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United Express

United Express is the brand name for the regional branch of United Airlines, under which five individually owned regional airlines operate short- and medium-haul feeder flights.

On October 1, 2010, UAL Corporation and Continental Airlines merged to form United Continental Holdings, the holding company for the newly merged United Airlines. On June 27, 2019, United Express changed its parent company name from United Continental Holdings to United Airlines Holdings. As of 2024, 449 aircraft fly under the United Express brand.

History
Major airlines in the United States had long maintained relationships with regional carriers which fed passengers from small markets to larger cities. The Airline Deregulation Act spurred industry consolidation both vertically and horizontally, and as the hub system became more pronounced, airlines formalized these relationships through code sharing, shared branding, and listing regional partners in computer reservations systems. On May 1, 1985, United formally partnered with Air Wisconsin, Horizon Air, and WestAir as United Express, feeding its hubs at Chicago–O'Hare, Seattle International Airport, and San Francisco International Airport. Aspen Airways soon joined the United Express system in 1986 feeding United's hub at Denver–Stapleton. Aspen was dismantled in 1990 being sold to Air Wisconsin and Mesa Airlines. Horizon Air was bought out by Alaska Airlines in 1987 at which time Horizon's contract as United Express was cancelled and a new carrier, North Pacific Airlines (NPA), was established by WestAir to service the Seattle hub as well as hubs at Portland, Spokane, and Boise. NPA was merged into its parent,  WestAir, in 1991. San Juan Airlines of Seattle and SouthCentral Air of Anchorage, Alaska, also operated as United Express from 1987 through 1989.

In 1988, Presidential Airways became a United Express carrier for United's new hub at Washington Dulles International Airport, but soon floundered. In response, WestAir formed an eastern division to serve Dulles. WestAir itself experienced turmoil; in 1991 it spun off the new division into an independent company, Atlantic Coast Airlines (ACA), which years later would go on to become Independence Air.

In 1990, Mesa Airlines took over all of the United Express routes from Denver formerly operated by Aspen Airways except the Denver to Aspen route which went to Air Wisconsin. Mesa also added a number of new routes from Denver as well. In 1992 Mesa created a new division called California Pacific Airlines to begin new United Express service from the Los Angeles hub. In 1995 Mesa took over all United Express routes at the Seattle and Portland hubs formerly operated by WestAir. Mesa Airlines contract operating as United Express was cancelled in 1998 at which time Air Wisconsin and Great Lakes Airlines took over the Denver routes while SkyWest took over the Los Angeles, Seattle, and Portland routes.

In 1992, Great Lakes Airlines became a United Express partner, followed by Trans States Airlines the following year. In 1997, as United officially designated Los Angeles International Airport one of its hubs, SkyWest Airlines became a United Express partner as well. Great Lakes left the United Express system in early 2002, although it continued to do codeshare flights until they ceased operations in 2018.

In 1993, Trans States Airlines started United Feeder Service (UFS), to operate British Aerospace BAe ATP aircraft for United Airlines. The aircraft, originally owned by Air Wisconsin, were transferred and subsequently owned by United. UFS operated routes to Chicago O'Hare (ORD) from close markets in the U.S. Upper Midwest. UFS was eliminated from the United Express carrier network in 1999 and disappeared.

When United declared for Chapter 11 reorganization in 2002, it pressured its regional partners for reduced fees. In 2004, ACA canceled its contract and reinvented itself as low-cost carrier Independence Air. The next year, Air Wisconsin unsuccessfully bid to retain its flying contract, though it did retain some ground-handling United Express operations. To compensate, United initiated new service agreements with Colgan Air, Trans States subsidiary GoJet Airlines, and Republic Airways Holdings subsidiaries Chautauqua Airlines and Shuttle America. Trans States Airlines. Mesa Airlines was also reinstated into the United Express system.

In 2005, United announced that service levels on major United Express routes would be upgraded to a new product called explus. Routes with explus service offer First Class seats and meal service on larger, 70-seat Embraer 170s and 66-seat Bombardier CRJ700s. Expanding the traditional regional partner role, United started to use the airplanes configured with explus amenities instead of, or alongside with, mainline jets on routes linking large cities, such as Chicago to Houston.

United announced a new Express focus city at San Antonio International Airport in 2006, but the experiment was short-lived. Trans States was the carrier operating the San Antonio operation.

United decided to cancel Dash 8 and CRJ200 service with Mesa Airlines in November 2009. On November 16, 2009, it was announced that ExpressJet would begin operating Embraer ERJ 145 beginning in the spring of 2010. Mesa Airlines continued service using CRJ700 regional jets and added the Embraer 175 in 2015.

All Continental Express and Continental Connection service officially merged into United Express in late 2010 including that of Cape Air which was operating as Continental Connection on behalf of Continental Micronesia in Guam. Silver Airways was also a Continental Connection carrier that converted to United Express using turbo prop aircraft. Silver operated throughout Florida as well as routes from Washington Dulles Airport however their affiliation as United Express ended in 2013.

On April 1, 2012, Pinnacle Airlines Corp. filed for bankruptcy and announced it would draw down its Colgan Air operation. In May, United reached a deal with Republic Airways Holdings for its subsidiary Republic Airways to fly the Q400 in Colgan's place. The eight-year capacity purchase agreement included all 28 aircraft previously operated by Colgan as well as four currently flown by Republic for Frontier Airlines.

In August 2015, United announced the start of a new subsidiary, United Ground Express, to provide ground operation service in select airports within its domestic network.

By September 2016, Republic Airways Q400s were phased out of service, replacing them with 50 more Embraer 175s.

On February 27, 2017, United Airlines announced the return of their partnership with Air Wisconsin as a United Express carrier. They would be flying a fleet of 65 Bombardier CRJ200 beginning second-half 2017.

In September 2017, the Q300 was phased out and in January 2018, the Q200 was phased out. These were the final prop aircraft in the United Express system within the United States.

On April 16, 2018, United Airlines announced the end of its partnership with Cape Air. Services ended on May 31, 2018, which marked the end of United Express operations in Guam, along with the retirement of the last turboprop aircraft in the United Express fleet.

In March 2020, during the COVID-19 pandemic, Trans States Airlines announced that it would be ceasing operations on April 1, 2020, ending its operations as United Express.

On July 30, 2020, it was announced that United Airlines had decided to end its contract with ExpressJet and transferred these operations to CommuteAir. ExpressJet continued its operations until September 30, 2020, and CommuteAir became the sole operator of the United Express Embraer ERJ 145 fleet.

In August 2022, Air Wisconsin announced that it would again be leaving the United Express brand and transferring exclusively to American Eagle. The transition started in March 2023.

As of 2023, five airlines remain as United Express feeder carriers: CommuteAir, GoJet, Mesa Airlines, Republic Airways, and SkyWest Airlines. Most of these carriers now have routes spanning the entire United States with regional jets. SkyWest serves a number of small cities that are subsidized by the federally funded Essential Air Service program as well as other local and state governments.

Bus service
United Express bus service connects Beaumont/Port Arthur to George Bush Intercontinental Airport (IAH). This service began after Colgan Air-operated Saab 340 turboprop flights ended on July 1, 2012, and this bus service continues with several trips a day.

United Express also has a bus service from Lehigh Valley International Airport (ABE) near Allentown, Pennsylvania to Newark Liberty International Airport (EWR). Continental Airlines, which later merged into United in 2010, previously operated flights from Allentown to Newark but switched to a bus service in 1995 due to constant delays from air traffic control. It is 79 mi long. the service was eight times daily. By 2010 the bus was the only form of service offered by Continental after it cancelled its Allentown to Cleveland Hopkins Airport flights.

Fleet

, the combined United Express-branded fleet consists of the following regional jet aircraft:

Former fleet

 * Historical regional jet fleet

The United Express brand, through its various regional and commuter airline partners, operated a variety of twin turboprop aircraft over the years including the following types.
 * Historical turboprop fleet

Accidents and incidents

 * On February 2, 1988, United Express Flight 3749 from Denver to Durango, CO, operated by Aspen Airways using a Convair 580 aircraft, drifted off a snow-packed runway at night while landing at Durango-La Plata County Airport and crashed into a snowbank. No injuries were reported among the 38 passengers and three crew members on board.
 * On December 26, 1989, United Express Flight 2415 operated by North Pacific Airlines, a BAe Jetstream 31 crashed on approach to Tri-Cities Airport near Pasco, Washington. The four passengers and two crew members on board were killed. The crew executed an excessively steep and unstabilized instrument landing system (ILS) approach. That approach, along with improper air traffic control commands and aircraft icing, caused the aircraft to stall and crash short of the runway.
 * On January 7, 1994, United Express Flight 6291 operated by Atlantic Coast Airlines, a BAe Jetstream 41 crashed on approach to Port Columbus International Airport. Two passengers and three crew members were killed, while three passengers (a Taiwanese family) survived the accident. The NTSB report concluded the aircraft was never properly stabilized for the approach to runway 28L. The aircraft slowed to a stall, which was not recognized by the flight crew in a timely manner. The subsequent stall recovery was performed contrary to the Airplane Flight Manual procedure, which resulted in the aircraft impacting the ground less than 2 miles from the runway. Furthermore, after investigating the backgrounds of the cockpit crew, the NTSB concluded that Atlantic Coast shouldn't have paired an inexperienced first officer with a captain who had a history of failed check rides.
 * On November 19, 1996, United Express Flight 5925 operated by Great Lakes Airlines, a Beechcraft 1900C collided with a King Air during landing at Quincy Regional Airport. The ten passengers and two crew members on board were killed. The pilots of the King Air were blamed for failing to effectively monitor both the common frequency and to scan for traffic.
 * On April 9, 2017, passenger Dr. David Dao was dragged off of United Express Flight 3411 by law enforcement. He had been selected to be deplaned to make room for deadheading crew, but had refused to give up his seat, stating that he needed to see patients the following day. He suffered a concussion, lost teeth, and a broken nose. The airline later faced criticism and backlash for how the incident was handled.
 * On March 4, 2019, United Express Flight 4933 operated by CommutAir, a Embraer ERJ 145, landed in a snow-covered grassy area to the right of the runway at Presque Isle International Airport and was severely damaged; two passengers and the first officer suffered minor injuries. The accident was attributed to an inadequately reported ILS misalignment combined with "confirmation bias" and fatigue that led the first officer to continue the approach despite being unable to see the runway due to blowing snow.

title: United Express


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Treaty of Rapallo (1922)

The Treaty of Rapallo was an agreement signed on 16 April 1922 between the German Reich and Soviet Russia under which both renounced all territorial and financial claims against each other and opened friendly diplomatic relations. The treaty was negotiated by Russian Foreign Minister Georgi Chicherin and German Foreign Minister Walther Rathenau. It was a major victory for Russia especially and also Germany, and a major disappointment to France and the United Kingdom. The term "spirit of Rapallo" was used for an improvement in friendly relations between Germany and Russia.

