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Camden Town tube station

Camden Town is a London Underground station in Camden Town. It is a major junction for the Northern line, as it is where the Edgware and High Barnet branches merge from the north, and is also where they split to the south into the Bank and Charing Cross branches for the journey through Central London. It is particularly busy with visitors to the Camden markets at weekends, and, until 2019, was exit-only on Sundays to prevent overcrowding. Northbound, the next stations are on the Edgware branch and  on the High Barnet branch. Southbound, the next stations are on the Bank branch and  on the Charing Cross branch. The station is in Travelcard Zone 2.

Charing Cross, Euston and Hampstead Railway
The station was first proposed as part of the original route of the Charing Cross, Euston and Hampstead Railway (CCE&HR) (now part of the Northern line). Proposals for the line had existed since 1893, but construction did not begin until the American entrepreneur Charles Tyson Yerkes invested in the line in October 1900. Work started in July 1902, and the station was opened on 22 June 1907 by David Lloyd George, then President of the Board of Trade. The line here branched into two routes, to Hampstead and to Highgate. The line to Hampstead (now the Edgware branch) is under Chalk Farm Road; the line to Highgate (now the High Barnet branch) is under Kentish Town Road. With the narrowness of the roads above, and the necessity to keep directly beneath them to avoid having to pay compensation to landowners during construction, on both branches the northbound platform is directly above the southbound one. The two roads meet at an angle of 35° forcing the station into an unusual V shape. The surface building was designed by the Underground Electric Railways Company of London's (UERL's) architect Leslie Green.

At the apex of the V was a junction allowing northbound trains to take either of the branches north, and likewise allow the trains south from the branches to join the single southbound track under Camden High Street. This resulted in four connecting tunnels. When the CCE&HR and City & South London Railway (C&SLR) lines were joined together after the C&SLR became part of the Underground Group on 1 January 1913, a short extension was planned from the Euston terminus of the City & South London Railway to connect with the CCE&HR south of Camden Town station allowing services to run from both City and West End branches to and from the Hampstead and Highgate branches. City branch services were extended to this station on 20 April 1924. The work required to join the two lines together at Camden Town was one of the most ambitious projects in the history of the Underground, and was undertaken without disrupting any existing services. It added another four tunnels that allows trains to proceed to or from either the Edgware or High Barnet branch on to or off both the City or Charing Cross branch without following conflicting paths. The multiple junction tunnels are effectively located beneath Camden High Street.

The original lifts and emergency stairs to the platforms were inside the vertex of the V, leading to four passageways, one to each of the platforms, with return passageways back to the lifts. With growing patronage and increasing congestion the lifts were later replaced by escalators that came into service on 7 October 1929 with an escalator heading from the station building to a circulating area at the northern end of the platforms. This has only two pairs of parallel passageways, one for each branch (northbound), with a small side passage on each leading to the lower southbound platforms. One set of the original lift passageways became part of the ventilation system, but the remaining one adds to the confusion of the station.

Northern line
The line, known post-merger for many years as the 'Edgware - Morden' line, was formally referred to as the Northern line from 28 August 1937.

The station was damaged by a bomb on 14 October 1940 during the Blitz. One person was killed. Shortly afterwards, Camden Town was chosen as one of eight stations on the Northern line where dedicated air-raid shelters would be constructed alongside the line, capable of accommodating 640,000 people.

2003 derailment
On 19 October 2003, the last carriage of a 1995 stock train derailed on the approach to the station while traversing points in the connecting tunnels that connect the various Northern line branches. Seven passengers were injured, six of them with minor injuries. Two carriages were seriously damaged by the impact. After the accident, trains were restricted to travelling either from the Edgware branch to the Bank branch or from the High Barnet branch to the Charing Cross branch. Full use of the junction was restored in March 2004.

Following the derailment, a joint report by London Underground and its maintenance contractor Tube Lines concluded that poor track geometry was the main cause of the derailment. Extra friction arising out of striations (scratches) on a newly installed set of points had allowed the leading wheel of the last carriage to climb the rail and therefore derail. The track at the derailment site is on a very tight bend in a tight tunnel bore, which prevents canting the track by dipping the height of one rail relative to the other, the normal solution in this sort of situation.

Future expansion and upgrade
The station is too small for current passenger demand, with just two escalators and too few passageways between Northern line platforms. The station is particularly busy at weekends with tourists visiting Camden Market and Camden High Street, with entry to the station prohibited on Sunday afternoons to prevent overcrowding on the station's narrow platforms. By 2021, weekday passenger demand at the station is expected to grow by 40 per cent.

London Underground originally submitted redevelopment plans in the early 2000s, a £130m project that would have eased congestion and provided step free access – with residential and office development above the new station. However, the project involved demolition of all buildings between Buck Street, Camden High Street and Kentish Town Road – including Buck Street Market, Electric Ballroom and the ox-blood tiled Leslie Green station building itself. London Underground's reasoning was that land was required for a temporary entrance for the station while the new station was built. Complaints regarding the loss of these buildings and the market – as well as complaints regarding out-of-place and out-of-scale development when compared to the remainder of Camden Town – led to a public inquiry, which was held in 2004. In 2005, Transport for London had their Transport and Works Act order refused by the office of the Deputy Prime Minister  and the scheme was subsequently cancelled.

In 2013, TfL announced new redevelopment plans given the continuing congestion and high passenger demand at the station. Instead of the previously aborted scheme, TfL proposed a new station building built on the north side of Buck Street, on the site of the vacated Hawley School, avoiding the need to demolish both the original station and the other previously-threatened buildings. As well as this new station entrance, expansion work would take place throughout the station with new escalators and passageways and step-free access - tripling the size of the station. In the 2017 consultation, construction work was estimated to take four years to complete. In 2018, following the delays to Crossrail and the knock on effects on TfL's business plan, the station upgrade was placed on hold indefinitely.

Station layout
As one of only three stations where transfers between the Bank and Charing Cross branches are possible and the northern of the two junctions between them, Camden Town features a complex platform arrangement. Like its sister station of Kennington, the station has four platforms with cross-platform interchanges available between branches.

However, unlike at Kennington, since trains do not terminate at Camden Town there are no terminus platforms or loop to allow terminating trains to turn around. Instead, all northbound trains heading towards Edgware use platform 1 and those heading towards High Barnet or Mill Hill East use platform 3. Trains heading southbound to either central branch use platforms 2 if coming from Edgware and 4 if coming from High Barnet or Mill Hill East respectively.

Out-of-station interchange
Camden Road station is located 450 metres north-east of the station for London Overground services to Stratford, Hackney, Gospel Oak and Richmond.

Buses
London Buses routes 1, 24, 27, 29, 31, 88, 134, 214, 253, 274 and night routes N5, N20, N27, N28, N29, N31, N253 and N279 serve the station. Route 46 passes nearby.

Air raid shelter
Camden Town is one of eight London Underground stations with a deep-level air-raid shelter underneath it. The entrances are on Buck Street (near the market) and Underhill Street with the shelter tunnels reaching from just north of Hawley Crescent to south of Greenland Street.

Nearby places

 * Camden Town
 * Chalk Farm
 * Kentish Town
 * Regent's Park
 * London Zoo
 * Somers Town

title: Camden Town tube station


text:
Quevedo

Quevedo may refer to:

 * Francisco de Quevedo, a prominent Spanish poet
 * Quevedo (surname)
 * Quevedo, Ecuador
 * Quevedo (Madrid Metro), a station on Line 2
 * Quevedo (rapper), Spanish rapper

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

title: Quevedo


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Puxian Wannu

Púxiān Wànnú was a Jurchen warlord who established the short-lived Eastern Xia dynasty in 13th-century China.

Púxiān Wànnú is also mentioned under the name fūjīū tāīīshī in Persian historical sources such as the Jami' al-tawarikh.

He originally served the waning Jin dynasty under pressure from the Mongol Empire. While the Mongols under Genghis Khan invaded Jin, a Khitan chief Yelü Liuge (耶律留哥) revolted against the dynasty in Liaodong in 1211 and made contact with the Mongol Empire in the next year. In 1214 Jin dispatched Puxian Wannu to Liaodong, but he was defeated around Kaiyuan. While Mukhali of the Mongol Empire invaded Northern China, Puxian Wannu rebelled against Jin and founded the Dazhen (大眞) kingdom in Dongjing (Liaoyang) in 1215. He adopted the title of Tianwang (天王 lit. Heavenly King) and named his era Tiantai (天泰).

As a result of an internal strife in the Eastern Liao, Yelü Liuge was expelled and sought support from Genghis. The Khitans got a counterattack from Jin and fled to Goryeo without permission. Puxian Wannu capitulated to Mukhali's army and sent his son Tege Qorči (铁哥/鐵哥 Tiěgē) as a hostage in 1216. However, he revolted soon after that and fled to an island while the Mongol army invaded Liaoxi and Liaodong.

In 1217 he moved from Dongjing to the Tumen River basin possibly to avoid both Mongol and Jin oppressions. He again named his kingdom Eastern Xia or Dongxia (东夏/東夏), established the capital around Yanji and called it Nanjing (南京 literally: "Southern Capital"). His domain extended north to Laoyeling Mountains, south to Hamgyŏngnamdo in modern-day North Korea, east to the Sea of Japan and west to the Zhangguangcailing Mountains, corresponding to the borderlands of modern-day China, Russia and North Korea.

