km north of Saint-Louis, Senegal, flying more than 4500 km.

Another important airliner built in 1919 was the Airco DH.16; a redesigned Airco DH.9A with a wider fuselage to accommodate an enclosed cabin seating four passengers, plus pilot in an open cockpit. In March 1919, the prototype first flew at Hendon Aerodrome. Nine aircraft were built, all but one being delivered to the nascent airline, Aircraft Transport and Travel, which used the first aircraft for pleasure flying, and on 25 August 1919, it inaugurated the first scheduled international airline service from London to Paris. One aircraft was sold to the River Plate Aviation Company in Argentina, to operate a cross-river service between Buenos Aires and Montevideo. Meanwhile, the competing Vickers converted its successful First World War era bomber, the Vickers Vimy, into a civilian version, the Vimy Commercial. It was redesigned with a larger-diameter fuselage (largely of spruce plywood), and first flew from the Joyce Green airfield in Kent on 13 April 1919.

The world's first all-metal transport aircraft was the Junkers F.13, which also made its first flight in 1919. Junkers marketed the aircraft towards business travellers and commercial operators, and European entrepreneurs bought examples for their private use and business trips. Over 300 Junkers F 13s were built between 1919 and 1932. The Dutch Fokker company produced the Fokker F.II, then the enlarged F.III. These were used by the Dutch airline KLM, including on its Amsterdam-London service in 1921. A relatively reliable aircraft for the era, the Fokkers were flying to destinations across Europe, including Bremen, Brussels, Hamburg, and Paris.

The Handley Page company in Britain produced the Handley Page Type W, its first civil transport aircraft. It housed two crew in an open cockpit and 15 passengers in an enclosed cabin. Powered by two 450 hp Napier Lion engines, the prototype first flew on 4 December 1919, shortly after it was displayed at the 1919 Paris Air Show at Le Bourget. It was ordered by the Belgian firm Sabena, a further ten Type Ws were produced under license in Belgium by SABCA. In 1921 the Air Ministry ordered three aircraft, built as the W.8b, for use by Handley Page Transport, and later by Imperial Airways, on services to Paris and Brussels.

In France, the Bleriot-SPAD S.33 was introduced during the early 1920s. It was commercially successful, initially serving the Paris-London route, and later on continental routes. The enclosed cabin could carry four passengers with an extra seat in the cockpit. It was further developed into the Blériot-SPAD S.46. Throughout the 1920s, companies in Britain and France were at the forefront of the civil airliner industry.

By 1921, the capacity of airliners needed to be increased to achieve more favourable economics. The English company de Havilland, built the 10-passenger DH.29 monoplane, while starting work on the design of the DH.32, an eight-seater biplane with a more economical but less powerful Rolls-Royce Eagle engine. For more capacity, DH.32 development was replaced by the DH.34 biplane, accommodating 10 passengers. A commercially successful aircraft, Daimler Airway ordered a batch of nine.

The Ford Trimotor had two engines mounted on the wings and one in the nose, and a slabsided body, it carried eight passengers and was produced from 1925 to 1933. It was an important early airliner in America. It was used by the predecessor to Trans World Airlines, and by other airlines long after production ceased. The Trimotor helped to popularise numerous aspects of modern aviation infrastructure, including paved runways, passenger terminals, hangars, airmail, and radio navigation. Pan Am opened up transoceanic service in the late 1920s and early 1930s, based on a series of large seaplanes – the Sikorsky S-38 through Sikorsky S-42.

By the 1930s, the airliner industry had matured and large consolidated national airlines were established with regular international services that spanned the globe, including Imperial Airways in Britain, Lufthansa in Germany, KLM in the Netherlands, and United Airlines in America. Multi-engined aircraft were now capable of transporting dozens of passengers in comfort.

During the 1930s, the British de Havilland Dragon emerged as a short-haul, low-capacity airliner. Its relatively simple design could carry six passengers, each with 45 lb of luggage, on the London-Paris route on a fuel consumption of 13 gal (49 L) per hour. The DH.84 Dragon entered worldwide service. During early August 1934, one performed the first non-stop flight between the Canadian mainland and Britain in 30 hours 55 minutes, although the intended destination had originally been Baghdad in Iraq. British production of the Dragon ended in favour of the de Havilland Dragon Rapide, a faster and more comfortable successor.

By November 1934, series production of the Dragon Rapide had commenced. De Havilland invested into advanced features including elongated rear windows, cabin heating, thickened wing tips, and a strengthened airframe for a higher gross weight of 5500 lb. Later aircraft were amongst the first airliners to be fitted with flaps for improved landing performance, along with downwards-facing recognition light and metal propellers, which were often retrofitted to older aircraft. It was also used in military roles; civil Dragon Rapides were impressed into military service during the Second World War.

Metal airliners came into service in the 1930s. In the United States, the Boeing 247, and the 14-passenger Douglas DC-2, flew during the first half of the decade, while the more powerful, faster, 21–32 passenger Douglas DC-3 first appeared in 1935. DC-3s were produced in quantity for the Second World War and were sold as surplus afterward, becoming widespread within the commercial sector. It was one of first airliners to be profitable without the support of postal or government subsidies.

Long-haul flights were expanded during the 1930s as Pan American Airways and Imperial Airways competed on transatlantic travel using fleets of flying boats, such as the British Short Empire and the American Boeing 314. Imperial Airways' order for 28 Empire flying boats was viewed by some as a bold gamble. At the time, flying boats were the only practical means of building aircraft of such size and weight as land-based aircraft would have unfeasibly poor field performance. One Boeing 314, registration NC18602, became the first commercial plane to circumnavigate the globe during December 1941 and January 1942.

United Kingdom
In the United Kingdom, the Brabazon Committee was formed in 1942 under John Moore-Brabazon, 1st Baron Brabazon of Tara to forecast advances in aviation technology and the air transport needs of the postwar British Empire (in South Asia, Africa, and the Near and Far East) and Commonwealth (Australia, Canada, New Zealand). For British use, multi-engine aircraft types were allegedly split between the US for military transport aircraft and the UK for heavy bombers. That such a policy was suggested or implemented have been disputed, at least by Sir Peter Masefield. British aircraft manufacturers were tied up to fulfill military requirements, and had no free capacity to address other matters though the war.

