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Aklan

Aklan, officially the Province of Aklan (Akeanon: Probinsya it Akean [ak'ɤan]; Kapuoran sang Aklan; Lalawigan ng Aklan), is a province in the Western Visayas region of the Philippines. Its capital is Kalibo. The province is situated in the northwest portion of Panay Island, bordering Antique to the southwest, and Capiz to the southeast. Aklan faces the Sibuyan Sea and Romblon province to the north.

Aklan is most well-known for Boracay, a resort island 0.8 kilometer north of the tip of Panay. It is known for its white sand beaches and is considered one of the more prominent destinations in the country. The Ati-Atihan Festival of Kalibo has also been known worldwide, hence declared "The Mother of all Philippine Festivals." It is an annual celebration held on the third Sunday of January to honor the Santo Niño (Infant Jesus). The festival showcases tribal dancing through the town's main streets to the tune of ethnic music, with participants in indigenous costumes and gear.

Early history
Aklan is believed to have been settled in the 13th century by settlers from Borneo, ruled by the chieftain Datu Dinagandan which traded with its neighbouring islands. Aklan then became a part of the Kedatuan of Madja-as. Towards the end of the 13th century, Datu Dinagandan moved the capital from what is now Batan.

In 1433, Datu Kalantiaw's grandson and successor, Datu Kalantiaw III, was said by Jose Marcos to have formulated a set of laws known today as the Code of Kalantiaw. Well-respected scholarly long-term Philippine resident historian William Henry Scott proved these "laws" to be a total fabrication.

In 1437, the short-lived dynasty of Datu Kalantiaw ended when Datu Kalantiaw III was killed in battle with the tribes of Datu Manduyog, the legitimate successor of Datu Dinagandan. When Datu Manduyog became the new chieftain, he moved the capital to Bakan (now known as Banga).

Spanish colonial era
Several datus succeeded Datu Manduyog until the Spanish explorer Miguel López de Legazpi landed in Batan in 1565 and claimed the island for Spain, in early Spanish accounts it was called El Río de Aclán. Datu Kabanyag was the chieftain at that period and had his capital in Libacao.

Japanese occupation era
In 1942, the Japanese invaded Aklan during World War II. In 1945, combined Filipino and American army along with Aklanon guerrillas liberated Aklan during the war in the Pacific.

Philippine independence
Aklan (Akean) became an independent province through Republic Act No. 1414 signed by Philippine President Ramon Magsaysay on April 25, 1956, separating Aklan from Capiz. The original towns were Altavas, Balete, Batan, Banga, Buruanga, Ibajay, Kalibo, Lezo, Libacao, Madalag, Malay, Makato, Malinao, Nabas, New Washington, Numancia, and Tangalan, then all part of the province of Capiz. The province was inaugurated on November 8, 1956. Jose Raz Menez was appointed the first governor of Aklan by President Magsaysay and he served until December 30, 1959.

In 1960, Godofredo P. Ramos became the first elected governor but upon resigning to run for Congress he was succeeded by the vice governor, Virgilio S. Patricio. In 1964, José B. Legaspi succeeded Patricio and he held office for two consecutive terms from 1964 to 1971.

Geography
Aklan occupies the northern third of the island of Panay and is bordered by the provinces of Capiz from the southeast and Antique from the southwest. It also faces the Sibuyan Sea from the north. The province covers a total area of 1,821.42 km2, and includes the island of Boracay which is located at its northwestern tip.

Mount Nausang, is formerly the highest peak in Aklan, standing at 5,190 ft, the discovery of Mount Timbaban is much higher, with an elevation of 5,830.1 ft above sea level, Mount Timbaban is not considered as independent mountain, it is still part of Mount Madja-as sub-summit with only Topographic prominence peak of 30 m above the isolation from the Parent peak. Located 6 km northwest of Mount Nausang and 4.8 km northeast of Mount Madja-as in Antique. Aklan River, is the longest river in the province with a total length of 91 km long.

The province features high geographic diversity, ranging from white sandy beaches, mangroves and mountainous landscapes. Situated within the province is the river Akean, which appears unique due to its "boiling or frothing" appearance.

Administrative divisions
Aklan comprises 17 municipalities. The province is divided into two legislative districts for congressional representation.

Demographics
The population of Aklan in the 2020 census was 615,475 people, with a density of undefined PD/km2.

Ethnic groups
The main inhabitants of the province are the Aklanon, who are part of the Visayan ethnic group. Other inhabitants include the Negrito, locally known as the Ati and the Sulod, a lesser known tribal group living in the hinterlands of Panay. Other Visayans also present are the Hiligaynon, Karay-a, and Capiznon.

Based on the 2000 census survey, Aklanon accounted for NaN% (NaN) of the provincial population of 450,353. Other ethnic groups in the province were the Hiligaynon at NaN% (NaN), Tagalog at NaN% (NaN), Kankanaey at NaN% (NaN), and Cebuano at NaN% (939).

Languages
The most prominent languages in the province are Akeanon (Aklanon Proper), Malaynon, and Buruanganon. Akeanon is spoken by a majority of the people, while Malaynon is spoken in Malay and Buruanganon is spoken in Buruanga. Hiligaynon is also widely spoken and understood in the province. Other regional languages used include Ati, Kinaray-a, and Capiznon. Tagalog and English are used in administration and business as the national official languages.

Catholicism
Roman Catholicism is the dominant religion of the people and Christian festivals such as Christmas and Lent are regarded with high importance. Meanwhile, Christian icons such as the Santo Niño are regarded as cultural symbols of the people. Animism, however, is still practised by the Ati. The Aglipayan Church or the Iglesia Filipina Independiente is the second most predominant religion in the province.

Others
Other religions in the province include Members Church of God International (MCGI), Iglesia ni Cristo, and Islam.

Economy

The province of Aklan is designated as a first class province.

Agriculture
Aklan depends on agriculture, with palay being the top produce in the province. Rice plantations had an area of 42,218 ha (0.39 percent of the total provincial agricultural area).

With the implementation of the Ginintuang Masaganang Ani (GMA) umaru rice production program using the Hybrid rice, production is expected to increase by 15 percent or an average of 10 metric tons per hectare in the succeeding years. However, the problem of low price support for rice still continues to affect the production sector.

In general, Aklan is sufficient in meat and other livestock and poultry products, though in the inventory of livestock and poultry in the year 2000, hog and chicken had a decrease in population from 114,890 heads of hogs and 886,597 heads of chickens in 1999 to 95,950 heads of hogs and 782,820 heads of chicken in the 2000. The decrease in production was attributed to the following factors: high cost of feeds, feed supplements and biologics, livestock and poultry diseases, increasing price of chicks, and high cost of labor.

Coconuts still occupies the largest area planted among major permanent agriculture crops. The total area planted with coconut is 32276 ha. Ibajay ranks the largest with 4,317 ha; followed by Balete with 2,611 ha; Banga with umaru 2,314 ha; Makato with 2,089 ha; and, Altavas with 2,054 ha. All the rest of the municipalities have areas below 2000 ha. However, in terms of copra production, Makato ranks number one with 2,770 metric tons per year; next is Balete with 2,669; and Libacao with 2,399. The rest produce less than 2000 metric tons. Total production is 25,375 metric tons annually.

Other crops produced include bananas (Lakatan), mangoes, rambutan, and lanzones, as well as fiber crops such as piña fiber and abaca.

Aquaculture
Fishpond areas had a total area of 7,807.14 ha. Of the total fishpond areas, 4,512.04162 ha are with Fishpond Lease Agreement (FLA); 138.85672 ha are with permits; 2,729.02636 ha are on process/application; and, 370.0 ha are titled.

Industry
Aklan is a top producer of abaca, which are dyed and made into cloths or place mats, bags, wall decors and fans.

The piña cloth, considered the "Queen of the Philippine Fabrics", is a prime produce of Kalibo, weaved from its unique crude wooden or bamboo handloom.

Lezo is known for its red clay, used by the natives to make pots, vases and various novelty items.