He seems to have submitted to the Mongol Empire again. In 1218 the Mongol and Eastern Xia armies jointly intruded into Goryeo to subdue the Khitan remnants. Goryeo also joined the campaign and the Khitans were exterminated. The Mongol army retreated after establishing a "sibling" relationship with Goryeo. Mongol officers with Eastern Xia delegates came to Goryeo to exact tribute.

In 1222 Puxian Wannu revolted against the Mongol Empire yet again while Genghis Khan made an expedition toward the west. Since Goryeo rejected his demand for the opening of trading posts on the border, he invaded Goryeo many times. In 1233 Ögedei's son Güyük attacked Eastern Xia with a large force and captured Puxian Wannu. Wannu was executed by beheading after his capture, and the Eastern Xia collapsed nearly immediately afterwards. With the demise of Puxian Wannu, Jurchen remnants in Manchuria surrendered resulting in almost two hundred years of Mongol rule in Manchuria thereafter. The Jin dynasty was overthrown in the next year.

title: Puxian Wannu


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Gongsun Kang

Gongsun Kang (fl. 200s to 210s) was a Chinese military general, politician, and warlord who lived during the late Eastern Han dynasty. He became a vassal of the state of Cao Wei in the early Three Kingdoms period.

Life
Gongsun Kang was a son of Gongsun Du, the Administrator of Liaodong appointed by the Han central government. In 204, he inherited his father's appointment and controlled the territories of Liaodong, Xuantu and Lelang commanderies. He was nominally subject to the Han chancellor Cao Cao, while keeping his domain semi-independent of the central government. In c. December 207, when Yuan Shang and Yuan Xi fled to Liaodong after being defeated by Cao Cao's forces, Gongsun Kang killed the Yuans and sent their heads to Cao Cao.

In 204, Gongsun Kang helped invade Goguryeo after the older brother of King Sansang of Goguryeo, Balgi, went to Gongsun Kang and requested 30,000 soldiers to invade Goguryeo so that Balgi could become king. Around this time, Kang established the Daifang Commandery by separating the southern half from the Lelang commandery. Although Goguryeo defeated the first invasion and killed Balgi, Kang invaded Goguryeo again in 209 and seized some of its territory and weakened Goguryeo. Pressure from Liaodong forced Goguryeo to move their capital in the Hun River valley to the Yalu River valley near Hwando.

When Gongsun Kang died, his younger brother Gongsun Gong succeeded him because his sons were still young at the time. Gongsun Kang's son Gongsun Yuan took back control of Liaodong in 228.

title: Gongsun Kang


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Curtiss JN Jenny

The Curtiss JN "Jenny" was a series of biplanes built by the Glenn Curtiss Aeroplane Company of Hammondsport, New York, later the Curtiss Aeroplane and Motor Company. Although the Curtiss JN series was originally produced as a training aircraft for the US Army, the "Jenny" (the common nickname derived from "JN") continued after World War I as a civilian aircraft, becoming the "backbone of American postwar [civil] aviation".

Thousands of surplus Jennys were sold at bargain prices to private owners in the years after the war, and became central to the barnstorming era that helped awaken the US to civil aviation through much of the 1920s.

Design and development
Curtiss combined the best features of the model J and model N trainers, built for the US Army and US Navy, and began producing the JN or "Jenny" series of aircraft in 1915. Curtiss built only a limited number of the JN-1 and JN-2 biplanes. The design was commissioned by Glenn Curtiss from Englishman Benjamin Douglas Thomas, formerly of the Sopwith Aviation Company.

The JN-2 was an equal-span biplane with ailerons controlled by a shoulder yoke in the aft cockpit. It was deficient in performance, particularly climbing, because of excessive weight. The improved JN-3 incorporated unequal spans with ailerons only on the upper wings, controlled by a wheel. In addition, a foot bar was added to control the rudder. The 1st Aero Squadron of the Aviation Section, US Signal Corps received eight JN-2s at San Diego in July 1915. The squadron was transferred to Fort Sill, Oklahoma, in August to work with the Field Artillery School, during which one JN-2 crashed, resulting in a fatality. The pilots of the squadron met with its commander, Capt. Benjamin Foulois, to advise that the JN-2 was unsafe because of low power, shoddy construction, lack of stability, and overly sensitive rudder. Foulois and his executive officer Capt. Thomas D. Milling disagreed, and flights continued until a second JN-2 crashed in early September, resulting in the grounding of the six remaining JN-2s until mid-October. When two new JN-3s were delivered, the grounded aircraft were then upgraded in accordance with the new design. In March 1916, these eight JN-3s were deployed to Mexico for aerial observation during the Pancho Villa Expedition of 1916–1917.

After the successful deployment of the JN-3, Curtiss produced a development, known as the JN-4, with orders from both the US Army and an order in December 1916 from the Royal Flying Corps for a training aircraft to be based in Canada. The Canadian version, the JN-4 (Canadian), also known as the "Canuck", had some differences from the American version, including a lighter airframe, ailerons on both wings, a bigger and more rounded rudder, and differently shaped wings, stabilizer, and elevators.

As many as 12 JN-4 aircraft were fitted with an aftermarket Sikorsky wing by the then-fledgling company in the late 1920s.

Operational history
The Curtiss JN-4 is possibly North America's most famous World War I aircraft. It was widely used during World War I to train beginning pilots, with an estimated 95% of all trainees having flown a JN-4. The US version was called "Jenny", a derivation from its official designation. It was a twin-seat (student in front of instructor), dual-control biplane. Its tractor propeller and maneuverability made it ideal for initial pilot training with a 90 hp Curtiss OX-5 V8 engine giving a top speed of 75 mph and a service ceiling of 6500 ft. The British used the JN-4 (Canadian), along with the Avro 504, for their primary World War I trainer using the Canadian Aeroplanes Ltd. indigenous variant. Many Royal Flying Corps pilots earned their wings on the JN-4, both in Ontario and later in winter facilities at Camp Taliaferro, Texas. Although ostensibly a training aircraft, the Jenny was extensively modified while in service to undertake additional roles. Due to its robust but easily adapted structure able to be modified with ski undercarriage, the Canadian Jenny was flown year-round, even in inclement weather. The removable turtle deck behind the cockpits allowed for conversion to stretcher or additional supplies and equipment storage, with the modified JN-4s becoming the first aerial ambulances, carrying out this role both during wartime and in later years. Most of the 6,813 Jennys built were unarmed, although some had machine guns and bomb racks for advanced training. With deployment limited to North American bases, none saw combat service in World War I.

The Curtiss factory in Buffalo, New York, was the largest such facility in the world, but due to production demands, from November 1917 to January 1919, six different manufacturers were involved in production of the definitive JN-4D. Production from spare or reconditioned parts continued sporadically until 1927, although most of the final orders were destined for the civilian market in Canada and the United States.

Like the re-engined JN-4H version of the most-produced JN-4 subtype, the final production version of the aircraft was the JN-6, powered by a Wright Aeronautical license-built, 150 hp (112 kW) Hispano-Suiza 8 V-8, first ordered in 1918 for the US Navy. A floatplane version was built for the navy, which was so modified, it was essentially a different airframe. This was designated the N-9. In US Army Air Service usage, the JN-4s and JN-6s were configured to the JNS ("S" for "standardized") model. The Jenny remained in service with the US Army until 1927. After World War I, thousands were sold on the civilian market, including one to Charles Lindbergh in May 1923, in which he then soloed. Surplus US Army aircraft were sold (some still in their unopened packing crates) for as little as $50, flooding the market. With private and commercial flying in North America unhampered by regulations concerning their use, pilots found the Jenny's stability and slow speed made it ideal for stunt flying and aerobatic displays in the barnstorming era between the world wars, with the nearly identical Standard J-1 aircraft often used alongside it. Some were still flying into the 1930s.

JN-4 airframes were used to produce early Weaver Aircraft Company/Advance Aircraft Company/Waco aircraft, such as the Waco 6.

Notable firsts
Between 1917 and 1919, the JN-4 type accounted for several significant aviation firsts while in service  with the US Army Signal Corps Aviation Section and the United States Marine Corps (USMC), including flying the first US Air Mail in May 1918.

In a series of tests conducted at the US Army's Langley Field in Hampton, Virginia, in July and August 1917, the world's first "plane-to-plane" and "ground-to-plane, and vice versa" communications by radiotelephony (as opposed to radiotelegraphy which had been developed earlier) were made to and from modified US Army JN-4s by Western Electric Company (Bell Labs) design engineers Lewis M. Clement and Raymond Heising, the developers of the experimental wind generator-powered airborne wireless voice transmitter and receiver equipment.

In early 1919, a USMC JN-4 was also credited with what is believed to be the first successful dive-bombing attack during the United States occupation of Haiti. USMC pilot Lt Lawson H. Sanderson mounted a carbine barrel in front of the windshield of his JN-4 (previously, an unarmed trainer that had a machine gun mounted in the rear cockpit) as an improvised bomb sight that was lined up with the long axis of his aircraft, loaded a bomb in a canvas mail bag that was attached to the JN-4's belly, and launched a single-handed raid at treetop level, in support of a USMC unit that had been trapped by Haitian Cacos rebels. Although the JN-4 almost disintegrated in the pullout, the attack was effective and led to Sanderson in 1920 developing further dive-bombing techniques to provide Marine pilots with close aerial support to infantry comrades.

