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US Airways

US Airways was a major airline in the United States that operated from 1937 until it merged with American Airlines in 2015. It was originally founded in Pittsburgh as a mail delivery airline called All American Aviation, which soon became a commercial passenger airline. In 1953, it was renamed Allegheny Airlines and operated under that name for a quarter-century. In October 1979, after the passage of the Airline Deregulation Act, Allegheny Airlines changed its name to USAir. A decade later it had acquired Piedmont Airlines and Pacific Southwest Airlines (PSA), and was one of the U.S.'s seven transcontinental legacy carriers. In 1997, it rebranded as US Airways.

The airline had an extensive international and domestic network, with 193 destinations in 24 countries in North America, South America, Europe, and the Middle East. The airline was a member of the Star Alliance, before becoming an affiliate member of Oneworld in March 2014. US Airways had 343 mainline jets, as well as 278 regional jet and turboprops flown by contract and subsidiary airlines under the name US Airways Express via code sharing agreements.

The airline had severe financial difficulties in the early 2000s, filing for chapter 11 bankruptcy twice in two years. In 2005, America West Airlines carried out a reverse merger, acquiring the assets and branding of the larger US Airways while putting the America West leadership team largely in charge of the merged airline.

In 2013, American Airlines and US Airways announced plans to merge, creating the largest airline in the world. The holding companies of American and US Airways merged effective December 9, 2013. The combined airline carried the American Airlines name and branding and maintained the existing US Airways hubs for a period of at least five years under the terms of a settlement with the Department of Justice and several state attorneys general. US Airways management ran the combined airline from the American headquarters in Fort Worth, Texas. On April 8, 2015, the FAA officially granted a single operating certificate for both carriers, marking the end of US Airways as an independent carrier. The brand continued to exist until October 2015.

Its first hub was in Pittsburgh, and it operated hubs in Charlotte, Las Vegas, Philadelphia, Phoenix–Sky Harbor, and Washington–Reagan. The final US Airways flight was San Francisco to Philadelphia via Phoenix and Charlotte, operating as Flight 1939 with 1939 commemorating the birth of All American Aviation, which eventually became US Airways. Repainting of US Airways' planes into the American Airlines scheme was expected to take until "late 2016", with new flight attendant uniforms also being introduced in 2016.

Early years

US Airways traces its history to All American Aviation Inc., a company founded in 1939 by du Pont family brothers Richard C. du Pont and Alexis Felix du Pont Jr. Headquartered in Pittsburgh, the airline served the Ohio River valley in 1939. In 1949 the company was renamed All American Airways as it switched from airmail to passenger service; it changed its name again to Allegheny Airlines on January 1, 1953.

Allegheny's first jet was the Douglas DC-9 in 1966; it absorbed Lake Central Airlines in 1968 and Mohawk Airlines in 1972 to become one of the largest carriers in the northeastern United States. In 1973 it was the ninth-largest airline in the free world by passengers carried (and 24th largest by passenger-miles). With expansion came growing pains: in the 1970s Allegheny had the nickname "Agony Air".

Allegheny's agreement with Henson Airlines, the forerunner to today's US Airways Express carrier Piedmont Airlines, to operate "Allegheny Commuter" flights was the industry's first code-share agreement, a type of service now offered throughout the industry.

1970s: Deregulation and rebranding
Allegheny changed its name to USAir in 1979 after the passage of the Airline Deregulation Act the previous year, which enabled the airline to expand its route network to the southeastern United States.

USAir was a launch customer for the Boeing 737-300, as the airline needed an aircraft with greater capacity to serve its growing Florida markets. USAir was the world's largest operator of DC-9 aircraft at the time and approached McDonnell Douglas to negotiate a new design. However, in the late 1970s, the McDonnell Douglas' proposed successor to the DC-9-50 did not suit USAir. After the negotiations with McDonnell Douglas broke down, Boeing came forward with a proposed variant of the 737. USAir selected the new 737 and the company worked closely with Boeing during its development, taking delivery of the first plane on November 28, 1984.

1980s: Mergers and expansion
In 1979, USAir's network was east of the Mississippi, plus spokes to Houston and Phoenix; it added Dallas-Ft Worth and Kansas City in 1981, Denver in 1982 and Los Angeles, San Francisco and San Diego in 1983. It acquired two commuter airlines, Pennsylvania Airlines and Suburban Airlines, in 1985. It bought San Diego–based Pacific Southwest Airlines (PSA) in 1986 and Winston-Salem, North Carolina–based Piedmont Airlines in 1987. The PSA acquisition was completed on April 9, 1988, and the Piedmont acquisition on August 5, 1989.

The PSA acquisition gave USAir a network on the West Coast, while the Piedmont acquisition gave USAir a strong East Coast presence and hubs in Baltimore and Charlotte, which remained hubs for USAir. The Piedmont acquisition in 1989 was the largest airline merger until then and USAir became one of the world's largest airlines, with more than 5,000 flights daily to 134 airports (plus 48 more airports on USAir Express). In the next few years USAir closed down PSA's hubs in California and Piedmont's hubs in Dayton and Syracuse, though both remained focus cities.

By 1990, the airline had consolidated its headquarters, moving from Washington National Airport to a new building at Crystal City, in Arlington County, Virginia, near the airport. Maintenance and operations headquarters remained at Pittsburgh International Airport.

1990s: Rebranding, fleet modernization, and failed sell-off
In the early 1990s, USAir expanded to Europe with flights to London, Paris, and Frankfurt from its four main hubs. The company formed partnerships, marketing the Trump Shuttle as the "USAir Shuttle" and accepting a large investment from British Airways that started one of the first transatlantic alliances, resulting in several Boeing 767-200ERs being painted in the British Airways livery, but operated by USAir. In 1992, it also invested in a new terminal at its hub in Pittsburgh.

In 1996 the alliance between USAir and British Airways ended in a court battle when British Airways announced its intentions to partner with American Airlines.

About March 1, 1997 USAir changed its name to US Airways and introduced a new corporate identity. A stylized version of the United States flag was adopted as a new logo. The new branding was applied to terminals and ticket jackets. The airline painted aircraft in deep blue and medium gray with red and white accent lines.

That same year, the airline also introduced a single-class subsidiary known as MetroJet, which competed with low-cost carriers like Southwest Airlines expanding to the East. MetroJet operated Boeing 737-200s, the oldest aircraft in the fleet, allowing it to achieve the best utilization possible before being retired.

On November 6, 1996, immediately prior to the rebranding to US Airways, the airline placed an order for up to 400 Airbus A320-series narrow-body aircraft, with 120 firm orders at the time of signing. The order was regarded as the largest bulk aircraft request in history. In 1998 the airline followed with an order for up to 30 Airbus A330-series wide-body aircraft, with an initial firm order for seven of the Airbus A330-300s. These orders enabled US Airways to replace its older aircraft with newer, more efficient aircraft.

In 1997 US Airways bought the remains of Trump Shuttle. US Airways expanded its flights to Europe through the end of the decade. Although the airline returned to profitability in the mid-1990s, its route network's concentration in the Northeastern United States and high operating costs prompted calls for the company to merge with another airline.

2000–2004: September 11 and financial woes
Beginning in 2000 US Airways started retiring aircraft in an attempt to simplify its fleet and reduce costs, replacing many of its older planes with the new Airbus A320-family aircraft. On March 30, 2000, US Airways received its first Airbus A330-300.

On May 24, 2000, US Airways announced plans to be acquired for $4.3 billion by UAL Corp., the parent company of United Airlines, the world's largest commercial carrier at the time. The complex deal drew immediate objections from labor unions, consumer advocates and antitrust regulators. Negotiations stalled; with both airlines losing money and the deal all but certain to be blocked by the federal government, UAL withdrew its purchase offer on July 27, 2001, paying US Airways a $50 million penalty for withdrawing from the deal.

As the largest carrier at Washington National Airport, US Airways was disproportionately affected by that airport's extended closure following the September 11 terrorist attacks. The resulting financial disaster precipitated the closure of the airline's MetroJet network, which led to the closing of the subsidiary's primary operating base at Baltimore-Washington International Airport and the furloughing of thousands of employees. The airline entered Chapter 11 bankruptcy on August 11, 2002, but received a government-guaranteed loan through the Air Transportation Stabilization Board and was able to exit bankruptcy in 2003 after a relatively short period. The airline made major cost reductions during its bankruptcy, but it still encountered higher-than-average per-seat-mile costs.

In 2003, US Airways began exploring the availability of financing and merger partners, and after no financing was available, it filed for Chapter 11 bankruptcy again in 2004 for the second time in two years. The airline merged in 2005 with America West Airlines. Under terms of the merger agreement, the America West board of directors created two new entities. First, a new "US Airways Group" was created to receive the bankrupt US Airways' assets and form the new corporation. Second, "America West Holdings" was merged into "Barbell Acquisition Corporation", a subsidiary of the new "US Airways Group", on September 27, 2005; through this transaction, "America West Holdings" became a wholly owned subsidiary of the new "US Airways Group". The "America West Holdings" stockholders were required to authorize these changes. Upon completion, 37% of the new "US Airways Group" would be owned by "America West Holdings" stockholders, 11% by the old "US Airways Group" debtholders and 52% by new equity investors. The result was the fifth largest US-based airline in terms of revenue. The merger was completed on November 4, 2007. While America West was the nominal survivor, the merged airline retained the US Airways name, since studies indicated that "US Airways" had better brand recognition worldwide than did "America West".

In early 2003, US Airways management liquidated the pensions of its 6,000 pilots by releasing their pensions into the federal pension program Pension Benefit Guaranty Corporation. The company was one of the first major airlines to eliminate pilots' pensions in order to cut costs.

Following a trial run of selling in-flight food in 2003, US Airways discontinued free meal service on domestic flights later that year.

2003–2004: Pittsburgh hub conflict
In late 2003-early 2004, US Airways lobbied for lower operating fees at Pittsburgh International Airport, citing its economies of scale as the primary carrier and largest tenant at the airport. US Airways attempted to leverage its adverse cash position and "red ink" in the years following 9/11 to negotiate better financial terms with the airport. The Allegheny County Airport Authority rejected US Airways' demands for reduced landing fees and lower lease payments, in part due to antitrust and FAA regulations that required the airport operator to extend the same financial terms to all carriers if it accepted US Airways' demands. US Airways threatened to move traffic to rival hubs in Philadelphia and Charlotte, and the airline made good on its threat in November 2004, reducing its flights at Pittsburgh International Airport from primary-hub to secondary-hub status. This action also resulted in the closing of the commuter terminal, also known as concourse E. The airline, led by former ExpressJet Airlines CEO David N. Siegel, continued to demote Pittsburgh International Airport in subsequent years until it became only a focus city airport for the company. By 2010, Pittsburgh was no longer listed as a US Airways focus city. US Airways now operated an average of only 39 departures a day exclusively to domestic destinations, compared to 2001 when it was a hub with 500+ flights a day with service across the United States and to Europe.