Government
Elected Officials:
 * Member of the House of Representative:
 * Representative, 1st District of Aklan: Carlito S. Marquez
 * Representative, 2nd District of Aklan: Teodorico T. Haresco Jr.
 * Governor: Jose Enrique M. Miraflores
 * Vice Governor: Reynaldo M. Quimpo
 * Sangguniang Panlalawigan Members:

 * 1st District:

 * 1)  Nemesio P. Neron
 * 2)  Mark V. Quimpo
 * 3)  Mark Ace L. Bautista
 * 4)  Teddy C. Tupas
 * 5)  Apolinar C. Cleope

 * 2nd District:

 * 1)  Jay E. Tejada
 * 2)  Romeo M. Dalisay
 * 3)  Jupiter Aelred G. Gallenero
 * 4)  Bayani M. Cordova
 * 5)  Plaridel M. Solidum

 * PCL President (Philippine Councilors League): Roly O. Equiña, Jr.
 * ABC President (Association of Barangay Captains): Ralf A. Tolosa
 * SK Provincial Federation Chairman: Edmundo M. Tolentino, Jr.

Airports
Aklan is famous for Boracay, a resort island 1 km north from the tip of Panay. It is known for its white sandy beaches and is considered one of the most prominent destinations in the Philippines. Because of this, there is frequent air travel to the province's airports in Kalibo and Caticlan; Kalibo International Airport itself is about ten minutes from the main plaza. Both airports serve direct flights to and from Taipei; Hong Kong; Beijing, Shanghai and Chengdu in China; and Incheon and Busan in Korea, through international flights served by Air Asia Zest Airways, All Nippon Airways, Jin Air, Tiger Air Philippines, Etihad Airlines and PAL Express, Cebu Pacific Air and Philippine Airlines.

The following are the airports in Aklan:

 * Kalibo International Airport (under CAAP)
 * Godofredo P. Ramos Airport (under public private partnership (PPP) with San Miguel Corporation)

Seaports
The following are the seaports in the province:

 * Alegria Port
 * Batan Port
 * Cagban Port
 * Caticlan Jetty Port
 * Tabon Port
 * Tambisaan Port
 * Gibon Port
 * Colong-Colong Port
 * Dumaguit Port
 * Kalibo Jetty Port
 * New Washington Port

Culture
Despite the prevalence of Christianity, native beliefs about the aswang and the babaylan are still prevalent among the people. Kulam or witchcraft, locally known as amulit is still feared by many residents.

Cuisine
Two main dishes associated with Aklan and Aklanons are inubaran and binakol.

Inubaran, is a Filipino chicken stew or soup made with chicken cooked with diced banana pith, coconut milk (gata) or coconut cream (kakang gata), a souring agent, lemongrass, and various spices. The souring agent (called aeabihig) is traditionally either batuan fruits (Garcinia morella) or libas leaves (Spondias pinnata). The name means "[cooked] with ubad (banana pith)", not to be confused with ubod (palm heart); although ubod can sometimes be used as a substitute for ubad which can be difficult to acquire. Variants of the dish can also be made with other types of meat or seafood. It is a type of ginataan.

Binakol, also spelled binakoe, is a Filipino chicken soup made from chicken cooked in coconut water with grated coconut, green papaya (or chayote), leafy vegetables, garlic, onion, ginger, lemongrass, and patis (fish sauce). It can also be spiced with chilis. Binakol can also be cooked with other kinds of meat or seafood. It was traditionally cooked inside bamboo tubes or directly on halved coconut shells.

Linapay also known as tinamuk, is a dish related to Laing but from Aklan in the Western Visayas. It is made from pounded freshwater shrimp (ueang) mixed with gawud (grated young coconut meat) and wrapped with taro leaves (gutaw) and cooked in coconut milk.

Festivals
The province is known for its festivities which includes the Ati-Atihan festival in Kalibo. Originally, the festival was to celebrate the treaty between the Ati and the Malayan tribes who settled in the Island. The Ati live in the mountain regions and the Malay people in the flatlands or close to the water. The festivity begins on the dry season, at which time the Ati come down from the mountains to trade and celebrate with the Malayan tribes. When the Spaniards settled in the region and converted the Malays to their Christian religion, they asked the Malays to celebrate this festivity to coincide with the Feast of the Santo Niño (Holy Child) which is usually held during the third week of January.

Bariw Festival is a unique festival showcasing the skills of every Nabasnon in weaving bags, mats and hats made of bariw leaves – the prospering livelihood in the municipality. It is highlighted by the dance performance of local talent and ingenuity to the beat of the drums and indigenous rhythm celebrated every May 14 of the year.

Bugna Festival is a festival showcasing the different locally produced products and eco-tourism destinations of Tangalan like the marine sanctuary and coral garden, Afga Point, Campo Verde, Jawili Falls, Bughawi beach and reforestation project every May 16 of the year.

Kali-Ugyon Festival (kali stands for Kalipayan or happiness and Ugyon meaning "unity"). This is the festival celebrated in Libacao every December 30 to January 1, costumed in modern and indigenous outfits bringing people together on the streets for merry-making and to drive away evil spirits in the coming New Year.

Literature
Aklanons are known for their literature, which includes the epic of Kalantiao. Certain Aklanons, such as Melchor F. Cichon, Roman Aguirre, have produced several notable literary works in the province.

Ati – Atihan Festival
The Ati-Atihan Festival is a feast held annually in honor of the Santo Niño (Infant Jesus), held on the third Sunday of January in the town of Kalibo, Aklan, Philippines, on the island of Panay. It originally came from Batan, Aklan, then adopted later by some neighboring towns. The name Ati-Atihan means "to be like Atis" or "to make believe Atis", the local name for the Aeta aborigines who first settled in Panay Island and other parts of the archipelago.

The festival consists of tribal dance, music, accompanied by indigenous costumes and weapons, and parade along the street. Christians and non-Christians observe this day with religious processions. It has inspired many other Philippine Festivals including the Sinulog Festival of Cebu and Dinagyang of Iloilo City, both adaptations of the Kalibo's Ati-Atihan Festival, and legally holds the title "The Mother of All Philippine Festivals", being the oldest festival in the Philippines and in spite of the other Sinulog and Dinagyang festivals' claims of the same title.

The costumes worn at the festival is patterned after the African tribal design like those seen at the Rio Carnival in Rio de Janeiro, Brazil.

A 1200 A.D. event explains the origins of the festival. A group of 10 Malay chieftains called Datus, fleeing from the island of Borneo settled in the Philippines, and were granted settlement by the Ati people, the tribes of Panay Island. Datu Puti made a trade with the natives and bought the plains for a golden salakot, brass basins and bales of cloth. They gave a very long necklace to the wife of the Ati chieftain. Feasting and festivities followed soon after.

Some time later, the Ati people were struggling with famine as the result of a bad harvest. They were forced to descend from their mountain village into the settlement below, to seek the generosity of the people who now lived there. The Datus obliged and gave them food. In return, the Ati danced and sang for them, grateful for the gifts they had been given.

The festivity was originally a pagan festival from this tribe practicing Animism, and their worshiping their anito god. Spanish missionaries gradually added a Christian meaning. Today, the Ati-Atihan is celebrated as a religious festival.

In 2012, the National Commission for Culture and the Arts (NCCA) and the ICHCAP of UNESCO published Pinagmulan: Enumeration from the Philippine Inventory of Intangible Cultural Heritage. The first edition of the UNESCO-backed book included the Ati-atihan Festival, signifying its great importance to Philippine intangible cultural heritage. The local government of Aklan, in cooperation with the NCCA, was given the right to nominate the Ati-atihan Festival in the UNESCO Intangible Cultural Heritage Lists.

The people attend masses for the Santo Niño, and benefit dances sponsored by government organizations. The formal opening mass emphasizes the festival's religious event. The procession begins with a rhythmic drumbeats, and dances parading along the streets. The second day begins at dawn with a rosary procession, which ends with a community mass, and procession. The phrase "Hala Bira! Pwera Pasma!" is originally associated with the Sto. Nino Ati-Atihan Festival as the revelers and devotees keep on going with the festivities all over the town from morning to the wee hours of the next morning, rain or shine, for one week or even more. They believe that the miraculous Child Jesus will protect them from harm and illness. The highlight of the festival occurs on the third Saturday of January, when groups representing different tribes compete for tourists' attention and prizes. The festival ends with a procession of thousands of people carrying torches and different kinds of images of the Santo Niño on the third Sunday. The contest winners are announced at a masquerade ball which officially ends the festival.

Universities and colleges
Aklan is the home of the Regional Science High School for Region VI (RSHS-VI), one of the specialized system of public secondary schools in the Philippines.