The committee final report pushed four designs for the state-owned airlines British Overseas Airways Corporation (BOAC) and later British European Airways (BEA): three piston-powered aircraft of varying sizes, and a jet-powered 100-seat design at the request of Geoffrey de Havilland, involved in the first jet fighters development.

After a brief contest, the Type I design was given to the Bristol Aeroplane Company, building on a "100 ton bomber" submission. This evolved into the Bristol Brabazon but this project folded in 1951 as BOAC lost interest and the first aircraft needed a costly wing re-design to accommodate the Bristol Proteus engine.

The Type II was split between the de Havilland Dove and Airspeed Ambassador conventional piston designs, and the Vickers model powered by newly developed turboprops: first flown in 1948, the VC.2 Viceroy was the first turboprop design to enter service; a commercial success with 445 Viscounts built. The Type III requirement led to the conventional Avro Tudor and the more ambitious Bristol Britannia, although both aircraft suffered protracted developments, with the latter entering service with BOAC in February 1957, over seven years following its order.

The jet-powered Type IV became the de Havilland Comet in 1949. It featured an aerodynamically clean design with four de Havilland Ghost turbojet engines buried in the wings, a pressurised fuselage, and large square windows. On 2 May 1952, the Comet took off on the world's first jetliner flight carrying fare-paying passengers and simultaneously inaugurated scheduled service between London and Johannesburg. However, roughly one year after introduction, three Comets broke up mid-flight due to airframe metal fatigue, not well understood at the time. The Comet was grounded and tested to discover the cause, while rival manufacturers heeded the lessons learned while developing their own aircraft. The improved Comet 2 and the prototype Comet 3 culminated in the redesigned Comet 4 series which debuted in 1958 and had a productive career over 30 years, but sales never fully recovered.

By the 1960s, the UK had lost the airliner market to the US due to the Comet disaster and a smaller domestic market, not regained by later designs like the BAC 1-11, Vickers VC10, and Hawker Siddeley Trident. The STAC committee was formed to consider supersonic designs and worked with Bristol to create the Bristol 223, a 100-passenger transatlantic airliner. The effort was later merged with similar efforts in France to create the Concorde supersonic airliner to share the cost.

United States
The first batch of the Douglas DC-4s went to the U.S. Army and Air Forces, and was named the C-54 Skymaster. Some ex-military DC-6s were later converted into airliners, with both passenger and cargo versions flooding the market shortly after the war's end. Douglas also developed a pressurized version of the DC-4, which it designated the Douglas DC-6. Rival company Lockheed produced the Constellation, a triple-tailed aircraft with a wider fuselage than the DC-4.

The Boeing 377 Stratocruiser was based on the C-97 Stratofreighter military transport, it had a double deck and a pressurized fuselage.

Convair produced the Convair 240, a 40-person pressurized airplane; 566 examples flew. Convair later developed the Convair 340, which was slightly larger and could accommodate between 44 and 52 passengers, of which 311 were produced. The firm also commenced work on the Convair 37, a relatively large double-deck airliner that would have served transcontinental routes; however, the project was abandoned due to a lack of customer demand and its high development costs.

Rival planes include the Martin 2-0-2 and Martin 4-0-4, but the 2-0-2 had safety concerns and was unpressurized, while the 4-0-4 only sold around 100 units.

During the postwar years, engines became much larger and more powerful, and safety features such as deicing, navigation, and weather information were added to the planes. American planes were allegedly more comfortable and had superior flight decks than those produced in Europe.

France
In 1936, the French Air Ministry requested transatlantic flying boats that could hold at least 40 passengers, leading to three Latécoère 631s introduced by Air France in July 1947. However, two crashed and the third was removed from service over safety concerns. The SNCASE Languedoc was the first French post-war airliner. Accommodating up to 44 seats, 40 aircraft were completed for Air France between October 1945 and April 1948. Air France withdrew the last Languedoc from its domestic routes in 1954, being replaced by later designs. First flying in February 1949, the four-engined Breguet Deux-Ponts was a double-decker transport for passengers and cargo. Air France used it on its busiest routes, including from Paris to the Mediterranean area and to London.

The Sud-Aviation Caravelle was developed during the late 1950s as the first short range jet airliner. The nose and cockpit layout were licensed from the de Havilland Comet, along with some fuselage elements. Entering service in mid 1959, 172 Caravelles had been sold within four years and six versions were in production by 1963. Sud Aviation then focused its design team on a Caravelle successor.

The Super-Caravelle was a supersonic transport project of similar size and range to the Caravelle. It was merged with the similar Bristol Aeroplane Company project into the Anglo-French Concorde. The Concorde entered service in January 1967 as the second and last commercial supersonic transport, after large overruns and delays, costing £1.3 billion. All subsequent French airliner efforts were part of the Airbus pan-European initiative.

USSR
Soon after the war, most of the Soviet fleet of airliners consisted of DC-3s or Lisunov Li-2s. These planes were in desperate need of replacement, and in 1946, the Ilyushin Il-12 made its first flight. The Il-12 was very similar in design to American Convair 240, except was unpressurized. In 1953, the Ilyushin Il-14 made its first flight, and this version was equipped with much more powerful engines. The main contribution that the Soviets made in regards to airliners was the Antonov An-2. This plane is a biplane, unlike most of the other airliners, and sold more units than any other transport plane.

Narrow-body airliners

The most common airliners are the narrow-body aircraft, or single-aisles. The earliest jet airliners were narrowbodies: the initial de Havilland Comet, the Boeing 707 and its competitor the Douglas DC-8. They were followed by smaller models : the Douglas DC-9 and its MD-80/MD-90/Boeing 717 derivatives; the Boeing 727, 737 and 757 using the 707 cabin cross-section; or the Tupolev Tu-154, Ilyushin Il-18, and the Ilyushin Il-62.