The treaty was signed in Rapallo. Ratifications were exchanged in Berlin on 31 January 1923, and registered in League of Nations Treaty Series on 19 September 1923. The treaty did not include any military provisions, but secret military co-operation was already scheduled between Germany and Russia, which was a violation of the Treaty of Versailles.

A supplementary agreement, signed in Berlin on 5 November, extended the treaty to cover Germany's relations with the other Soviet republics: of Ukraine, Belarus, Armenia, Georgia, and Azerbaijan. Ratifications were exchanged in Berlin on 26 October 1923, and the supplementary protocol was registered in League of Nations Treaty Series on 18 July 1924. The agreement was reaffirmed by the Treaty of Berlin, 1926.

Background
Both Germany and Russia were left vulnerable after the end of the First World War. Germany had lost the war and become diplomatically isolated, and the postwar Treaty of Versailles led to German disarmament and the cession of German territories, including all her colonies. Russia had left the war in 1917 because of the Bolshevik Revolution and ceded many of its western territories to Germany at the Treaty of Brest-Litovsk. After Germany's defeat in the war in 1918, the territory was transformed into a number of new independent states, including Poland. Like Germany, Russia was left diplomatically isolated, as its transition to communist rule had led to the loss of western allies as "the policies pursued by the victors, especially France, left no alternative to Germany but to move closer to Russia".

Germany initially hoped to pursue peaceful changes to the Treaty of Versailles, and its main territorial goal was to reclaim certain portions of western Poland. An initially-conciliatory posture failed in 1919, which led Germany to institute an economic blockade of Poland in January 1920. The effort to force changes also failed and led to severe losses for German businessmen. Those failures led Germany to look for other alternatives, which reached their most extreme form in the proposal of Hans von Seeckt, the commander of the Reichswehr (German military), who suggested for Germany and Russia to conclude an alliance for a joint invasion of Poland and then a war on France. His proposals did not have much impact on official policy, but the general idea of seeking closer cooperation with Russia began to gain currency among a number of groups, including German businessmen who saw market opportunities there.

Like Germany, Russia hoped to make territorial gains at Poland's expense but was left without an effective means of doing so. In early 1919, the Polish–Soviet War had broken out over border disputes. After initial Russian victories, the Poles counterattacked successfully, and a compromise peace was reached in March 1921, which left Soviet desires for border revision largely unfulfilled. The war also left the Russians even further isolated from Britain and France.

The common isolation and interest in revision in Poland led to a natural sympathy between Russia and Germany. At the Tenth Party Conference in 1921, the Russians settled on a policy of pursuing opportunities for trade with the Western powers, which could supply badly needed industrial materials: "Germany and Russia were rapidly moving closer together because each could use what the other had to offer. Russia needed Germany's skilled, now idle industrial workers, its engineers, and general knowledge of advanced industrial methods. For Germany, Russia provided an outlet for its energies, a market for its products, and a source of raw materials."

The joint German–Russian concerns first led to the signing in May 1921 of a treaty under which Germany recognised the Soviet regime as the only legitimate government of Russia and agreed to suspend relations with all other Russian groups that still claimed power. The treaty paved the way for future German–Russian co-operation.

Negotiations
British Prime Minister David Lloyd George and French Prime Minister Aristide Briand feared that the terms of the 1919 Treaty of Versailles were too harsh on Germany, would prevent its full economic recovery and would hurt all of Europe. Both men needed a diplomatic victory to secure their shaky political status. They called a new international "Economic and Financial Conference" of 34 nations in the Italian city of Genoa in April 1922. All the major countries were invited, but the United States refused to attend. Also not invited were the two pariah nations of Germany and Soviet Russia; in the latter, Communists had recently won a civil war.

Lloyd George, excessively confident in his own diplomatic skills, brought along no senior members from the British Foreign Office. To his consternation, there was a change in the French government. The new prime minister, Raymond Poincaré, was aggressively hostile to Germany. He felt that the terms of the reparations demanded of Germany were not harsh enough and would allow an economic recovery for France's great enemy. Poincaré replaced Lloyd George's ideas with a scheme to hurt Germany and planned to work with the Russians, who had not been represented at Versailles but were allowed to ask for reparations. Before 1917, Western European financial interests had made heavy loans and investments in Tsarist Russia, which the new communist regime refused to honour. Because of that refusal to pay the old debts, Russia was economically and politically isolated from the rest of the world. Poincaré's scheme, which was kept secret from the Germans, would involve an entirely-new round of financial reparations to be paid by Germany to the Russians, and in turn, the Russians would use that money to pay off those old debts. Russia's leader, Vladimir Lenin, had reversed earlier plans to organize anticapitalist revolutions across Europe and now sought a peaceful interlude of economic development. His New Economic Policy would necessitate extensive trade with the outside world. However Lenin was in poor health and left Russian foreign policy to Georgy Chicherin, a brilliant diplomat who proved the most effective negotiator of them all.

Russia had already started collaboration with a German military in a project so secret that the German civilian government and diplomats did not know about it, but it made Moscow much more favourable toward a friendly deal with Germany. Furthermore France was trying to impose strict controls on Russian trade. In the German government, attitudes were split between the "Easterners", who wanted closer ties with Russia and included many diplomats and the socialists, and the "Westerners", who gave priority to normalising relations with Britain and France. Foreign Minister Walter Rathenau, the head of the German delegation, was a committed Westerner but was open to argument. While the main conference was dragging on in Genoa, the Russian and the German delegations secretly met at Rapallo, a nearby small resort city, and quickly signed a treaty involving mutual diplomatic recognition, cancellation of debts owed in each direction and pledges to increase economic ties.

The Rapallo Treaty provided diplomatic cover for military cooperation, which was kept top secret, and allowed Germany to rebuild its military arsenal in Russia with the establishment of a flying school at Lipetsk, the building of a chemical weapons plant at Volsk, a tank school near Kazan, two factories for the production of tanks near Moscow and Rostov-on-Don and joint battlefield manoeuvres. In return, Russian officers could be trained undercover in German military academies. The military entente was underpinned by a trading agreement whereby German banks offered credit lines to Russia to buy military and industrial machinery and supplies, and Russia could export vast quantities of grain.

The Rapallo Treaty was a stunning surprise. Its news caused the collapse of the main conference at Genoa. Lloyd George and Poincaré denounced the treaty vehemently.

Historical lessons
Over the next century, the term "Rapallo" came to have very different lessons for different groups of concerned observers and scholars. In Britain and France and the smaller nations of Europe, it became the symbol of a sinister German–Soviet conspiracy to control Europe, a theory underscored by the 1939 Molotov–Ribbentrop Pact, a non-aggression pact between Nazi Germany and the Soviet Union and a key event in the run-up to the outbreak of the Second World War in Europe. For Germany, “Rapallo” symbolized a hopeful independent foreign policy of cleverly playing off Eastern and Western Europe so that the defeated nation could escape harsh repression. For the Soviet Union, “Rapallo” was the first great Communist diplomatic triumph, showed how the weaker nation could use pacifism to outmanoeuvre bourgeois enemies and gave the underdog regime an opportunity for normal diplomatic and commercial relations while it secretly built up military prowess.

Text of agreement
The German Government, represented by Dr Walther Rathenau, Minister of State, and the Government of the Russian Socialist Federal Soviet Republic, represented by M. Tchitcherin, People's Commissary, have agreed upon the following provisions: Article 1 The two Governments are agreed that the arrangements arrived at between the German Reich and the Russian Socialist Federal Soviet Republic, with regard to questions dating from the period of war between Germany and Russia, shall be definitely settled upon the following basis:

[a] The German Reich and the Russian Socialist Federal Soviet Republic mutually agree to waive their claims for compensation for expenditure incurred on account of the war, and also for war damages, that is to say, any damages which may have been suffered by them and by their nationals in war zones on account of military measures, including all requisitions in enemy country. Both Parties likewise agree to forgo compensation for any civilian damages, which may have been suffered by the nationals of the one Party on account of so-called exceptional war measures or on account of emergency measures carried out by the other Party.

[b] Legal relations in public and private matters arising out of the state of war, including the question of the treatment of trading vessels which have fallen into the hands of either Party, shall be settled on a basis of reciprocity.

[c] Germany and Russia mutually agree to waive their claims for compensation for expenditure incurred by either party on behalf of prisoners of war. Furthermore, the German Government agrees to forgo compensation within regard to the expenditure incurred by it on behalf of members of the Red Army interned in Germany. The Russian Government agrees to forgo the restitution of the proceeds of the sale carried out in Germany of the army stores brought into Germany by the interned members of the Red Army mentioned above.

Article 2 Germany waives all claims against Russia which may have arisen through the application, up to the present, of the laws and measures of the Russian Socialist Federal Soviet Republic to German nationals or their private rights and the rights of the German Reich and states, and also claims which may have arisen owing to any other measures taken by the Russian Socialist Federal Soviet Republic or by their agents against German nationals or the private rights, on condition that the government of the Russian Socialist Federal Soviet Republic does not satisfy claims for compensation of a similar nature made by a third Party.

Article 3 Diplomatic and consular relations between the German Reich and the Russian Socialist Federal Soviet Republic shall be resumed immediately. The conditions for the admission of the Consuls of both Parties shall be determined by means of a special agreement.

Article 4 Both Governments have furthermore agreed that the establishment of the legal status of those nationals of the one Party, which live within the territory of the other Party, and the general regulation of mutual, commercial and economic relations, shall be effected on the principle of the most favoured nation. This principle shall, however, not apply to the privileges and facilities which the Russian Socialist Federal Soviet Republic may grant to a Soviet Republic or to any State which in the past formed part of the former Russian Empire.

Article 5 The two Governments shall co-operate in a spirit of mutual goodwill in meeting the economic needs of both countries. In the event of a fundamental settlement of the above question on an international basis, an exchange of opinions shall previously take place between the two Governments. The German Government, having lately been informed of the proposed agreements of private firms, declares its readiness to give all possible support to these arrangements and to facilitate their being carried into effect.