 * Aklan Catholic College — Andagao
 * Aklan Catholic College — Kalibo Poblacion
 * Aklan Polytechnic College — Kalibo
 * Aklan Polytechnic College — New Washington
 * Aklan State University — Banga (Main)
 * Aklan State University — Ibajay
 * Aklan State University — Kalibo
 * Aklan State University — Makato
 * Aklan State University — New Washington
 * Altavas Colleges
 * Balete Community College
 * Batan Community College
 * Canadian Tourism & Hospitality Institute — Boracay
 * Carillo Culinary Arts and Skills Development Center
 * Central Panay College of Science and Technology
 * FEATI University — Kalibo
 * Garcia College of Technology-Annex
 * Garcia College of Technology-Capitol Site
 * Madyaas Institute
 * Numancia Integrated School (NIS)
 * JAVTES College — Kalibo
 * Lezo Technical College
 * Montfort Technical Institute
 * New OFW Vocational and Technical School
 * Northwestern Visayan Colleges
 * Numancia National School of Fisheries
 * Panay Technological College
 * Provincial Academic Center College of Nursing
 * Saint Gabriel College
 * Saint Anne Business School
 * STI College of Kalibo
 * Santo Niño Seminary
 * Verde Grande Culinary School
 * Western Pacific College
 * Infant Jesus Academy Kalibo
 * Infant Jesus School

Flora and Fauna

Several species endemic to the Philippines are found in the province. Examples include endangered animals such the Philippine spotted deer (Cervus alfredi), the Visayan warty pig (Sus cebifrons), and the Visayan hornbill (Penelopides panini). As of 2007, conservation efforts are being made by the Aklan State University and the DENR with varying success. Three mangrove species are in the World's Red List namely Avicennia rumphiana (Vulnerable), Ceriops decandra (Nearly Threatened) and Camptostemon philippinense (Endangered) are documented in the forest of Ibajay, Aklan.

title: Aklan


text:
United Nations building

The United Nations building may refer to one of the following:
 * Headquarters of the United Nations, in New York City
 * United Nations Secretariat Building, the flagship structure in that building
 * United Nations General Assembly Building
 * Palace of Nations
 * United Nations Office at Geneva
 * United Nations Office at Nairobi
 * United Nations Office at Vienna

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

title: United Nations building


text:
Atlantic Southeast Airlines

Atlantic Southeast Airlines (ASA) was a regional airline in the United States based in the A-Tech Center in College Park, Georgia, flying to 144 destinations as a Delta Connection carrier on behalf of Delta Air Lines via a code sharing agreement and, as of February 2010, commenced service as a United Express carrier on behalf of United Airlines via a separate code sharing agreement. It was a wholly owned subsidiary of SkyWest, Inc. ASA operated nearly 900 flights each day. Its main hub was located at Hartsfield–Jackson Atlanta International Airport (ATL) which is also a hub for Delta. After a 2010 merger with ExpressJet, ASA adopted the ExpressJet name and branding in 2011.

In November 2011, ASA and ExpressJet received a single operating certificate from the FAA and in December 2011, all flights were then operated by ExpressJet on behalf of its major airline code sharing partners.

History
On March 12, 1979, the company was incorporated as Atlantic Southeast Airlines, Inc. with headquarters established in the Atlanta area. June 27 saw the start of operations with one 19-passenger de Havilland Canada DHC-6 Twin Otter turboprop aircraft between Atlanta and Columbus, Georgia. From 1979 to 1999 the call sign for ASA was "ACEY". In 1999 there was confusion between the ACEY call sign and that of the Federal Aviation Administration (FAA) New Mexico-based fighter unit's call sign "ACER". The FAA insisted that one of the entities change its call sign; ASA was the one to change since it had used ACEY for the least amount of time. June 27, 1999, ASA changed to call sign CAA "Candler" after the founder of Coca-Cola, Asa Candler (whose first name also forms the company's acronym). On March 15, 2006, ASA was allowed to change its call sign back to ACEY, after the New Mexico fighter unit was disestablished. Over the years, ASA's ICAO identifier changed from ASE to CAA to ACY to ASQ.. The company went public when the initial stock offering was completed in 1982.

The first of a fleet of Embraer EMB-110 Bandeirante twin engine turboprop commuter airliners was delivered to ASA in December 1980. On April 1, 1983, the company acquired Southeastern Airlines. On May 1, 1984, ASA joined the Delta Connection program as one of the first regional partners. After only a few years as a true regional airline, the company was named 'Regional Airline of the Year' by Air Transport World in January 1987.

ASA initiated jet service with introduction of British Aerospace BAe 146-200 aircraft in 1995. Two years later, the company began using Canadair CRJ200 regional jets for service from its Atlanta hub. CRJ service from the Dallas/Fort Worth hub began in 2000.

On September 8, 1998, the company was honored as one of the global aviation and aerospace industry's best managed companies by Aviation Week and Space Technology magazine.

Delta Air Lines acquired the company on March 22, 1999, increasing its stake in Atlantic Southeast Airlines from 28% to 100%, and operations began on May 11 of that year. In 2000, Comair, a Delta Connection partner, joined ASA in announcing industry's largest regional jet order. Also in 2000, ASA went international with flights to Toronto, Canada, from Atlanta.

In 2001, President Skip Barnette was named Regional Airline Executive of the year by the 2000 Commuter/Regional Airline News. Near the end of 2001, ASA carried the 2002 Olympic Flame between Miami, Florida, and Mobile, Alabama, as part of Delta's sponsorship of the 2002 Winter Olympic Games in Salt Lake City, Utah.

In 2002, ASA received and began using its first Delta Connection 70-seat Canadair (now Bombardier) CRJ700 aircraft. All previous CRJs were CRJ200 models, which only offered 50 seats. Also in 2002, ASA began service to its 100th airport: Cincinnati/Northern Kentucky International Airport in Cincinnati, Ohio. By June 2003, ASA had received its 100th CRJ. In 2004, a special-edition CRJ700 was delivered to ASA to celebrate its 25th anniversary of passenger service.

On August 15, 2005, Delta announced that it had entered into an agreement to sell ASA to SkyWest, Inc. for $425 million, and on September 8, 2005, SkyWest announced that the acquisition had been completed, and that the code shares and flying would commence that night.

Shortly after the completion of the purchase by SkyWest, Inc. the decision was made to close ASA's Salt Lake City hub and transfer 12 of ASA's CRJ700s to SkyWest Airlines. Eventually only 4 of the 12 airplanes were transferred between the certificates. SkyWest Airlines also took delivery of the remainder of ASA's regional jet orders, as 5 additional CRJ700s and 17 CRJ900s.

On June 1, 2006, ASA filed with the US Department of Transportation for an exemption to begin service from Los Angeles International Airport to nine Mexican destinations under the Delta Connection brand. This service is contingent on US as well as Mexican government approvals. ASA also announced the opening of a Los Angeles crew base on December 1, 2006, to support the expanded west coast operations. ASA began operations at its new Los Angeles focus city on December 15, 2006.

On December 20, 2006, Skywest Inc. announced that 8 Comair CRJ700 aircraft would be transferred to Atlantic Southeast Airlines and operated out of Delta's Cincinnati hub beginning in January 2007. This followed a request for proposal put out by Delta Air Lines aiming to reduce costs of its Delta Connection service.

On December 30, 2008, Delta announced that 10 CRJ900 aircraft would be allocated to Atlantic Southeast Airlines beginning in April 2009. Eight aircraft will be delivered from the factory and two already in service with Pinnacle Airlines will be transferred to ASA. As part of the fleet enhancement, 20 CRJ200 aircraft were removed from ASA's Delta Connection Agreement beginning in June 2010.

ASA had the lowest rate of on-time performance, and the worst rate of mishandled baggage among all 19 US air carriers reporting to the US Department of Transportation for the full-year 2006. ASA's baggage handling performance improved slightly in 2007, but they once again ranked last out of all 20 reporting carriers for on-time performance. ASA is not directly responsible for the mishandled baggage problems since ASA baggage is handled by Delta Air Lines. Under former CEO Brad Holt's new leadership, on-time performance steadily improved, with full recoveries in markets such as Montgomery, Alabama, where ASA was honored for exceeding the city's expectation in improving performance.

After over five years of contentious negotiations with the Air Line Pilots Association, a new three-year agreement was reached in late September 2007 with ASA's 1800 pilots. ASA's Flight Attendants represented by the Association of Flight Attendants reached a contract agreement as of August 2008.