Western Pennsylvania leaders and most notably the designer of the 1992 modernization of Pittsburgh International, Tasso Katselas, pointed out that the reason fees and payments were higher than average is expressly because US Airways requested the most modern and advanced airport in the world in return for basing its hub there. Katselas has also been vocal that the issue of negotiable fees and payments are irrelevant when compared to the three biggest costs of any airline: fuel, time, and labor, all of which his redesign of PIT from 1987 to 1992 helped to reduce. In fact, those changes created the most efficient, least costly, and least financially wasteful airfield in the world. Although conceding that those updates cost more, he argued they were more than offset by Pittsburgh's vast built-in nonnegotiable fuel and time, and to a lesser degree, labor savings. Local officials maintain that Allegheny County "bent over backwards" to accommodate US Airways and saved them millions of dollars, only to be abandoned.

US Airways's abandonment of its Pittsburgh hub nearly bankrupted the Pittsburgh airport itself, since US Airways had signed a 30-year lease and the county had issued $600 million in bonds for construction, which were supposed to be paid by US Air. US Air's move eliminated thousands of jobs and was a financial gut punch for the entire Pittsburgh region; former Allegheny County Executive Rich Fitzgerald said US Air's departure was the "second devastating economic blow after steel in the early '80s."

2004–2005
In August 2004, US Airways attempted to build a Latin American gateway at Ft. Lauderdale/Hollywood, announcing service to 10 cities in Latin America and the Caribbean. The attempt was largely unsuccessful and short-lived, in part due to Fort Lauderdale's proximity to American Airlines' hub at Miami International Airport and its extensive Latin American network. US Airways also began a process of de-emphasizing its hub-and-spoke system to capitalize on direct flights between major eastern airports such as Washington National Airport and New York-LaGuardia.

The airline became the 15th member of the Star Alliance on May 4, 2004.

Fuel costs and deadlocked negotiations with organized labor, chiefly the Air Line Pilots Association, traditionally the first group to come to a concessionary agreement, forced US Airways into a second round of Chapter 11 bankruptcy protection proceedings on September 12, 2004. Widespread employee discontent and a high volume of employee sick calls were blamed by the airline for a staff shortage around the 2004 Christmas holiday, a public relations disaster which led to speculation that the airline could be liquidated; the USDOT found that the problems were caused primarily by poor airline management.

US Airways/America West merger

Even before the second bankruptcy filing of 2004, one of the alternatives US Airways Group explored was a possible merger with America West, as the two airlines had complementary networks and similar labor costs. The parties held preliminary discussions and conducted due diligence from February through July 2004. Ultimately, these talks ended due to issues related to labor, pension, and benefit costs.

By December 2004, US Airways had cut labor costs significantly. Its investment adviser, the Seabury Group, suggested putting the airline up for sale. The following month, US Airways Group and America West Holdings resumed their discussions. On May 19, 2005, both airlines officially announced the merger deal, structured as a reverse takeover. Financing for the deal was supplied by outside investors included Airbus, Air Wisconsin (a US Airways Express operator), and ACE Aviation Holdings, the parent company of Air Canada. The merged airline retained the US Airways name to emphasize its national scope, as well as to capitalize on US Airways' worldwide recognition, Dividend Miles frequent flyer program, and Star Alliance membership. On September 13, 2005, America West shareholders voted to approve the merger agreement and three days later the U.S. Bankruptcy Court for the Eastern District of Virginia approved US Airways' emergence from bankruptcy, allowing the merger to close on September 27.

Since the merger, US Airways had been headquartered at the former America West corporate offices in Tempe, Arizona, and America West executives and board members were largely in control of the merged company. The company's aircraft merged FAA operating certificate included America West's airline call sign and identifiers "CACTUS" and "AWE".

Post-2005 merger
During 2006, the airline began consolidating its operations under the US Airways brand. Operations were not fully integrated until October 2008, when government approval was obtained to allow the airlines to operate under a single operating certificate.

In May 2006, the US Airways and America West web sites were merged. The new US Airways web site united the two brands using graphics and styles reflective of the airline's new livery and services.

In July 2006, US Airways and America West ordered 20 new Airbus A350 aircraft.

In December 2006, US Airways became the first American "legacy" carrier to add the Embraer 190 to its mainline fleet. It remains one of only three American carriers to operate the E190 in scheduled service, JetBlue and Breeze being the others.

At the end of 2006, US Airways made a bid for competitor Delta Air Lines, which it opposed, treating it as a hostile takeover by US Airways. The final bid was valued at $10 billion but was withdrawn on January 31, 2007, since US Airways failed to secure backing from Delta's creditors. The airline stated that it would no longer pursue a possible takeover of Delta.

Aircraft were equipped with Verizon Airfone in every row of seats. Since Verizon ended this service, the airline has deactivated the service and as of 2007, has removed the phones or has covered them in all aircraft.

Overnight on March 4, 2007, the US Airways and America West computer reservation systems merged. US Airways, which previously used the Sabre airline computer system, switched to the new QIK system, an overlay for the SHARES system, that had been used by America West. A few of the features from the Sabre system were incorporated into the new joint system, with the most prominent being the continued utilization of the Sabre ramp partition "DECS" for all computer functions related to weight and balance, aircraft loading and technical flight tracking within the company.

America West Airlines and US Airways merged FAA certificates on September 25, 2007. Former America West employees (including pilots, fleet service personnel, flight attendants) remained on their original America West union contracts and did not fully combine workforces with their pre-merger US Airways counterparts. Until October 2008, former America West aircraft flew with their respective crews and used the call sign "CACTUS", while the pre-merger US Airways crews primarily flew with their respective aircraft and used the call sign "US AIR". In October 2008, the company began operating under a single operating certificate (that of the former US Airways). This required operation under a single call sign and identifier and that of America West ("CACTUS" and "AWE") were chosen as a sign of the company lineage. In addition, flights operated using former America West aircraft and crews were numbered 1–699, whereas flights operated by pre-merger US Airways aircraft and crews were numbered 700–1999. (Flights numbered 2000–2199 were shuttle services and those 2200 and higher were operated by express subsidiaries.) Aircraft operated by pre-merger US Airways crews or former America West crews flew under two different United States Department of Transportation operating certificates until September 25, 2007. However, until pilot and flight attendant union groups from both sides successfully negotiated a single contract, each group of crewmembers would fly only on its pre-merger airlines' aircraft and the flights would be marked accordingly.

Since the computer systems were merged, former America West-operated flights were marketed as though America West was a wholly owned carrier. This marketing is common practice for airlines that have code-share agreements with other airlines operating aircraft for feeder or regional routes and although the practice is uncommon for major airlines, it greatly simplified the process for passengers connecting between historically US Airways-operated flights and former America West-operated flights.

In the summer of 2007, US Airways began upgrading its in-flight services, from food and entertainment to the training of flight attendants. The airline was planning to test-market a new seatback entertainment system in early 2008, however, the 2008 fuel crisis ended those plans. As a further result of the skyrocketing fuel costs, the airline rolled back the planned summer 2007 service upgrades as well as ending its existing in-flight entertainment on all domestic routes.

2007
A Consumer Reports survey of 23,000 readers in June 2007 ranked US Airways as the worst airline for customer satisfaction. The survey was conducted before the airline's March 2007 service disruptions. A follow-up survey polling a smaller sample size, conducted in April, found that US Airways remained in last place, with its score dropping an additional 10 points. Also in 2007, the Today/Zagat Airline Survey rated US Airways as the worst airline overall in the United States, ranking it 10/30 for comfort, 5/30 for food, 10/30 for service and 15/30 for its online reservations system.

On August 1, 2008, US Airways ceased providing free drinks; passengers could buy bottled water or soda for $2 or coffee and tea for $1. Shuttle flights between LGA, DCA and BOS continued to offer free beverages. US Airways resumed serving complimentary drinks in March 2009.

US Airways ranked last out of 20 domestic airline carriers for on-time performance in March, April, and May 2007, according to DOT figures. According to the Bureau of Transportation Statistics June 2008 report (using data from May 2008), US Airways ranked seventh for percentage of on-time arrivals.

US Airways was the leader in service complaints with 4.4 complaints per 100,000 customers. The US Airways rate of customer complaints was 7.5 times the rate of JetBlue (0.59 complaints per 100,000 customers) and 11 times the rate of Southwest Airlines (0.4 complaints per 100,000 customers). US Airways had a very poor record of addressing customer complaints, answering only 50% of the telephone calls to its customer service department.

By September 2007, US Airways continued to downgrade Pittsburgh International Airport's status from 500 flights a day (with 12,000 employees) in 2001 to just 68 flights a day (with only 1,800 employees). CEO Parker stated his frustration at the economics of Pittsburgh and referred to the possibility of service further decreasing. This represented a further deterioration of a strained relationship with Allegheny County, with which the airline shared significant historical ties. US Airways Group Inc. said October 3, 2007 it would cut mainline flights at Pittsburgh International Airport to 22 a day from 31 and reduce regional flights to 46 a day from 77, beginning January 6, 2008, essentially reducing the airport to a destination spoke in its network. Pittsburgh was no longer a focus city for the airline as of its most recent annual report and January 2008 flight schedule reductions.

2008
US Airways East pilots took steps to relinquish their ALPA membership and form their own in-house union. "East" pilots were dissatisfied with the results of binding arbitration when the arbitrator's ruling placed all active former America West pilots, including their most junior pilot, who had been hired only three months previous to the merger, ahead of furloughed US Airways pilots with up to seventeen years of service. The former US Airways pilots petitioned the National Mediation Board to conduct a vote to determine whether to replace their union. East pilots (3,200) outnumbered west pilots (1,800) and the proposed union's president stated that the union had a sufficient number of requests to call a vote according to National Mediation Board regulations. The new union would be called the US Airline Pilots Association (USAPA). On April 17, 2008, USAPA was voted in as the sole bargaining agent for the pilots of US Airways, East and West.

It took more than a year to correct problems stemming from the merger and by 2008, US Airways was one of the best performers among the legacy carriers. The carrier had the best departure and arrival performances among the other major US carriers. Because of the strong On-Time departure and On-Time arrival performances, it was the number one major carrier. Northwest was the only other carrier that had better performances but became a part of Delta during that year.