Variants

Although the first series of JN-4s was virtually identical to the JN-3, the JN-4 series was based on production orders from 1915 to 1919.
 * JN-1 — possibly unofficial designation of the second Model J, which served as the prototype for the Model JN.
 * JN-1W — Two aircraft that appear in US Navy records, which may have been confused with the Models S-4 and S-5.
 * JN-2 — first production version, 8 built
 * JN-3 — variant with new unequal-span wings and improved flight controls, 97 built for the RNAS (some sources indicate 91, but serial numbers total 97; 12 built in Canada) plus 2 for the US Army. The six surviving JN-2s were modified to this standard.
 * JN-4A — production version of the JN-4, 781 built
 * JN-4B — This version was powered by an OX-2 piston engine; 76 were built for the US Army, and nine for the US Navy.
 * JN-4C — experimental version, only two were built
 * JN-4 (Canadian) Canuck — Canadian-built version, 1,260 built by Canadian Aeroplanes Ltd. for the RFC in Canada/RAF in Canada and USAAC: Independently derived from the JN-3, it had a lighter airframe, ailerons on both wings, a bigger and more rounded rudder, and differently shaped wings, stabilizer, and elevators. Its use by the USAAC was curtailed as the lighter structure was claimed to cause more accidents than the US-built aircraft, although no air fatalities were attributed to the structural integrity of the type.
 * JN-4D — improved version, adopting the control stick from the JN-4 (Canadian) 2,812 built
 * JN-4D-2 — One prototype only, the engine mount was revised to eliminate the down thrust position.
 * JN-4H — two-seat advanced trainer biplane with ailerons on both wings, 929 built for the US Army, notable for introducing the use of the Wright Aeronautical license-built Hispano-Suiza 8 V-8 engine for greater power and reliability
 * JN-4HT — two-seat, dual-control trainer version
 * JN-4HB — bombing trainer version
 * JN-4HG — gunnery trainer version
 * JN-4HM — communications conversion of JN-4HT, powered by Wright-Hisso E 150-hp (112-kW), six converted, used to fly the first US Air Mail (May–August, 1918)
 * JN-5H — advanced trainer biplane, only one built
 * JN-6 — improved version of JN-5 trainer biplane series, notably used four ailerons, 1,035 built for the US Army and five for the US Navy
 * JN-6H — improved version of the JN-6
 * JN-6BH — bomber trainer version
 * JN-6HG-1 — two-seat, dual-control trainer version, 560 built from JN-6 production, 34 for US Navy
 * JN-6HG-2 — single-control gunnery trainer. 90 delivered
 * JN-6HO — single-control observer trainer version, 106 delivered
 * JN-6HP — single-control pursuit fighter trainer version
 * JNS ("standardized") — During the postwar years of the early 1920s, between 200 and 300 US Army aircraft were upgraded to a common standard of equipment and modernized.

"Specials"

 * Allison Monoplane — conversion of JN-4 (Can) G-CAJL by the Allison Company, Kansas, that mounted a parasol wing in place of the biplane configuration, only one conversion made
 * Curtiss Stinson Special (1918) — a custom-built, single-seat aircraft for Katherine Stinson, constructed from the fuselage of a Curtiss Model S plus new biplane wings and JN-4 tail surfaces, powered by a 100-hp (74.5-kW) OXX-6
 * Ericson Special Three — Some reconditioned aircraft built by Canadian Aeroplanes Ltd. were fitted with a third cockpit.
 * Hennessey Monoplane — a 1926 monoplane conversion by James R. Hennessey, three-place transport, 90-hp Curtiss OX-5, span: 36 ft (11 m) length: 25 ft (7.6 m)
 * Severski 1926 biplane — a JN-4 modified with a roller/ski undercarriage, one experimental aircraft converted by the Seversky company
 * Sperry Monoplane — conversion offered by the Sperry Company that mounted a parasol wing in place of the biplane configuration
 * Twin JN — An enlarged twin-engined version of the JN-4, they were powered by two OXX-2 V-8 engines, built in 1916 as the JN-5 for an observation role; among the many other modifications was an enlarged wingspan and new rudder adapted from the Curtiss Model R-4. Two of the series saw action with the US Army on the Mexican border in 1916–1917. A total of eight Twin JNs were built, with two in US Navy service.

Military operators

 * Argentine Naval Aviation
 * Australian Flying Corps
 * No. 3 Squadron AFC - Used for training.
 * Central Flying School AFC at Point Cook, Victoria.
 * No. 3 Squadron AFC - Used for training.
 * Central Flying School AFC at Point Cook, Victoria.
 * Brazilian Naval Aviation (JN-4D variant)
 * 🇨🇦 Canada
 * Royal Flying Corps Canada (primarily JN-4 (Can) variant)
 * Royal Canadian Air Force
 * Cuban Air Force
 * Nicaraguan National Guard (1920)
 * Royal Flying Corps
 * No. 24 Squadron RFC
 * No. 25 Squadron RFC
 * Royal Naval Air Service
 * United States Army Signal Corps Aviation Section (1915)
 * United States Army Signal Corps Aeronautical Division (1915–1918)
 * United States Army Air Service (1918 et seq.)
 * United States Marine Corps
 * United States Navy
 * National Revolutionary Army in the Northern Expedition.
 * United States Army Signal Corps Aeronautical Division (1915–1918)
 * United States Army Air Service (1918 et seq.)
 * United States Marine Corps
 * United States Navy
 * National Revolutionary Army in the Northern Expedition.
 * National Revolutionary Army in the Northern Expedition.

Civil operators

 * 🇨🇦 Canada
 * Elliot Air Service, Red Lake, Ontario

Surviving aircraft

 * 396 – JN-4D on static display at the San Diego Air and Space Museum in San Diego, California.
 * 1282 – JN-4D airworthy at the Western Antique Aeroplane & Automobile Museum in Hood River, Oregon.
 * 2805 – JN-4D on static display at the National Museum of the United States Air Force in Dayton, Ohio. It was obtained from Robert Pfiel of Taylor, Texas in 1956. The aircraft is displayed in the Museum's Early Years gallery.
 * 3793 – JN-4D on static display at the Alberta Aviation Museum in Edmonton, Alberta.
 * 3805 – JN-4D on static display in Terminal B at San Antonio International Airport in San Antonio, Texas. It is on loan from the Witte Museum.
 * 5368 – JN-4D on static display at the Museum of Science and Industry in Chicago, Illinois. It is displayed upside down next to a wraparound balcony, and details of the cockpit can readily be seen. This airframe was built in 1917. It was cleaned and reskinned by Century Aviation in 2006.
 * 6200 – JN-4D being restored for flight by Ranger Airfield Foundation in Ranger, Texas.
 * 8644 – Airworthy at the Sonoma Valley Airport in Sonoma, California.
 * 10875 – JN-4C owned by John Shue in York, Pennsylvania.
 * MSN 65 – JN-4D on static display at the Denver International Airport in Denver, Colorado.
 * MSN 450 – JN-4D airworthy at Fagen Fighters WWII Museum in Granite Falls, Minnesota. It was previously on display at the Virginia Aviation Museum in Richmond, Virginia, on loan from Ken Hyde of Warrenton, Virginia. This airframe was built in 1918.
 * MSN 490 – JN-4 on static display at the National Naval Aviation Museum in Pensacola, Florida.
 * MSN 3712 – JN-4D airworthy at the Flying Heritage Collection in Everett, Washington. This airframe was built in May 1918, and at one time served at March Field in Riverside, California.
 * MSN 4072 – JN-4D on display at the Frontiers of Flight Museum in Dallas, Texas.
 * MSN 4983 – JN-4D on static display at the Steven F. Udvar-Hazy Center of the National Air and Space Museum in Chantilly, Virginia.
 * MSN 8047 – JN-4D airworthy at the Golden Age Air Museum in Bethel, Pennsylvania.
 * USMC A4160 – On static display at the National Museum of the Marine Corps in Triangle, Virginia.
 * USASC 34094 – JN-4D airworthy at the Owls Head Transportation Museum in Owls Head, Maine. This airframe was built in 1917 by the St. Louis Airplane Company.
 * USASC 34135 – JN-4D airworthy at the Military Aviation Museum in Virginia Beach, Virginia.
 * USASC 38428 – JN-4D on static display at The Henry Ford in Dearborn, Michigan.
 * USASC 39158 – JN-4(Can) on static display at the Canada Aviation and Space Museum in Ottawa, Ontario. It is painted with the registration number C227. The airframe was acquired in 1962 and restoration was completed in May 1964.
 * Replica – JN-4(Can) airworthy at the Eagle's Mere Air Museum in Eagles Mere, Pennsylvania. It was formerly owned by Skeeter Carlson of Spokane, Washington, and is painted as C1122.
 * Replica – On display at the Combat Air Museum in Topeka, Kansas.
 * Reproduction – JN-4D on display at the Museum of Flight in Seattle, Washington. The airframe was built up from parts.
 * C1347 – JN-4(Can) on display at the Royal Alberta Museum in Edmonton, Alberta, on loan from the Reynolds-Alberta Museum in Wetaskiwin, Alberta.
 * Unknown ID – JN-4(Can) airworthy at the Historic Aircraft Restoration Museum in Maryland Heights, Missouri.
 * C308 – JN-4(Can) airworthy at the Pioneer Flight Museum in Kingsbury, Texas.
 * Unknown ID – JN-4D on display at the Wichita Falls Municipal Airport in Wichita Falls, Texas. Its last flight was to the airport to be put on display.
 * Unknown ID – JN-4D on static display in partially unskinned condition at EAA AirVenture Museum in Oshkosh, Wisconsin.
 * Unknown ID – Airworthy with Friends of Jenny in Bowling Green, Kentucky.
 * Unknown ID – JN-4 on static display at the Cradle of Aviation Museum in Garden City, New York. This airframe is the aircraft owned by Charles Lindbergh in which he barnstormed long before his transatlantic flight. Lindbergh purchased this aircraft in Americus, Georgia, for $500 in May 1923, and sold it to his flying student in Iowa the following October. It was restored by the late George Dade in the 1970s, and is on loan from the Long Island Early Fliers Club.
 * Unknown ID – JN-4 on static display in unskinned condition at the Cradle of Aviation Museum in Garden City, New York.
 * Unknown ID – JN-4D on display at the Fantasy of Flight in Polk City, Florida.
 * Unknown ID – JN-4D on static display as SC5002/43 at the Hill Aerospace Museum in Roy, Utah. Restored during the 1970s by Jim Nissen, and flown with c/r N5001.
 * Unknown ID – JN-4D on static display in unskinned condition at the Yanks Air Museum in Chino, California.
 * Unknown ID – JN-4D on display at the Yanks Air Museum in Chino, California.
 * Unknown ID – JN-4D on static display at the Glenn H. Curtiss Museum in Hammondsport, New York.
 * Unknown ID - JN-4D on display at Fairbanks International Airport in Fairbanks, Alaska.
 * Unknown ID – JN-4H airworthy at the Old Rhinebeck Aerodrome in Red Hook, New York. It is painted as a US Navy Model 1E, BuNo A6226, and is powered by a Hispano-Suiza 8 engine.