Currently produced narrow-body airliners include the Airbus A220, A320 family, Boeing 737, Embraer E-Jet family and Comac C919, generally used for medium-haul flights with 100 to 240 passengers. They could be joined by the in-development Irkut MC-21.

Wide-body airliners

The larger wide-body aircraft, or twin-aisle as they have two separate aisles in the cabin, are used for long-haul flights. The first was the Boeing 747 quadjet, followed by the trijets: the Lockheed L-1011 and the Douglas DC-10, then its MD-11 stretch. Then other quadjets were introduced: the Ilyushin Il-86 and Il-96, the Airbus A340 and the double-deck A380. Twinjets were also put into service: the Airbus A300/A310, A330 and A350; the 767, 777 and 787.

Regional aircraft

Regional airliners seat fewer than 100 passengers. These smaller aircraft are often used to feed traffic at large airline hubs to larger aircraft operated by the major mainline carriers, legacy carriers, or flag carriers; often sharing the same livery. Regional jets include the Bombardier CRJ100/200 and Bombardier CRJ700 series, or the Embraer ERJ family. Currently produced turboprop regional airliners include the Dash-8 series, and the ATR 42/72.

Commuter aircraft

Light aircraft can be used as small commuter airliners, or as air taxis. Twin turboprops carrying up to 19 passengers include the Beechcraft 1900, Fairchild Metro, Jetstream 31, DHC-6 Twin Otter and Embraer EMB 110 Bandeirante. Smaller airliners include the single-engined turboprops like the Cessna Caravan and Pilatus PC-12; or twin piston-powered aircraft made by Cessna, Piper, Britten-Norman, and Beechcraft. They often lack lavatories, stand-up cabins, pressurization, galleys, overhead storage bins, reclining seats, or a flight attendant.

Engines
Until the beginning of the Jet Age, piston engines were common on propliners such as the Douglas DC-3. Nearly all modern airliners are now powered by turbine engines, either turbofans or turboprops. Gas turbine engines operate efficiently at much higher altitudes, are more reliable than piston engines, and produce less vibration and noise. The use of a common fuel type – kerosene-based jet fuel – is another advantage.

Airliner variants
Some variants of airliners have been developed for carrying freight or for luxury corporate use. Many airliners have also been modified for government use as VIP transports and for military functions such as airborne tankers (for example, the Vickers VC10, Lockheed L-1011, Boeing 707), air ambulance (USAF/USN McDonnell Douglas DC-9), reconnaissance (Embraer ERJ 145, Saab 340, and Boeing 737), as well as for troop-carrying roles.

Configuration
Modern jetliners are usually low-wing designs with two engines mounted underneath the swept wings, while turboprop aircraft are slow enough to use straight wings. Smaller airliners sometimes have their engines mounted on either side of the rear fuselage. Numerous advantages and disadvantages exist due to this arrangement. Perhaps the most important advantage to mounting the engines under the wings is that the total aircraft weight is more evenly distributed across the wingspan, which imposes less bending moment on the wings and allows for a lighter wing structure. This factor becomes more important as aircraft weight increases, and no in-production airliners have both a maximum takeoff weight more than 50 tons and engines mounted on the fuselage. The Antonov An-148 is the only in-production jetliner with high-mounted wings (usually seen in military transport aircraft), which reduces the risk of damage from unpaved runways.

Except for a few experimental or military designs, all aircraft built to date have had all of their weight lifted off the ground by airflow across the wings. In terms of aerodynamics, the fuselage has been a mere burden. NASA and Boeing are currently developing a blended wing body design in which the entire airframe, from wingtip to wingtip, contributes lift. This promises a significant gain in fuel efficiency.

Current manufacturers
The major manufacturers with large aircraft airliners currently in production include: The narrow-body and wide-body airliner market is dominated by Airbus and Boeing, and the regional airliner market is shared between ATR Aircraft, De Havilland Canada, and Embraer.
 * Airbus (France/Germany/Spain/United Kingdom/Canada)
 * Antonov (Ukraine)
 * ATR Aircraft (France/Italy)
 * Boeing (United States)
 * Britten-Norman (United Kingdom)
 * Comac (China)
 * De Havilland Canada (Canada)
 * Embraer (Brazil)
 * Irkut Corporation (UAC, Russia, includes Sukhoi)
 * Let Kunovice (Czech Republic)
 * Xi'an Aircraft Industrial Corporation (China)

Setting up a reliable customer support network, ensuring uptime, availability and support 24/7 and anywhere, is critical for the success of airliner manufacturers. Boeing and Airbus are ranked 1 and 2 in customer satisfaction for aftermarket support by a survey by Inside MRO and Air Transport World, and this is a reason why Mitsubishi Aircraft Corporation purchased the Bombardier CRJ program. It is an entry barrier for new entrants like the Xian MA700 and Comac C919, with no credible previous experience with the MA60, or the Irkut MC-21 after the Sukhoi Superjet 100.

Notable airliners

 * Boeing 247 – the first modern airliner, with all-metal construction and retractable landing gear
 * Douglas DC-3 – very widespread, still serving
 * Boeing 307 Stratoliner – the first with a pressurized cabin
 * Douglas DC-6 – derived from the Douglas DC-4
 * Boeing 377- developed from the C-97 Stratofreighter
 * Vickers Viscount – the first turboprop airliner
 * Lockheed Constellation – one of the largest propeller-driven airliners
 * Antonov An-2 – a single engine biplane, a widespread large utility aircraft