On April 25, 2008, it was reported that US Airways was in talks to merge its operations with either American Airlines or United Airlines, partially as a response to the recent Delta Air Lines and Northwest Airlines merger. Then, on April 28, 2008, reports stated that US Airways would announce its intent to merge with United within two weeks. At the end of May 2008, the airline announced that merger talks were formally ended.

On May 20, 2008, according to the annual American Customer Satisfaction Index by the University of Michigan, US Airways ranked last in customer satisfaction among the major airlines. However, it was making steady ground to bridge its gap with other airlines.

In late 2008, US Airways closed its Las Vegas hub, which was part of the America West network.

2009
On January 15, 2009, an Airbus A320 registered N106US, Flight 1549 under the command of Captain Chesley Sullenberger, flying from New York City's LaGuardia Airport to Charlotte Douglas International Airport, ditched into the Hudson River shortly after takeoff. Multiple bird hits from a flock of Canada geese caused both engines to lose power. All 150 passengers and 5 crew members (2 pilots and 3 flight attendants) survived. New York's Governor David Paterson called it "the miracle on the Hudson".

US Airways received its first Airbus A330-200 in June 2009.

In mid-2009 it was reported that US Airways, along with American Airlines and United Airlines was placed under credit watch. Experts say several factors, including capital and revenue, played a role in the airline's addition to the list. On October 2, US Airways reported that it had a buyer for 10 of its 25 Embraer 190 Aircraft. The remaining 15 aircraft were scheduled to be redeployed to Boston where they would operate Boston to Philadelphia and the Boston to New York LaGuardia leg of the US Airways Shuttle service. On December 8, 2009, US Airways began service to Rio de Janeiro-Galeão airport operated by a Boeing 767-200, its first route to South America.

2010s
The airline continued to operate scheduled flights and profits were seen to be sustainable. The airline was in good shape. 2010 was a better year for the airline due to no recorded incidents or accidents following the ditching of flight 1549 the previous year. The airline was profitable up to the merging with American Airlines in 2015.

2010
US Airways cut many routes to close its focus cities at Las Vegas, Boston, and New York LaGuardia. The airline was given tentative government approval to trade many of its LaGuardia takeoff and landing slots to Delta Air Lines in exchange for Delta's slots at Washington National. This exchange would strengthen each airline's presence at both airports. The DOT gave approval pending the carriers selling a small percentage of their routes to other carriers. US Airways and Delta disagreed with the decision and said they planned to sue the US DOT.

On April 7, 2010, The New York Times reported that US Airways was "deep in merger discussions" with United Airlines. The report stated that a deal would not be reached for several weeks, but indicated that a deal was close. Several weeks later, however, on April 22, 2010, the airline ended discussions with United regarding the merger. Shortly thereafter, United announced that it would merge with Continental Airlines instead.

2011
In April 2011, US Airways earned the top spot in the 2011 Airline Quality Rating (AQR) report among "Big-Five" hub-and-spoke carriers. US Airways President Scott Kirby said that US Airways was the last viable airline in the U.S. to merge and that any potential merger would be with one of three U.S. carriers: United Airlines, American Airlines or Delta Air Lines. Kirby also commented that US Airways' membership in the Star Alliance would make a merger with United Airlines easier, but added that "it's not meaningful enough to really be a factor". Among the 10 largest domestic airlines, consumers scored US Airways last for overall customer satisfaction in a May 2011 Consumer Reports survey.

In May 2011, Business Insider reported that American Customer Satisfaction Index (ACSI) ranked US Airways sixth in a list of "The 19 Most Hated Companies in America".

In July 2011, the pilots' union, USAPA, purchased a full-page advertisement in USA Today, questioning US Airways management's commitment to safety. US Airways transmitted a communication to all of its employees, on the same day as the ad, denying the accusations. In September 2011, US Airways requested and was granted an injunction against the pilots, claiming the pilots union, USAPA, was using their commitment to safety as a negotiating tactic.

2012
In January 2012, US Airways expressed interest in taking over bankrupt carrier American Airlines. Tom Horton, CEO of American parent AMR Corporation, said in March that American was open to a merger. A Bloomberg News report dated March 23, 2012, stated that US Airways had been in talks with AMR's creditors about a takeover bid. On December 7, 2012, US Airways announced a merger proposal with American Airlines. The merger required approval from a bankruptcy judge, which was successful. The combined airline would keep the American Airlines name and would be based in American's hometown of Fort Worth.

2013
On February 14, 2013, US Airways Group and AMR Corporation announced that the two companies would merge to form the largest airline in the world. In the deal, shareholders of AMR would own 72% of the new company and US Airways Group shareholders would own the remaining 28%. The combined airline would carry the American Airlines name and branding, while US Airways' management team, including CEO Doug Parker, would retain most operational management positions. The headquarters for the new airline would also be consolidated at American's current headquarters in Fort Worth, Texas. On August 13, 2013, the United States Department of Justice along with attorneys general from six states and the District of Columbia filed a lawsuit seeking to block the merger, arguing that it would mean less competition and higher prices. Arizona, Florida, Pennsylvania, Texas, and Virginia, states where either American or US Airways maintained a large presence, were among the plaintiffs in the lawsuit, as was Tennessee.

On November 12, 2013, the two companies reached a deal with the Department of Justice. That allowed the companies to complete the merger on December 9, 2013.

Final years and ceasing operations
On April 8, 2015, American Airlines flights operated by US Airways retired the Cactus callsign used by US Airways since the America West merger. The final flight to use it was Flight 774 from London-Heathrow to Philadelphia.

On July 13, 2015, American announced that it planned to discontinue the US Airways brand name on October 17, 2015. On that date, US Airways made its final flight: Flight 1939 (originally named Flight 434, changed for the year the airline was founded), using an Airbus A321 registered N152UW, and would take off as US Airways Flight 1939 and land as American Airlines Flight 1939. The flight originated from Philadelphia International Airport at 10:05 AM, October 16, 2015, continuing to Charlotte Douglas International Airport, then to Phoenix Sky Harbor International Airport, and then to San Francisco International Airport. (The final flight did not stop in Pittsburgh, which some local officials regarded as the "final insult" by US Air to Pittsburgh.) The aircraft made its final leg on the evening of October 16, as a red-eye flight from San Francisco International Airport back to Philadelphia International Airport. It landed ahead of schedule at 5:52 AM EDT, and at that point, the US Airways brand and all operations under its name were officially terminated.

Headquarters
Prior to the merger with American Airlines, US Airways had its headquarters in Tempe, Arizona, in Greater Phoenix. The nine-story, 225000 sqft building was originally occupied by America West Airlines. Jahna Berry of the Arizona Business Gazette said in 2005 that the building "is one of the dominant buildings in downtown Tempe". It is located in proximity to the southwest intersection of Rio Salado Parkway and Mill Avenue. The city of Tempe gave America West $11 million in incentives and tax breaks so it would occupy what became the US Airways headquarters, which cost $37 million to construct.

Construction began in January 1998, although the official groundbreaking ceremony was held on February 19 of that year. By of 2006 over 700 employees worked in the building. On May 31, 2013, W.P. Carey Inc. gave 75% interest in the US Airways headquarters to Parkway Properties Inc. for $41.8 million or $185 per square foot. As of December 2013, 780 employees worked in the building. After the merger between American Airlines and US Airways concluded, Hayley Ringle of the Phoenix Business Journal stated in December 2013 that the facility became "just a large office of American Airlines Group". That month, John McDonald, the American Airlines vice president of corporate communications and public affairs stated that the US Airways headquarters would continue to be used for at least five years and for the time being most of the employees at the US Airways headquarters would remain.

Previously US Airways had its headquarters in Crystal Park Four, a class A mixed-use development in Crystal City, Arlington County, Virginia, near Washington, D.C. Park Four is between Reagan National Airport, the Pentagon, and the District of Columbia. After the merger with America West Airlines, the company decided to close its Virginia headquarters and moved the employees into the former America West building in three to six months after the merger closed. Russell Grantham at The Atlanta Journal-Constitution said that the decision to move the headquarters to Tempe was not that difficult because the Crystal City facility "consisted of like two or three floors of people."

Flight Operations Center
Pittsburgh International Airport won a three-way competition between Phoenix and Charlotte in 2007 for the right to continue as US Airways' Global Flight Operations center. Opening in November 2008, US Airways invested more than $25 million ($0 million today) into a 72000 sqft facility. It replaced a smaller 11-year-old (pre-merger) operations center closer to downtown Pittsburgh. The state-of-the-art Ops Center opened ahead of schedule and was home to approximately 600 employees. It served as the nerve center for all of US Airways' nearly 1,400 daily mainline flights. As part of its merger with American Airlines, the airline intended to close the flight operations center and would consolidate with the American Airlines Integrated Flight Operations Center near Dallas/Fort Worth International Airport, the headquarters of American Airlines. The move was expected to take within 18 months. It was announced that the operations center would close on August 23, 2015.

Do Crew
The US Airways Do Crew program was the airline's employee community-service program. Employee volunteers in the program participated in community-based projects on a monthly basis through local chapters in Boston, Charlotte, Las Vegas, New York City, Philadelphia, Phoenix, Pittsburgh, Washington, D.C., and Winston-Salem, North Carolina.

Livery

US Airways had various liveries under the US Airways name. In general, the Express and Shuttle divisions had liveries that closely paralleled the company-wide livery, but later shared the same aircraft with mainline US Airways.

The pre-2005 US Airways had a dark blue livery; after it merged with America West, US Airways, switched to a mostly white livery.

Following US Airways merger with American Airlines, US Airways aircraft were painted into the American Airlines livery. The first jet to re-enter revenue service in the American livery in January 2014 was an Airbus A319, tail number N700UW, which previously sported a Star Alliance scheme.

One aircraft, an Airbus A321 under registration N578UW, has been left painted in the US Airways livery, as one of American's heritage aircraft. The actual US Airways logo near the front of the fuselage has been replaced with the American Airlines logo, but the rest of the aircraft remains in US Airways livery.

Slogans

 * USAir – "Fly the USA on USAir"
 * USAir (late 1980s) – "USAir is Your Choice"
 * PSA and USAir (late 1980s) – "Now our smile is even wider."
 * USAir (early 1990s) – "USAir Begins With You"
 * USAir (mid 1990s) – "Fly the Flag With USAir"
 * US Airways (early 2000s) – "Where I Fly the Flag"
 * US Airways (post 9/11) – "The Carrier of Choice"
 * US Airways (first bankruptcy) – "Together We Fly"
 * US Airways (post first bankruptcy) – "Clear Skies Ahead"
 * US Airways (post America West merger) – "Fly with US"
 * US Airways (post American Airlines merger) – "The new American is arriving"

Destinations

US Airways operated 3,031 flights a day to 193 destinations in 24 countries from its hubs in Phoenix, Charlotte, and Philadelphia.