Commemorations
An image of the Curtis Jenny appeared on the first airmail stamps issued by the U.S. Post Office in 1918

The "Inverted Jenny" stamp

The "Inverted Jenny" (C-3a) is a 24-cent 1918 US Air Mail postage stamp printing error in which the blue central vignette of US Army Curtiss JN-4HM #38262, the nation's first mailplane, appeared as "inverted" on a single sheet of 100 stamps.

Notable appearances in media
In 1921, Lee De Forest made a short film Flying Jenny Airplane in his Phonofilm sound-on-film process. The film depicted a JN-4 flying, and recorded the sound of the Jenny, as well. The short documentary was the first production of the De Forest Phonofilm company. Among many later films depicting the barnstorming era when the Jennys "ruled supreme" and played a feature role, was The Spirit of St. Louis (1957) and The Great Waldo Pepper (1974). In The Court Martial of Billy Mitchell (1955), authentic OX-5 Jennys were showcased as United States Army Air Service training aircraft. Broadcast on April 15, 1987, by PBS, the National Geographic special entitled "Treasures from the Past" featured the restoration and first flight by Ken Hyde of a JN-4D that would go on to win the "Lindy Award" at the EAA AirVenture Oshkosh '87.

The stamp also made an appearance in the 1985 film starring Richard Pryor, Brewster's Millions, in which the titular character mails an "Inverted Jenny" stamp as part of a ploy to very quickly and frivolously spend as much money as possible.

title: Curtiss JN Jenny


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Electric Word

Electric Word was a bimonthly, English-language magazine published in Amsterdam between 1987 and 1990 that offered eclectic reporting on the translation industry, linguistic technology, and computer culture. Its editor was Louis Rossetto and it featured avant-garde graphics by the Dutch graphic designer Max Kisman.

History and profile
In 1986, Amsterdam-based INK Taalservice, a high-tech translation company serving the new PC industry, launched an English-language magazine Language Technology, which covered the burgeoning the technologies used to process language — from PCs to machine translation to networks. Louis Rossetto was the editor of Language Technology. Jane Metcalfe was the magazine's ad sales director. The first issue of Language Technology was designed by leading edge Dutch graphic designer Max Kisman. It was the first issue of any magazine to be created with desktop publishing software, in this case ReadySetGo, which Rossetto had carried back from its introduction at that year's San Francisco MacWorld exhibition.

INK later sold the magazine to a small Dutch media company Media Nederland, who renamed it Electric Word.

Electric Word's circulation grew to include leading research labs at universities, governments, and high tech companies around the world. Cover subjects were as diverse as computer visionary Alan Kay, AI pioneer Marvin Minsky, Timothy Leary, and MIT Media Lab founder Nicholas Negroponte. Whole Earth Review’s editor Kevin Kelley proclaimed Electric Word "the least boring computer magazine in the world," which became its tagline.

Electric Word was terminated in 1990 due to Media Nederland's change of focus. Rossetto and Metcalfe went on to found Wired magazine. The last issue of Electric Word featured the world's first photoshopped magazine cover — of TED founder Richard Saul Wurman

title: Electric Word


text:
St. Michael's College School

St. Michael's College School (also known as St. Michael's, St. Mike's, and SMCS), is an independent, Catholic school for young men in Toronto, Ontario, Canada. Administered by the Basilian Fathers, it is the largest school of its kind in Canada, with an enrolment of approximately 750 students from grades 7 to 12. It is known for its high standard of academics and athletics, notably its ice hockey, football and basketball programs. The hockey program has graduated numerous future National Hockey League ice hockey players. The basketball and football programs have graduated multiple NBA, NFL, and CFL players. St. Michael's College School is the affiliate school of Holy Name of Mary College School, an independent, Catholic all-girls school in Mississauga. St. Michael's was part of the Metropolitan Separate School Board from 1967 to 1985, but has subsequently operated within the Conference of Independent Schools of Ontario Athletic Association.

History
The Congregation of St. Basil (Basilian Fathers) was established as a religious congregation in France in 1822. As a result of the closing of seminaries in France during the French Revolution, two diocesan priests opened a secret school in the mountains of central France.

After several years of operation and a change in the French laws, ten priests serving there openly bound themselves into a religious community. They reasoned that the school, by then located in the nearby city of Annonay, would have a better chance of continuing if it were conducted by a religious congregation that could accept and train new members to continue its operation after the founding fathers’ retirement. The original members chose St. Basil the Great, a fourth-century teacher, bishop, and doctor of the Church, to be the namesake of the new community.

In the middle of the nineteenth century, the French Basilians came to Canada on an invitation from Bishop de Charbonnel of Toronto. The Bishop saw the need for Catholic schools for the young people of his parishes, especially at the high school level. In his plans to bring Catholic education to more of his people, the Bishop immediately thought of his own education in France. He had been educated at the College of Annonay near Lyon, a school established by the Basilian Fathers. In September 1852, St. Michael's College School opened. It quickly outgrew its original facilities in the basement of the Bishop's Palace on Church Street. In 1856, it moved to Clover Hill, a property donated to the Basilian Fathers by John Elmsley. Clover Hill was outside the city at that time, in an area now bounded by Bay, St. Joseph, and St. Mary's streets. In 1881, St. Michael's was affiliated with St. Michael's College at the University of Toronto for post secondary education.

The school specifically targeted Irish immigrants. The high school section expanded much more rapidly than the college section. In 1902, a new wing was added to the original building and the high school remained here until 1950.

In the years after World War II, it became apparent that the Bay Street buildings were not equal to the challenge of serving a growing student body. At this point the high school section was separated from the University College. In September 1950, St. Michael's College School opened its doors at Bathurst Street and St. Clair Avenue, where it is situated today. In 1967, St. Michael's College School entered into partnership with the Metropolitan Separate School Board (known today as the Toronto Catholic District School Board) educating the Board's students in Grades 9 and 10. This decision made St. Michael's College School both a public and private school, which lasted for approximately 20 years. In September 1985, the Basilian Fathers decided to refuse provincial aid beyond and return St. Michael's to its roots as an independent, Catholic high school. In 1995, a major capital expansion program upgraded the school to include an east wing complete with science classrooms, a library (Odette Library), music and visual arts facilities, a design and technology facility, a 250-seat lecture hall, and an expanded gymnasium. In September 1998, St. Michael's College School expanded its academic program to include a Grade 7 and 8 program. The Preparatory school was previously active during the early 1900s.

The school's athletic stadium was retrofitted in September 2004 to include a state-of-the-art athletic field complete with artificial turf, an electronic scoreboard, stadium lighting, and an air supported dome that covers a third of the field for use during the winter months. The St. Michael's College School Centre for the Arts was the fourth and final phase of this revitalization project. The St. Michael's College School Centre for the Arts opened in April 2010, and hosts annual school stage productions of musicals and dramas in addition to concerts and other events.

Campus
The school's campus is located at Bathurst Street and St. Clair Avenue at the edge of Toronto's Forest Hill neighbourhood. The main school building was designed by Canadian architect Ernest Cormier and completed in 1950. Its most recognizable features are the distinctive chapel tower and yellow brickwork, similar to Cormier's earlier work at the Université de Montréal.