Notable jetliners

 * De Havilland Comet – the first operational jetliner, grounded by early crashes
 * Tupolev Tu-104 – the first twinjet, developed into the first turbofan-powered airliner, the Tupolev Tu-124
 * Boeing 707 – the most successful early jetliner, along the less widespread Douglas DC-8
 * Sud Aviation Caravelle – the first jetliner with rear podded engines, the configuration of the more widespread Douglas DC-9
 * Boeing 737 – the most successful jet airliner by deliveries
 * Tupolev Tu-144 – the first operational supersonic transport in 1975, with passenger service 1977-78
 * Concorde – the first supersonic airliner in passenger service, operating from 1976 to 2003; the first airliner with fly-by-wire flight controls
 * Boeing 747 – the first wide-body aircraft and first high-bypass turbofan-powered airliner, the largest passenger airliner until the A380
 * McDonnell Douglas DC-10 – the first trijet wide-body, along the later Lockheed L-1011 TriStar
 * Airbus A300 – the first twinjet wide-body, followed by the Boeing 767
 * Airbus A320 – the first airliner with digital fly-by-wire flight controls, the most ordered jet airliner
 * Boeing 777 – the largest twinjet
 * Airbus A380 – full double-deck aircraft, the largest passenger airliner
 * Boeing 787 – the first airliner mostly constructed with composite materials

Fleet
The airliner fleet went from 13,500 in 2000 to 25,700 in 2017: 16% to 30.7% in Asia/Pacific (2,158 to 7,915), 34.7% to 23.6% in USA (4,686 to 6,069) and 24% to 20.5% in Europe (3,234 to 5,272).

In 2018, there were 29,398 airliners in service: 26,935 passenger transports and 2,463 freighters, while 2,754 others were stored. The largest fleet was in Asia-Pacific with 8,808 (5% stored), followed by 8,572 in North America (10% stored), 7,254 in Europe (9% stored), 2,027 in Latin America, 1,510 in Middle East and 1,347 in Africa. Narrowbody are dominant with 16,235, followed by 5,581 Widebodies, 3,743 Turboprops, 3,565 Regional jets and 399 Others.

By the end of 2018, there were 1,826 parked or in storage jetliners out of 29,824 in service (6.1%): 1,434 narrowbodies and 392 widebodies, down from 9.8% of the fleet at the end of 2012 and 11.3% at the end of 2001.

Market
Since it began, the jet airliner market had a recurring pattern of seven years of growth followed by three years of deliveries falling 30–40%, except a steady growth from 2004 due to the economic rise of China going from 3% of world market in 2001 to 22% in 2015, expensive jet fuel till 2014 stimulating old jets replacement allowed by low interest rates since 2008, and strong airline passenger demand since. In 2004, 718 Airbus and Boeings were delivered, worth $39.3 billion; 1,466 are expected in 2017, worth $104.4 billion: a growth by 3.5 from 2004 to 2020 is unprecedented and highly unusual for any mature market.

In 2016, the deliveries went for 38% in Asia-Pacific, 25% in Europe, 22% in North America, 7% in Middle East, 6% in South America and 2% in Africa. 1,020 narrowbodies were delivered and their backlog reach : 4,991 A320neo, A320ceo; 3,593 737 Max, 835 737NG, 348 CSeries, 305 C919 and 175 MC-21; while 398 widebodies were delivered : 137 Dreamliners and 99 B777 for Boeing (65%) against 63 A330 and 49 A350 for Airbus, more than 2,400 widebodies were in backlog, led by the A350 with 753 (31%) then the Boeing 787 with 694 (28%).

The most important driver of orders is airline profitability, itself driven mainly by world GDP growth but also supply and demand balance and oil prices, while new programmes by Airbus and Boeing help to stimulate aircraft demand. In 2016, 38% of the 25 years old airliners had been retired, 50% of the 28 years old : there will be 523 aircraft reaching 25 years old in 2017, 1,127 in 2026 and 1,628 in 2041. Deliveries rose by 80% from 2004 to 2016, they represented 4.9% of the fleet in 2004 and 5.9% in 2016, down from 8% previously. Oil prices and airshow orders are trending together.

In 2020, deliveries were down by more than 50% compared to 2019 due to the impact of the COVID-19 pandemic on aviation, after 10 years of growth.

Storage, scrapping and recycling
Storage can be an adjustment variable for the airliner fleet: as Jan–Apr 2018 RPKs are up by 7% over a year and FTKs up by 5.1%, the IATA reports 81 net aircraft went back from storage (132 recalled and 51 stored) in April. It is the second month of storage contraction after eight of expansion and the largest in four years, while new aircraft deliveries fell slightly to 448 from 454 due to supply-chain issues and in-service issues grounding others. Retirements were down by 8% and utilization up by 2%, according to Canaccord Genuity, driving used aircraft and engines values up while MRO shops have unexpected demand for legacy products like the PW4000 and GE CF6.

Cabin configurations and features

An airliner will usually have several classes of seating: first class, business class, and/or economy class (which may be referred to as coach class or tourist class, and sometimes has a separate "premium" economy section with more legroom and amenities). The seats in more expensive classes are wider, more comfortable, and have more amenities such as "lie flat" seats for more comfortable sleeping on long flights. Generally, the more expensive the class, the better the beverage and meal service.

Domestic flights generally have a two-class configuration, usually first or business class and coach class, although many airlines instead offer all-economy seating. International flights generally have either a two-class configuration or a three-class configuration, depending on the airline, route and aircraft type. Many airliners offer movies or audio/video on demand (this is standard in first and business class on many international flights and may be available on economy). Cabins of all classes have lavatory facilities, reading lights, and air vents. Some larger airliners have a rest compartment reserved for crew use during breaks.

Seats
The types of seats that are provided and how much legroom is given to each passenger are decisions made by the individual airlines, not the aircraft manufacturers. Seats are mounted in "tracks" on the floor of the cabin and can be moved back and forth by the maintenance staff or removed altogether. One driver of airline profitability is how many passengers can be seated in economy class cabins, meaning that airline companies have an incentive to place seats close together to fit as many passengers in as possible. In contrast, ‘premium class’ seat configurations provide more space for travelers.

Passengers seated in an exit row (the row of seats adjacent to an emergency exit) usually have substantially more legroom than those seated in the remainder of the cabin, while the seats directly in front of the exit row may have less legroom and may not even recline (for evacuation safety reasons). However, passengers seated in an exit row may be required to assist cabin crew during an emergency evacuation of the aircraft opening the emergency exit and assisting fellow passengers to the exit. As a precaution, many airlines prohibit young people under the age of 15 from being seated in the exit row.