US Airways' routes were concentrated along the East Coast of the United States, Southwestern United States, and the Caribbean, with a number of routes serving Europe and primary destinations along the U.S. West Coast. The airline's western U.S. presence had increased following the merger with America West. Codesharing with United Airlines (before leaving the Star Alliance) had helped US Airways by enabling the airline to offer its customers service throughout the Midwest, Great Plains, and Rocky Mountains states. Services to South America, Asia, and Australia also were offered via the American Airlines codeshare. Likewise, American passengers benefitted from increased access via US Airways to the U.S. East Coast, Europe, and the Caribbean. US Airways Express carriers operated a large number of domestic routes, primarily into US Airways' hubs and focus cities, but with some exceptions, particularly small markets where the regional express carriers operated service under the EAS program, as well as some point-to-point commuter routes in the Northeast and Mid-Atlantic regions and south through the Carolinas. Before US Airways completely merged into American Airlines, US Airways was the last and only major US airline that has never flown to Eastern Asia, although it had codeshares with American Airlines and most Asian air carriers partnered in the OneWorld Alliance.

In 2007 the airline applied for flights to Bogotá, Colombia, but the U.S. Department of Transportation denied the application after the agency awarded Delta Air Lines, JetBlue, and Spirit Airlines the routes from Delta's New York-JFK hub, JetBlue from Orlando and Spirit from Fort Lauderdale.

In 2008, US Airways and other airlines struggled with the price of fuel. Despite that, US Airways CEO Doug Parker said "It [Philadelphia] is our international gateway. We'd like to expand that". Service to London Heathrow Airport began in March 2008. The airline also added three international flights during the summer of 2009, including Tel Aviv, from Philadelphia. US Airways also started year-round service between Charlotte and Rio de Janeiro, which was discontinued in early 2015.

In 2009 US Airways and Delta reached an agreement to exchange landing/takeoff slots at LaGuardia Airport and Ronald Reagan Washington National Airport. US Airways also planned to receive additional route authority to São Paulo from Delta as a result of this transaction. Service to São Paulo from its Charlotte hub was discontinued on October 1, 2014.

On November 21, 2012, the airline was awarded a landing slot at London Heathrow Airport for nonstop flights between Charlotte and London Heathrow Airport, complementing the existing route from Philadelphia to London Heathrow. The airline began service from Charlotte to Heathrow on March 30, 2013, replacing its service from Charlotte to Gatwick, which ended the airline's service at Gatwick.

Codeshare agreements
Throughout its existence, US Airways had codeshare agreements with the following airlines:

 * Aegean Airlines (ended with US Airways' withdrawal from Star Alliance)
 * Air Berlin
 * Air China (ended with US Airways' withdrawal from Star Alliance)
 * Air New Zealand (ended with US Airways' withdrawal from Star Alliance)
 * All Nippon Airways (ended with US Airways' withdrawal from Star Alliance)
 * American Airlines (Merger partner)
 * Asiana Airlines (ended with US Airways' withdrawal from Star Alliance)
 * Avianca (ended with US Airways' withdrawal from Star Alliance)
 * Big Sky Airlines (ceased operations March 8, 2008)
 * British Airways
 * Brussels Airlines (ended with US Airways' withdrawal from Star Alliance)
 * Caribbean Sun (ceased to exist when the airline shut down on January 31, 2007)
 * Continental Airlines (codeshared with America West Airlines and ended the agreement on May 1, 2002, citing low code-shared flight sales; Continental resumed its reciprocal frequent flyer agreement on October 25, 2009, when it joined the Star Alliance and ended the agreement in 2012 when it merged with United)
 * Croatia Airlines (ended with US Airways' withdrawal from Star Alliance)
 * EVA Air (ended with US Airways' withdrawal from Star Alliance)
 * Finnair
 * Hawaiian Airlines (Hawaii inter-island routes only)
 * Iberia
 * Lufthansa (ended with US Airways' withdrawal from Star Alliance)
 * Qantas (codeshared with both US Airways in the 1990s and America West Airlines before the merger; and after the merger with the combined US Airways/America West Airlines and ended the agreement February 28, 2007 due to Qantas being in the competing Oneworld airline alliance)
 * Qatar Airways
 * Royal Jordanian
 * South African Airways (ended with US Airways' withdrawal from Star Alliance)
 * Spanair (ended with Spanair's collapse in January 2012)
 * Swiss International Air Lines (ended with US Airways' withdrawal from Star Alliance)
 * TAM Airlines
 * TAP Air Portugal (ended with US Airways' withdrawal from Star Alliance)
 * United Airlines (ended with US Airways' withdrawal from Star Alliance)

Fleet

By mid-2014, US Airways maintained a predominantly Airbus fleet, with some Boeing jets and small fleet of Embraer jets. The post-merger US Airways continued to operate the largest fleet of Airbus aircraft in the world.

Subsidiaries Piedmont and PSA exclusively flew Bombardier CRJs (PSA), and de Havilland Canada Dash 8s (Piedmont).

Envoy
Envoy was US Airways' international business class product. It was offered on all Airbus A330s and Boeing 767-200ERs, as well as select Boeing 757-200s. There were three types of Envoy seating in the US Airways fleet:
 * Fully flat suites in a reverse herringbone 1–2–1 configuration were found on all Airbus A330s. These were the Cirrus model designed by Sicma Aeroseat and featured a fully flat semi-private "pod".
 * Internationally configured Boeing 757-200s and all 767-200ERs featured deep recline cradle seats with around 165 degrees of recline.

Previously, the first row of all Airbus A330-300s were fully flat seats, formerly US Airways' international first class product. With the transition from three- to two-class international service, these seats were, for a time, offered at a fee to Envoy customers.

Every seat had a personal on-demand video screen either attached to the arm rest or as a portable unit passed out by the crew that offered movies, games and syndicated television shows in multiple languages. There was also an EmPower or AC outlet at each seat.

The airline offered complimentary food and beverage service for all Envoy passengers.

First Class
First Class was offered on all domestically configured aircraft. Seat pitch ranged from 35 to 38 in and a seat width ranging from 20 to 21 in. Free wine, beer and spirits and a snack basket were offered on all flights, as were blankets. Meals were provided on flights of 2.5 hours or longer.

Main Cabin
Main Cabin (Economy Class) was available on all aircraft, with a seat pitch ranging from 30 to 33 in and a seat width ranging from 17 to 18 in. Domestic service was a buy-on-board program with full meals available for purchase on flights of 3.5 hours or longer, while shorter flights offered snack boxes. Coffee, tea and soft drinks were complimentary with alcohol available for purchase. Transatlantic and South American flights included standard meals and beverages (including wine) free of charge, with premium meals available for purchase, which included one alcoholic beverage.

Inflight entertainment
US Airways offered GoGo Inflight Internet on Airbus A319/A320/A321 and Embraer 170/175/190 aircraft. US Airways had also signed up for GoGo Vision streaming video service which would be available on all GoGo equipped aircraft. Flights to Europe, South America, Hawaii, and domestic flights over 700 miles operated with Boeing aircraft featured movies and TV episodes on overhead screens in Coach. The Airbus A330s featured AVOD at every seat in both Economy and Business Class with a selection of movies, TV episodes, music, and games. Complimentary headsets were available in both Business and Economy on flights to Europe, South America, and the Middle East.

GoGo was usually priced US$5–15 on domestic flights. It was never available on international flights.

Dividend Miles
Dividend Miles was US Airways Group's frequent-flyer program. Members earned one mile for every mile flown on US Airways on any published fare – paid flights taken in First Class or Envoy received a 50% mileage bonus. Members also earned miles on flights on partner airlines and for partner hotel stays, car rentals, shopping at the Dividend Miles mall and for purchases made with a US Airways credit card. Miles could be redeemed for free flights, upgrades, and more. Dividend Miles was to be absorbed into American Airlines's AAdvantage program in the second quarter of 2015. However, American Airlines announced on March 13, 2015, that Dividend Miles would be merged into American's AAdvantage program "within the next 30 days". On March 24, 2015, it was confirmed that Dividend Miles would be absorbed into American's AAdvantage program on March 28, 2015. On March 28, 2015, Dividend Miles was officially absorbed into American Airlines's AAdvantage program.

In addition to its US Airways Express and Oneworld partnerships, the Dividend Miles program with other partner airlines or programs included:
 * Aegean Airlines
 * Air China
 * Hawaiian Airlines
 * Jet Airways
 * Shenzhen Airlines
 * South African Airways
 * TAP Portugal
 * Turkish Airlines

US Airways Club
US Airways' airport lounge was called the US Airways Club. There were 19 lounges in 13 airports across the United States. As part of the merger, all US Airways clubs were gradually rebranded as American's Admirals Clubs in 2014, except for a few that closed.

In addition to those with paid memberships, the following customers also had complimentary access to Admirals Club locations:
 * Passengers traveling in Business Class (renamed from Envoy Class) on an international flight
 * Oneworld Emerald and Sapphire members, except American's AAdvantage members and US Airways Dividend Miles members who were travelling domestically.

Envoy Lounge
Philadelphia International Airport's Terminal A formerly had an Envoy Lounge reserved exclusively for Envoy Class, Star Alliance international premium passengers, and Star Alliance Gold members traveling on long-haul international flights. Due to the lounge's proximity to departing long-haul international flights, this lounge offered a much wider array of food than was typically found at US Airways Clubs. In 2011, the airline converted the Envoy Lounge into a standard US Airways Club, now an Admirals Club.

Accidents and incidents
The incidents and crashes listed below include only those of US Airways and US Air (not predecessor or merger airlines such as Allegheny, Piedmont, PSA or America West; or partnering regional commuter airlines operating US Airways flights under the brand US Airways Express).

title: US Airways


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Wikipedia talk:Copyright issues

I am interested in integrating wikipedia in it's entirety with an existing site. Who would I direct my request to?