In the late 1990s, a major expansion programme was undertaken, with two major academic wings and a gymnasium extension added to the original building. The additions contain classrooms tailored to the science, art and music programmes, a substantial lecture hall, several computer laboratories, and a large library. An outdoor courtyard adjacent to the cafeteria overlooked by classrooms is popular for major school events. The school's residence wing, originally built to accommodate boarding students, functioned as a Basilian house until 2008 when it was removed to make room for the school's "state-of-the-art" Centre for the Arts. The $10 million facility was completed in the April 2010. There are a number of sports facilities located on campus, including the St. Michael's College School Arena. The school's basketball court is named after former vice-principal, teacher, coach, and alumnus Paul Dignan. In 2005, a major overhaul of the stadium was undertaken. Renamed in honour of its benefactor, billionaire alumnus Eugene Melnyk, it features an artificial turf field, a rubberized running track, and lighting for evening events. During the winter, an air supported dome covers part of the field to allow for use year-round.

Athletics
Over 90 St. Michael's Majors alumni have played in the National Hockey League. From the Majors, there are twelve Hockey Hall of Fame inductees: Bobby Bauer, Turk Broda, Gerry Cheevers, Dick Duff, Tim Horton, Red Kelly, Dave Keon, Ted Lindsay, Frank Mahovlich, Joe Primeau, Murray Costello, and Jim Gregory. Additionally, Hall of Famer Reg Noble played for St. Michael's before the team adopted the Majors name.

The school's flagship hockey team, the Toronto St. Michael's Majors, won the Memorial Cup four times before ceasing operation in 1961. The Majors name was revived as an expansion franchise in the Ontario Hockey League from 1996 to 2012, then sold off to become the Mississauga Steelheads. The school also operates the St. Michael's Buzzers, at the Tier II Junior "A" level. The school was featured on CBC's annual Hockey Day in Canada on January 13, 2007, as the College School was celebrating 100 years of hockey. The junior and senior football teams are called the Kerry Blues. The Jr. Kerry Blues won their third Ontario Regional Invitational in 2008 (having previously won in 2002 and 2004) In 2008, the Senior Kerry Blues won their seventh Metro Bowl, making the St. Michael's Kerry Blues the most bowl-winning team in Ontario. They have won the Metro Bowl three years in a row. There have been many Kerry Blues Football alumni that have gone on to win the CIAU National Football Championship with their respective universities. The 1993 Vanier Cup Champion University of Toronto Varsity Blues had several SMCS Alumni: Christopher Tyndorf, Lou Tiro and Peter Woo. National Football League players Glen Young, O.J. Santiago and Mike Labinjo, each of whom have competed in the Super Bowl, played football while attending St. Michael's.

The school competes in the Basil Bowl against other Basilian high schools.

Bullying and sex crimes
In November 2018, police began an investigation after learning of two separate sexual assaults at the school, The school suspended and expelled a number of students. arresting 6 students and with principal Greg Reeves and school president Father Jefferson Thompson resigning the same month. An August 2019 review found that bullying was a “systemic issue” at the school, albeit similar to other comparable schools across Canada. On October 3, 2019, three of the seven students charged pleaded guilty to charges of sexual assault with a weapon and assault with a weapon; one of the three also pleading guilty to making child pornography for filming one of the sexual assaults. In December 2019, Ontario Court Justice Brian Weagant sentenced the three students to 2 years' probation, saying that "the teens had been affected by a normalized bullying culture at the school" and that the school culture normalized bullying and sexual bullying, which Weagant described as being supported by the sweeping culture review conducted by the school in the wake of the criminal charges. One of the two victims of the October 2018 incidents went on to file a C$1.65 million lawsuit against the school, its board, 3 former students, the Basilian Fathers, some coaches and some administrators. One student charged in relation to the attacks filed a C$1m case against Toronto Police stating that he had been a victim and was wrongfully charged.

In 2020, it was revealed that former principal Father Leo Campbell had been known to have "psycho-sexual tendencies" by the Basilian Fathers before his time at St. Michael's. Campbell was diagnosed with ephebophilia at Southdown Treatment Centre, an Ontario centre for Catholic clergy, including those accused of sexual abuse, and it was concluded that he should have no unsupervised contact with early teenage boys.

Notable faculty

 * Greg Wojt, former CFL player; St. Michael's coach
 * David Bauer, founder of the Canada men's national ice hockey team, inductee into the Hockey Hall of Fame
 * Michael Colle, Ontario Minister of Citizenship and Immigration
 * Michael W. Higgins, president of St. Thomas University; former president of St. Jerome's University
 * Michael McGowan, English teacher; director of the film Saint Ralph
 * Robert Kasun, Catholic auxiliary bishop of the Archdiocese of Toronto

Academia

 * Robert J. Birgeneau, physicist and administrator
 * Gregory Kealey, historian
 * Joseph Pivato, literary scholar
 * David Staines, English professor

NHL players

 * Bobby Bauer
 * Turk Broda
 * Gerry Cheevers
 * Andrew Cogliano
 * Les Costello
 * Murray Costello, Hockey Hall of Famer
 * Bill Dineen, coach
 * Dick Duff
 * Paul Gardner, coach
 * Luke Gazdic
 * Tim Horton, Tim Hortons co-founder
 * Red Kelly, coach; later also a politician
 * Dave Keon
 * Michael Liambas
 * Brett Lindros
 * Eric Lindros
 * Ted Lindsay
 * Frank Mahovlich, Canadian senator
 * Peter Mahovlich
 * Cesare Maniago
 * Craig Mills
 * Dominic Moore
 * Steve Moore
 * Reg Noble
 * Joe Primeau
 * Jason Spezza
 * Tyler Seguin
 * Chris Tanev
 * John Jakopin
 * Matthew Halischuk
 * Jake Evans
 * Quinn Hughes
 * Akil Thomas
 * Jamie Drysdale

NFL players

 * Mike Labinjo
 * O.J. Santiago
 * Glen Young

CFL players

 * Nolan MacMillan
 * Chris Smith
 * Derek Wiggan
 * Glen Young
 * Kaion Julien-Grant
 * Gordon Whyte

NBA players

 * Leo Rautins, player, coach, broadcaster

Other athletes

 * Danilo Djuricic, college basketball player
 * Marcus Carr, basketball player in the Israeli Basketball Premier League
 * Duane Notice, professional basketball player
 * Justyn Knight, cross country runner

Business

 * Robert Deluce, founder, Porter Airlines
 * Sergio Marchionne, chairman of CNH Industrial, CEO of Fiat Chrysler Automobiles, chairman and CEO of FCA US LLC, chairman and CEO of Ferrari, and the chairman of Maserati
 * Eugene Melnyk, billionaire, owner of the Ottawa Senators
 * Frank Buckley, President of Buckley's cough syrup
 * Anthony Di Iorio, billionaire, co-founder of Ethereum
 * Tim Horton, founder of Tim Horton's
 * Patrick Dovigi, billionaire, founder and CEO of GFL Environmental

Media

 * Mikey Bustos, entertainer; finalist, Canadian Idol
 * Jesse Carere, actor
 * Sergio Di Zio, actor
 * Michael Enright (honorary diploma recipient), host, CBC Radio
 * Michael Ontkean, actor
 * Estanislao Oziewicz, journalist, The Globe and Mail

Politics

 * Patrick Brown, Mayor of Brampton; former MPP; former Ontario Leader of the Official Opposition (PCC)
 * Josh Colle, Toronto City Councillor; Toronto Transit Commission
 * Michael Colle, Toronto City Councillor; former Minister of Citizenship and Immigration
 * Stephen Lecce, King—Vaughan MPP, Ontario Minister of Education
 * Joe Mihevc, Toronto City Councillor
 * Jaggi Singh, anarchist; activist
 * Michael Tibollo, Vaughan—Woodbridge MPP

Law enforcement

 * Myron Demkiw, Chief of Police of the Toronto Police Service

title: St. Michael's College School


text:
Talk:Nara period

History
172.199.54.24 seems to lack basic knowledge of Japanese history. Search 遣隋使 and 遣唐使 in Google. --Nanshu

The rise of the military class is not appropriate in the description of the Nara Period. I will move this topic to the Heian period.Trek011 01:38, 16 Sep 2004 (UTC)

Korean influence
218.48.35.155 is talking about modern Korean fantasies, not what historical sources say.
 * while Silla argued that Japan had received significant Korean influence and was therefore subject to Silla's superiority.

Can you back up this segment with Samguk Sagi, Shokunihongi or other sources? --Nanshu 07:09, 1 Nov 2004 (UTC)

Korean Edit Problem
Please explain the reason to add this episode. I do not think that I have the same value as the Fujiwara clan by this episode.

 * Kamosuke: Deleting cited information is vandalism.  You need consensus to delete information which has a good citation.

 * The act of adding worthless information is vandalism. You should explain the reason to add this information. Please explain the history value of this information.

how is describing the sources of legal, administrative, tax structures of japan in the nara period worthless to the nara period article? Appleby 04:36, 20 May 2006 (UTC)

 * The article to which you are hoping for the addition is this.

 * Korean influence on Japanese laws is also attributed to the fact that Korean immigrants were on committees that drew up law codes. There were Chinese immigrants who were also in integral part in crafting Japan's first laws. Eight of the 19 members of the committee drafting the Taiho Code were from Korean immigrant families while none were from China proper. Further, idea of local administrative districts and the tribute tax are based on Korean models.

 * Please explain the reason to add this to the article at the Nara Nara period. Even member Ohtomo Yakamochi who edited Manyoshu doesn't appear in this article.