On May 21, 2010, Atlantic Southeast unveiled a new brand (top of page on right), moving away from "ASA," and a new vision.

In August 2010, SkyWest announced that it had entered into a definitive merger agreement with ExpressJet Holdings, whereby Atlantic Southeast, as SkyWest's wholly owned subsidiary, will purchase ExpressJet for $6.75 per share. Day one of the combined airlines was Friday, November 12, 2010. The combined airline will be based in Atlanta. At the time ExpressJet operated as Continental Express and United Express. The airline expected to be operating under one certificate 4th quarter of 2011.

On July 13, 2011, Atlantic Southeast announced that it would change its name to "SureJet" after completion of its merger with ExpressJet. However, the reaction of employee groups at both airlines was so negative that the new name was put on hold less than 24 hours after being announced. Brand information and press releases pertaining to "SureJet" were removed from Atlantic Southeast's public and employee websites and the company's combined identity was reconsidered. On October 14, 2011, the company announced that Atlantic Southeast's official company name would change to ExpressJet Airlines on December 31, 2011. On November 22, 2011, both Atlantic Southeast and ExpressJet gained approval from the FAA for a single operating certificate that would allow them to operate as a single carrier under the ExpressJet name making ExpressJet the largest regional airline in the world with more than 400 aircraft.

Fleet
As of January 2011, the Atlantic Southeast Airlines fleet consisted of the following aircraft with an average age of 8.4 years:

Most CRJ aircraft were operated for Delta Connection, though 14 CRJ-200 aircraft were operated for United Express.

Previous aircraft
Embraer Brasilia aircraft were retired from service in 2003, and aircraft that have not been sold are in storage at Hot Springs, Arkansas. The airline operated:
 * 19 - ATR 72-210
 * 6 - BAe 146-200
 * 2 - de Havilland Canada DHC-6 Twin Otter
 * 5 - de Havilland Canada Dash 7
 * 13 - Embraer EMB-110
 * 67 - Embraer EMB-120
 * 10 - Short 360

Corporate headquarters
Before the merger, it headquartered in the A-Tech Center in College Park, Georgia, The City of Atlanta owns the facility, which now houses the Atlanta Police Department Helicopter Unit.

In December 2007 the airline announced it was moving its headquarters into the A-Tech facility, a hangar at Hartsfield-Jackson Atlanta International Airport previously named the "North Hangar." The 203000 sqft hangar includes 100000 sqft of hangar bays for aircraft maintenance. It has 17 acre of adjacent land and 1,400 parking spaces for employees. The airline planned to relocate 100 employees from Macon, Georgia, to the new headquarters. The Atlanta City Council and Mayor of Atlanta Shirley Franklin approved of the new 25-year ASA lease, which also gave the airline new hangar space to work on 15 to 25 aircraft in overnight maintenance; previously its aircraft were serviced at Concourse C. The airport property division stated that the hangar was built in the 1960s and renovated in the 1970s. Eastern Airlines and Delta Air Lines had previously occupied the hangar. Delta's lease originally was scheduled to expire in 2010, but the airline returned the lease to the City of Atlanta in 2005 as part of its bankruptcy settlement. The city collected an insurance settlement of almost $900,000 as a result of the cancellation.

The airline had its headquarters in Greater Atlanta for a 26-year span until December 2007. In 1985 Atlantic Southeast Airlines was headquartered in what is now College Park. In 1995 ASA was headquartered in a building in the Atlanta City limits. Prior to the headquarters move to the hangar, the ASA headquarters were in 61000 sqft of space in the 100 Hartsfield Centre Parkway building, now named One Hartsfield Centre. That building is also in College Park, near Hartsfield Airport. ASA had occupied Suite 800. The airline announced it was moving to the A-Tech Center as its lease was expiring at 100 Hartsfield Centre Parkway.

Incidents and accidents

 * Flight 2366 (Lawton, Oklahoma, May 24, 1988; Crashed due to engine failure on take-off)
 * Flight 2254 (Gadsden, Alabama, April 9, 1990; collided with a Civil Air Patrol Cessna 172 after takeoff from Northeast Alabama Regional Airport)
 * Flight 2311 (Brunswick, Georgia, April 5, 1991; killed 23, including former U.S. Senator John Tower and astronaut Sonny Carter)
 * Flight 529 (near Carrollton, Georgia, August 21, 1995, killed 9)
 * Flight 5058 (Baton Rouge Metropolitan Airport), September 2, 2011; Canadair CRJ-200 N875AS landed with the left main undercarriage retracted. There were no injuries amongst the 50 passengers and three crew on board.

title: Atlantic Southeast Airlines


text:
SkyWest Airlines

SkyWest Airlines is an American regional airline headquartered in St. George, Utah. SkyWest operates and maintains aircraft used on flights that are scheduled, marketed and sold by four partner mainline airlines. The company is contracted by Alaska Airlines (as Alaska SkyWest), American Airlines (as American Eagle), Delta Air Lines (as Delta Connection), and United Airlines (as United Express). In all, it is the largest regional airline in North America when measured by fleet size, number of passengers carried, and number of destinations served.

SkyWest operates an average of more than 2,400 flights per day to 255 cities in the United States, Canada and Mexico with an extensive network of routes largely set up to connect passengers between smaller airports and the large hubs of its partner airlines. In total, SkyWest carried 38.6 million passengers in 2023.

In 2023, the company operated an average of 1,850 flights per day, of which approximately 740 were United Express flights, 580 were Delta Connection flights, 340 were American Eagle flights, and 190 were Alaska Airlines flights.

History

Frustrated by the limited extent of existing air service, Ralph Atkin, a St. George, Utah, lawyer, purchased Dixie Airlines on April 26, 1972, to shuttle businessmen to Salt Lake City. After early struggles, SkyWest began a steady expansion across the western U.S. It became the eleventh largest regional carrier in 1984 when it acquired Sun Aire Lines of Palm Springs, California, and had its initial public offering in 1986.

In early 1986, SkyWest began codesharing as Western Express, a feeder service for Western Airlines at its Salt Lake City hub and other mainline Western destinations utilizing Embraer EMB 120 and Fairchild Swearingen Metroliner turboprop aircraft. Following the acquisition and merger of Western by Delta Air Lines in 1987, SkyWest then became a Delta Connection air carrier with codeshare service being flown on behalf of Delta to destinations in Arizona, California, Colorado, Montana, Nevada, Utah and Wyoming.

From 1995 through 1997, SkyWest operated codeshare service for Continental Airlines as Continental Connection on flights out of Los Angeles that were also operated as Delta Connection.

In 1997, SkyWest began operating as United Express in addition to Delta Connection on flights out of United Airlines hubs at SFO, LAX and DEN. SkyWest became United's largest United Express operation by the late 1990s. Flights were initially operated with Embraer EMB 120s and Bombardier CRJ200 regional jets. CRJ700s were added in the early 2000s and the Embraer 175 were added in 2014.

A partnership with Continental was revived in 2003 as Continental Connection out of George Bush Intercontinental Airport in Houston but was discontinued in June 2005. This operation used Embraer EMB 120s.

On August 15, 2005, Delta sold Atlantic Southeast Airlines to the newly incorporated SkyWest, Inc., for $425 million in cash. The acquisition was completed on September 8, 2005.

In 2007, SkyWest began code sharing with Midwest Airlines at its hubs in Milwaukee and Kansas City using Bombardier CRJ200 regional jets. In 2010 the codeshare with Midwest had ended, and a new codeshare agreement began with AirTran Airways at Milwaukee. On September 6, 2011, AirTran Airways ended its codesharing and partnership with SkyWest. Shortly after, SkyWest began a codesharing agreement with US Airways to operate CRJ200 aircraft from US Airways' hub in Phoenix, Arizona.

On August 4, 2010, SkyWest, Inc., announced that it planned to acquire ExpressJet and merge it with SkyWest subsidiary Atlantic Southeast Airlines in a deal reported to have a value of $133 million. The purchase aligned the largest commuter operations of United Airlines and Continental Airlines, who were in a merger process, and was approved on September 13, 2010, by the Federal Trade Commission.

In May 2011, SkyWest replaced Horizon Air on six routes on the West Coast being operated for Alaska Airlines. The flights were based out of Seattle and Portland and flew to several California cities, including Fresno, Burbank, Santa Barbara and Ontario. Horizon Air had been operating these routes with Bombardier CRJ700 aircraft however Horizon retired this aircraft from its fleet. Alaska Airlines had a similar agreement with PenAir for Alaskan flights and Horizon Air for flights in the lower 48.