Article 6 Articles 1[b] and 4 of this Agreement shall come into force on the day of ratification, and the remaining provisions shall come into force immediately. Original text done in duplicate at Rapallo on 16 April 1922

Signed: Rathenau

Signed: Tchitcherin

Text of Supplementary Agreement 5 November 1922
The plenipotentiary of the German Government, namely Freiherr Adolf Georg von Maltzan, Permanent Under-Secretary for Foreign Affairs; the plenipotentiary of the Socialist Soviet Republic of Ukraine, namely, Herr Waldemar Aussem, Member of the Central Executive Committee for all Ukraine, and also the plenipotentiary of the Government of the Socialist Soviet Republic of White Russia, the Socialist Soviet Republic of Georgia, the Socialist Soviet Republic of Azerbaijan, the Socialist Soviet Republic of Armenia, and the Republic of the Far East, namely Herr Nikolaus Krestinski, plenipotentiary and Ambassador of the Russian Socialist Soviet Republic in Berlin; having communicated their full powers, which were found in good and due form, agreed to the following provisions:

Article 1

The Treaty signed at Rapallo, on 16 April 1922, between the German Reich and the Russian Socialist Soviet Republic shall apply, mutatis mutandis, to the relations between the German Reich, on the one hand, and;

[1] the Socialist Soviet Republic of Ukraine;

[2] the Socialist Soviet Republic of White Russia;

[3] the Socialist Soviet Republic of Georgia;

[4] the Socialist Soviet Republic of Azerbaijan;

[5] the Socialist Soviet Republic of Armenia, and;

[6] the Republic of the Far East, — hereinafter referred to as States allied the R S F S R — on the other hand. As regards Article 2 of the Treaty of Rapallo, this shall be valid for the application down to 16 April 1922, of the laws and measures specified therein.

Article 2

The German Government and the Government of the Socialist Soviet Republic of Ukraine are agreed that the determination and the settlement of such claims as may have arisen in favour either of the German Government or of the Government of Ukraine since the conclusion of the state of war between Germany and Ukraine during the period in which German troops were present in Ukraine shall be reserved.

Article 3

All nationals of one of the Contracting Parties who are resident on the territory of the other Party shall enjoy complete legal protection of their persons in conformity with international law and the general laws of the country of residence.

Nationals of the German Reich who enter the territory of the States allied to the RSFSR in conformity with the passport regulations, or who are at present resident there, shall be granted inviolability in respect of all property taken with them and of all property acquired on the territory of the States allied with the RSFSR provided that the acquisition and employment of that property is in accordance with the laws of the State of residence or with specific agreements made with the competent authorities of that State. The exportation of property acquired in the State allied to the RSFSR shall, unless otherwise provided for in special agreements, be governed by the laws and regulations of the State allied to the RSFSR.

Article 4

The Governments of the States allied with the RSFSR shall be entitled to establish, at places in Germany where they have diplomatic representatives or one of their consular agents, national trade offices which shall have the same legal status as the Russian trade delegation in Germany. In this case they shall recognise as binding upon themselves all legal acts performed either by the director of their trade office or by officials invested by him with full powers, provided that such officials act in accordance with the full powers granted to them.

Article 5

In order to facilitate economic relations between the German Reich on the one hand, and the States allied with the RSFSR on the other hand, the following principles have been laid down:

[1] All agreements concluded between nationals of the German Reich, German legal persons, or German firms on the one hand, and the Governments of the States allied with the RSFSR, or their national trade offices mentioned in Article 4, or individuals, legal persons, or firms belonging to those states, on the other hand, and also the economic effects of such agreements, shall be dealt with according to the laws of the State in which they were concluded and shall be subject to the jurisdiction of that State. This provision shall not apply to agreements which were concluded before the coming into force of the present Treaty.

[2] The agreements mentioned under [1] may contain an arbitration clause. Provision may also be made in such agreements for bringing them under the jurisdiction of one of the contracting States.

Article 6

The States allied with the RSFSR shall allow persons who possessed German nationality but have since lost it, and also their wives and children, to leave the country, provided that proof is forthcoming that they are transferring their residence to Germany.

Article 7

The delegations of both Parties and all persons employed in connection therewith shall refrain from any agitation or propaganda against the Government and national institutions of the country in which they reside.

Article 8

This Treaty may, as regards the above Articles 3 to 6, and also as regards the corresponding application of Article 4 of the Treaty of Rapallo, be denounced on three months notice being given.

Such denunciation may be notified by Germany to any one of the States allied with the RSFSR to take effect only for her relations with that State and, conversely, by any one of these States to Germany, to take effect only for relations between that single State and Germany.

If the Treaty thus denounced is not replaced by a commercial treaty, the Governments concerned shall be entitled, on the expiration of the period of notice, to appoint a commission of five members for the purpose of liquidating such business transactions as have already been commenced. The members of the commission shall be regarded as representatives of a nondiplomatic character and shall liquidate all transactions at the latest within six months after the expiry of this Treaty.

Article 9

This Treaty shall be ratified. Special instruments of ratification shall be exchanged between Germany on the one hand, and each one of the States allied with the RSFSR on the other hand. Immediately the exchange is made, the Treaty shall enter into force as between the States taking part in the exchange.

Done on 5 November 1922

Signed: Maltzan

Signed: W. Aussem

Signed: N. Krestinski

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

title: Treaty of Rapallo (1922)


text:
Air Wisconsin

Air Wisconsin Airlines is a regional airline based at Appleton International Airport in the town of Greenville, Wisconsin, near Appleton. Air Wisconsin originally operated as one of the original United Express partners in 1985, and subsequently operated as US Airways Express on behalf of US Airways prior to becoming an American Eagle regional air carrier. Between March 2018 and April 2023, Air Wisconsin operated exclusively as a United Express regional air carrier once again with primary hubs located at Chicago's O'Hare International Airport (ORD) and Washington Dulles International Airport (IAD). This came to an end in April 2023 as the carrier switched to conducting solely American Eagle branded flights, per a new contract with American Airlines.

History

In 1963 investors from the Fox Cities raised $110,000 to start a new airline. The airline was established as an independent commuter air carrier in 1965 and started operations on August 23, 1965, just one day after the brand new Outagamie County Regional Airport was opened using de Havilland Dove commuter aircraft configured with nine passenger seats. It was founded to connect Appleton with Chicago and initially had 17 employees and two de Havilland Dove aircraft. According to the August 23, 1965, Air Wisconsin timetable, the airline was flying one route between Appleton and Chicago–O'Hare with four round trips on weekdays and two round trips on Saturdays and Sundays operated with the British-manufactured Dove twin prop aircraft.

By the mid 1970s, Air Wisconsin was flying two small commuter turboprop airliner types, being the de Havilland Canada DHC-6 Twin Otter and Swearingen Metro, and was operating a small hub at Chicago's O'Hare Airport with service primarily to destinations in Indiana, Michigan, and Wisconsin as well as to Minneapolis/Saint Paul from several small cities in Wisconsin.

In September 1978 the airline was certified by the Civil Aeronautics Board (CAB) as a regional air carrier (Air Wisconsin previously had commuter air carrier status with the CAB). In October 1978 it had over $10 million in assets. Joining Air Wisconsin in 1965 as traffic manager and eventually becoming president, Preston H. Wilbourne's leadership oversaw Air Wisconsin grow to an airline serving 29 cities in an eleven state area with 32 aircraft boarding over 10,000 passengers daily. Air Wisconsin gained the nicknames "Air Willy" and "Rag Tag" and more recently "Air Wis" and "Air Wisky".

By 1985, Air Wisconsin had become a large independent regional air carrier operating British Aerospace BAe 146-200 and British Aircraft Corporation BAC One-Eleven jets as well as de Havilland Canada Dash 7 turboprops with flights as far west as Grand Island, Nebraska, and Minneapolis/Saint Paul, and as far east as Bridgeport and New Haven, Connecticut, with a large connecting hub located at Chicago's O'Hare Airport (ORD). By early 1986, the airline was serving sixteen airports with its British-manufactured jets with flights to Appleton, Bridgeport, Cedar Rapids, Iowa, Chicago–O'Hare, Flint, Michigan, Fort Wayne, Indiana, Grand Island, Green Bay, Wisconsin, Kalamazoo, Michigan, Lincoln, Nebraska, Moline, Illinois/Quad Cities, New Haven, South Bend, Indiana, Toledo, Ohio, Waterloo, Iowa, and Wausau/Stevens Point, Wisconsin, with other flights and destinations in its route system being served with the Canadian-manufactured four engine Dash 7 turboprop.

Air Wisconsin pioneered the concept of code sharing on behalf of United Airlines when the carrier began operating as United Express on May 1, 1985. As an independent air carrier prior to its business agreement with United to provide passenger feed, Air Wisconsin rapidly became the nation's largest regional airline in the 1980s. On May 17, 1985, it merged with Mississippi Valley Airlines (MVA) and continued to fly as United Express, operated by Air Wisconsin.

By late 1989 Air Wisconsin was operating United Express code share service from two United hubs: Chicago–O'Hare (ORD) and Washington–Dulles (IAD). According to the Official Airline Guide (OAG) at this time, United Express flights were operated with BAe 146-200 jets and Fokker F27 turboprops nonstop to Chicago–O'Hare from Akron/Canton, Ohio, Appleton, Cedar Rapids, Champaign, Illinois, Fort Wayne, Green Bay, Kalamazoo, La Crosse, Wisconsin, Lansing, Michigan, Lexington, Kentucky, Moline/Quad Cities, Oshkosh, Wisconsin, Peoria, Illinois, Roanoke, Virginia, South Bend, Toledo, and Wausau, and with BAe 146-200 jets and Short 360 turboprops nonstop to Washington Dulles from Charleston, West Virginia, Charlottesville, Virginia, and Richmond, Virginia, as well as Harrisburg, Reading, and State College, Pennsylvania.

In 1990 Air Wisconsin acquired Denver-based Aspen Airways and was itself bought by United Airlines a year later.

During the 1990s, Air Wisconsin operated British Aerospace (BAe) ATP turboprop aircraft as well as BAe 146-100, BAe 146-200, and BAe 146-300 jet aircraft on United Express services. These were all large aircraft types when compared to other regional aircraft in operation at the time. Air Wisconsin was the only U.S. operator of the BAe ATP turboprop and also the BAe 146–300, which is the largest member of the BAe 146 family of jet aircraft. United Airlines sold Air Wisconsin and the BAe 146 fleet to CJT Holdings in 1993. Air Wisconsin was then renamed Air Wisconsin Airlines Corporation (AWAC) as UAL retained the rights to the Air Wisconsin name and logo. During the ski seasons, Air Wisconsin was operating British Aerospace BAe 146 jet shuttle service as United Express on the former Aspen Airways route between Aspen, Colorado, and Denver with at least fourteen daily nonstop flights in each direction.