Reliability of Cited Source

 * Eight of the nineteen members of the committee drafting the Taihō Code were from Korean immigrant families residing in Japan. There were no Chinese.

Compilers of Taiho code includes Satsu Kokaku(薩弘恪). This person was a native Chinese who also assigned to Koe no Hakase (音博士:Phonetic Doctor), and was in charge of teaching Chinese as a speaking language. At least, "There were no Chinese" is obviously wrong. Also, viewing all the members' clans referring Shinsen Shojiroku, there are couple of members whose ancestors were claimed to be Chinese, among six immigrant clans' Taiho compilers(see Talk on Kofun Period).

 * Even the system by which farmers divided arable land into uniform parcels (jōri sei) used the Korean foot (koma jaku) as its basic unit of measurement.

In ancient Japan Jōri unit, one unit is a square of 360 jakus. Current remaining Jōri unit farms in Nara consist of squares of 109 meters, so one jaku is approximately 30cm under metric systems. Although there are multiple units of measurement at this age, 30cm is rather close to Chinese unit Kara(i.e. Tang) Jaku(29.6cm) than Koma Jaku(35.6cm). Although there are arguments that Koma Jaku might be used somewhere in Jōri unit farms of this age, they are not archeologically evident and generally rejected. Moreover, Jōri units are generally popularized at mid-Nara period (in earlier period, it was technically difficult to measure with enough accuracy), while Koma Jaku was abolished early in Nara period.

To me, this source seems scarcely reliable, with two errors in just one page (although the source itself was just cited info from other sources). Maybe we need to search for the better ones. Above all, the chapter itself is a duplication of Asuka period, with most informations more relevant to Asuka, I think this chapter is not necessary in Nara period article.

Mahal Aly 13:07, 25 May 2006 (UTC)

 * I moved that section to Taiho Code. I will edit it there to remove "there were no Chinese". Let's continue the debate there Tensaibuta 14:10, 11 June 2006 (UTC)

1) 1,182 listed 163 ( China) 240 were from the Korean peninsula. ( New World Encyclopedia)

2) Korean roots of ' Genji' written by William Wetherall from Japan Times Online.

Heiankyo, which Kanmu built a few years after is mother death was heavily populated by clans with Korean roots. " Shinsen Shojiroku", a peerage compiled in 815 shortly after Kanmu death, lists 1,182 imperial and other clans of which 326 ( 28 percent) were of non indigenous mostly Korean origin, over half of the immigrant clans resided in Heinkyo, now Kyoto. —Preceding unsigned comment added by Nation1Master (talk • contribs) 12:11, 10 February 2009 (UTC)

Project Assessment
I'm surprised this wasn't project assessed already. I'm giving it B-class for length and detail. And I'm actually quite pleasantly surprised to see how stable it's been lately. But as soon as we start to see edit wars again over whether or not Korea/Baekje was involved and to what extent, I'm removing it and putting an attention tag up. LordAmeth 02:07, 23 December 2006 (UTC)

End of the Nara Period
I’m surprised to get disagreement about when the Nara Period ends from someone who is Japanese, of all people. Although there are some references that cite 794 as the end of the Nara Period, the “official” view in Japan is that it ends in 784. Nagaoka-kyo isn’t even located in Nara, it is near Kyoto, so obviously when the capital was moved to Nagaoka-kyo in 784, this marked the end of the “Nara” Period.

First, since this is English Wikipedia, a few English references:

 * Encyclopedia Britannica

 * Japan National Tourist Organization

 * Japan-101

But more importantly, here are some Japanese sources, that are more authoritative:

 * Here is a quote from Nihonshi Kenyku, a high school history study guide book published by Yamakawa Shuppansha: “のちに山背国の長岡京・平安京に遷るまで平城京を都とした時代を奈良時代という. ”

Daijirin
 * Here is a link to the dictionary entry for Nara Period in the Daijirin (widely respected Japanese dictionary):

 * Here is a link to the Independent Administrative Insitution National Research Institute for Cultural Properties, Nara, which says at the end of the second paragraph “そして長岡京に都が移る784年までのあいだ、奈良の地が都として栄えたのです. この時期を奈良時代といいます. ”-Jefu 05:48, 25 January 2007 (UTC)

 * Historical periodization can be difficult to understand. There are historians who debate when the 1960s began and ended! See for example the statement "Likewise it is possible to claim, as the historian Arthur Marwick has, that 'the 1960s' began in the late 1950s and ended in the early 1970s" in Periodization. Fg2 05:56, 25 January 2007 (UTC)

 * I know. And there are debates about whether the Asuka Period began in 538, when Buddhism was officially introduced, or 592 when Empress Suiko acceded to the throne and actually set up the capital at the Toyura Palace in Asuka. The problem here is that, while most sources I have seen cite the Nara Period as ending in 784, they also say that Heian began in 794, which leaves a gap.-Jefu 06:20, 25 January 2007 (UTC)

Would you please add reference to the article? And please don't mark edits minor when such edits affects the meaning of an article per Help:Minor edit. As to my reversion, I thought the reason given in the edit summary "The move of the capital from Nara to Nagaokakyo is considered the start of the Heian Period" is incorrect and it seems it is. Britannica, Japan-101 and Daijirin agree the start of Heian period is 794. My assumption that the end of Nara period and the start of the Heian period are the same year is apparently wrong, though. --Kusunose 06:18, 25 January 2007 (UTC)

 * Since Nagaoka-kyo is in Kyoto and initiated the move to the Kyoto region, I thought the move to Nagaoka-kyo in 784 was also considered the start of the Heian Period, but apparently it isn't. I think the occasional references you see to Nara Period extending to 794 is to avoid having a gap.

 * I don't mind adding a reference, but the only decent English one is Encyclopedia Brittanica, and I am usually loathe to use them because they are so horrible on the subject of Japanese history.-Jefu 06:23, 25 January 2007 (UTC)

 * By the way, I wasn't too far from the mark about the start of the Heian Period either. My Nihonshi Kojien (very comprehensive 2,000+ page Japanese history dictionary) says this in the entry for Heian Jidai: "その始めは一般には桓武天皇による平安遷都の年、七九四年（延暦一三）とされるが、長岡遷都の七八四年、桓武即位の七八一年（天応元）とする主張もある. " So while it is commonly thought of as beginning in 794, there are also those who claim it started when the capital was moved to Nagaoka-kyo in 784 and those who claim it started when Emperor Kammu acceded to the throne in 781.-Jefu 14:39, 25 January 2007 (UTC)

 * In a strict sense, the Nara Period ends in 784. However, in general practice it is common to extend it to 794 to avoid the gap, as noted above. Here is a quote from the Kōdansha encylopedia: 「奈良時代は、都が藤原京から平城京に遷された710年に始まり、784年の長岡京への遷都で終わる. しかし、奈良時代は通常、長岡京に都のあった10年間を含めて、710年から794年とされる」. While it is important to specify the end in 784, it should at least be mentioned that it is common to talk about the period throughout 794. Also note that 奈良時代 uses 710-794. Bendono 13:30, 26 January 2007 (UTC)

 * I would be careful about concluding that it is "general practice" from one source. What probably counts more than anything is what students learn in high school, because that is the official government sanctioned view, and as I mention above, a recent high school study text that I use notes that it ends in 784. So do the Kojien and the Daijirin (the two most comprehensive and widely used Japanese dictionaries), as well as my Japanese History Kojien (a 2,000 page dictionary exclusively about Japanese history). Even the entry for Nara Jidai in my 2,500 page unabridged "Great Japanese Dictionary", published by Kodansha no less, says it is until 784. The only sources I have seen that claim it lasts until 794 is the Japanese Wikipedia entry (which I'm tempted to change) and a number of other online sources, which are notoriously unreliable. I'm surrounded by a mountain of Japanese history texts and dictionaries and am unable to find a single reference claiming it lasts until 794. On the other hand, as I note above, my Japanese History Kojien notes that some historians extend Heian Jidai back to 784 to capture the Nagaoka-kyo period, which makes sense, since Nagaoka-kyo is in Kyoto and was the first step in the move of the capital from Nara to Kyoto.-Jefu 15:40, 26 January 2007 (UTC)

 * One other thing, I would be careful about asking Japanese who don't actually study history. As you probably know, Japanese students memorize tons of dates when the study history in high school using mnemonics, or "goro" (a great collection of these can be found at http://assist.ath.cx/home/56/history.htm). One of the most famous of these is "Nakuyo Uguisu, Heiankyo", with Na-Ku-Yo standing for 7-9-4. Therefore, everyone knows that Heiankyo starts in 794, so most people will probably simply assume that Nara must end in 794 without really knowing what historians actually consider to be the end of that period. High school students don't memorize the dates when periods end, of course. In fact, this is probably what leads to much of the confusion on the Internet and the references you see to 794 as being the end of the Nara period.-Jefu 15:53, 26 January 2007 (UTC)

Etymology
Regarding the etymology of Nara: Regards, Bendono (talk) 17:37, 15 April 2009 (UTC)
 * This cite is given as a reference. However, it does not say anything about Nara, so is irrelevant to the topic.
 * The historical reference is a little deceptive. It selectively quotes one section, but ignores the immediate relevant section following it which shows historical evidence for other places with many Korean residents and concludes that one can not deny the claim of foreign etymology, but solid proof is still needed: 『和名抄』にみえる百済(くだら)(河内・摂津)、新羅(しらぎ)(陸奥)、高麗(こま)(山城・武蔵)、村主(すぐり)(伊勢)などの郷名については、『日本書紀』などから渡来系の人びとが多く居住していたことが裏付けられており、外来語に起因する地名を否定するものではないが、それを認めさせるには確かな根拠が必要であろう. This section needs to be rewritten to reflect the reference or removed.
 * The exact same Nihon Shoki passage is fully cited twice. I have six other copies of the text which could be cited, but all of them would be just as irrelevant. Should remove to one.