The seats are designed to withstand strong forces so as not to break or come loose from their floor tracks during turbulence or accidents. The backs of seats are often equipped with a fold-down tray for eating, writing, or as a place to set up a portable computer, or a music or video player. Seats without another row of seats in front of them have a tray that is either folded into the armrest or that clips into brackets on the underside of the armrests. However, seats in premium cabins generally have trays in the armrests or clip-on trays, regardless of whether there is another row of seats in front of them. Seatbacks now often feature small colour LCD screens for videos, television and video games. Controls for this display as well as an outlet to plug in audio headsets are normally found in the armrest of each seat.

Overhead bins
The overhead bins, also known as overhead lockers or pivot bins, are used for stowing carry-on baggage and other items. While the airliner manufacturer will normally specify a standard version of the product to supply, airlines can choose to have bins of differing size, shape, or color installed. Over time, overhead bins evolved out of what were originally overhead shelves that were used for little more than coat and briefcase storage. As concerns about falling debris during turbulence or in accidents increased, enclosed bins became the norm. Bins have increased in size to accommodate the larger carry-on baggage passengers can bring onto the aircraft. Newer bin designs have included a handrail, useful when moving through the cabin.

Passenger service units
Above the passenger seats are Passenger Service Units (PSU). These typically contain reading lights, air vents, and a flight attendant call light. On most narrowbody aircraft (and some Airbus A300s and A310s), the flight attendant call button and the buttons to control the reading lights are located directly on the PSU, while on most widebody aircraft, the flight attendant call button and the reading light control buttons are usually part of the in-flight entertainment system. The units frequently have small "Fasten Seat Belt" and "No Smoking" illuminated signage and may also contain a speaker for the cabin public address system. On some newer aircraft, a "Turn off electronic devices" sign is used instead of the "No Smoking" sign, as smoking isn't permitted on board the aircraft anyway.

The PSU will also normally contain the drop-down oxygen masks which are activated if there is a sudden drop in cabin pressure. These are supplied with oxygen by means of a chemical oxygen generator. By using a chemical reaction rather than a connection to an oxygen tank, these devices supply breathing oxygen for long enough for the airliner to descend to thicker, more breathable air. Oxygen generators do generate considerable heat in the process. Because of this, the oxygen generators are thermally shielded and are only allowed in commercial airliners when properly installed – they are not permitted to be loaded as freight on passenger-carrying flights. ValuJet Flight 592 crashed on May 11, 1996, as a result of improperly loaded chemical oxygen generators.

Cabin pressurization
Airliners developed since the 1940s have had pressurized cabins (or, more accurately, pressurized hulls including baggage holds) to enable them to carry passengers safely at high altitudes where low oxygen levels and air pressure would otherwise cause sickness or death. High altitude flight enabled airliners to fly above most weather systems that cause turbulent or dangerous flying conditions, and also to fly faster and further as there is less drag due to the lower air density. Pressurization is applied using compressed air, in most cases bled from the engines, and is managed by an environmental control system which draws in clean air, and vents stale air out through a valve.

Pressurization presents design and construction challenges to maintain the structural integrity and sealing of the cabin and hull and to prevent rapid decompression. Some of the consequences include small round windows, doors that open inwards and are larger than the door hole, and an emergency oxygen system.

To maintain a pressure in the cabin equivalent to an altitude close to sea level would, at a cruising altitude around 10,000 m, create a pressure difference between inside the aircraft and outside the aircraft that would require greater hull strength and weight. Most people do not suffer ill effects up to an altitude of 1800 –, and maintaining cabin pressure at this equivalent altitude significantly reduces the pressure difference and therefore the required hull strength and weight. A side effect is that passengers experience some discomfort as the cabin pressure changes during ascent and descent to the majority of airports, which are at low altitudes.

Cabin climate control
The air bled from the engines is hot and requires cooling by air conditioning units. It is also extremely dry at cruising altitude, and this causes sore eyes, dry skin and mucosa on long flights. Although humidification technology could raise its relative humidity to comfortable middle levels, this is not done since humidity promotes corrosion to the inside of the hull and risks condensation which could short electrical systems, so for safety reasons it is deliberately kept to a low value, around 10%. Another problem of the air coming from the ventilation (unto which the oil lubrication system of the engines is hooked up) is that fumes from components in the synthetic oils can sometimes travel along, causing passengers, pilots and crew to be intoxicated. The illness it causes is called aerotoxic syndrome.

Baggage holds
Airliners must have space on board to store "checked" baggage – that which will not safely fit in the passenger cabin.

Designed to hold baggage as well as freight, these compartments are called "cargo bins", "baggage holds", "luggage holds", or occasionally "pits". Occasionally baggage holds may be referred to as cargo decks on the largest of aircraft. These compartments can be accessed through doors on the outside of the aircraft.

Depending on the aircraft, baggage holds are normally inside the hull and are therefore pressurized just like the passenger cabin although they may not be heated. While lighting is normally installed for use by the loading crew, typically the compartment is unlit when the door is closed.

Baggage holds on modern airliners are equipped with fire detection equipment and larger aircraft have automated or remotely activated fire-fighting devices installed.

Narrow-body airliners
Most "narrow-body" airliners with more than 100 seats have space below the cabin floor, while smaller aircraft often have a special compartment separate from the passenger area but on the same level.

Baggage is normally stacked within the bin by hand, sorted by destination category. Netting that fits across the width of the bin is secured to limit movement of the bags. Airliners often carry items of freight and mail. These may be loaded separately from the baggage or mixed in if they are bound for the same destination. For securing bulky items "hold down" rings are provided to tie items into place.

Wide-body airliners
"Wide-body" airliners frequently have a compartment like the ones described above, typically called a "bulk bin". It is normally used for late arriving luggage or bags which may have been checked at the gate.

However, most baggage and loose freight items are loaded into containers called Unit Load Devices (ULDs), often referred to as "cans". ULDs come in a variety of sizes and shapes, but the most common model is the LD3. This particular container has approximately the same height as the cargo compartment and fits across half of its width.