In February 1998 AWAC acquired the assets of Mountain Air Express including Dornier 328 turboprop aircraft which were used to expand United Express service in the west. In the fall of 2003 AWAC acquired ten Bombardier CRJ regional jet aircraft from bankrupt Midway Airlines and became a feeder for AirTran Airways under the name AirTran JetConnect, but this relationship was discontinued in July 2004. Towards the end of the contract with United Airlines Air Wisconsin was unable to secure a long-term deal or extension to continue providing regional service for UAL. United failed to renew its contract with AWAC, allowing it to expire in April 2005, and the last flight under the United flag operated on April 16, 2006, using the BAe 146.

During 2005 AWAC invested $175 million U.S. into US Airways for their bankruptcy exit financing in exchange for a long-term contract operating as US Airways Express. In 2005 AWAC began operating all of its CRJ-200 regional jets as a US Airways Express carrier with flight crew bases located in Philadelphia, New York LaGuardia, Washington Reagan National, and Norfolk, Virginia. US Airways has since merged with American Airlines and Air Wisconsin operated as an American Eagle regional air carrier via a code sharing agreement with American until March 2018.

On November 20, 2014, it was reported that Air Wisconsin was nearing an agreement with Delta Air Lines to fly as a Delta Connection carrier beginning in January 2015. Under the terms of the deal, 26 CRJ-200 aircraft were to be transferred to Air Wisconsin from Endeavor Air. In January 2015, Air Wisconsin said that negotiations had ended and that it did not want to fly under the Delta Connection brand.

In 2016, it was announced that Air Wisconsin would close all of its ground handling operations in all cities served by the air carrier primarily due to the formation of a wholly-owned subsidiary of United called United Ground Express. This would leave only three American Eagle ground handling cities served, which the airline deemed uneconomical.

On March 1, 2017, Air Wisconsin announced a new agreement with United Airlines to once again operate under the United Express banner upon the expiration of the airline's current agreement with American Eagle in 2018. Additionally, the new agreement with United would provide for the creation of a career pathway program whereby Air Wisconsin pilots would be offered the opportunity to move up to United upon meeting its hiring standards.

In September 2021, the company announced that they had signed a lease for at least 1 Bombardier CRJ200SF (converted cargo aircraft) set to enter service from December 2021. The aircraft was never delivered and the cargo program has most likely been canceled.

On August 22, 2022, Air Wisconsin announced a five-year contract to operate up to 60 CRJ-200s for American Eagle, starting in March of 2023. These aircraft are based at Chicago-O'Hare, to fill in for the Envoy Air Embraer E145s that will be transferred over to Piedmont Airlines. The airline also plans to utilize some CRJ-700s. This ended their partnership with United Airlines.

Destinations
Air Wisconsin operates as American Eagle and serves 53 destinations with nearly 350 flights per day, transporting nearly six million passengers on an annual basis.

Crew domiciles
Operating as American Eagle, Air Wisconsin pilots and flight attendants have crew domiciles at the following locations:

 * Chicago, Illinois – O'Hare International Airport (ORD)
 * Dayton, Ohio - Dayton International Airport (DAY)
 * Milwaukee, Wisconsin - Milwaukee General Mitchell International Airport (MKE)

Current fleet
The Air Wisconsin fleet comprises the following aircraft (as of January 2024):

Historical fleet
In 2016, the airline retired four CRJ200 regional jets that had met their structural time limit and sent them to Tupelo Regional Airport (TUP) in Tupelo, Mississippi.

The following aircraft types were formerly operated by Air Wisconsin:

Jet aircraft

 * BAe 146-100 (via acquisition of Aspen Airways)
 * BAe 146-200
 * BAe 146-300 (only U.S. operator of the BAe 146-300)
 * BAC One-Eleven

Turboprop aircraft

 * Beechcraft Model 99
 * British Aerospace ATP
 * de Havilland Canada Dash 6
 * de Havilland Canada Dash 7
 * de Havilland Canada Dash 8-100
 * de Havilland Canada Dash 8-300
 * Dornier 328 (via acquisition of Mountain Air Express)
 * Fokker F27
 * Short 360 (via merger with Mississippi Valley Airlines)
 * Short 330 (via merger with Mississippi Valley Airlines)
 * Swearingen Metro

Piston aircraft

 * de Havilland Dove

Aircraft maintenance
Air Wisconsin performs CRJ maintenance activities at the following locations:
 * Appleton, Wisconsin (Appleton International Airport)
 * Milwaukee, Wisconsin (Milwaukee Mitchell International Airport)
 * Dayton, Ohio (Dayton International Airport)

Air Wisconsin also contracts aircraft maintenance-heavy checks at a facility in Oklahoma City, Oklahoma (OKC).

Past heavy check maintenance was conducted in Montreal, Canada, and Hot Springs, Arkansas (HOT).

Air Wisconsin's primary aircraft painting is located in Fort Worth, Texas – Meacham International (FTW).

title: Air Wisconsin


text:
Independence Air

 Independence Air was a low-cost airline, owned by FLYi, Inc., headquartered in the Loudoun Gateway Corporate Center in Dulles, Virginia, United States (near Washington, D.C.) that operated from 1989 until 2006. Its route network focused on the east coast of the United States, but it also extended to the west coast. The route network was based at Washington Dulles International Airport.

It ceased all operations at 8:24 p.m. UTC-5 on January 5, 2006. The airline had been in Chapter 11 bankruptcy since November 7, 2005.

History

Independence Air started life as Atlantic Coast Airlines on December 15, 1989, operating feeder services as United Express for United Airlines and Delta Connection for Delta Air Lines. After United withdrew the contract when the ACA labor and management would not agree to the concessions it requested, Atlantic Coast reinvented itself as low-cost carrier Independence Air. It was announced on November 19, 2003, and operations as Independence Air began on June 16, 2004. At its inception, it was unique among low-cost carriers in that its fleet mainly consisted of 50-seat regional jets, although the airline later introduced larger Airbus A319 equipment. It was based at Washington Dulles International Airport (IAD) and contributed to Dulles' substantial increase in passenger use, bringing one million new customers to the airport in its first three months of operation. The airline was also credited with helping to reduce fares to and from the airport, and it took time after the airline's shutdown for the traffic volume to recover.

Criticism
From the beginning, the airline faced criticism including that it expanded too quickly, had a poor fleet mix and did not have the resources to compete with the legacy airlines, who despite their own financial troubles, would match the fares offered by Independence. Further, industry experts believed that the reasons behind the airline's failure were not problems with the low-cost strategy, but miscues on the part of airline management. Atlantic Coast's / Independence Air's former partner at Dulles, United Airlines, responded vigorously to Independence Air's emergence as a stand-alone carrier by leveraging Washington area passenger loyalty to the United Mileage Plus frequent flyer program. United offered its Mileage Plus members substantial bonuses, including free trips around the world on United and other Star Alliance carriers; these proved effective in maintaining United's grip on the lucrative business travel market, and Independence Air could not respond to United's promotional onslaught. (United's primary offer for free flights based on a sliding scale of flight segments to/from a Washington airport - IAD, DCA, BWI. 24 segments yielded a United coach ticket, 48 segments yielded a Star Alliance round-the-world business class ticket.) Problems, including flights flying far below capacity, were identified in October 2004, less than six months following the airline's launch as the parent company attempted to avoid bankruptcy.

Promotional activities
On May 20, 2004, even prior to its inaugural flight, Independence Air signed a deal with the Washington Redskins to become the official airline sponsor of the team for three years. In the summer of 2005, the airline offered college students the GLiDE Summer Travel Pass. This move was meant not to bring in revenue, but to try to fill seats that otherwise would have flown empty. This promotional tool was not enough to prevent trouble, due in part to the airline losing almost $150 million in its two years of operation.

Independence Air became quickly known for the humorous touches it added to the flying experience, such as replacing the flight attendant safety announcements with prerecorded versions of the warnings by celebrities such as James Carville and Mary Matalin. They also attracted attention from their partnership with the Laugh Factory and the use of former baggage handler Dave George as "the Flyi Guy" — the airline's resident comedian.

Headquarters
Independence Air had its headquarters in Loudoun Gateway III in the Loudoun Gateway Corporate Center in Dulles, unincorporated Loudoun County, Virginia. The facility is located at the intersection of Virginia Route 28 and Virginia Route 606, 1 mi north of the Dulles Toll Road and near Washington Dulles International Airport. The three-story, 76557 sqft building has an about 25,000 RSF floor plate. The entire Loudoun Gateway Corporate Center has about 38.6 acre of space. Grubb & Ellis had originally leased 76982 sqft of the building to Atlantic Coast Airlines.

Fleet
From the airline's beginning, its fleet mix was cited as one of the causes of its financial troubles. Independence Air's fleet ebbed and flowed in an attempt to stay in business. In February 2005, the airline canceled the lease on more than 20 Bombardier CRJ200 jets and British Aerospace Jetstream 41 turbo-prop planes.

At the time of its last flight, Independence had 42 planes, down from a peak of 87.

Historical fleet
Independence Air previously operated the following aircraft:

Decline
After its emergence as an independent brand name, Independence Air became known for offering very low airfares: as little as $29 one-way to Florida from Washington Dulles International Airport. However, the company never overcame a series of financial problems during its transition, and its decline started only six months after its launch.

In February 2005, one of its aircraft was repossessed after the company missed a lease payment, after trying and failing to restructure the lease. Later that year, three more aircraft were sold or repossessed and in November 2005, FLYi, Inc., their parent company, declared bankruptcy. The company cited rising costs in the airline industry as the reason its low-cost strategy did not succeed.

In the intervening months between FLYi's declaration of bankruptcy and Independence Air's cessation of operations, a number of airlines expressed an interest in acquiring the airline's assets including: Mesa Air Group, United Airlines and Richard Branson.

Not finding a suitable buyer in time to keep the planes flying, Independence Air announced on January 2, 2006, that it would cease operations at 7:26 p.m. UTC-5 on January 5, 2006, following a flight from Westchester County Airport in New York. When the airline ceased operations, it employed more than 2,500 staff, many of whom had been with the airline since its inception as Atlantic Coast Airlines. Over its 18 months of operation, Independence carried more than 8 million passengers.

On March 10, 2006, Northwest Airlines bought the operating certificate of Independence Air for $2 million to establish a new regional airline. On March 29, 2006, Northwest reported that Independence Air would be renamed Compass Airlines. The first flight route would be a twice daily service between Washington Dulles International Airport and Minneapolis-Saint Paul International Airport beginning in early June 2006.