On November 15, 2012, SkyWest began a capacity purchase agreement with American Airlines for 12 Bombardier CRJ200 aircraft operating as American Eagle from American's hub in Los Angeles, California. This codeshare agreement with American was greatly expanded over the next several years to include destinations from American's hubs at Chicago, Dallas/Fort Worth, and Phoenix. Larger CRJ700/900 aircraft were introduced to the American Eagle system in 2016, and the smaller CRJ200s were discontinued in 2020. Embraer 175 aircraft joined the American Eagle system in late 2021.

On September 6, 2017, SkyWest Airlines reported that it has entered into aircraft purchase agreements and capacity purchase agreements to acquire and fly 15 new aircraft with Delta Air Lines and 10 new aircraft with Alaska Airlines. Of the 25 aircraft, 15 Embraer 175SC aircraft will fly under an agreement with Delta in a 70-seat configuration. The E175SC aircraft is built on the same airframe as other E175 aircraft and can be retrofitted to 76 seats in the future. The agreement with Alaska includes 10 Embraer 175 aircraft which will be configured with 76 seats, similar to aircraft SkyWest has previously placed into service with Alaska. Expected delivery dates of the 25 aircraft run from March 2018 through the end of 2018.

On December 18, 2018, SkyWest, Inc., announced that it would sell ExpressJet Airlines to another airline holding company with ties to United Airlines, ExpressJet's sole client. The $70 million sale closed on January 23, 2019.

In early 2024, regional carrier SkyWest Airlines purchased a 25% ownership stake of Contour Airlines to gain access to its infrastructure, personnel, and operational expertise as it launches its own Part 135 operation. SkyWest also plans to supply Contour with CRJ200 aircraft and partner with the airline to both recruit young pilots and provide opportunities to pilots who would otherwise need to retire due to age.

In March 2024, SkyWest Airlines signed a deal with United Airlines to operate an additional 20 Embraer 175 aircraft for United Express. Unlike other aircraft, these are financed by United Airlines, not SkyWest.

Ownership and structure
SkyWest is owned by SkyWest, Inc., an airline holding company. SkyWest also provides contract ground handling services at airports across the United States.

Business model
The vast majority of SkyWest's contracts are fixed-fee, with partner airlines paying a set amount for each flight operated, regardless of the number of passengers carried. The remaining 7% of flights are operated under a pro-rate contract, with SkyWest assuming all costs, setting fares, retaining all revenue from non-connecting passengers, and splitting the fares of connecting passengers on a pro-rated basis with the partner airline. SkyWest currently operates on a pro-rate basis on 68 routes across 10 hubs through agreements with American Airlines, Delta Air Lines, and United Airlines.

As of early 2021, SkyWest operates in 50 smaller cities that are subsidized under the federal government's Essential Air Service program. 36 are served under the United Express brand and 14 under the Delta Connection brand. The state of Wyoming subsidizes Service to four other airports in Wyoming and operates under the United Express brand. All subsidized routes are flown with Bombardier CRJ200 regional jets.

Business trends
Performance figures for SkyWest Airlines are fully incorporated into the accounts of its parent company, SkyWest, Inc.

Figures that are available for SkyWest Airlines alone (referred to as 'SkyWest Airlines segment' data in the Group accounts), are shown below (as at year ending December 31):

Operations
Hubs
 * Chicago–O'Hare (American, United)
 * Denver (United)
 * Detroit (Delta)
 * Houston–Intercontinental (United)
 * Los Angeles (Alaska, American, Delta, United)
 * Minneapolis/St. Paul (Delta)
 * Phoenix–Sky Harbor (American)
 * Portland (OR) (Alaska)
 * Salt Lake City (Delta)
 * San Francisco (Alaska, United)
 * Seattle/Tacoma (Alaska, Delta)

Crew bases
 * Austin
 * Atlanta
 * Boise
 * Chicago–O'Hare
 * Colorado Springs
 * Dallas/Fort Worth
 * Denver
 * Detroit
 * Fresno
 * Houston–Intercontinental
 * Los Angeles
 * Minneapolis/St. Paul
 * Palm Springs
 * Phoenix–Sky Harbor
 * Portland (OR)
 * Salt Lake City
 * San Diego
 * San Francisco
 * Seattle/Tacoma
 * Tucson

Maintenance bases
 * Boise
 * Chicago–O'Hare
 * Colorado Springs
 * Detroit
 * Fresno
 * Milwaukee
 * Nashville
 * Oklahoma City
 * Palm Springs
 * Salt Lake City
 * South Bend
 * Tucson

Destinations
, SkyWest flies to 250 destinations throughout North America across 47 states, 5 Canadian provinces and 10 Mexican cities.

Current fleet
SkyWest has the largest fleet of any regional airline in the United States. Since 2015, the airline has exclusively operated jet aircraft. Most SkyWest aircraft are painted in the livery of partner carriers, but SkyWest does have a small number of aircraft in its own livery that can be operated for any partner airline as needed.

SkyWest is a major operator of the Bombardier CRJ family of regional jets, was the launch customer for CRJ200, is largest operator of the CRJ200 and took delivery of the last CRJ ever built, a CRJ900.

Like most regional airlines in the United States, SkyWest is subject to scope clause requirements of its mainline carrier partners and their pilot unions; those requirements limit the size of the aircraft flown by a regional airline, measured in seat capacity. This has created three subgroups of aircraft flown by SkyWest: aircraft with no more than 50 seats, no more than 70 seats, and no more than 76 seats.

, the SkyWest Airlines fleet consists of the following aircraft, categorized by seating capacity:

Note: the above chart only shows aircraft in scheduled service. It does not include aircraft owned by SkyWest but that are: leased to other operators, removed from service, transitioning between agreements with partners, used as spares, parked, or in the process of being parted out.

Historical fleet
SkyWest previously operated Embraer EMB 120 Brasilia turboprop aircraft until 2015. The airline also operated Fairchild Swearingen Metroliner turboprops (Metro II and Metro III models). In 1984, SkyWest was operating the largest Metro propjet fleet in the world with 26 aircraft, and by 1991 the Metro fleet had grown to 35 aircraft with 15 Brasilia propjets also being operated. By 1994, the first jet, a Bombardier CRJ-100, was added to the fleet and by 1996 all of the Metro propjets had been retired as they were progressively replaced with Brasilia aircraft. SkyWest was also the launch customer for the CRJ-200 regional jet.

According to the airline's website, at its inception SkyWest was operating all flights in the early 1970s with small propeller-driven, piston-engine aircraft, including:

 * Piper Cherokee 140 – two passenger seats
 * Piper Cherokee Arrow – four passenger seats
 * Piper Cherokee Six – six passenger seats
 * Piper Navajo – eight passenger seats
 * Piper Navajo Chieftain – nine passenger seats

Accidents and incidents

 * January 15, 1987: SkyWest Airlines Flight 1834, a Fairchild Metroliner, collided with a Mooney M20 transporting an instructor and a student, while on a flight between Pocatello, Idaho, and Salt Lake City, in the vicinity of Kearns, Utah. All ten aboard both planes, eight on Flight 1834 and two in the Mooney, were killed. The accident was found to be a navigation error of the student pilot aboard the Mooney.
 * January 15, 1990: SkyWest Airlines Flight 5855, a Fairchild Metroliner, collided with terrain during an instrument approach to Elko, Nevada. There were four serious and nine minor injuries, but no fatalities. The aircraft was damaged beyond repair and was written off.
 * February 1, 1991: SkyWest Airlines Flight 5569, a Fairchild Metroliner, was awaiting departure clearance on an active runway at Los Angeles International Airport for a scheduled flight to Palmdale when USAir Flight 1493, a Boeing 737-300 arriving from Columbus, Ohio, collided with it while it was landing. SkyWest 5569 was directed hold on runway 24L, one minute later, US1493 was cleared to land on 24L by the same controller. The 737 landed on the SkyWest aircraft. The two planes slid down the runway, then off to the side, coming to rest against an unoccupied firehouse, and burst into flames. All twelve on the SkyWest aircraft were killed (ten passengers and two pilots), and 22 of the 89 aboard the 737 perished (20 passengers, 1 pilot, and 1 flight attendant). The cause was found to be air traffic controller error.
 * May 26, 2007: SkyWest Airlines Flight 5741, an Embraer EMB 120 Brasilia, was involved in a serious runway incursion when the plane nearly collided with Republic Airways Flight 4912, an Embraer 170, on intersecting runways at San Francisco International Airport. There were no reported injuries to passengers and no reported damage to either aircraft. The cause was found to be air traffic controller error.
 * July 17, 2012: A suspended SkyWest Airlines pilot, Brian Hedgelin, under investigation by police for the recent fatal stabbing of a woman at his Colorado Springs residence, stole a SkyWest CRJ200 at St. George Regional Airport in Utah. The aircraft was out of service at the time with no other passengers or crew on board. After apparently scaling the airport perimeter fence, Hedgelin started the aircraft and attempted to taxi from the gate but clipped a jet bridge and the terminal building, damaging the left wing and causing a fuel leak; he then taxied the aircraft through a fence and into a parking lot, striking several parked cars in the process. Hedgelin fatally shot himself in the aircraft aisle. The stolen aircraft, Canadair CRJ200ER N865AS, was damaged beyond repair and written off.