ULDs are loaded with baggage and are transported to the aircraft on dolly carts and loaded into the baggage hold by a loader designed for the task. By means of belts and rollers an operator can maneuver the ULD from the dolly cart, up to the aircraft baggage hold door, and into the aircraft. Inside the hold, the floor is also equipped with drive wheels and rollers that an operator inside can use to move the ULD properly into place. Locks in the floor are used to hold the ULD in place during flight.

For consolidated freight loads, like a pallet of boxes or an item too oddly shaped to fit into a container, flat metal pallets that resemble large baking sheets that are compatible with the loading equipment are used.

Lists

 * Regional jets
 * List of civil aircraft
 * List of regional airliners
 * List of airliners by maximum takeoff weight

Topics

 * Aircraft design process
 * Aircraft spotting
 * Aviation and the environment
 * Aviation safety
 * Flight length
 * Flight planning

title: Airliner


text:
Culture of Egypt

The culture of Egypt has thousands of years of recorded history. Ancient Egypt was among the earliest civilizations in the world. For millennia, Egypt developed strikingly unique, complex and stable cultures that influenced other cultures of Europe, Africa and the Middle East.

Languages

Arabic is currently Egypt's official language. It came to Egypt in the 7th century, and it is the formal and official language of the state which is used by the government and newspapers. Meanwhile, the Egyptian Arabic dialect or Masri is the official spoken language of the people. Of the many varieties of Arabic, the Egyptian dialect is the most widely spoken and the most understood, due to the great influence of Egyptian cinema and the Egyptian media throughout the Arabic-speaking world. Today many foreign students tend to learn it throughout Egyptian songs and movies, and the dialect is usually labelled by the general public as one of the easiest and fastest to learn, mainly due to the huge amount of accessible sources (movies, series, TV shows, books, etc.) that contribute to its learning process. Egypt's position in the heart of the Arabic speaking world has made it the centre of culture and its widespread dialect has had a huge influence on almost all neighbouring dialects, having so many Egyptian sayings in their daily lives.

The Egyptian language, which formed a separate branch among the family of Afro-Asiatic languages, was among the first written languages and is known from the hieroglyphic inscriptions preserved on monuments and sheets of papyrus. The Coptic language, the most recent stage of Egyptian written in mainly Greek alphabet with seven demotic letters, is today the liturgical language of the Coptic Orthodox Church.

The "Koiné" dialect of the Greek language was important in Hellenistic Alexandria, and was used in the philosophy and science of that culture, and was later studied by Arabic scholars.

In the upper Nile Valley, southern Egypt, around Kom Ombo and south of Aswan, there are about 300,000 speakers of Nubian languages; mainly Noubi, but also Kenuzi-Dongola. In Siwa Oasis, there is also the Siwi language that is spoken by about 20,000 speakers. Other minorities include roughly two thousand Greek speakers in Alexandria and Cairo as well as roughly 5,000 Armenian speakers.

Literature
Many Egyptians believed that when it came to a death of their Pharaoh, they would have to bury the Pharaoh deep inside the Pyramid. The ancient Egyptian literature dates back to the Old Kingdom, in the third millennium BC. Religious literature is best known for its hymns to and its mortuary texts. The oldest extant Egyptian literature is the Pyramid Texts: the mythology and rituals carved around the tombs of rulers. The later, secular literature of ancient Egypt includes the "wisdom texts", forms of philosophical instruction. The Instruction of Ptahhotep, for example, is a collation of moral proverbs by an Egto (the middle of the second millennium BC) seem to have been drawn from an elite administrative class, and were celebrated and revered into the New Kingdom (to the end of the second millennium). In time, the Pyramid Texts became Coffin Texts (perhaps after the end of the Old Kingdom), and finally, the mortuary literature produced its masterpiece, the Book of the Dead, during the New Kingdom.

The Middle Kingdom was the golden age of Egyptian literature. Some texts include the Tale of Neferty, the Instructions of Amenemhat I, the Tale of Sinuhe, the Story of the Shipwrecked Sailor and the Story of the Eloquent Peasant. Instructions became a popular literary genre of the New Kingdom, taking the form of advice on proper behavior. The Story of Wenamun and the Instruction of Any are examples from this period.

During the Greco-Roman period (332 BC − AD 639), Egyptian literature was translated into other languages, and Greco-Roman literature fused with native art into a new style of writing. From this period comes the Rosetta Stone, which became the key to unlocking the mysteries of Egyptian writing to modern scholarship. The city of Alexandria boasted its Library of almost half a million handwritten books during the third century BC. Alexandria's center of learning also produced the Greek translation of the Hebrew Bible, the Septuagint.

During the first few centuries of the Christian era, Egypt was a source of a great deal of ascetic literature in the Coptic language. Egyptian monasteries translated many Greek and Syriac words, which are now only extant in Coptic. Under Islam, Egypt continued to be a great source of literary endeavor, now in the Arabic language. In 970, al-Azhar University was founded in Cairo, which to this day remains the most important center of Sunni Islamic learning. In 12th-century Egypt, the Jewish Talmudic scholar Maimonides produced his most important work.

In contemporary times, Egyptian novelists and poets were among the first to experiment with modern styles of Arabic-language literature, and the forms they developed have been widely imitated. The first modern Egyptian novel Zaynab by Muhammad Husayn Haykal was published in 1913 in the Egyptian vernacular. Egyptian novelist Naguib Mahfouz was the first Arabic-language writer to win the Nobel Prize in Literature. Many Egyptian books and films are available throughout the Middle East. Other Egyptian writers include Nawal El Saadawi, known for her feminist works and activism, and Alifa Rifaat who also wrote about women and tradition. Vernacular poetry is said to be the most popular literary genre amongst Egyptians, represented by Bayram el-Tunsi, Ahmed Fouad Negm (Fagumi), Salah Jaheen and Abdel Rahman el-Abnudi.

Religion
About 85-95% percent of Egypt's population is Muslim, with a Sunni majority. About 5- 15% percent of the population is Coptic Christian; other religions and other forms of Christianity comprise the remaining three percent. Sunni Islam sees Egypt as an important part of its religion due to not only Quranic verses mentioning the country, but also due to the Al-Azhar University, one of the earliest of the world universities. It was created as a school for religion studies and works.