Destinations
At the time of its shutdown on January 5, 2006, Independence operated 200 daily departures to 37 destinations throughout the United States, up from 78 flights at its launch.

title: Independence Air


text:
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I claim this territory in the name of the King of Siam.

title: User:StAkAr Karnak


text: Talk:The Cosby Show

title: Talk:The Cosby Show


text:
Locarno Treaties

The Locarno Treaties were seven agreements negotiated in Locarno, Switzerland, from 5 to 16 October 1925 and formally signed in London on 1 December, in which the First World War Western European Allied powers and the new states of Central and Eastern Europe sought to secure the post-war territorial settlement, in return for normalizing relations with the defeated German Reich (the Weimar Republic). It also stated that Germany would never go to war with the other countries. Locarno divided borders in Europe into two categories: western, which were guaranteed by the Locarno Treaties, and eastern borders of Germany with Poland, which were open for revision.

Planning the treaties
German foreign minister Gustav Stresemann made his highest priority the restoration of German prestige and privileges as a leading European nation. Allied withdrawal from the northern zone of the Occupation of the Rhineland was originally scheduled for January 1925 in the Treaty of Versailles. However, France and Britain, citing Germany's lack of compliance with the disarmament provisions in the Treaty of Versailles, refused to withdraw in January 1925. Having realized that France deeply desired a British guarantee of its postwar borders, but that London was reluctant, Stresemann came up with a plan whereby all sides would get what they wanted: through a series of treaties that promised these guarantees. Upon hearing this proposal, British Foreign Secretary Austen Chamberlain enthusiastically agreed. France realized that its occupation of the Ruhr had caused much financial and diplomatic damage. The foreign ministers then convened in the Grand Hotel in the Swiss resort of Locarno in October 1925, where they came to an agreement on the treaties.

The first treaty was the most critical: a mutual guarantee of the frontiers of Belgium, France, and Germany, guaranteed by Britain and Italy. The second and third treaties called for arbitration between Germany and Belgium, and Germany and France, regarding future disputes. The fourth and fifth were similar arbitration treaties between Germany and Poland, and Germany and Czechoslovakia. Poland especially, and Czechoslovakia as well, felt threatened by the Locarno agreements and these treaties were an attempt to reassure them. Thanks to the Dawes Plan, Germany was now making regular reparations payments. The success of the Locarno agreements led to the admission of Germany to the League of Nations in September 1926, with a seat on its council as a permanent member.

Goals
For the British government, the main goals were promoting Franco-German reconciliation, and the expectation that reconciliation would lead to France dissolving its cordon sanitaire, as the French alliance system in Eastern Europe was known between the wars. If France were to dissolve its alliances in Eastern Europe, Poland would peacefully hand over the territories ceded by Germany in the Treaty of Versailles: the Polish Corridor, the Free City of Danzig (modern Gdańsk, Poland) and Upper Silesia.

Parties and agreement
The principal treaty concluded at Locarno was the Rhineland Pact between Germany, France, Belgium, the United Kingdom, and Italy. Germany formally recognised its new western borders as established by the Treaty of Versailles. Furthermore, the first three signatories undertook not to attack each other, with the latter two acting as guarantors. In the event of aggression by any of the first three states against another, all other parties were to assist the country under attack. Germany also agreed to sign arbitration conventions with France and Belgium and arbitration treaties with Poland and Czechoslovakia, undertaking to refer future disputes to an arbitration tribunal or to the Permanent Court of International Justice.

France signed further treaties with Poland and Czechoslovakia, pledging mutual assistance in the event of conflict with Germany. These essentially reaffirmed existing treaties of alliance concluded by France with Poland on 19 February 1921 and with Czechoslovakia on 25 January 1924. These treaties also showed that relations between France and Germany had not improved to a large extent.

Effect
The Locarno Treaties marked a dramatic improvement in the political climate of western Europe in 1925–1930. They promoted expectations for continued peaceful settlements, often called the "spirit of Locarno". This spirit was made concrete when Germany joined the League in 1926, and the withdrawal of Allied troops occupying Germany's Rhineland. The Nobel Peace Prize was given to the lead negotiators of the treaty, going to Chamberlain in 1925 and jointly to Aristide Briand and Stresemann in 1926.

Historian Sally Marks says: "Henceforth the spirit of Locarno would reign, substituting conciliation for enforcement as the basis for peace. Yet for some peace remained a desperate hope rather than an actuality. A few men knew that the spirit of Locarno was a fragile foundation on which to build a lasting peace."

Hitler repudiated Locarno by sending troops into the demilitarized Rhineland on 7 March 1936.

In Poland, the public humiliation received by Polish diplomats was one of the contributing factors to the fall of the Grabski cabinet. Locarno contributed to the worsening of the atmosphere between Poland and France, weakening the Franco-Polish alliance. Józef Beck ridiculed the treaties saying, "Germany was officially asked to attack the east, in return for peace in the west." Józef Piłsudski would say that "every honest Pole spits when he hears this word [Locarno]". Proposals in 1934 for an "eastern Locarno" pact securing Germany's eastern frontiers foundered on German opposition and on Poland's insistence that its eastern borders should be covered by a western guarantee of her borders. The Locarno treaty was heavily undermined by the Franco-Soviet Treaty of Mutual Assistance on 2 May 1935, which the German government claimed was a violation of its "spirit".

title: Locarno Treaties


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Antique (province)

Antique, officially the Province of Antique (Kapuoran kang Antique; Kapuoran sang Antique; Lalawigan ng Antique), is a province in the Philippines located in the Western Visayas region. Its capital is San Jose de Buenavista, the most populous town in Antique. The province is situated in the western section of Panay Island and borders Aklan, Capiz and Iloilo to the east, while facing the Sulu Sea to the west.

The province is home to the indigenous Iraynun-Bukidnon, speakers of a dialect of the Kinaray-a language, who have crafted the only rice terrace clusters in the Visayas through indigenous knowledge and sheer vernacular capabilities. The rice terraces of the Iraynun-Bukidnon are divided into four terraced fields, namely, General Fullon rice terraces, Lublub rice terraces, Bakiang rice terraces, and San Agustin rice terraces. All of the rice terrace clusters have been researched by the National Commission for Culture and the Arts and various scholars from the University of the Philippines. There have been campaigns to nominate the Iraynun-Bukidnon Rice Terraces, along with the Central Panay Mountain Range, into the UNESCO World Heritage List.

Etymology
Antique was one of the three (districts) of Panay before Spanish colonizers arrived on the islands. The province was known at that time as Hantík, the local name for the large black ants found on the island. The Spanish chroniclers, influenced by the French, recorded the region's name as Hantique (with the silent 'h'), but this was only adopted in areas near Malandog River in present Hamtic town which then became the provincial capital (shortly before Bugason and San Jose). The province bearing its former capital's name is spelled and pronounced as "Antique" (än-ti-ké), without 'h' and pronounced in (Kinaray-a) dialectic way.

Early history
Historians believe that the earliest people who settled on the island of Panay were tribal Negritos or Atis. Oral history, relayed as the "Maragtas", states that ten "datus" or minor tribal Malay chieftains escaped persecution from a city called Odtohan from Borneo due to a tyrant ruler called Makatunaw. The ten datus, led by Datu Puti, sailed northward with their families and communities, landing on Panay after departing Borneo. There are claims that the narrative of the Maragtas is dated to 1200 to fit with the transition of the Srivijayan Empire to Majapahit but there is no written evidence about this, nor there are any existing claims that links the datus to Borneo. Nevertheless, the Maragtas narrative is to be considered as part of the local history of the people.

According to the Maragtas, the Bornean datus upon arrival met with the Ati chieftain Datu Marikudo and his wife Maniwantiwan. They offered the chieftain a salakot (wide-brimmed hat) (believed to be of pure gold by present-day locals) as well as a golden necklace, earrings, bracelets and trinkets they wore when they fled Borneo. The gifts also include pearls and fine clothes as a show of respect to the indigenous people. Datu Marikudo responded to the datus' generosity by giving them the lowlands and moving to the mountains with his Ati tribe as the mountains are sacred to them. The legendary arrival of Bornean boats at the shores of Antique is commemorated annually in the Binirayan festival.

The island of Panay was then divided into three : Hantik, Akean and Irong-Irong. Irong-Irong became Iloilo, Akean became the present-day Aklan and Capiz, and Hantik (also called Hamtik or Hamtic) became Antique. Hantik was named for the large black ants found on the island called "hantik-hantik".

Spanish colonial era
During the Spanish colonial period, the coastal province was vulnerable to attacks by Moro raiders. Under the direction of the Spanish friars, a series of watchtowers, like the 'Old Watchtower' in Libertad and Estaca Hill in Bugasong, were built to guard Antique.

In 1790, Antique was converted into a politico-military province with the town of Antique (now Hamtic) as its first capital. The provincial seat of government was later transferred to Bugasón (old name of Bugasong), and finally to San Jose de Buenavista. By the end of the 1700s, Antique had 9,228 families.

Japanese occupation era
In 1942, the Imperial Japanese Army landed in Antique and occupied the province during the Second World War.

During the Japanese Insurgencies and Occupation (1942–1944), the military general headquarters and camp bases of the 6th and 62nd Infantry Division of the Philippine Commonwealth Army was active from January 3, 1942, to June 30, 1946, and the military general headquarters and camp bases of the 6th Constabulary Regiment of the Philippine Constabulary was re-activated between October 28, 1944, and June 30, 1946. Additionally, during the implementation of the anti-imperial Japanese military operations on Panay Island between 1942 and 1945 in the Antique province, Filipino military forces aided the local guerrilla resistance against the Imperial Japanese Army.

Between 1944 and 1945, Philippine Commonwealth forces of the 6th Constabulary Regiment of the Philippine Constabulary and the 6th and 62nd Infantry Division of the Philippine Commonwealth Army defeated the Japanese troops and liberated the province. The liberation was achieved with the active support of recognized local guerrillas.

During the Marcos dictatorship
One of the significant events of the Philippines's Martial Law era was the Bacong Bridge Massacre, which took place in the town of Culasi, Antique on December 19, 1981. Sometimes also known as the Culasi incident, it involved the Philippine Constabulary killing 5 protester-farmers at the Bacong River bridge in Culasi's Barangay Malacañang. The victims were identified as Leopoldo A. Anos, Aquilino M. Castillo, Fortunato M. Dalisay, Remegildo P. Dalisay, and Joel B. Plaquino, and were later honored at the Philippines' Bantayog ng mga Bayani, which recognizes the heroes and martyrs who fought the authoritarian regime.

Contemporary
In 2014, the first ever Philippine rice terraces found outside the Cordilleras was discovered in Antique through satellite and a team of scientists and locals. The heritage site, known as the Antique Rice Terraces of the Panay-Bukidnon people, is believed to be at least 200 years old. In 2017, the province hosted the Palarong Pambansa for the very first time.