 * I'm not an expert, so you may want to take my advice with a grain of salt (at least), but I don't think there is anybody you would have to ask. Wikipedia's content is free under the terms of the GNU FDL; read the license for details on what you can and can't do. Another question remains, though - why would you want to copy Wikipedia in its entirety? The database dumps for the english version alone are more than 6 gigabytes (uncompressed) already, and besides, there's so many changes and updates to Wikipedia each day that your version would quickly get outdated unless you continuously resync it. -- Schnee 21:46, 7 Aug 2003 (UTC)

Current révision only is 165 MB this is not that much and easy to resync every week. I think it's a good thing if we have some statics mirrors of wikipedia it will reduce the load on the source wikipedia. Ericd 08:01, 10 Aug 2003 (UTC)

 * Discussion moved from wikipedia:village pump and Talk:Copyright, and should really be refactored mercilessly into Wikipedia:Copyrights

Yes, great. So I just worked on three sections of this ready to put the combined text into the Copyrights page, only then to discover that the Copyrights page isn't editable. So what is the point in this intro. text?? --Douglas 23:41, 7 Jun 2005 (UTC)

Status of this page
I asked what's to be done with this page on Wikipedia talk:Copyrights. -- Beland 00:19, 12 December 2005 (UTC)

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

title: Wikipedia talk:Copyright issues


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The Ugly Duckling

"The Ugly Duckling" (Den grimme ælling) is a Danish literary fairy tale by Danish poet and author Hans Christian Andersen (1805–1875). It was first published on 11 November 1843 in New Fairy Tales. First Volume. First Collection, with three other tales by Andersen in Copenhagen to great critical acclaim. The tale has been adapted to various media, including opera, musical, and animated film. The tale is an original story by Andersen.

Plot
After a mother duck's eggs hatch, one of the ducklings is perceived by the other animals as an ugly little creature and suffers much verbal and physical abuse. He wanders from the barnyard and lives with wild ducks and geese until hunters slaughter the flocks. He finds a home with an old woman, but her cat and hen tease and taunt him mercilessly, and once again he sets off alone.

The duckling sees a flock of migrating wild swans. He is delighted and excited but cannot join them because he is too young, ugly, and unable to fly. When winter arrives, a farmer finds and carries the freezing duckling home but he is frightened by the farmer's noisy children and flees the house. The duckling spends a miserable winter alone outdoors, mostly hiding in a cave on the lake that partly freezes over.

The duckling, now having fully grown and matured, cannot endure a life of solitude and hardship anymore. He decides to throw himself at a flock of swans, feeling that it is better to be killed by such beautiful birds than to live a life of ugliness. He is shocked when the swans welcome and accept him, only to realise by looking at his reflection in the water that he had been not a duckling but a swan all this time. The flock takes to the air, and he spreads his wings to take flight with the rest of his new family.

Commentaries and criticism
In reviewing Hans Christian Andersen: A New Life by biographer Jens Andersen, British journalist Anne Chisholm writes "Andersen himself was a tall, ugly boy with a big nose and big feet, and when he grew up with a beautiful singing voice and a passion for the theater, he was cruelly teased and mocked by other children".

Speculation suggests that Andersen was the illegitimate son of Prince Christian Frederik (later King Christian VIII of Denmark), and found this out sometime before he wrote the book, and then that being a swan in the story was a metaphor not just for inner beauty and talent but also for secret royal lineage.

According to Carole Rosen, the story was inspired in part by Andersen's friend Jenny Lind.

Adaptations
The tale was adapted to a variety of media. Films based on the tale include two Silly Symphonies animated shorts produced by Walt Disney called The Ugly Duckling. The first was produced in 1931 in black and white, and a remake in 1939 in Technicolor. The latter film won the 1939 Academy Award for Best Short Subject (Cartoons), and was the last Silly Symphony to be made. The main difference between the Andersen story and the Disney version is that, in the latter, the little bird's ordeal lasts for only a few minutes, not for months. In 1936, the Fleischer brothers adapted the story for their animated short "The Little Stranger", reversing the story by having an odd chick born into a family of ducks.

In 1932, Yasuji Murata directed Ahiru no ko (The Ugly Duckling), a 15-minute Japanese short animated film based on the tale.

In 1956, the Soviet animation studio Soyuzmultfilm produced its 19-minute version of The Ugly Duckling. The anime Princess Tutu is about a duck that turns into a swan-like ballerina. The 1954 Tom and Jerry cartoon Downhearted Duckling is also based on the famous story.

The tale has seen various musical adaptations. In 1914, the Russian composer Sergei Prokofiev composed a work for voice and piano based on Nina Meshcherskaya's adaptation of the tale and, in 1932, arranged the work for voice and orchestra. This was transcribed by Lev Konov in 1996, and his opera was a great success in Russia. Other musical versions include the song "The Ugly Duckling" composed by Frank Loesser and sung by Danny Kaye for the 1952 Charles Vidor musical film Hans Christian Andersen, and Honk!, a musical based on the tale which was produced in Britain and won an Olivier Award. The tale was adapted into a musical by Gail Deschamps and Paul Hamilton. In 1998, the musical played the Piccolo Spoleto for seventeen days.

In 1999, Jerry Pinkney adapted the story as a children's picture book.

title: The Ugly Duckling


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Fawkes

Fawkes is a surname of Norman-French origin, first appearing in the British Isles after the Norman Conquest of England in 1066. The surname may be a corruption of the Norman surname Vaux, which means valley. Notably, Guy Fawkes was sometimes recorded as Guy Vaux. An alternative origin for the surname is that it originates from the pre-6th century Germanic given name of Falco (later Faulques) meaning "falcon". The first recorded spelling of the surname in England is that of one Geoffrey Faukes in 1221.

It is also, less frequently, a given name.

Surname

 * Barbara Fawkes (1914–2002), British nurse and nursing educator
 * Francis Fawkes (1721–1777), English poet and translator
 * Frederick Fawkes (1870–1936), British Conservative Party politician
 * George Fawkes (1903–1967), British admiral
 * Guy Fawkes (1570–1606), English revolutionary
 * Isaac Fawkes (1675?–1732), English conjurer and showman
 * John Fawkes (born 1933), English cricketer
 * Marion Fawkes (born 1948), First official female racewalking world champion
 * Randol Fawkes (1924–2000), Bahamian civil rights activist, author, musician
 * Richard Fawkes (1944–2020), British writer and director
 * Wally Fawkes (1924–2023), British-Canadian jazz clarinetist and cartoonist
 * Walter Fawkes (1769–1825), British landowner and politician, patron of painter J. M. W. Turner
 * Wilmot Fawkes (1846–1926), Royal Navy officer, Commander-in-Chief, Plymouth

Given name

 * Fawkes de Breauté, (died 1226), Anglo-Norman soldier who served in the First Barons' War

Pseudonym

 * Guido Fawkes, a pseudonym of British right-wing political blogger Paul Staines

Fictional characters

 * Jamison Fawkes (aka Junkrat), playable character in the 2016 video game Overwatch
 * Darien Fawkes, main character of the television series The Invisible Man
 * Fawkes, Dumbledore's phoenix in the Harry Potter books
 * Fawkes, on the web series The Guild, portrayed by Wil Wheaton
 * Fawkes, a Super Mutant character from the 2008 video game Fallout 3

title: Fawkes


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P-adic analysis

In mathematics, p-adic analysis is a branch of number theory that deals with the mathematical analysis of functions of p-adic numbers.

The theory of complex-valued numerical functions on the p-adic numbers is part of the theory of locally compact groups. The usual meaning taken for p-adic analysis is the theory of p-adic-valued functions on spaces of interest.

Applications of p-adic analysis have mainly been in number theory, where it has a significant role in diophantine geometry and diophantine approximation. Some applications have required the development of p-adic functional analysis and spectral theory. In many ways p-adic analysis is less subtle than classical analysis, since the ultrametric inequality means, for example, that convergence of infinite series of p-adic numbers is much simpler. Topological vector spaces over p-adic fields show distinctive features; for example aspects relating to convexity and the Hahn–Banach theorem are different.

Ostrowski's theorem
Ostrowski's theorem, due to Alexander Ostrowski (1916), states that every non-trivial absolute value on the rational numbers Q is equivalent to either the usual real absolute value or a $p$-adic absolute value.

Mahler's theorem
Mahler's theorem, introduced by Kurt Mahler, expresses continuous p-adic functions in terms of polynomials.

In any field of characteristic 0, one has the following result. Let

 * $$(\Delta f)(x)=f(x+1)-f(x)$$

be the forward difference operator. Then for polynomial functions f we have the Newton series:

 * $$f(x)=\sum_{k=0}^\infty (\Delta^k f)(0){x \choose k},$$

where

 * $${x \choose k}=\frac{x(x-1)(x-2)\cdots(x-k+1)}{k!}$$

is the kth binomial coefficient polynomial.

Over the field of real numbers, the assumption that the function f is a polynomial can be weakened, but it cannot be weakened all the way down to mere continuity.

Mahler proved the following result:

Mahler's theorem: If f is a continuous p-adic-valued function on the p-adic integers then the same identity holds.

Hensel's lemma
Hensel's lemma, also known as Hensel's lifting lemma, named after Kurt Hensel, is a result in modular arithmetic, stating that if a polynomial equation has a simple root modulo a prime number $| |_{p}$, then this root corresponds to a unique root of the same equation modulo any higher power of $p = ∞$, which can be found by iteratively "lifting" the solution modulo successive powers of $p$. More generally it is used as a generic name for analogues for complete commutative rings (including p-adic fields in particular) of the Newton method for solving equations. Since p-adic analysis is in some ways simpler than real analysis, there are relatively easy criteria guaranteeing a root of a polynomial.

To state the result, let $$f(x)$$ be a polynomial with integer (or p-adic integer) coefficients, and let m,k be positive integers such that m ≤ k. If r is an integer such that

 * $$f(r) \equiv 0 \pmod{p^k}$$ and $$f'(r) \not\equiv 0 \pmod{p}$$

then there exists an integer s such that

 * $$f(s) \equiv 0 \pmod{p^{k+m}}$$ and $$r \equiv s \pmod{p^{k}}.$$

Furthermore, this s is unique modulo pk+m, and can be computed explicitly as

 * $$s = r + tp^k$$ where $$t = - \frac{f(r)}{p^k} \cdot (f'(r)^{-1}).$$

P-adic quantum mechanics
p-adic quantum mechanics is a relatively recent approach to understanding the nature of fundamental physics. It is the application of p-adic analysis to quantum mechanics. There are now hundreds of research articles on the subject, along with international journals.