 * One more: an editor keeps changing "modern theories" to "Korean theories". There are four modern non-Korean linguistic references given for this. Please explain change. Bendono (talk) 17:41, 15 April 2009 (UTC)

Proposal to move Etymology section to Nara, Nara
The name Nara period was named after the place name Nara, so its etymology should be explained in Nara, Nara, not here. --Malachite Green (talk) 06:49, 31 March 2012 (UTC)
 * Done. --Malachite Green (talk) 23:56, 9 April 2012 (UTC)

Kyoto or Kyo?
The article says "By the late eleventh century, the city was popularly called Kyoto (capital city), the name it has had ever since." Was it indeed called Kyoto so early or just Kyo? Wakablogger (talk) 08:54, 10 May 2009 (UTC)

 * Hi Wakablogger, Although the text you ask about is in the article Nara period, I'd like to suggest repeating the question at Wikipedia talk:WikiProject Japan to reach more people. Fg2 (talk) 09:38, 10 May 2009 (UTC)

 * Thank you for that advice, Fg2. I checked the Japanese page for Kyoto and found it agreed with this statement, so I withdraw my question. Wakablogger (talk) 06:14, 11 May 2009 (UTC)

Asuka period
Why is the Asuka period (which preceded the Nara period) included in the box at the bottom, but mentioned nowhere in this article? 173.88.246.138 (talk) 19:48, 8 March 2021 (UTC)

title: Talk:Nara period


text:
Barron Field

Barron Field (Camp Taliaferro Field #2) is a former World War I military airfield, located 1.0 mi West-southwest of Everman, Texas. It operated as a training field for the Air Service, United States Army between 1917 until 1921. It was one of thirty-two Air Service training camps established after the United States entry into World War I in April 1917.

After the United States' entry into World War I in April 1917, General John J. "Blackjack" Pershing invited the British Royal Flying Corps to establish training fields in Texas for the training of American and Canadians volunteers because of its mild weather. After looking at sites in Dallas, Fort Worth, Waco, Austin, Wichita Falls and Midland, three sites were established in 1917 in the Fort Worth vicinity (known as the "Flying Triangle."), those being Hicks Field (#1), Barron Field (#2), and Benbrook Field (#3).

Canadians named the training complex Camp Taliaferro after Walter Taliaferro, a US aviator who had been killed in an accident. Camp Taliaferro was headquartered under the direction of the Air Service, United States Army, which had an administration center near what is now the Will Rodgers Memorial Center in Fort Worth, Texas.

History
Taliafero Field No. 2 was used by the Royal Flying Corps from October 1917 to April 1918 as a training field for American and Canadian pilots. It was then turned over to the Air Service, United States Army. The Americans renamed the field Barron Field after Cadet R. J. Barron, who was drowned at Chandler Field, Pennsylvania on 22 August 1917 when the airplane he was flying fell into the water.

World War I
Construction on Taliaferro Field #2 began in September 1917, with the first trainees arriving in November to a very crude facility. Most structures were unfinished and personnel lived and worked in canvas tents. It was taken over by the United States Army in February 1918 and renamed Barron Field on 1 May for Cadet Robert J. Barron, on 1 May 1918 who was killed at another flying school.

The Curtiss JN-4 "Jenny" became the primary aircraft used for flight training after the Army takeover. Eventually, the base expanded to 600 acres, housing as many as 150 officers and 900 enlisted men. Barron Field saw flight training and daredevil stunting by the likes of Ormer Locklear, and other pioneer barnstorming pilots, sending six squadrons of pilots to France before the war ended in November 1918.

Squadrons assigned to Barron Field:
 * Post Headquarters, Taliaferro Field #2, 1 February 1918
 * Re-designated Post Headquarters, Barron Field, 1 May 1918-April 1919

 * 77th Aero Squadron (II), May 1918
 * Re-designated Squadron "A", July–November 1918

 * 106th Aero Squadron (II), March 1918
 * Re-designated Squadron "B", July–November 1918

 * 207th Aero Squadron (II), April 1918
 * Re-designated: Squadron "C", July 1918; Transferred September 1918 to Call Field, Texas

 * 273d Aero Squadron, February 1918
 * Re-designated Squadron "D", July–November 1918

 * Flying School Detachment, November 1918-March 1919
 * Formed from elements of Squadrons A,B,C,D

Service Squadrons trained at Barron Field:
 * 351st Aero Squadron (Service), March–July 1918; Deployed to American Expeditionary Forces. France
 * 353d Aero Squadron (Service), May–July 1918; Deployed to American Expeditionary Forces. France

After the war ended, the base was closed in April 1919 and was used as an Army storage depot. Military use ended in 1921, and the facility was eventually dismantled and returned to farmland. Over the years, the southern suburbs of Fort Worth have expanded over the area, the airfield now is indistinguishable from the urbanized area. Barron Field was located south of Everman Parkway and west of Oak Grove Road. One small building, used for munitions, has survived, and today a Texas historical marker is located at the site on the west side of Oak Grove Road.

title: Barron Field


text:
Talk:Deep Thought

Untitled
This page has been Slashdotted, and will need to be checked once it's all over. One specific thing: which is right, 3 billion years or 10 million? Evercat 23:46 23 Jun 2003 (UTC)

Definitely 10 million, the Magratheans made it look older (implanting Dinosaur bones, rolling glaciers over it and so forth). — Preceding unsigned comment added by 128.220.14.7 (talk • contribs) 20:43, 9 September 2003 (UTC)

Band
If you'd like to write an article on the band, you may do so, though it will be deleted unless it contains reliable evidence of notability. If not, then it won't be listed here. Chick Bowen 00:10, 31 October 2007 (UTC)

title: Talk:Deep Thought


text:
Talk:Larry Flynt

the poorest county...
Larry Flynt "claimed Magoffin County was the poorest county in the nation during the Great Depression." who cares. is it true, that's the important point. He grew up poor, that isn't enhanced by his claim. It might be enhanced by evidence that that country was very poor, but this line is silly. chris — Preceding unsigned comment added by 108.34.49.193 (talk) 19:45, 8 August 2015 (UTC)

since the us was at peace?
this line is utterly bizarre: "Since the United States was at peace, the Army decided to honorably discharge Flynt." does anyone seriously believe that the US government looked around, found itself at peace, and said, "well, larry, looks like we don't need you after all." It was the cold war. At any rate, at best this sentence is vague. he was discharged. before fulfilling his term? was there at that time a massive discharge of military because of downsizing? if so, that's the reason, not because larry in particular was no longer needed.... chris — Preceding unsigned comment added by 108.34.49.193 (talk) 19:48, 8 August 2015 (UTC)

 * I am not an expert but that looks a bit bizarre to me, too. Maybe he was due for a dishonorable discharge but threatened to say what he knew about some superiors .... something like that. Or he may have offered to work for an information service if he was discharged early. Flimsy reasons fuel speculation.

 * I saw the docu "JFK Jr" last night, which said that JFK Jr was invited to the White House Press dinner (when he owned the magazine George) and insisted to invite Flynt as his guest. They said that JFK Jr encouraged Flynt to undig 'stuff' about Republicans who'd then let go of Bill Clinton's impeachment. Just reporting, worth knowing. 2001:8003:A037:8C00:4CDE:BA20:6785:200 (talk) 02:15, 31 October 2016 (UTC)

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== Flynt said he had bipolar disorder. Springfield Hospital Center psychiatric hospital said, his psychiatrist Saul Niedorf testified, and the Washington Post reported he had bipolar manic-depressive illness/disorder. ==

The present fragment, "Flynt said he had bipolar disorder," is presented as a factoid, reported only as a self-referential personal claim extracted from an interview. There is no relation drawn between that claim and any relevant facts or history.

If the claim is baseless, it seems hardly worth the while to include.

If the claim correlates with any relevant factual history, it seems trivializing for them to be excluded.

Did Larry Flynt have bipolar disorder?

And if he did, is there any significant relation between that and the existent content included in the entry?

I would say the answer to both questions is, yes.

I can't really suggest how to reformat the entry to adequately state as much without overemphasizing it either.

I can only suggest that the existing citation be used to support whatever is stated concerning the facts about and relevance of bipolar disorder in the Larry Flynt entry.

That reporting can be easily drawn from two resources, with highlight quotations included below.

Excerpts from the Testimony of Saul Niedorf

December 6, 1984

"Q: Now, Dr. Niedorf, has Larry Flynt been a patient of yours?

A: Yes, he has.

Q: When did you first see Larry Flynt?

A: All right, I was asked to see him by his brother in November of 1983, and I saw him, I think, for a total of eight (8) or nine (9) hours in November, and the first day of December. And then, he went into prison as a result of the behaviors that I believed were a product of his mental illness, and he stayed in the mental hospital, or the medical center of the Springfield Institution, where he was confirmed and -- the same diagnosis that I had felt he had, bipolar illness, which is the current phrase used for manic depressive disorder.