Geography
Antique is one of the six provinces comprising Western Visayas or Region VI, and one of the four provinces on the island of Panay.

The province, with a total land area of 2,729.17 km2, is an elongated stretch of land occupying the entire western side of the island. It is bounded by the rugged central mountains of Panay, bordering on the provinces of Aklan in the northeast, Capiz on the east, Iloilo in the southeast and the Sulu Sea on the west. Its westernmost and northernmost point is Semirara Island at 12.11944°N, 121.35278°W, while its eastern tip is approximately 11.01667°N, 122.325°W. Anini-y is the province's most southerly point at 10.40667°N, 121.96056°W. Resembling a seahorse in shape, it is 155 km long and 35 km at its widest point.

Physical Features
Antique has rugged and varied land. Nogas Island, Hurao-Hurao Island and Mararison Island have long stretches of white sand beaches that are ideal for shell-hunting. Batbatan Island on the other hand, appeals to scuba divers because of the well-preserved coral reefs.

Mount Madja-as is located in Culasi, is the highest peak on the island of Panay. This 2117 m mountain is a dormant volcano with lakes and 14 waterfalls. It is said to be the legendary home of Bulalakaw, the supreme god of the ancients, and beckons as a challenge for hikers and trekkers. Mount Nangtud, is the second highest mountain in Antique and Panay island with an elevation of 6,804 ft above sea level, located between Antique and Capiz border.

Antique has nine major rivers, the longest is Sibalom River 73 km, followed by Paliwan River 58.2 km, Cangaranan River 57.4 km, Dalanas River 34.6 km, Cairawan River 31.5 km, Ypayo River (Patnongon) 29.2 km, Tibiao River 26.4 km, Malandog River 17.8 km and Bacong River 16.2 km.

List of peaks in Antique by elevation.

 * Mount Madja-as 6946 ft
 * Mount Nangtud 6804 ft
 * Mount Baloy 6430 ft
 * Mount Balabag 5630 ft
 * Mount Agbalanti 5180 ft
 * Mount Kigas 4967 ft
 * Mount Igbanig 4810 ft
 * Mount Sipanag 4754 ft
 * Mount Igdalig 4518 ft
 * Mount Tiguran 4518 ft
 * Mount Tigatay 4429 ft
 * Mount Dumara 4222 ft
 * Mount Sansanan 4209 ft
 * Mount Anoy 3507 ft
 * Mount Balabag, Seb. 3360 ft
 * Mount Acotay 3241 ft
 * Mount Tinayunga 3002 ft
 * Mount Tuno 2841 ft
 * Mount Tigancal 2825 ft
 * Mount Tigbararing 2582 ft
 * Mount Tigdagano 2513 ft
 * Mount Manlagbo 2421 ft
 * Mount Aningalan 2470 ft

River systems
List of rivers in Antique by length.

 * 1.Sibalom River 73 km
 * Tipulu-an River 33.1 km
 * Mao-it River 15.8 km
 * Maninila River 31.1 km
 * Cansilayan River 12.5 km
 * 2.Paliwan River 58.2 km
 * Paningayan River 18.7 km
 * Bucayan River 14.1 km
 * Nawili River 12.6 km
 * 3.Cangaranan River 57.4 km
 * Cadi-an River 25 km
 * Baloy River 15.4 km
 * 4.Dalanas River, Barbaza 34.6 km
 * Mali-ao River 26.3 km
 * Kigas River 16.2 km
 * Mamara River 11.3 km
 * Bajay River 10 km
 * Memero River 6.2 km
 * Nalusdan River 5.8 km
 * 5.Cairawan River, Laua-an 31.5 km
 * Cabay-ang River 19.5 km
 * 6.Ypayo River, Patnongon 29.2 km
 * 7.Tibiao River, Tibiao 26.4 km
 * 8.Malandog River, Hamtic 17.8 km
 * 9.Bacong River, Culasi 16.2 km
 * 10.Hamtic River, Hamtic 15.2 km
 * 11.Carit-an River, Patnongon 15.1 km
 * 12.Casay River, Anini-y 14.3 km
 * 13.Asluman River, Hamtic 13.8 km
 * 14.Ipil River, Belison 13.4 km
 * 15.Iba River, Anini-y 13.1 km
 * 16.Bulanao River, Libertad 12.3 km
 * 17.Bacalan River, Sebaste 11.5 km
 * 18.Inyawan River, Libertad 11.4 km
 * 19.Sabang River, Bugasong 11.4 km
 * 20.Panganta River, Culasi 10.6 km
 * 21.Paningayan River, Culasi 10.4 km
 * 22.Binangbang River, Barbaza 10.4 km
 * 23.Bugang River, Pandan 10.3 km
 * 24.Patnongon River, Patnongon 10.2 km
 * 25.San Roque River, Libertad 10.1 km
 * 26.Carit-an River, Sebaste 8.7 km
 * 27.Dao River, Tobias Fornier 8.6 km
 * 28.Ypayo River, Sebaste 8.2 km
 * 29.Linaban River, Hamtic 8.2 km
 * 30.Panukayan River, Pandan 8.2 km
 * 31.Nauring River, Pandan 7.8 km
 * 32.Cala-cala River, Sebaste 7.7 km
 * 33.Bongol River, Culasi 7.6 km
 * 34.Duyong River, Pandan 7.6 km
 * 35.Aureliana River, Patnongon 7.5 km
 * 36.Idio River, Sebaste 7.5 km
 * 37.Burabod River, Pandan 7.3 km
 * 38.Union River, Libertad 7.2 km
 * 39.Carit-an River, Culasi 7.1 km
 * 40.Patria River, Pandan 6.1 km
 * 41.Guija River, Bugasong 5.9 km
 * 42.Aguila River, Sebaste 5.5 km
 * 43.Bitadnon River, Culasi 5.4 km
 * 44.Aras-asan River, Hamtic 5.4 km
 * 45.Igbarawan River, Patnongon 5.2 km
 * 46.Nalupa River, Barbaza 5.1 km
 * 47.San Andres River, Pandan 5.1 km
 * 48.Paz River, Libertad 4.9 km
 * 49.Barusbus River, Libertad 4.9 km
 * 50.Laua-an River, Laua-an 4.6 km
 * 51.Mapatag River, Hamtic 4.6 km
 * 52.Nauhon River, Sebaste 4.2 km
 * 53.Mauno River, Laua-an 3.8 km
 * 54.Banban River, Laua-an 2.4 km
 * 55.Yapo River, Barbaza 2.3 km
 * 56.Intao Creek, Laua-an 2.1 km
 * 57.Bahuyan Creek, Barbaza 1.3 km

Waterfalls
List of waterfalls in Antique.
 * Tigmalmos Falls in Tibiao
 * Bugtong Bato Falls in Tibiao
 * Inyawan Falls in Libertad
 * Sigbungon Falls in Barbaza
 * Macalbag Falls in Barbaza
 * Kamalasag Falls in Sebaste
 * Igpasungaw Falls in Sebaste
 * Bulwang Falls in Sebaste
 * Nabarao Falls in Sebaste
 * Capnayan Falls in Laua-an
 * Kataw Falls in Culasi
 * Cadiao Falls in Barbaza
 * Sayay Falls in Barbaza
 * Libog Falls in Culasi
 * Halat Falls in Bugasong

Climate
The rainy season in Antique is from June to November, and the summer season is from December to May.

Administrative divisions
Antique is subdivided into 18 municipalities.

San Jose de Buenavista serves as the provincial capital, the center of commerce and trade, and the seat of the provincial government and national government agencies.

Demographics
The population of Antique in the 2020 census was 612,974 people, with a density of undefined PD/km2. San Jose is the most populous town in the province.

Antiqueños are seafaring people that share many characteristics with their Panay neighbors. However, the steep slopes and the rugged, long mountain ranges of Antique have isolated it from the rest of Panay. Hence, they have developed their own distinct language called Kinaray-a. This language is of Austronesian origin characterized by the predominance of r's and schwa sounds spoken with a lilting gentle intonation.

The Antiqueños are noted for their industry. They are renowned weavers throughout the Visayas. The Bugasong patadyong, a tube cotton fabric of plaid design, is highly valued because of its fineness of weaving. Piña cloth is also produced in looms throughout the province. Wine manufactured from the sap of the coconut is a cottage industry.

Catholicism
The people of Antique are predominantly Catholics, with the Catholic Church as its largest denomination. While the Iglesia Filipina Independiente or the IFI, also known as the Aglipayan Church, is the second largest religious denomination in the province. The IFI being the tangible fruit of the Philippine Revolution against the Spanish Imperialist remains to be significant in the present-day Antique. Both the Roman Catholic and IFI are influential in both the society and politics of the province.

Others
Other religious denominations in the province are the Members Church of God International (MCGI), Protestants and Nontrinitarian cults such as, Iglesia ni Cristo, Seventh-day Adventist Church, Jehovah's Witnesses, and the Church of Jesus Christ of Latter-day Saints, among others.

In the mountains, remnants of ancient folk beliefs persist. Babaylans or native priestesses continue to divine the future, heal the sick or conjure spells.

Agriculture

For the year 1998, production of palay, the primary crop of the province, registered a total of 177,521 metric tons (mt.) or 4,438,025 cavans from 58,847 hectares with an average yield of 3.02 metric tons per hectare. An increase of 8,280 mt. or 16.37 percent over last years (1997) production was observed because the area harvested has increased by 9,822 hectares or 5.86 percent. However, the average yield per hectare decreased by 0.3 mt. per hectare or 0.09 percent. The average yield per hectare for irrigated lands is 3.39 mt., 2.63 mt. for rain-fed farms, and 1.57 for upland areas. The province regularly harvests enough to feed its population. This year, there is a surplus of 83,756 mt. or 2,093,900 cavans of palay.

Copra, the second major agricultural commodity, registered a total production of 15,712 mt. in 1998 reflecting a decrease of 965 mt. (5.78%) as against last years (1997) yield of 16,677 mt. The main bulk of copra came from the municipality of Caluya where this area accounts for 44 percent of the total copra output of the province. The area planted with coconuts constitutes about 34 percent of the total area of the province. Caluya, together with Pandan, account for more than half (53%) of the total provincial figure in terms of area planted, number of bearing trees.

Fishery
Fishing is the major source of livelihood for households in the 15 coastal municipalities. The rich fishing grounds of the Cuyo East Pass, Sulu Sea, and the municipal waters along the approximately 296.8 km coastline, make fishing a promising venture. The fishing season is year round and peaks during December to June. A total of 17,437 households are directly dependent on fishing, and 39,055 households are indirectly dependent on it.