There are two main approaches to the subject. The first considers particles in a p-adic potential well, and the goal is to find solutions with smoothly varying complex-valued wavefunctions. Here the solutions are to have a certain amount of familiarity from ordinary life. The second considers particles in p-adic potential wells, and the goal is to find p-adic valued wavefunctions. In this case, the physical interpretation is more difficult. Yet the math often exhibits striking characteristics, therefore people continue to explore it. The situation was summed up in 2005 by one scientist as follows: "I simply cannot think of all this as a sequence of amusing accidents and dismiss it as a 'toy model'. I think more work on this is both needed and worthwhile."

Local–global principle
Helmut Hasse's local–global principle, also known as the Hasse principle, is the idea that one can find an integer solution to an equation by using the Chinese remainder theorem to piece together solutions modulo powers of each different prime number. This is handled by examining the equation in the completions of the rational numbers: the real numbers and the p-adic numbers. A more formal version of the Hasse principle states that certain types of equations have a rational solution if and only if they have a solution in the real numbers and in the p-adic numbers for each prime p.

title: P-adic analysis


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Beijing Capital International Airport

Beijing Capital International Airport is one of two international airports serving Beijing, the capital of China (the other one being Beijing Daxing International Airport).

The airport is located 32 km northeast of Beijing's city center, in an exclave of Chaoyang and the surroundings of that exclave in suburban Shunyi. The airport is owned and operated by the Beijing Capital International Airport Company Limited, a state-controlled company. The airport's IATA Airport code, PEK, is based on the city's former romanized name, Peking.

Beijing Capital has rapidly ascended in rankings of the world's busiest airports in the past decade. It overtook Tokyo-Haneda Airport as the busiest airport in Asia in terms of passenger traffic and total traffic movements in 2009, and was the world's second busiest airport in terms of passenger traffic, behind Hartsfield–Jackson Atlanta International Airport, from 2010 to 2019. The airport registered 557,167 aircraft movements (takeoffs and landings), ranking 6th in the world in 2012. In terms of cargo traffic, Beijing airport has also witnessed rapid growth. By 2012, the airport had become the 13th busiest airport in the world by cargo traffic, registering 1787027 t.

The facility covers an area of 3,657 acres (14.8km2) of airport property.

History

Beijing Airport was opened on 1 March 1958. The airport then consisted of one small terminal building, which still stands to this day, apparently for the use of VIPs and charter flights, along with a single 2,500 m runway on its eastern side, which was extended to 3,200 m in 1966 and 3,800 m in 1982 respectively. Another 3200 m runway on the west was completed in October 1978. On 1 January 1980, a newer, larger Terminal 1 – green in color – opened, with docks for 10 to 12 aircraft. The terminal was larger than the one built in the 1950s but, by the mid-1990s, its size had become inadequate.

The first international flight to China and Beijing Capital International Airport was of Pakistan International Airlines from Islamabad.

In late 1999, to mark the 50th anniversary of the founding of the PRC, the airport underwent a new round of expansion. Terminal 2 opened on 1 November of that year and Terminal 1 was temporarily closed for renovation. 20 September 2004 saw the opening of the renovated Terminal 1 which, at that time, only handled China Southern Airlines' domestic and international flights from Beijing. Other airlines' domestic and international flights still operated in Terminal 2.

More expansion began in 2007. A third runway opened on 29 October 2007, to relieve congestion on the other two runways. Terminal 3 (T3) was completed in February 2008, in time for the 2008 Beijing Summer Olympics. The significant expansion included a rail link to the city center.

At its opening, the new Terminal 3 was the largest man-made structure in the world in terms of area covered, and a major landmark in the developing Chinese capital. The expansion was largely funded by a 30 billion yen loan from Japan and a 500-million-euro (US$625 million) loan from the European Investment Bank (EIB). The loan was the largest ever granted by the EIB in Asia, and the agreement was signed during the eighth China-EU Summit held in September 2005.

Following the 2008 Summer Olympics and the addition of adding the new terminal building, Beijing Capital overtook Tokyo Haneda as the busiest airport in Asia based on scheduled seat capacity.

Due to limited capacity of Beijing Capital International Airport, plans were announced for the construction of a new airport at Daxing. The project was given final approval on 13 January 2013. Construction began in late 2014 and was completed in 2019. The new Daxing Airport became the Beijing home of China Eastern Airlines, China Southern Airlines, and China United Airlines, while Air China and Hainan Airlines remained at Capital.

Terminals
Shuttle buses connect the airport's three terminals. Terminal 2 serves Hainan Airlines and SkyTeam with the exception of China Airlines, Oneworld member SriLankan Airlines, and also other domestic and international flights. Terminal 3, the newest terminal, serves Air China, Star Alliance, Oneworld members with the exception of SriLankan Airlines, plus SkyTeam member China Airlines, and some other domestic and international flights that do not operate from Terminals 2.

Terminal 2
Terminal 2 opened on 1 November 1999, with a floor area of 336000 m2. This terminal was used to replace Terminal 1 while the latter was undergoing renovation, cramping all airlines despite being far bigger than Terminal 1. It can handle twenty aircraft at docks connecting directly to the terminal building. Prior to the opening of Terminal 3, all international flights (and the majority of domestic flights) operated from this terminal. This terminal now houses Hainan Airlines (all international, Hong Kong, Macau, and Taiwan flights), SkyTeam with the exception of China Airlines, which uses Terminal 3, Oneworld member SriLankan Airlines, Air Koryo, and other domestic and international flights other than those operated by Shanghai Airlines, Star Alliance members and Oneworld members. A gate capable of handling the A380 (gate 21) was also built at the terminal. Star Alliance member Air China also uses Terminal 2 for some of its domestic flights.

Terminals 1 and 2 are linked by a public walkway that takes about 10–15 minutes to traverse.

Westwing Satellite Terminal (formally Terminal 1)
Terminal 1, with 60000 m2 of space, opened on 1 January 1980, and replaced the smaller existing terminal, which had been in operation since 1958. Terminal 1 was closed for renovation from 1 November 1999 to 20 September 2004, during which all airlines operated from Terminal 2. Featuring 16 gates, it was the operational base for the domestic routes of China Southern Airlines and a few other airlines such as XiamenAir and Chongqing Airlines, and was originally planned to handle domestic traffic excluding those to Hong Kong and Macau.

With the opening of Terminal 3, the terminal was closed for light refurbishment, and its airlines were moved to Terminal 2 on 20 May 2008. Terminal 1 reopened for a second time on 27 June 2008, and became the operational base for all domestic flights operated by the HNA Group including those of Hainan Airlines, Grand China Air and Tianjin Airlines, while all HNA Group's international, Hong Kong, Macau, and Taiwan flights remain in Terminal 2.

On May 3, 2020, Terminal 1 temporary closed for reproposing, after Hainan Airlines moved its all domestic routes to Terminal 2. The Terminal 1 was reopened on August 1, 2023 as Westwing Satellite Terminal as part of Terminal 2.

Terminal 3
Construction of Terminal 3 started on 28 March 2004, and the terminal opened in two stages. Trial operations commenced on 29 February 2008, when seven airlines including El Al, Qantas, Qatar Airways, Shandong Airlines and Sichuan Airlines moved into the terminal. Twenty other airlines followed when the terminal became fully operational on 26 March 2008. Currently, it mainly houses Air China, Star Alliance, Oneworld with the exception of  SriLankan Airlines, which uses Terminal 2, SkyTeam member China Airlines, and other domestic and international flights that are not operated from Terminal 2. Star Alliance members LOT Polish Airlines, Scandinavian Airlines, Lufthansa, Austrian Airlines, United Airlines, Air Canada, Turkish Airlines, Thai Airways International, Singapore Airlines, All Nippon Airways, Asiana Airlines, and Air China use Terminal 3-E as part of the Move Under One Roof program to co-locate alliance members.

Terminal 3 was designed by a consortium of Netherlands Airport Consultants (NACO), Foster and Partners, Arup and the Beijing Institute of Architectural Design (BIAD). Lighting was designed by UK lighting architects Speirs and Major Associates. The budget for the expansion is US$3.5 billion. Much larger in size and scale than the other two terminals, Terminal 3 was the largest airport terminal-building complex in the world to be built in a single phase, with 986000 m2 in total floor area at its opening. It features a main passenger terminal (Terminal 3C) and two satellite concourses (Terminal 3D and Terminal 3E), all of the five floors above ground and two underground, with the letters "A and B" omitted to avoid confusion with the existing Terminals 1 and 2. Only two concourses were initially opened, namely, Terminal 3C dedicated for domestic flights and Terminal 3E for international flights. Terminal 3D officially opened on 18 April 2013. The newly opened concourse is temporarily used solely by Air China for some of its domestic flights.

At the time of its opening, Terminal 3 was the largest airport passenger terminal building in the world. Its title as the world's largest passenger terminal was surrendered on 14 October 2008 to Dubai International Airport's Terminal 3, which has 1713000 m2 of floor space.

On 20 July 2013, a man in a wheelchair detonated small homemade explosives in Terminal 3 of the Beijing International Airport. The bomber, reported to be Ji Zhongxing, was injured and taken to a hospital for his injuries. No other people were hurt.

System, security and luggage
Terminal 3 has a 300000 m2 transportation hub with a 7,000-car garage. The transportation center has designated traffic lanes for airport buses, taxis, and private vehicles. Travelers bound for T3 can exit their vehicles and enter T3 within five minutes. There is also a station for the Capital Airport Express of the Beijing Subway.

Terminal 3 has 243 elevators, escalators or moving walkways.

One of Terminal 3's highlights is the US$240 million luggage-transfer systems. The luggage system is equipped with yellow carts, each of which has a code that matches the bar code on every piece of luggage loaded and allows easy and accurate tracking. More than 200 cameras are used to monitor activities in the luggage area.

The luggage system can handle 19,200 pieces of luggage per hour. After luggage is checked in at any of the 292 counters in Terminal 3C, it can be transferred at a speed of ten meters per second. Hence, a suitcase can travel from T3C to T3E in five minutes. Arriving passengers should be able to begin retrieving their luggage within 4.5 minutes after airplanes are unloaded.

Besides X-ray scanners, additional equipment is used to conduct baggage screening. Passengers will be able to check-in their luggage at the airport from several hours to even a day before their flights. The airport will store the luggage in its luggage system and then load it on the correct aircraft.

Appearance
The highest building at the airport, a 98.3 m monitoring tower, stands at the southern end of T3. The roof of T3 is red, the Chinese color for good luck. The terminal's ceilings use white strips for decoration and to indicate directions. Under the white strips, the basic color of the ceiling is orange with light to dark tones indicating where a passenger is inside the building. The roof is light orange in the center. The color deepens as the roof extends to the sides in T3E and goes the other way round in T3C.