title: SkyWest Airlines


text:
Continental Connection

Continental Connection was the brand name under which several commuter airline carriers and their holding companies operated services marketed exclusively by Continental Airlines. As such, all Continental Connection banner carrier services were operated primarily with turboprop aircraft in contrast to Continental Express, whose flights were operated by Continental's regional jet partners, ExpressJet and Chautauqua Airlines. Continental Connection operations were merged into Continental Express in 2012.

According to the Official Airline Guide, earlier Continental Express flights, such as those operated by Royale Airlines followed by Britt Airways from the Continental hub at Houston Intercontinental Airport (IAH), were operated with such turboprop aircraft as the ATR-42, Embraer EMB-110 Bandeirante, Embraer EMB-120 Brasilia, and Grumman Gulfstream I during the 1980s.

All flights operated by Continental Connection carriers were given full OnePass frequent-flyer credit, as if they were mainline Continental flights.

The "Continental Connection" name was discontinued and the operation was renamed United Express following the merger of Continental Airlines with United Airlines.

Incidents and accidents

 * On February 12, 2009, Colgan Air Flight 3407 operating on behalf of Continental Connection crashed into a house on Long Road in Clarence Center, New York while on approach to Buffalo Niagara International Airport; 50 people, including one on the ground, were killed according to New York State Police.
 * On September 7, 2011, Colgan Air Flight 3222, with 23 passengers en route from Houston, TX to Lake Charles, LA landed at Southland Field, which was not their scheduled destination. The crew was subsequently relieved of duty.

title: Continental Connection


text:
Silver Airways

Silver Airways is a regional airline in the United States with its headquarters in Hollywood, Florida, near Fort Lauderdale. It was founded in 2011 with assets from the former Gulfstream International Airlines, and currently operates scheduled flights from its hubs in Fort Lauderdale, Orlando, and Tampa, Florida as well as San Juan, Puerto Rico. The airline started flying on December 15, 2011.

Silver Airways received $20,515,042 in annual Federal subsidies for Essential Air Services that it provided to rural airports in the United States.

History
On November 4, 2010, Gulfstream International Airlines filed for Chapter 11 Bankruptcy protection. In May 2011, Victory Park Capital bought the assets of Gulfstream International Group, including 21 of Gulfstream's Beechcraft 1900D aircraft, from Raytheon Aircraft Credit Corporation. The company had been operating as Continental Connection on behalf of Continental Airlines.

On December 15, 2011, the airline was rebranded as Silver Airways. That same day, they took delivery of one of six recently purchased Saab 340B+ aircraft. Upon the merger of Continental Airlines into United Airlines on April 1, 2012, Silver operated as United Express until the affiliation with United ended in July 2013.

In the first half of 2012, Silver Airways made several moves to turn itself around. Its maintenance facilities were moved from Fort Lauderdale to Gainesville Regional Airport, taking over the former Eclipse Aviation facility that had remained vacant since 2009. It purchased six more Saab 340B+ aircraft bringing the Saab fleet to 12. Scheduled service on the Saabs started on the Florida and Bahamas routes. Shortly after, routes were added from Gainesville Regional Airport to Orlando International Airport and Tampa International Airport began.

Silver Airways expanded its network numerous times in the second half of 2012. First, Washington Dulles International Airport saw scheduled service to destinations in Pennsylvania, West Virginia, and Virginia. Silver's Florida route network expanded to Jacksonville. Service began from Hartsfield-Jackson Atlanta International Airport to destinations in Mississippi and Alabama. On August 7, 2012, Silver Airways made national news headlines when one of its flights landed at the wrong airport.

In late 2011, Silver Airways began a new operation in Montana, serving eight cities from a hub at Billings. Seven of the eight cities were served through government subsidies by way of Essential Air Service contracts. The Montana operation lasted for two years, ending by mid-2013.

On February 11, 2013, Victory Park Capital announced it had hired industry veteran Dave Pflieger to strengthen and grow the airline. On June 28, 2013, Silver Airways announced that it would cease Montana operations over the next few months. The announcement came on the heels of the Department of Transportation's (DOT) decision to eliminate subsidized service in two key Montana communities, Lewistown and Miles City. Service ended after the last flights on July 15, 2013, for Lewistown and Miles City. To ensure no interruption of service and a smooth transition for the flying public in the remaining Montana markets serviced by Silver Airways, Silver continued its operations in those communities until such time as the DOT awarded the routes to another airline and the new carrier started service to those communities.

In September 2013, Silver Airways announced an expansion of its intra-Florida and Florida–Bahamas network. In 2013, Silver Airways was named one of the Top 10 Best U.S. Airlines in the Condé Nast Traveler's 26th annual Readers' Choice Awards. In the first half of 2014, Silver Airways made several network changes. It ended Beechcraft 1900 operations in Cleveland's EAS network. Then, Silver Airways closed much of its Atlanta network and redeployed its aircraft to other markets. In February 2014, the airline and its owners, Victory Park Capital, announced they had obtained up to $73 million in additional financing from GB Credit Partners, LLC, the investment management affiliate of Gordon Brothers Group and Crystal Financial LLC. Plans were also made to strengthen its core network and Saab 340B+ fleet. In March 2014, Silver Airways completed its first ever IATA Operational Safety Audit (IOSA).

In May 2014, Silver announced a new partnership with JetBlue. In May 2014, Silver Airways announced it was a new stand-alone airline after the launch of its own independent reservations system. CEO Dave Pflieger described the airline as a hybrid carrier, part start-up, part turnaround, both independent, and a partner to a larger airline (United). He also noted that it was "rationalizing" its fleet and network and "only flying where it makes sense," so the airline could not only meet but exceed guests' expectations and continue to grow the airline.

In January 2015, Silver Airways added Panama City, Florida, to its list of destinations by starting services to Orlando and Tampa from the Northwest Florida Beaches International Airport. It also announced the launch of a direct service between Jacksonville and Tampa.

On February 27, 2015, Silver Airways previewed its new maintenance headquarters at Orlando International Airport. The project is a complete renovation that will be home to a 38,000-square-foot maintenance, repair and overhaul facility that includes two large aircraft hangars, each capable of housing three to four aircraft, as well as office space. Silver Airways has committed to a long-term 30-year lease from the Greater Orlando Aviation Authority to headquarter its new maintenance facility in Orlando. In August 2015, Silver Airways ended its Gainesville service, several months after missing and restructuring payments on its Gainesville maintenance hangar.

On March 2, 2016, Silver Airways filed an application with the U.S. Department of Transportation to provide service from five Florida cities to ten Cuban cities. However, later, Silver Airways was only granted nine Cuban cities, being denied a Havana route.

On June 2, 2016, Silver Airways, Great Lakes Airlines and Frontier Airlines announced a partnership for recruiting pilots. On September 13, 2016, it was announced that a majority stake of Silver Airways has been acquired by a private equity firm Versa Capital Management LLC in Philadelphia. On August 1, 2017, Silver Airways announced an order for 20 ATR-42-600 aircraft, with options for up to 30 more.

On April 23, 2018, Silver Airways announced the acquisition of Seaborne Airlines, a San Juan–based airline serving the Caribbean. In November 2019, Silver Airways created a codeshare partnership with Delta Air Lines and American Airlines to provide single ticket booking with baggage transfers to destinations in the Caribbean.