And, they, they stated that he had this illness. And then he went into another institution, also a medical-psychiatric institution -- continued in Butner, North Carolina. When he finally got out in the summer of this year, later that summer I was contacted again. By this time, he had changed totally in his mental condition. He was no longer in the manic phase of his manic depressive disorder. He had entered into the depressive phase.

Q: All right, Dr. Niedorf, let's go back now to November of 1983, when you first -- when Larry Flynt first became your patient. Do you have that in mind?

A: Yes, I do.

Q: All right. Did you conduct an examination and an evaluation of him at that point?

A: Yes, I did.

Q: Could you tell us, just in summary fashion, what you did?

A: Well, ah, it was the first time in a long time that I had made a house call, because my office has thirty-eight (38) steep steps. And it's hard to get up there, and it's -- so I made a home visit. And Mr. Flynt, at that point, I guess, very typical behavior for him, had me conduct the interview for him in his bathroom. Him sitting on the comode.

And after two and a half hours I had come to the conclusion that he was a very ill man, and that his illness, as -- on the basis of my mental status examination, had a good many of the elements of mania -- of manic depressive or bipolar illness."

"the mental hospital, or the medical center of the Springfield Institution," links here:

https://en.wikipedia.org/wiki/Springfield_Hospital_Center

Flynt Says Deposition Was That of a Sick Man

By Mary Battiata December 7, 1984

"Saul Niedorf, a California psychiatrist who has been treating Flynt for more than a year, went further. Niedorf testified today that Flynt suffers from a chronic manic-depressive disorder. He said that the tape, in which Flynt claims among other things to have the entire FBI working for him and to have proof of Falwell's drunkenness and incestuous relationships, should be viewed as the ravings of a sick man.

Niedorf said that Flynt's numerous and outrageous confrontations with judges are the classic manifestations of the manic phase, in which the individual has little or no control over himself and often says and does things not in his own best interest.

'He's a wonderful storyteller, but he's a very ill man,' Niedorf said after court adjourned for the day. 'And he was crazier than a loon during that deposition.'"

title: Talk:Larry Flynt


text:
Ormer Locklear

Ormer Leslie "Lock" Locklear (October 28, 1891 – August 2, 1920) was an American daredevil stunt pilot and film actor.

His popular flying circus caught the attention of Hollywood, and he starred in The Great Air Robbery (1919), a screenplay about the mid-air piracy of a US airmail plane. In his next film, The Skywayman, the plane crashed during a climactic dive, when the lighting team supposedly failed to douse the lights on cue, so Locklear was dazzled and flew blindly into the ground, dying instantly with his co-pilot Milton "Skeets" Elliott. The scene remained on the film.

Early life
Born in Greenville, Texas, Locklear was raised in Fort Worth. In 1911, Locklear met Calbraith Perry Rodgers, who landed his plane in Fort Worth to unclog a fuel line. After meeting Rodgers, Locklear became fascinated with aviation and airplanes. Shortly thereafter, Locklear and his brother constructed their own glider.

Upon completing his education, Locklear went to work as a carpenter.

Flying career
In October 1917, Locklear joined the U.S. Army Air Service. He trained in Austin, at Camp Dick and Barron Field, becoming a flying instructor. Locklear was an exponent of wing walking to make aircraft repairs in flight.

A second lieutenant at the end of the World War I, Locklear had been assigned to military recruitment when he saw a barnstorming show and realized his own usual flying exploits were far more impressive. After briefly reenlisting, Locklear left the Army in 1919, along with two military colleagues, Milton "Skeets" Elliott and Shirley Short. With manager and promoter William Pickens, they soon obtained aircraft and formed the "Locklear Flying Circus".

Pickens had a great deal of experience promoting barnstormers, with Locklear being his greatest success. Both men became wealthy and lived in high style. His trademark stunt of jumping from one aircraft to another led Locklear to perfect a transfer from a car, and then the "Dance of Death," in which two pilots in two aircraft, would switch places in midair.

On April 7, 1920, Locklear was flying in the city of Los Angeles, California, where he was issued the first aviation law violation for reckless aerial driving. He was fined $25.00 ($0 in 2024).

Film career
The Locklear Flying Circus performed throughout the United States. When they came to the attention of Hollywood, Pickens arranged for Locklear to appear as a stunt man in film work. This opened the way to a movie career in California for Locklear, now considered the foremost "aviation stunt man in the world". Carl Laemmle, head of Universal Pictures, agreed to purchase all of Locklear's future air show dates in July 1919 in order to have him on contract for a proposed two-film series. Locklear was signed to star in The Great Air Robbery, a film depicting pilots flying air mail.

Principal photography for The Great Air Robbery began in July 1919 at DeMille Field 1, Los Angeles, California, owned by producer Cecil B. DeMille. Besides being used as a base for flying, Locklear's Curtiss JN-4 "Jenny" aircraft was also mounted on a raised wooden platform at the airfield in order to film closeups. The Great Air Robbery was primarily an opportunity to showcase the aerial stunts that had made Locklear famous. The studio promotion was extensive, with Laemmle declaring the film was "... the most amazing and unbelievable photodrama of all time." The promotional campaign included a premiere at the Superba Theatre in Los Angeles, and a two-month personal appearance tour with Locklear.

Reviews were generally favourable, as The Great Air Robbery was the first of a cycle of postwar films dealing with the exploits of stunt pilots. The New York Times review focused on the exciting elements of the film. "Lieutenant Locklear swings from one airplane to another and crawls out on the tail of a flying machine several thousand feet, presumably, above the earth. The melodrama's use of airplanes for midnight mail deliveries, highway, or rather highair, robberies, and battles between the forces of law and lawlessness adds excitement."

Although The Great Air Robbery was a commercial success, Laemmle did not take up the option for a second film starring Locklear, prompting his $25,000 lawsuit against Universal. Unwilling to go back to the air show circuit, Locklear wanted to continue his Hollywood career, and in April 1920, he was signed to star in The Skywayman (1920).

Principal photography on The Skywayman began on June 11, 1920, with DeMille Field 2 as the main base of operations. Despite Locklear's public claim that new stunts "more daring ever filmed" would be involved, the production would rely heavily on models and less on actual stunt flying. Two stunts, a church steeple being toppled by Locklear's aircraft and an aircraft-to-train transfer were both problematic and nearly ended in disaster.

Personal life
Locklear married Ruby Graves in 1915. The marriage was largely unhappy as Graves and Locklear had vastly different personalities. They separated in 1919 after Locklear moved to Los Angeles to pursue a film career. Despite the marriage being an unhappy one, Graves refused to grant Locklear a divorce. They remained legally married until Locklear's death.

While separated from Graves, Locklear met widowed silent film actress Viola Dana. They began a relationship and were engaged at the time of Locklear's death. Dana witnessed the plane crash that killed Locklear. She was so traumatized by the event that she refused to fly for the next 25 years. In 1980, Dana recalled her relationship with Locklear and also spoke about his fatal crash in the documentary Hollywood.

Death
The last stunt scheduled for filming for The Skywayman was a nighttime spin, initially to take place in daylight with cameras fitted with red filters to simulate darkness. Locklear, under a lot of pressure, with not only his family life being in upheaval but also learning that studio head William Fox was not going to extend his contract beyond one film, demanded that he be allowed to fly at night. The studio relented, and on August 2, 1920, publicity surrounding the stunt led to a large crowd gathering to witness the filming of the unusual stunt. Large studio arc lights were set up on DeMille Field 2 to illuminate the Curtiss "Jenny", to be doused as the aircraft entered its final spin. The dive towards some oil derricks was to make it appear that the airplane crashed beside the oil well. As arranged, Locklear had forewarned the lighting crew to douse their lights when he got near the derricks so that he could see to pull out of the dive, saying that "When you take the lights off, I'll know where I am and I can come out of it." After completing a series of aerial maneuvers, Locklear signaled that he would descend.

In front of spectators and film crew, Locklear and his long-time flying partner "Skeets" Elliot crashed heavily into the sludge pool of an oil well, never pulling out of the incipient spin. The crash resulted in a massive explosion and fire, with Locklear and Elliot dying instantly. After the accident, speculation revolved around the five arc lights that had remained fully on, possibly blinding the flight crew. With the entire film already completed except for the night scene, Fox made the decision to capitalize on the fatal crash by rushing The Skywayman into post-production and release. With notices proclaiming "Every Inch Of Film Showing Locklear's Spectacular (And Fatal) Last Flight. His Death-Defying Feats And A Close Up Of His Spectacular Crash To Earth," the film premiered in Los Angeles on September 5, 1920. The advertising campaign that accompanied the film was very similar to that of Locklear's first feature film, focusing on his earlier exploits and combining model displays and exhibition flights across North America to coincide with the film's release. Upon the film's release, Fox Film Corporation publicly announced that 10% of the profits would go to the families of Locklear and Elliot.

Locklear is buried at Greenwood Cemetery in Fort Worth, Texas.

Legacy
Locklear was reputed to be the prototype for the character of Waldo Pepper, played by Robert Redford in The Great Waldo Pepper (1975). Viola Dana was an honored guest at the premiere of the film.

title: Ormer Locklear