The roof of T3 has dozens of triangular windows to let in the daylight. Light angles can be adjusted to ensure adequate interior lighting. Many traditional Chinese elements will be employed in the terminal's interior decoration, including a "Menhai", a big copper vat used to store water for fighting fires in the Forbidden City, and the carvings imitating the famous Nine-Dragon Wall.

An indoor garden in the T3E waiting area is built in the style of imperial gardens such as the Summer Palace. In T3C, a tunnel landscape of an underground garden has been finished with plants on each side so that passengers can appreciate them inside the mini-train.

Facilities
The T3 food-service area is called a "global kitchen," where 72 stores provide food ranging from formal dishes to fast food, from Chinese to Western, and from bakery goods to ice cream. Airport officials have promised that people who buy products at the airport will find the same prices in central Beijing. In addition to food and beverage areas, there is a 16200 m2 domestic retail area, a 12600 m2 duty-free-store area and a nearly 7200 m2 convenience-service area, which includes banks, business centers, Internet services and more. At 45200 m2, the commercial area is twice the size of Beijing's Lufthansa Shopping Center.

The terminal provides 72 aerobridges or jetways and is further complemented with remote parking bays that bring the total number of gates to 150. Terminal 3 comes with an additional runway. It increases BCIA's total capacity by 72 million passengers per year to approximately 90 million.

Airbus A380
The terminal has gates and a nearby runway that can handle the Airbus A380. This capability was proven when Singapore Airlines briefly offered A380 flights to Beijing in August 2008 during the Summer Olympics. Emirates started its scheduled daily operation to Dubai on 1 August 2010. Singapore Airlines has been using an A380 since June 2014 and increased to two A380s in 2015. China Southern Airlines operated two flights to Guangzhou Baiyun Airport, Chongqing Jiangbei Airport, and Amsterdam Schiphol Airport starting from 2011, 2013, and 2015 before retiring them in 2023. Lufthansa has been using these facilities since October 2010 to handle up to five A380 flights per week.

Intraterminal transportation
Terminal 3 consists of three sub-concourses. Both domestic and international travellers check in at concourse T3C. Gates for domestic flights are in T3C, and gates for domestic flights operated by Air China are also located in concourse T3D. All international, Hong Kong, and Macau, and Taiwan flights are handled in concourse T3E.

In conjunction with the construction of the new terminal, Bombardier Transportation installed a 2 km automated people mover which connects T3C and T3E via T3D in a 2–5-minute one-way trip. The line uses Innovia APM 100 vehicles running at 6-minute intervals at a maximum speed of 55 km/h.

New Innovia APM 300 vehicles is being delivered to Beijing Capital International Airport Terminal 3 People Mover in July 2021.

Interterminal transportation
The airport provides a free interterminal shuttle bus between Terminals 1/2 and 3. They operate every 10 minutes from 6 am to 11 pm, and every 30 minutes from 11 pm until 6 am. Terminals 1 and 2 are connected by a lengthy corridor.

Rail
Beijing Capital International Airport is served by the Capital Airport Express, a dedicated rail link operated as part of the Beijing Subway system. The 30.0 km line runs from Terminal 3 to Terminal 2 and then to the city with stops at Sanyuanqiao and Dongzhimen before ending at Beixinqiao. The line opened on 19 July 2008, in time for the 2008 Summer Olympics, while a one-stop extension to Beixinqiao station was opened on 31 December 2021. A one-way trip takes approximately 16–20 minutes.

Bus

There are 18 bus routes to and from points throughout the city including Xidan, Beijing railway station, Beijing South railway station, Beijing West railway station, Zhongguancun, Fangzhuang and Shangdi. The airport buses run to each of the three terminals and cost up to ¥30 per ride depending on the route. The airport buses accept only paper tickets that are sold at each terminal and certain bus stops in the city. The airport also offers intercity bus services to and from neighboring cities including Tianjin, Qinhuangdao, Baoding, Langfang and Tangshan.

Car
The airport is accessible by four expresses tollways, two of which run directly from northeastern Beijing to the airport. The other two connect to the airport from nearby highways.

 * The Airport Expressway is a 20 km toll road that runs from the northeastern 3rd Ring Road at Sanyuanqiao directly to Terminals 1 and 2. It was built in the 1990s and has served as the primary road connection to the city.
 * The 2nd Airport Expressway, opened in 2008, is a 15.6 km toll road that runs east from Yaojiayuan Lu at the eastern 5th Ring Road and then north to Terminal 3.
 * The Northern Airport Line, opened in 2006, is an 11.3 km toll road that runs east from the Jingcheng Expressway to Terminals 1 and 2.
 * The Southern Airport Line, opened in 2008, is a toll road that runs parallel and to the south of the Northern Airport Line from the Jingcheng Expressway to the eastern Sixth Ring Road at the Litian Bridge. This highway crosses the Airport Expressway and 2nd Airport Expressway, and enables drivers on the former to reach Terminal 3 and the latter to head to Terminals 1 and 2.

Accolades

 * 2009 – first on the ranking of the World's Best Airport by Condé Nast Traveler magazine, based on its satisfaction survey.
 * 2011 – third Best Airport Worldwide of the Airport Service Quality Awards by Airports Council International.
 * 2011–2022 – ACI Director General’s Roll of Excellence by Airports Council International
 * 2020, 2021 – best airport in the Asia-Pacific serving over 40 million passengers per year by Airports Council International
 * 2021 – best hygiene measures in the Asia-Pacific by Airports Council International
 * 2021 – Voice of the Customer by Airports Council International

Other facilities
Beijing Capital Airlines has its headquarters in the Capital Airlines Building at the airport.

Accidents and incidents at or near PEK
On December 5, 1968, the airport was the site of two fatal accidents in less than 24 hours; On August 27, 2019, an Air China Airbus A330 caught fire while parked at the gate during boarding. All 161 passengers and crew evacuated safely, but the aircraft was substantially damaged and written off.
 * A Civil Aviation Administration of China (CAAC) Ilyushin Il-14 on approach plunged towards the ground for undetermined reasons (possibly wind shear), broke apart and caught fire, and killed 13 out of the 14 occupants on board.
 * Another CAAC Ilyushin Il-14 crashed 1.2 km (0.8mls) from PEK during a nighttime approach in poor visibility because of an incorrect altimeter setting and the absence of the flight instructor in the cockpit during the approach. Both occupants died.

Sister airports

 * O'Hare International Airport
 * Helsinki Airport
 * Hong Kong International Airport
 * Los Angeles International Airport
 * Manchester Airport
 * Munich Airport
 * Suvarnabhumi Airport
 * Sydney Airport
 * Stockholm Arlanda Airport
 * Abu Dhabi International Airport

title: Beijing Capital International Airport


text:
Traffic (Traffic album)

Traffic is the second studio album by the English rock band of the same name, released in 1968 on Island Records in the United Kingdom as ILPS 9081T (stereo), and United Artists in the United States, as UAS 6676 (stereo). The album peaked at number 9 in the UK Albums Chart and at number 17 on the Billboard Top LPs chart. It was the last album recorded by the group before their initial breakup.

Background and content
In January 1968, after some initial success in Britain with their debut album Mr. Fantasy, Dave Mason had departed from the group. He produced the debut album by the group Family, containing in its ranks future Traffic bass player Ric Grech, while Traffic went on the road. In May, the band had invited Mason back to begin recording the new album.

The album was somewhat of a departure from the psychedelia of Traffic's debut, featuring a more eclectic display of influences from blues to folk and jazz. Mason ended up writing and singing half of the songs on the album (including his biggest hit "Feelin' Alright?"), but making scant contribution to the songs written by Jim Capaldi and Steve Winwood. His flair for pop melody had always been at odds with the others' jazz ambitions, evidenced by the dichotomy seen for the songs on this album, and by October he was again out of the band. He would return one more time for a tour and album in 1971 to run out the band's contract.

Traffic was reissued for compact disc in the UK on 11 January 2000, with five bonus tracks, two from the soundtrack to the United Artists film Here We Go Round the Mulberry Bush and three from Last Exit. In the US, the remastered reissue of 27 February 2001 included mono single mixes of "You Can All Join In" and "Feelin' Alright?", and the stereo single mix of "Withering Tree". The original album was produced by Jimmy Miller. The remasters were assisted in their production by Jim Capaldi.

Reception
Both Rolling Stone in the US and Disc & Music Echo in the UK gave highly positive reviews at the time of release, with the latter calling it "an album of pure pleasure" and declaring Traffic to be "one of the most perfect musical groups in the world." Melody Maker enthused that the album showed tremendous pace and originality, more accurately reflecting their live act. AllMusic gives a five-star retrospective review of the album, commenting that it achieved a strong balance between Dave Mason's simple and straightforward folk-rock songs and Steve Winwood's complex and often haunting rock jams.

It was voted number 312 in Colin Larkin's All Time Top 1000 Albums 3rd Edition (2000). The album was also included in the book 1001 Albums You Must Hear Before You Die.

Additional personnel

 * Terry Brown, Eddie Kramer, Glyn Johns, Brian Humphries – sound engineers
 * Richard Polak, Gered Mankowitz – photography

title: Traffic (Traffic album)


text: Wikipedia:Proverbs

title: Wikipedia:Proverbs


text:
Talk:Waco, Texas

A Commons file used on this page or its Wikidata item has been nominated for deletion
The following Wikimedia Commons file used on this page or its Wikidata item has been nominated for deletion: Participate in the deletion discussion at the. —Community Tech bot (talk) 10:36, 30 June 2021 (UTC)
 * Flag of Waco, Texas.svg

Remove Waco Horror Photograph
Strongly suggest to remove the photograph of Jesse Washington's remains. Photographs depicting violence and dead bodies are controversial and disturbing. This photograph adds nothing to the article's main topic, the city of Waco Texas, and it's shocking to see it in this context. There is a dedicated article on the lynching of Jesse Washington, where a reader might expect to see such a photo. 104.153.230.40 (talk) 04:30, 7 October 2022 (UTC)

 * Agree with this recommendation. An essential piece of history but a graphic and shocking image to encounter witout warning in an article about a town's geographic history. 2603:7000:3701:C083:C469:B4CB:DAB9:A865 (talk) 17:13, 26 March 2023 (UTC)
 * Sometimes more is less. I'd agree to remove the image. Magnolia677 (talk) 20:50, 26 March 2023 (UTC)
 * so ... do we simply remove it or do we have to bring it to the attention of the original author? I usually only make minor edits like typos (OK, like *correcting* typos ;-)) so I am hesitant to do it myself. Gonesoft (talk) 05:50, 28 March 2023 (UTC)
 * If the original author is watching this article, they would have commented here. There seems to be a consensus to remove the image. Magnolia677 (talk) 10:54, 28 March 2023 (UTC)
 * It should stay. Integral to the history of the city.Aneirinn (talk) 01:16, 11 August 2023 (UTC)

Waco siege
It mentions the speculation about the fire starting from agents shooting into the tear gas filled rooms, a theory that is countered by evidence. No mention of the official version. That strikes me as not objective. Compare with introduction to the main article. Gonesoft (talk) 05:53, 28 March 2023 (UTC)

Requested move 5 August 2023

 * The following is a closed discussion of a requested move. Please do not modify it. Subsequent comments should be made in a new section on the talk page. Editors desiring to contest the closing decision should consider a move review after discussing it on the closer's talk page. No further edits should be made to this discussion.