Egyptian art in antiquity
The Egyptians were one of the first major civilizations to codify design elements in art. The wall painting done in the service of the Pharaohs followed a rigid code of visual rules and meanings. Early Egyptian art is characterized by the absence of linear perspective, which results in a seemingly flat space. These artists tended to create images based on what they knew, and not as much on what they saw. Objects in these artworks generally do not decrease in size as they increase in distance and there is little shading to indicate depth. Sometimes, distance is indicated through the use of tiered space, where more distant objects are drawn higher above the nearby objects, but in the same scale and with no overlapping of forms. People and objects are almost always drawn in profile.

Painting achieved its greats height in Dynasty XVIII during the reigns of Tuthmose IV and Amenhotep III. The Fragmentary panel of the Lady Thepu, on the right, dates from the time of the latter king.

Early Egyptian artists did have a system for maintaining dimensions within artwork. They used a grid system that allowed them to create a smaller version of the artwork, and then scale up the design based upon proportional representation in a larger grid.

Egyptian art in modern times
Modern and contemporary Egyptian art can be as diverse as any works in the world art scene. Some well-known names include Mahmoud Mokhtar, Abdel Hadi Al Gazzar, Farouk Hosny, Gazbia Sirry, Kamal Amin, Hussein El Gebaly, Sawsan Amer and many others. Many artists in Egypt have taken on modern media such as digital art and this has been the theme of many exhibitions in Cairo in recent times. There has also been a tendency to use the World Wide Web as an alternative outlet for artists and there is a strong Art-focused internet community on groups that have found origin in Egypt.

Science
Egypt's cultural contributions have included great works of science, art, and mathematics, dating from antiquity to modern times.

Imhotep
Considered to be the first engineer, architect and physician in history known by name, Imhotep designed the Pyramid of Djoser (the Step Pyramid) at Saqqara in Egypt around 2630–2611 BC, and may have been responsible for the first known use of columns in architecture. The Egyptian historian Manetho credited him with inventing stone-dressed building during Djoser's reign, though he was not the first to actually build with stone. Imhotep is also believed to have founded Egyptian medicine, being the author of the world's earliest known medical document, the Edwin Smith Papyrus.

Ptolemaic and Roman Egypt

The silk road led straight through ancient Alexandria. Also, the Royal Library of Alexandria was once the largest in the world. It is usually assumed to have been founded at the beginning of the 3rd century BC during the reign of Ptolemy II of Egypt after his father had set up the Temple of the Muses or Museum. The initial organization is attributed to Demetrius Phalereus. The Library is estimated to have stored at its peak 400,000 to 700,000 scrolls.

One of the reasons so little is known about the Library is that it was lost centuries after its creation. All that is left of many of the volumes are tantalizing titles that hint at all the history lost due to the building's destruction. Few events in ancient history are as controversial as the destruction of the Library, as the historical record is both contradictory and incomplete. Its destruction has been attributed by some authors to, among others, Julius Caesar, Augustus, and Catholic zealots during the purge of the Arian heresy, Not surprisingly, the Great Library became a symbol of knowledge itself, and its destruction was attributed to those who were portrayed as ignorant barbarians, often for purely political reasons.

A new library was inaugurated in 2003 near the site of the old library.

The Lighthouse of Alexandria, one of the Seven Wonders of the Ancient World, designed by Sostratus of Cnidus and built during the reign of Ptolemy I Soter served as the city's landmark, and later, lighthouse.

Mathematics and technology
Alexandria, being the center of the Hellenistic world, produced a number of great mathematicians, astronomers, and scientists such as Ctesibius, Pappus, and Diophantus. It also attracted scholars from all over the Mediterranean such as Eratosthenes of Cyrene.

Ptolemy
Ptolemy is one of the most famous astronomers and geographers from Egypt, famous for his work in Alexandria. Born Claudius Ptolemaeus (Greek: Κλαύδιος Πτολεμαίος; c. 85), he was a geographer, astronomer, and astrologer.

Ptolemy was the author of two important scientific treatises. One is the astronomical treatise that is now known as the Almagest (in Greek Η μεγάλη Σύνταξις, "The Great Treatise"). In this work, one of the most influential books of antiquity, Ptolemy compiled the astronomical knowledge of the ancient Greek and Babylonian world. Ptolemy's other main work is his Geography. This too is a compilation, of what was known about the world's geography in the Roman Empire in his time.

In his Optics, a work which survives only in an Arabic translation, he writes about properties of light, including reflection, refraction and colour. His other works include Planetary Hypothesis, Planisphaerium and Analemma. Ptolemy's treatise on astrology, the Tetrabiblos, was the most popular astrological work of antiquity and also enjoyed great influence in the Islamic world and the medieval Latin West.

Ptolemy also wrote influential work Harmonics on music theory. After criticizing the approaches of his predecessors, Ptolemy argued for basing musical intervals on mathematical ratios (in contrast to the followers of Aristoxenus) backed up by empirical observation (in contrast to the over-theoretical approach of the Pythagoreans). He presented his own divisions of the tetrachord and the octave, which he derived with the help of a monochord. Ptolemy's astronomical interests appeared in a discussion of the music of the spheres.

Tributes to Ptolemy include Ptolemaeus crater on the Moon and Ptolemaeus crater on Mars.

Ahmed Zewail
Ahmed Zewail (أحمد زويل) (born February 26, 1946) is an Egyptian chemist, and the winner of the 1999 Nobel Prize in Chemistry for his work on femtochemistry. Born in Damanhur (60 km south-east of Alexandria) and raised in Disuq, he moved to the United States to complete his PhD at the University of Pennsylvania. He was awarded a faculty appointment at Caltech in 1976, where he has remained since.

Zewail's key work has been as the pioneer of femtochemistry. He developed a method using a rapid laser technique (consisting of ultrashort laser flashes), which allows the description of reactions at the atomic level. It can be viewed as a highly sophisticated form of flash photography

In 1999, Zewail became the third Egyptian to receive the Nobel Prize, following Anwar Sadat (1978 in Peace) and Naguib Mahfouz (1988 in Literature). In 1999, he received Egypt's highest state honor, the Grand Collar of the Nile.