Livestock and poultry
Livestock and poultry raising in the province is through backyard or commercial system of production. Data from Bureau of Agricultural Statistics (BAS) revealed that from 1,441,660 head of livestock and poultry in 1997, the number rose to 1,547,944 in 1998, an additional 106,284 heads, indicating a 7.37% growth. The main reason behind this growth is the increase in poultry production of almost 7.88 percent.

Forestry
Forest products include bamboo, buri, bariw, nito, log, charcoal, abaca, herbal vines and plants, wild flowers and others. These forest resources are of undetermined quantity, and are used as raw materials in the construction industry, furniture and handicraft.

One of the most notable flower to be thriving the Antiqueño mountains would be the rafflesia, one of the biggest flowers in the world. Rafflesia is Antique's provincial flower.

A large percentage of forestland is classified as protected (59.29 percent or 70,338.52 hectares). A little more than 50 percent of the total forestland is vegetated. The municipalities of Culasi, San Remigio and Valderrama registered the highest vegetative cover with an area of 13,005 ha, 8637.50 ha and 6,35 hectares respectively. The remaining 40.71 percent or 48,296.48 ha are classified as production forests.

Trade, commerce, and industry
Major products shipped out of the province are palay, rice, copra, muscovado sugar, legumes, fruits and vegetables, livestock, fish and fish preparations, and seaweeds. Manufacture items like native gifts, toys, and housewares are sold in major cities of the country and abroad. Principal mined products exported include coal, marble, silica, copper and gemstones.

The main goods entering the province are construction materials, dry goods, groceries, canned and bottled products, fertilizers and others.

The capital town of San Jose de Buenavista is the center of business in the province while Culasi is the center of the North.

Economically potential towns are San Jose, Sibalom, Caluya, Culasi, Pandan, Hamtic, Tibiao, Bugasong and Patnongon.

With the revival of Antique Airport (also called Evelio Javier Airport), commercial flights have resumed and may contribute to the development of commerce and tourism industry especially in the capital town, San Jose.

Establishments
An establishment is an economic unit which engages under a single ownership or control. The Department of Trade and Industry (DTI) classifies establishments as manufacturing, trade and service. For 1998, fourteen manufacturing establishments were reported. Such manufacturing establishments are making hollow blocks, wood furniture, steel/wood, packed foods, metal craft, threshers, soap and sidecars. Service establishments totaled 117 and a total of 294 trade establishments.

Mineral resources

Antique has deposits of metallic and non-metallic mineral resources. The metallic mineral resources include copper, gold, chromite, pyrite, iron, manganese and ferro alloy and limestone. Copper deposits in Barbaza and San Remigio are estimated to have a volume of 36,255 metric tons and 59,445 metric tons respectively. Pyrite deposits in Valderrama and Sibalom are estimated at 120,000 metric tons while limestone deposits in Culasi are estimated at 30 billion metric tons.

The Mines and Geo-Sciences Bureau (MGB) confirms the presence of gold in Mt. Dumara, Laua-an extending as far as Lumboyan, Barbaza. An analysis conducted in ore deposits indicated that 39.75 grams of gold can be found in a metric ton of ore. Non-metallic deposits include sulfides, clay, sulfur, oil and gemstones. Marble deposits are estimated at 1.8 billion metric tons in Libertad, and 2.3 billion metric tons in Pandan. Coal reserves in Caluya are estimated to be 1.6 million metric tons.

An indication of oil deposits was recently discovered at Maniguin Island in Culasi.

Tourism
The whole stretch of coastal areas in Antique is suited for scuba diving. Starting from the southern town of Antique tourists can drop by Sira-an Hot Spring, claimed to be a medical spring. The next destination is the capital town San Jose de Buenavista passing by Malandog Marker, site of the first Malayan Settlement and the newly constructed Marina Bay. Tourism amenities like restaurants, two shopping malls, pasalubong centers, accommodations and beach resorts are present. Rafflesia, the largest flower in the world, can be found in Sibalom Natural Park. In the municipalities of Patnongon and Laua-an, tourists interested in traditional methods can visit muscovado mills and watch how muscovado sugar is processed. Products made with muscovado are also available; Laua-an is noted for its long butong-butong (a candy made with muscovado sugar). Tibiao has the kawa bath, Bugtong Bato Falls and the Fish SPA. From Culasi, Mount Madja-as can be seen, the "Mount Olympus" of Antique. Sebaste has the Igpasungaw Falls, the Sebaste Inland Resort and the most visited Saint Blaise Church, where devotees of St. Blaise make a pilgrimage every year during the annual fiesta, Pandan has Malumpati Health Spring and Bugang River—declared as the cleanest body of water in the whole country by the Gawad Pangulo sa Kapaligiran—where rafting and river boating can be experienced. This is the most developed tourism area with a tour package. Libertad is known for its bariw mat and bag weaving. San Remigio is recently tagged as summer capital of the province with cool weather to enjoy and a strawberry farm.

Binirayan festival
Started in San Jose in 1974 by governor Evelio Javier, this is a week-long festival that includes colorful street parades, beach shows, plaza concerts, a beauty contest and trade fair. "Binirayan" biray, or "sailboat" in Kinaray-a (Antique's local language), refers to the Pre-Hispanic legend of the Bornean datus to reach Malandog beach, where they befriended the Atis (Aetas) and eventually started a civilization. Antique tradition holds that it was founded by Bornean Malays in the 12th century, although this had been called erroneously as a hoax, recent studies show there is support for this claim in contemporary records from Chinese annals and as well as early Spanish reecords pre dating the maragtas work by Moteclaro. According to legend, 10 Bornean datus (chieftains) claimed Panay island and their leader, Datu Sumakwel, founded the settlement in Malandog, Hamtik, Antique.

Roads
Antique has a total road length of 340 km including a 208 km National Road linking the province from Libertad in the north to Anini-y in the south. Transportation services are generally provided by tricycles, jeepneys, vans and buses. There are also daily buses to Manila via the roll-on/roll-off nautical highway and other neighboring provinces and cities including Iloilo City and Kalibo.

Airports
Evelio Javier Airport (Antique Airport), located in San Jose de Buenavista, is the only airport in the province with flights to Manila operated by PAL Express. Semirara Island in Caluya has an airstrip that has chartered flights to Manila.

Seaports
Seaports in the province include the Lipata Port in Culasi and the San Jose Port in San Jose de Buenavista. Lipata Port in Culasi being used to travel to Caluya.

Universities and colleges

 * Advance Central College (ACC) (San Jose, Antique)
 * University of Antique (Main Campus) Sibalom, Antique
 * University of Antique (Tibiao Campus)
 * University of Antique (Hamtic Campus)
 * University of Antique (Caluya Campus)
 * University of Antique (Libertad Campus)
 * University of the Philippines - Visayas Extension Campus (Pandan, Antique)
 * Pandan Bay Institute (Pandan, Antique)
 * Saint Anthony's College (San Jose, Antique)
 * STI Antique (San Jose, Antique)
 * Vicente A. Javier Memorial Community College (Culasi, Antique)

Notable people

 * Loren Legarda - senator, journalist, and UN Global Champion for Resilience
 * Jerry Navarro Elizalde - Philippine National Artist for Visual Arts - Painting
 * Evelio Javier - Filipino lawyer, civil servant, politician, and an opposition leader during the regime of President Ferdinand Marcos. His assassination on February 11, 1986, allegedly by allies of Marcos, was one of the sparks of the People Power Revolution later that month.
 * John Iremil Teodoro - Filipino writer, university professor and freelance journalist. He is also a multi-awarded poet and playwright, one of the country's leading pioneers in gay literature and the most published author in Kinaray-a to date.
 * Alex C. Delos Santos - a Karay-a writer and theater artist based in San Jose, Antique, the Philippines. He completed his Master of Education with an academic excellence award from the University of the Philippines in the Visayas. His research and writing interests are in culture and arts and gay literature.
 * Richard Yee - Filipino professional basketball player who last played for the Barako Bull Energy Boosters in the Philippine Basketball Association.
 * Alberto A. Villavert - Filipino politician who led the Philippine Province of Antique between 1937 and 1946 both as an appointed and elected Governor. He was first elected as presidente municipal (town mayor) of Antique's capital town of San Jose in 1928 and was the youngest presidente municipal in his time at the age of 24 and then became governor of the province in 1937. Villavert became an Antique Representative of the National Assembly from 1943 to 1944. During World War II, he served in the USAFFE and subsequently appointed as Governor of the Province again from 1946 to 1947 and then elected and served the same post from 1948 – 1951.
 * Megan Young - Filipino-American actress, model, TV host and beauty queen. She won the Miss World Philippines title and was later crowned as Miss World 2013 in Bali, Indonesia. She is the daughter of Victoria Talde who hails from Pandan, Antique.
 * Lauren Anne Young - Filipino-American actress and model. She is the younger sister of actress and Miss World 2013 Megan Young.
 * Genevieve L. Asenjo - Filipino poet, novelist, translator and literary scholar in Kinaray-a, Hiligaynon and Filipino. Asenjo is an associate professor at De La Salle University in Manila. In 2010, she founded Balay Sugidanun (The House of Storytelling).
 * Lisa Macuja-Elizalde - Ballerina
 * Calixto Zaldivar – former representative, Lone District of Antique (1934–1935), former Governor of Antique (1951–1955) and former Associate Justice of the Supreme Court (1964–1974). Former president of the National Lay Organization of the Iglesia Filipina. Honored at the Bantayog ng mga Bayani as among the heroes and martyrs who fought the authoritarian dictatorship of Ferdinand Marcos.
 * Nelia Sancho (1951–2022) - Filipina Beauty Queen and Fashion Model born in Botbot, Pandan, Antique was Binibining Pilipinas 1969 1st-Runner Up to Gloria Diaz, and Queen of the Pacific 1971 winner.
 * Jansen Magpusao - actor from Pandan, Antique who portrayed the lead role in 2019 Cinemalaya film John Denver Trending by Arden Rod Condez
 * Alfredo Siojo Lim, former Senator and Former Mayor of City of Manila. He is the Son of Quintin Lim Sr.

title: Antique (province)


text:
Ibn Warraq

Ibn Warraq (born 1946) is the pen name of an anonymous author critical of Islam. He is the founder of the Institute for the Secularisation of Islamic Society and used to be a senior research fellow at the Center for Inquiry, focusing on Quranic criticism. Warraq is the vice-president of the World Encounter Institute.