In February 2020, Silver Airways announced new services to Charleston International Airport from its hubs in Fort Lauderdale, Orlando, and Tampa; however, due to the COVID-19 pandemic and its impacts on aviation, the services were initially postponed until November 2020, when service was finally started.

In March 2020, Silver announced the introduction of its own services to its San Juan base previously acquired along with its subsidiary Seaborne Airlines, with routes from San Juan launching in phases between March and July 2020 as more of the airline's ATR 42-600 aircraft would be delivered.

On November 9, 2021, Silver Airways began contract flying for Amazon Air with feeder flights from Albuquerque and Des Moines to Amazon's hub at the Fort Worth Alliance Airport near Fort Worth, Texas. Silver is using two ATR-72-500 aircraft configured for airfreight operations and painted with Amazon's "Prime Air" logo. However, Amazon cut ties with Silver in July 2023, ending the airline's cargo services.

Facilities
The airline headquarters are located at 2850 Greene Street, Hollywood, FL 33020, in unincorporated Broward County, Florida, near Fort Lauderdale. Previously its headquarters were in Dania Beach, Florida, also near Fort Lauderdale. The airline also maintains a maintenance facility at Orlando International Airport in a facility previously utilized by Comair. In April 2023, the company faced eviction from Fort Lauderdale-Hollywood International Airport for failure to pay rent since 2021.

Destinations
Over its history, Silver Airways has domestically operated both scheduled commercial flights originating from its Fort Lauderdale, Orlando, and Tampa hubs in Florida, as well as Essential Air Services based in Atlanta (Georgia), Billings (Montana), Boston (Massachusetts), Cleveland (Ohio), and Washington, D.C. Internationally, the airline operates services between Florida and the Bahamas, and in March 2020 began its own operations based in San Juan (Puerto Rico) to surrounding destinations in the Caribbean, alongside those of its subsidiary Seaborne Airlines.

The following table lists destinations served or previously served by the airline :

Interline and codeshare agreements
Silver Airways does not participate in any major global airline alliances, but the airline has interline and codeshare agreements with several airlines. Many of the following airlines are also members of global airline alliances:

 * Avianca
 * Air Canada
 * Alaska Airlines
 * American Airlines
 * All Nippon Airways
 * Azul Brazilian Airlines
 * Bahamasair
 * Delta Air Lines
 * JetBlue Airways
 * United Airlines

Fleet
, the Silver Airways fleet consists of the following aircraft:

title: Silver Airways


text:
CommuteAir

CommuteAir is a regional airline of the United States founded in 1989. Today, CommuteAir operates more than 1,600 weekly flights, exclusively on behalf of United Express, serving over 75 U.S. destinations and 3 in Mexico. CommuteAir's fleet of Embraer ERJ-145 aircraft fly from its bases at Denver, Washington–Dulles, and Houston–Intercontinental. The company was previously called CommutAir until July 26, 2022, when it legally changed its name to the present-day CommuteAir.

History

The airline was established in 1989, with headquarters at Clinton County Airport in Plattsburgh, New York. Operations began on August 1, 1989, as a marketing affiliate of USAir.

The airline changed affiliations to Continental Airlines in January 2000, when US Airways and CommuteAir failed to reach a mutually acceptable extension agreement, and CommuteAir decided not to renew the codeshare agreement. In July 2001, the company announced plans to downsize its fleet and workforce by approximately half and change the route structure of the airline. In early 2002, the company began a "micro-hub" operation based in Albany, New York. At its high point in 2003 and 2004, the hub served 21 cities within the Northeast and Canada with a fleet of Beechcraft 1900s. Service was also provided out of Boston's Logan International Airport to several Northeast cities.

In January 2003, CommuteAir announced an agreement with Continental to feed the latter's Cleveland, Ohio hub. Service commenced on March 16, 2003, serving Kalamazoo, Michigan and Elmira, New York. Two cities were added the following month and by August 2003, CommuteAir served 12 cities from the Cleveland hub.

CommuteAir leased sixteen Bombardier Q200 aircraft from Horizon Air in 2006. The following year, the Beech 1900s were phased out.

On October 30, 2007, the company moved all remaining operations from Clinton County Airport, due to the closure of the airport. All operations were then conducted out of Cleveland Hopkins International Airport.

On October 2, 2008, the company began operations out of Newark Liberty International Airport, following Continental Airlines plan to adjust to the softening industry.

CommuteAir's pilot group voted for union representation by the Air Line Pilots Association in 2008. That same year, Continental Airlines announced that it would cut flights and more than 3,000 jobs. Subsequently, it was announced that some of CommuteAir's Cleveland flights would be eliminated as part of Continental's cutbacks.

In 2011, following the merger of Continental and United, CommuteAir became a United Express carrier and United Airlines asked CommuteAir to obtain five Bombardier Q300s. Two of the aircraft were allocated to Cleveland services and three aircraft were allocated to Newark services.

In 2012, CommuteAir opened a hub at Washington-Dulles International Airport.

In July 2014, CommuteAir closed its pilot base at Cleveland Hopkins International Airport, after United Airlines withdrew its Cleveland hub. CommuteAir also closed its Cleveland maintenance base, and replaced it with a new maintenance base in Albany, New York.

On November 9, 2015, CommuteAir announced that it has reached an agreement with United Airlines to significantly increase the number of airplanes flown under the United Express brand by adding Embraer ERJ-145 jet operations to the company's existing fleet of Bombardier turbo-prop aircraft.

In July 2016, CommuteAir began commercial service with its inaugural flight on the ERJ-145XR jet from Washington, D.C. to Columbia, SC.

In September 2017, the Q300 was phased out and in January 2018, the DHC-8-200 was phased out, marking the end of turbo-prop operations.

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

On September 30, 2020, CommuteAir started servicing United's Houston hub and on March 28, 2021, it began service out of Denver International Airport. The latter marks the return of the ERJ-145 to the Denver United Express fleet since COVID and the cessation of operations by Trans States Airlines.

On January 19, 2023, hacker maia arson crimew announced it had compromised web servers belonging to CommuteAir and obtained access to flight and personnel scheduling systems, the personal data of airline staff, and a 2019 copy of the US Government No Fly List.

Crew bases

 * Denver, Colorado - Denver International Airport
 * Washington, D.C. / Northern Virginia - Washington Dulles International Airport
 * Houston, Texas - George Bush Intercontinental Airport

Maintenance bases

 * Albany, New York - Albany International Airport
 * Houston, Texas - George Bush Intercontinental Airport
 * Lincoln, Nebraska - Lincoln Airport

Fleet
As of February 2024, the CommuteAir fleet includes the following aircraft:

As of January 2020, CommuteAir average fleet age was 15.2 years old.

Historical fleet
The CommuteAir fleet was once composed entirely of Beechcraft 1900D aircraft, operated for US Airways Express and later for Continental Connection.

CommuteAir operated the final turboprop flight for United Express on Sunday, January 7, 2018.

This flight, UCA4909/C54909 between Syracuse Airport and Dulles Airport was operated by tail number N363PH. It marked the end of an era for both CommuteAir and United Express. The Bombardier DHC-8-200 was subsequently ferried to Roswell International Air Center for retirement.

 * Beechcraft 1900C
 * Beechcraft 1900D
 * Bombardier DHC-8-200
 * Bombardier Q300

CommutAir Flight 4821
On January 3, 1992, CommutAir Flight 4821, a Beechcraft 1900C operating for USAir Express was flying from Plattsburgh, New York to Newark, New Jersey, with stops in Saranac Lake and Albany in New York, crashed into a wooded mountaintop as it was landing at Adirondack Regional Airport. Of the four people on board (two passengers and two crew), two were killed while the other two sustained serious injuries.

The cause of the crash was determined to be pilot error in establishing a stabilized approach and cross-checking instruments. Factors related to the accident were: weather conditions and possible precipitation static interference, caused by inadequate grounding between the radome and fuselage that could have resulted in unreliable glide slope indications."

CommutAir Flight 4933
On March 4, 2019, CommutAir Flight 4933, operating for United Express, landed off the runway during its second attempt at landing in Presque Isle International Airport. The left main landing gear was torn from the aircraft and embedded in one of the two rear engines. The accident resulted in a loss of the airframe. Passengers and crew were evacuated, with three passengers and one crew member requiring treatment for minor injuries.