Egyptology
In modern times, archaeology and the study of Egypt's ancient heritage as the field of Egyptology has become a major scientific pursuit in the country itself. The field began during the Middle Ages, and has been led by Europeans and Westerners in modern times. The study of Egyptology, however, has in recent decades been taken up by Egyptian archæologists such as Zahi Hawass and the Supreme Council of Antiquities he leads.

The discovery of the Rosetta Stone, a tablet written in ancient Greek, Egyptian Demotic script, and Egyptian hieroglyphs, has partially been credited for the recent stir in the study of Ancient Egypt. Greek, a well-known language, gave linguists the ability to decipher the mysterious Egyptian hieroglyphic language. The ability to decipher hieroglyphics facilitated the translation of hundreds of the texts and inscriptions that were previously indecipherable, giving insight into Egyptian culture that would have otherwise been lost to the ages. The stone was discovered on July 15, 1799, in the port town of Rosetta, Egypt, and has been held in the British Museum since 1802.

Sport
Football is the most popular sport in Egypt. Egyptian football clubs, especially Zamalek and Al Ahly are known throughout Africa. The Egyptian national football team won the African Cup of Nations a record 7 times (in 1957, 1959, 1986, 1998, 2006 (on home soil), 2008 and 2010). Egypt was the first African country to join FIFA, but it has only made it to the FIFA World Cup three times, in 1934, 1990 and 2018. Egypt also won the World Military Cup five times and finished as runners-up twice.

Other popular sports in Egypt are basketball, handball, squash, and tennis.

The Egyptian national basketball team holds the record for best performance at the Basketball World Cup and at the Summer Olympics in Middle East and Africa. Egypt hosted the 2017 FIBA Under-19 Basketball World Cup and is the only African country to host an official basketball world cup at junior or senior level. Further, the country hosted the official African Basketball Championship on six occasions. Egypt also hosted multiple continental youth championships including the 2020 FIBA Africa Under-18 Championship and the 2020 FIBA Africa Under-18 Championship for Women. The Pharaohs, as they are commonly known, won 16 medals at the African Championship.

Since the early 1990s, the Egyptian national handball team has won regional and continental tournaments as well as reaching fourth place internationally in 2001. The Junior national handball team won the world title in 1993 and it hosted the tournament in 2010.

In the 1930s and 1940s, Egypt was a powerhouse in weightlifting, boxing, and wrestling with several Olympic and world championship medals.

Roller hockey is also a popular sport in Egypt. The Egyptian national roller hockey team has taken part in many world competitions, but didn't win any as of now.

Local sports clubs receive financial support from the local governments, and many sporting clubs are financially and administratively supported by the government.

Cinema
Egyptian cinema has flourished since the 1930s. As a result, the Egyptian capital has been dubbed the "Hollywood of the Middle East", where the world-renowned Cairo International Film Festival is held every year. The festival has been rated by the International Federation of Film Producers Associations as being among the 11 top-class film festivals worldwide.

The Egyptian film industry is the largest & most developed within Arabic-speaking cinema.

Music
Egyptian music is a rich mixture of indigenous Egyptian and Western influences.

As early as 4000 BC, ancient Egyptians were playing harps and flutes, as well as two indigenous instruments: the ney and the oud. However, there is a little notation of Egyptian music before the 7th century AD, when Egypt became part of the Muslim world. Percussion and vocal music became important at this time and has remained an important part of Egyptian music today.

Contemporary Egyptian music traces its beginnings to the creative work of Abdu-l Hamuli, Almaz, Sayed Mikkawi, and Mahmud Osman, who were all patronized by Khedive Ismail and who influenced the later work of Sayed Darwish, Umm Kulthum, Mohammed Abdel Wahab, Abdel Halim Hafez and other Egyptian musicians.

From the 1970s onwards, Egyptian pop music has become increasingly important in Egyptian culture, particularly among the large youth population of Egypt. Egyptian folk music is also popular, played during weddings and other festivities. In the last quarter of the 20th century, Egyptian music was a way to communicate social and class issues. The most popular Egyptian pop singers are Amr Diab, Tamer Hosny, Mohamed Mounir, Angham and Ali El Haggar. Electronic music composers, Halim El-Dabh, is an Egyptian.

Belly dance, or Raqs Sharqi (literally: oriental dancing) may have originated in Egypt.

The Arabic musical discipline known as "maqam," or chanting has both secular and religious uses. Maqams are almost always sung by men in the region, where women who perform music or sing publicly are often viewed as promiscuous. The members of Alhour, Egypt's first all-female Muslim recitation choir, are challenging deep-rooted taboos about women singing in public or reciting from the Quran in the socially conservative country. Alhour choir was launched in 2017.

Clothing
The hijab became more unpopular with educated women, including devout Muslims, in the early 20th century as the British authorities discouraged it and as women sought to gain modern positions of power. The hijab became more popular in the 1970s, with women choosing to adopt it due to the surge of pan-Arabism (especially its islamically rooted side) and Wahabbism as a result of the returning Egyptian migrants from Gulf Arab countries who got influenced by their beliefs & cultural set during their stay there.

In 2012, Misr International Films was producing a television series based on the novel Zaat by Sonallah Ibrahim. Filming of scenes set at Ain Shams University was scheduled to occur that year. However, Muslim Brotherhood student members and some teachers at the school protested, stating that the 1970s era clothing worn by the actresses was indecent and would not allow filming unless the clothing was changed. Gaby Khoury, the head of the film company, stated that the engineering department head, Sherif Hammad, "insisted that the filming should stop and that we would be reimbursed ... explaining that he was not able to guarantee the protection of the materials or the artists."

Cuisine
Egyptian cuisine consists of local culinary traditions such as Ful medames, Falafel, Kushari, and Molokhia. It also shares similarities with food found throughout the eastern Mediterranean like Kebab and Shawarma.

title: Culture of Egypt