Warraq has written historiographies of the early centuries of the Islamic timeline and has published works which question mainstream conceptions of the period. The pen name Ibn Warraq (ابن وراق, most literally "son of a papermaker") is used due to his concerns for his personal safety; Warraq stated, "I was afraid of becoming the second Salman Rushdie." It is a name that has been adopted by dissident authors throughout the history of Islam. The name refers to the 9th-century skeptical scholar Abu Isa al-Warraq. Warraq adopted the pseudonym in 1995 when he completed his first book, entitled Why I Am Not a Muslim.

He is the editor of several books, also including The Origins of the Koran (1998), The Quest for the Historical Muhammad (2000), What the Koran Really Says (2002) and the writer/editor Leaving Islam (2003). Warraq's commentary on Islam has been criticized by academic specialists in Islamic history as polemical, overly revisionist and lacking in expertise.

Early life and education
Warraq claims to have been born in Rajkot, Gujarat in British India and his family migrated to the newly independent Pakistan in 1947. His family were of Kutchi origin. Although born in India, he held a Pakistani passport.

His mother died when he was an infant. He stated in an interview that he "studied Arabic and read the Qur'an as a young man in hopes of becoming a follower of the Islamic faith." His father decided to send him to a boarding school in England, which in Warraq's opinion, was partly to circumvent a grandmother's effort to push an exclusively religious education on his son at the local madrasa. After his arrival in Britain, he only saw his father once more, when he was 14; his father died two years later. At 18, he took part in the Bridge in Britain exchange in Israel, working on a kibbutz for six months. He had no idea that Pakistan had no relations with Israel and the scholarship embarrassed his father. He enjoyed the experience greatly. It also made him more aware of being from a Muslim background, as he met people of different religions in Israel.

By 19, he had moved to Scotland to pursue his education at the University of Edinburgh, where he studied philosophy and Arabic with Islamic studies scholar W. Montgomery Watt.

After graduating, Warraq was a primary school teacher in London for five years and moved to France with his wife in 1982, opening an Indian restaurant. He also worked as a courier for a travel agent. Warraq claims to have been "shy" for most of his youth.

Career
Warraq claims to have been induced into writing against Islam due to the inclination of Western intellectuals in blaming Rushdie during the Satanic Verses controversy. He noticed a lack of anti-Islam tracts in Free Inquiry, an American secular humanist publication, and wrote on topics such as "Why I am not Muslim." Warraq claims to have been hosted by David Frum, speech-writer of George W. Bush at the White House shortly after the 9/11; Frum maintains silence. In March 2006, he co-signed a manifesto in response to violent protests in the Islamic world surrounding the Jyllands-Posten Muhammad cartoons controversy, declaring Islam as a totalitarian regime.

In October 2007, Warraq participated in an Intelligence Squared debate, "We Should Not Be Reluctant to Assert the Superiority of Western Values," in London. He argued in favor of the motion; arguing on the same side as him were Douglas Murray and David Aaronovitch, while their opponents were Tariq Ramadan, William Dalrymple, and Charles Glass. Although he does not subscribe to any particular religion, he has a higher opinion of humanism than of Islam and has described himself as an atheist. He is the founder of the Institute for the Secularisation of Islamic Society (ISIS). He has also been on the advisory board of the International Free Press Society, and been associated with the counter-jihad movement.

Books and reception
Ibn Warraq continued writing with several works examining the historiography of the Qur'an and Muhammad. Other books treated the topic of secular humanist values among Muslims. In The Origins of The Koran: Classic Essays on Islam's Holy Book, Ibn Warraq includes some of Theodor Nöldeke's studies. In 2005, Warraq spent several months working with Christoph Luxenberg, who wrote about Syriac vs. Arabic interpretation of Quranic verse.

A pattern in Warraq's work is paying homage to earlier scholarly works on Christianity by borrowing their titles and applying them to Islam: Why I Am Not a Muslim is taken from Bertrand Russell's Why I Am Not a Christian (1927), The Quest for the Historical Muhammad is taken from Albert Schweitzer's The Quest of the Historical Jesus (1910), and What the Koran Really Says is taken from German author Manfred Barthel's Was wirklich in der Bibel steht ("What the Bible Really Says", 1980).

Praise
In a 1996 review of Why I Am Not a Muslim, Daniel Pipes wrote that "With few exceptions, he [Warraq] relies almost entirely on the Western tradition of Islamic studies" but concluded that "Despite his anger, 'Ibn Warraq' has written a serious and thought-provoking book" calling for "an equally compelling response from a believing Muslim." Pipes also described Why I am not a Muslim (1995) as "well-researched and quite brilliant." David Pryce-Jones said that it was "a scrupulously documented examination of the life and teaching of the Prophet Muhammad, of the Qur'an and its sources, and the resulting culture." Christopher Hitchens described Why I Am Not a Muslim as his "favorite book on Islam."

In 2007, Douglas Murray described Ibn Warraq as: "the great Islamic scholar ... one of the great heroes of our time. Personally endangered, yet unremittingly vocal, Ibn Warraq leads a trend. Like a growing number of people, he refuses to accept the idea that all cultures are equal. Were Ibn Warraq to live in Pakistan or Saudi Arabia, he would not be able to write. Or if he did, he would not be allowed to live. Among his work is criticism of the sources of the Qur'an. In Islamic states this constitutes apostasy."

In a 2008 review of Ibn Warraq's book, Defending the West: A Critique of Edward Said's Orientalism, political scientist Peter Berkowitz described Warraq as a "worthy critic" for Edward Said. Berkowitz said that "with a rare combination of polemical zest and prodigious learning, it [Defending the West] is the first [book-length critique] to address and refute Said's arguments 'against the background of a more general presentation of salient aspects of Western civilization.'" In a 2009 review of Defending the West A. J. Caschetta concluded that "Ibn Warraq's critique of Said's thought and work is thorough and convincing, indeed devastating to anyone depending on Saidism. It should do to Orientalism what Mary Lefkowitz's Not Out of Africa did to Martin Bernal's Black Athena." Pryce-Jones said that it "demolishes in close detail the Saidian 'narrative.'"

In a 2012 review of Ibn Warraq's book, ''Virgins? What Virgins'', Rice University historian of Islam David Cook wrote: "As a scholar of Islam myself, I find Ibn Warraq's attitude to be very refreshing, and his scholarship for the most part to be accurate and devastating in pinpointing the weaknesses in Muslim orthodoxy." The book's third essay, Cook continues, "could almost serve as a history of our field, and of its systematic failure to critique the foundational texts of Islam as those of other faiths have been critiqued."

Criticism
In reviewing Ibn Warraq's compilation The Origins of the Koran, religious studies professor Herbert Berg has labelled him as "polemical and inconsistent" in his writing. Berg lauded the inclusion of the essay by Theodor Nöldeke, but panned the inclusion of William St. Clair Tisdall's as "not a particularly scholarly essay". He concluded "[i]t seems that Ibn Warraq has included some of the essays not on the basis of their scholarly value or their status as 'classics', but rather on the basis of their hostility to Islam. This does not necessarily diminish the value of the collection, but the reader should be aware that this collection does not fully represent classic scholarship on the Quran."

In reviewing Ibn Warraq's essay in his Quest for the Historical Muhammad (2001) Fred Donner, a professor in Near Eastern studies, notes his lack of specialist training in Arabic studies, citing "inconsistent handling of Arabic materials," and unoriginal arguments, and "heavy-handed favoritism" towards revisionist theories and "the compiler's [i.e. Ibn Warraq's] agenda, which is not scholarship, but anti-Islamic polemic." Anthropologist and historian Daniel Martin Varisco has criticized Ibn Warraq's book Defending the West: A Critique of Edward Said's Orientalism, writing that "This modern son of a bookseller imprints a polemical farce not worth the 500-plus pages of paper it wastes."

His work, The Origins of the Koran, is itself based on a polemic by St. Clair Tisdall "The original sources of the Qur'an" which was described by François de Blois as a "decidedly shoddy piece of missionary propaganda".

François de Blois in reviewing The Origins of the Koran, states that "it is surprising that the editor, who in his Why I am not a Muslim took a very high posture as a critical rationalist and opponent of all forms of obscurantism, now relies so heavily on writings by Christian polemicists from the nineteenth century". Asma Afsaruddin states that "Ibn Warraq is not interested in debate; he wants nothing less than wholesale conversion to his point of view within the community of scholars of Islam" and added that his work, The Origins of the Koran, "needlessly poisons the atmosphere and stymies efforts to engage in honest scholarly discussion".

Works

 * Why I Am Not a Muslim, Ibn Warraq, foreword by R. Joseph Hoffmann, Prometheus Books, 1995, hardcover, 428 pages, ISBN 0-87975-984-4
 * The Origins of the Koran: Classic Essays on Islam's Holy Book, edited by Ibn Warraq, Prometheus Books, 1998, hardcover, 420 pages, ISBN 1-57392-198-X
 * The Quest for the Historical Muhammad, edited and translated by Ibn Warraq, Prometheus Books, 2000, hardcover, 554 pages, ISBN 1-57392-787-2
 * What the Koran Really Says: Language, Text, and Commentary, edited and translated by Ibn Warraq, Prometheus Books, 2002, 600 pages, ISBN 1-57392-945-X
 * Leaving Islam: Apostates Speak Out, edited by Ibn Warraq, Prometheus Books, 2003, hardcover, 320 pages, ISBN 1-59102-068-9
 * Defending the West: A Critique of Edward Said's Orientalism, Prometheus Books, 2007, hardcover, 300 pages, ISBN 1-59102-484-6
 * Which Koran?: Variants, Manuscripts, and the Influence of Pre-Islamic Poetry, Prometheus Books, 2008, 631 pages, ISBN 978-1-59102-429-3
 * Why the West is Best: A Muslim Apostate's Defense of Liberal Democracy, Encounter Books, 2011, 286 pages, ISBN 1-59403-576-8
 * Sir Walter Scott's Crusades & Other Fantasies, Ibn Warraq, New English Review Press, 2013, paperback, 259 pages, ISBN 978-0-9884778-5-8
 *  Koranic Allusions: The Biblical, Qumranian, and pre-Islamic background to the Koran, Prometheus Books, 2013, 463 pages, ISBN 9781616147594
 * Christmas in the Koran: Luxenberg, Syriac, and the Near Eastern and Judeo-Christian Background of Islam, edited by Ibn Warraq, Prometheus Books, 2014, hardcover, 805 pages, ISBN 978-1-61614-937-6
 * The Islam in Islamic Terrorism: The Importance of Beliefs, Ideas, and Ideology, Ibn Warraq, New English Review Press, 2017, paperback, 396 pages, ISBN 978-1943003082
 * Leaving the Allah Delusion Behind: Atheism and Freethought in Islam, Berlin Schiller, 2020, hardcover, 700 pages, ISBN 3899302567

title: Ibn Warraq