The result of the move request was: not moved. (closed by non-admin page mover) – Material  Works  17:06, 10 August 2023 (UTC)

Waco, Texas → Waco – Waco currently redirects to the page, it would be more concise. Aneirinn (talk) 06:16, 5 August 2023 (UTC) The discussion above is closed. Please do not modify it. Subsequent comments should be made on the appropriate discussion page. No further edits should be made to this discussion.
 * Oppose move per WP:USPLACE.  O.N.R.  (talk) 08:11, 5 August 2023 (UTC)
 * Oppose per O.N.R., it's clearly the most famous Waco but only the largest cities escape the gravitational pull of this naming convention. Killuminator (talk) 11:21, 5 August 2023 (UTC)
 * Oppose per WP:USPLACE. It could also be questioned if the city is primary as Waco (miniseries) has 10,233 views compared with 17,675[] for the city. That said the miniseries is from 2018 and its name is based on the city so the city is probably primary by long-term significance.  Crouch, Swale  ( talk ) 16:09, 5 August 2023 (UTC)
 * Oppose. As others have stated, this falls under the WP:USPLACE guideline, as also explained on Perennial proposals. The main takeaway is basically this: a majority of reliable sources published nationally in the US will usually first refer to this city, like most other US cities, as "Waco, Texas", appending the state as if it was common usage in American English, before later referring to it as "Waco" like it was some sort of abbreviation. And always appending the state produces a consistent and predictable set of titles (see also WP:TITLECON), because repeated or otherwise ambiguous placenames are very common in the US, and thus most would require disambiguation regardless. The only cities that do not seem to have this peculiar convention seem to be those 28 or so cities (like Houston, San Antonio, and Dallas) listed by that AP Stylebook. But take almost all other cities in Texas, and nationally published reliable sources would still refer to them as "[X, Texas]" regardless of any unnecessary disambiguation here on Wikipedia. Furthermore, as Crouch Swale pointed out, Waco (miniseries) may have an equal claim at primary topic status. Zzyzx11 (talk) 19:41, 5 August 2023 (UTC)
 * The miniseries has no claim to that, if anything else it should be the Waco. Aquabluetesla (talk) 20:59, 5 August 2023 (UTC)
 * Oppose (strongly) per WP:USPLACE. If it ain't broke, don't fix it. Paintspot Infez (talk) 19:45, 5 August 2023 (UTC)
 * Oppose per WP:USPLACE. I see no reason to change this longstanding article titling convention. Rreagan007 (talk) 22:12, 5 August 2023 (UTC)
 * Oppose. There are plenty of other Wacos in the USA alone. J I P  | Talk 23:01, 6 August 2023 (UTC)
 * Comment. On principle, I agree. However, this [City], [State] form is never likely to be be dropped in the case of American cities. It's too deeply entrenched in the American psyche (leading to such ridiculous descriptions in America as London, England; Rome, Italy; and Paris, France; which we all have to endure every time we watch an American film which is set abroad, leading to us shouting at the screen, "what other *&#%ing Paris is there?!") and on Wikipedia. -- Necrothesp (talk) 15:05, 7 August 2023 (UTC)
 * Yeah Life After People kept on mentioning "London England" even though you would have though it would generally be unnecessary.  Crouch, Swale  ( talk ) 16:09, 7 August 2023 (UTC)
 * Oppose. If you don't like WP:USPLACE, then WT:Naming conventions (geographic names) is where you start a discussion. 162 etc. (talk) 22:22, 8 August 2023 (UTC)

All images with the "Flying W" are protected by trademark and copyright.
Anyone adding City of Waco logos or images containing the Flying W, including that of the City Flag are in violation of Wikipedia policy. The City of Waco has not given anyone permission to do so, except for this account which is paid by the City of Waco to do so.

For the record, City Council Members do NOT have the authority to grant permission for anyone else to perform image updates. WebmasterWacoTX (talk) 16:35, 1 March 2024 (UTC)
 * You can take the copyright matter up on Commons; see https://commons.wikimedia.org/wiki/File:Seal_of_Waco,_Texas.png for the appropriate notices. This account, WebmasterWacoTX, is a so-called "role account" and is now blocked as such. More information/relevant links are in the block notice on the user's website. Drmies (talk) 16:39, 1 March 2024 (UTC)

 * While the discussion is happening -- slightly -- over on Commons, for anyone future who wanders onto here, it ought to be made clear that it's well-established (as Houston found out) that municipalities (and states and the Federal government) are forbidden by the Lanham Act to assert trademark protection over their flags, seals, or other insignia. It's certainly worth keeping an eye on this page; if the City of Waco is sending its employees to try and bully Wikipedia based on a right that they do not possess once, it's not a stretch that they'd do it again. CoffeeCrumbs (talk) 05:38, 4 March 2024 (UTC)

title: Talk:Waco, Texas


text:
White paper

A white paper is a report or guide that informs readers concisely about a complex issue and presents the issuing body's philosophy on the matter. It is meant to help readers understand an issue, solve a problem, or make a decision. A white paper is the first document researchers should read to better understand a core concept or idea. Since the 1990s, this type of document has proliferated in business. Today, a business-to-business (B2B) white paper is closer to a marketing presentation, a form of content meant to persuade customers and partners and promote a certain product or viewpoint. That makes B2B white papers a type of grey literature.

The term originated in the 1920s to mean a type of position paper or industry report published by a department of the UK government.

In government
The term white paper originated with the British government, with the Churchill White Paper of 1922 being an early example. In the British government, a white paper is usually the less extensive version of the so-called blue book, both terms being derived from the colour of the document's cover.

White papers are a "tool of participatory democracy ... not [an] unalterable policy commitment". "White papers have tried to perform the dual role of presenting firm government policies while at the same time inviting opinions upon them."

In Canada, a white paper is "a policy document, approved by Cabinet, tabled in the House of Commons and made available to the general public". The "provision of policy information through the use of white and green papers can help to create an awareness of policy issues among parliamentarians and the public and to encourage an exchange of information and analysis. They can also serve as educational techniques."

White papers are a way the government can present policy preferences before it introduces legislation. Publishing a white paper tests public opinion on controversial policy issues and helps the government gauge its probable impact.

By contrast, green papers, which are issued much more frequently, are more open-ended. Also known as consultation documents, green papers may merely propose a strategy to implement in the details of other legislation, or they may set out proposals on which the government wishes to obtain public views and opinion.

Examples of governmental white papers include, in Australia, Full Employment in Australia and, in the United Kingdom, the White Paper of 1939 and the 1966 Defence White Paper. In Israeli history, the British White Paper of 1939 – marking a sharp turn against Zionism in British policy and at the time greeted with great anger by the Jewish Yishuv community in Mandatory Palestine –  is remembered as "The White Paper" (in Hebrew Ha'Sefer Ha'Lavan הספר הלבן –  literally "The White Book").

In business-to-business marketing
Since the early 1990s, the terms "white paper" or "whitepaper" have been applied to documents used as marketing or sales tools in business. These white papers are long-form content designed to promote the products or services from a specific company. As a marketing tool, these papers use selected facts and logical arguments to build a case favorable to the company sponsoring the document.

B2B (business-to-business) white papers are often used to generate sales leads, establish thought leadership, make a business case, grow email lists, grow audiences, increase sales, or inform and persuade readers. The audiences for a B2B white paper can include prospective customers, channel partners, journalists, analysts, investors, or any other stakeholders.

White papers are considered to be a form of content marketing or inbound marketing; in other words, sponsored content available on the web with or without registration, intended to raise the visibility of the sponsor in search engine results and build web traffic. Many B2B white papers argue that one particular technology, product, ideology, or methodology is superior to all others for solving a specific business problem. They may also present research findings, list a set of questions or tips about a certain business issue, or highlight a particular product or service from a vendor.

There are, essentially, three main types of commercial white papers:
 * Backgrounder: Describes the technical or business benefits of a certain vendor's offering; either a product, service, or methodology. This type of white paper is best used to supplement a product launch, argue a business case, or support a technical evaluation at the bottom of the sales funnel or the end of the customer journey. This is the least challenging type to produce, since much of the content is readily available in-house at the sponsor.
 * Numbered list: Presents a set of tips, questions, or points about a certain business issue. This type is best used to get attention with new or provocative views, or cast aspersions on competitors. Also called a listicle this is the fastest type to create; a numbered list can often be devised from a single brainstorming session, and each item can be presented as an isolated point, not part of any step-by-step logical argument.
 * Problem/solution: Recommends a new, improved solution to a nagging business problem. This type is best used to generate leads at the top of the sales funnel or the start of the customer journey, build mind share, or inform and persuade stakeholders, building trust and credibility in the subject. This is the most challenging type to produce, since it requires research gathered from third-party sources and used as proof points in building a logical argument.

While a numbered list may be combined with either other type, it is not workable to combine a backgrounder with a problem/solution white paper. While a backgrounder looks inward at the details of one particular product or service, a problem/solution looks outward at an industry-wide problem. This is rather like the difference between looking through a microscope and looking through a telescope.

Variants
Several variations on the colour theme exist:
 * The green paper is a proposal or consultative document rather than being authoritative or final.
 * The Red Book, the UK Chancellors Budget will set out the highlights and reasoning behind the governments proposed taxation and spending policies in a White Paper called The Financial Statement and Budget Report (FSBR) while an accompanying document called the Red Book will contain the detailed financial costings of the policies, estimates of revenue and forecasts for public sector borrowing.

Two others are much less well established:
 * A blue paper sets out technical specifications of a technology or item of equipment.
 * A yellow paper is a document containing research that has not yet been formally accepted or published in an academic journal. It is synonymous with the more widely used term preprint.

title: White paper