The National Transportation Safety Board (NTSB) attributed the accident to confirmation bias which prompted the pilots to continue descending even though they could not see the runway due to snow. Contributing factors were poor decision-making by the captain, fatigue of the first officer, and misalignment of the localizer caused by snow. The NTSB criticized the airline's training practices, as the captain had been promoted to that status despite a history of training failures and disciplinary action. The NTSB also noted that at least six CommutAir flight crews had noticed the localizer misalignment prior to the accident but none had reported it under the airline's safety program until after the event; one CommuteAir crew had reported the problem to the Federal Aviation Administration beforehand, but the agency did not issue a NOTAM because protocol dictated that more than one report was required.

title: CommuteAir


text:
User talk:Graculus

Hi. In order to do the "time thing", use tildes: gives you your User name, ~ gives you your User name plus the time. RickK 00:28 14 Jul 2003 (UTC)

Hello there, welcome to the 'pedia! I hope you like the place and decide to stay. If you need pointers on how we title pages visit Naming conventions or how to format them visit our manual of style. If you have any other questions about the project then check out Help or add a question to the Village pump. Cheers! --maveric149

Hi. I see you made some comments on the talk page of New Imperialism. You might be interested to know there is a vote on there at the moment on whether Pizza Puzzle's temp page should be linked to the main page or be linked to the talk page. As you have shown an interest in the topic you might wish to express your preference. The article is currently protected. I did so to allow the community to decide the issue, as all appeals to Pizza Puzzle to wait and let the community decide first fell on deaf ears. As soon as a decision is taken at least one problem will have been solved with that page. Thank you and happy voting. :-) FearÉIREANN 15:52 28 Jul 2003 (UTC)

Go ahead and edit to your hearts content. Im not the one who protects pages. Pizza Puzzle

Why cut out so much important text? New Imperialism is essentially the trend in the late nineteenth century to convert the relationships of W. Europe's main colonial powers with the world outside Europe, which before had been largely "informal" (with missionaries, adventurers, and business establishing ties with the outside world), into a formal colonial one (characterized by military occupation, territorial claims, etc.). You were cutting out text that dealt with the causes of the transition from informal control to formal control and the motives of formal imperial expansion. Thus, it would be appropriate to propose ways of dividing the article (and the new table of contents looks great, doesn't it?) rather than hacking away at it until you get it under 32. There are many long articles (for instance, WWII is way over the length limit). Would you hack away at WWII or propose a way of dividing it? BTW, it would be best to restore PP's version on the temp page. I'm warning you, he'll have a fit if you don't. 172 08:33, 29 Jul 2003 (UTC)

I'm willing to extend an offer that we tone down or frankly hateful exchanges on the talk page. I'm very willing to recognize that the article has problems. The section on Russia was almost entirely rewritten from my initial postings. And yes, it is horrendous and irrelevant. But a section on Russia is still necessary. The sentences that you also pointed out are awful. The section on the word "imperialism" isn't the best, but I thought that it was a good idea when a well-intentioned user added it. However, the fundamental difference between us is that I'm willing to spend time clarifying the problem areas rather than hack away at them. Please, be patient. Let's all take Tannin's advice. 172 16:41, 29 Jul 2003 (UTC)

 * I'm not hateful at all, indeed I was looking forward to collaborating with you until the reversion episode. I now have nowhere accessible to put my version as the page has been protected yet again, most unwisely in my view. You seem intent on suppressing any version other than your own, with the support, regrettably, of some admins.

 * I've spent a lot of time improving the poor state of an article previously rendered all but unreadable by successive edits, while others debate a (temp) article that isn't even there at the moment, unless you've reverted that too. I don't understand how you can consider the present version superior in anything but quantity.

 * You seem willing to compromise, but exclusively on your own terms. The last thing I wanted was an edit conflict (I wasn't going to participate any further, but leave others to make appropriate amendments), but after your frankly offensive immediate reversion of my painstaking draft to one that I consider substandard, I'm not about to let it rest there.

 * As for "hacking", I'd like others to be in a position to judge which is the more hacked about and which the more informed and balanced, but you seem afraid of that. Graculus 17:00, 29 Jul 2003 (UTC)

I think that much of your opposition centers on all your charges of advancing the "accumulation theory." The article presents the clamor for markets, but does so in a balanced fashion. However, economics must be included in any balanced account. After all, the leading promoters of imperialism, such as Joseph Chamberlain and Jules Ferry advocated colonialism from this standpoint. Among recent scholars, no one any more seriously doubts that capitalist pressures were the primary reason for Britain's imperial expansion in the nineteenth century. But the dominant recent scholars have moved away from crude neo-Marxist or Hobsonian reductionisms, reconciling economic developments with far more complicated realities of Britain's imperial record. The section on the theories offers an alternative to the neo-Marxist or Hobsonian-inspired scholarship. Porter, Hopkins, and Cain aren't Marxist historians, but take into account the drive for markets.

You know very well that Britain and the lesser powers built up their formal empires gradually. Much of the time, formal control was an effort to rescue adventuring entrepreneurs or protect major investments and loans in markets where investments were not secure. Egypt is a notable example of economic ties evolving into formal control when the Khedive couldn't live up on his loans. A key shift during this era, however, was the increasing interest among British officials in securing investments made when trading with 'half-civilized men.'

However, the article isn't merely taking one side or looking at one trend. Changes in the continental balance of power, especially the unifications of Germany and Italy, are greatly considered. Right now, the article doesn’t merely present the Lenin thesis, but reconciles capitalist pressures with other realities. 172 17:51, 29 Jul 2003 (UTC)
 * I am willing to compromise, my terms or yours. Don't assume that I'm not unaware of the article's problems. But I'm sure that they can be fixed by copyediting for readability and clarifying sections that have been subject to far to many revisions than just chopping away at the text until it's no longer over the length limit. So far, the sections on Russia and alliances need the most work, but they shouldn't be removed. The topics of these sections are crucial historically, regardless of the awful prose. 172 17:56, 29 Jul 2003 (UTC)

 * Let me clarify something. Most of the article is fine, esp. considering the complexity of the subject matter. The sections on Britain and Russia and the Anglo-French Entente are really the only horrendous ones. 172 18:09, 29 Jul 2003 (UTC)

Im a bit confused. You didnt edit New Imperialism (temp) - you deleted it and replaced it with a bunch of stuff from New Imperialism -- I like the idea of tables of contents....but why did u overwrite the previous temp article? Pizza Puzzle

I reverted the changes to the temp because it was such a fundamental overwrite -- an essential deletion of my temp page. I tried to move the text but, it being over 32k, my browser has difficulties with such text. Pizza Puzzle

Since we are the two participants in the ongoing edit war, we can work this out between us. Do I have your permission to post a version edited for readability? If you dislike it, you can revert to the version being protected right now. However, I must warn you that I haven't had the chance to work on the Anglo-French Entente yet. 172 18:30, 29 Jul 2003 (UTC)

Scholars continue to debate the causes and ramifications of the "New Imperialism"; most notably, the relationship this period has with the Great War and the Long Depression. The New Imperialist Era coincides with the rise of Germany, Italy, Japan, and the United States; and, during this period, China and Latin America were beginning to industrialize. This is the era of Leopold II, Napoleon III, Wilhelm II, Chamberlain, Cleveland, Crispi, Disraeli, Ferry, Kipling, McKinley, Meiji, Milner, Rhodes, Roosevelt, and Von Bismarck. This era coincides with the beginings of Romanticism.

I believe that the article must have a paragraph such as this. A primary reason I reverted your temp version without reading it - was because it lacked this Pizza Puzzle
 * Thanks for the clarification: It tries to compress to much information into too short a space: the names are inappropriate here (and the Second Empire predates it while Cleveland is peripheral to what follows). I don't like personalising history: these men were all important participants but each expressed national phenomena. The thing about wiki is that links are highlighted in the text where they are in their appropriate context within the article: they don't need to be listed at the top unless they're broader subjects which provide the context of the article itself. Romanticism is a century earlier. And do read the whole before reverting, please. Graculus 18:57, 29 Jul 2003 (UTC)

I have removed the comment regarding Romanticism - not sure where that came from. Why are the names inappropriate? All of these individuals were discussed at length in 172s version - surely there needs to be a list somewhere which lists persons associated with this time period. Pizza Puzzle

 * No, there doesn't have to be a list: Wikipedia is clogged with lists of this, that & the other: a link to a biographical article is far more valuable in its proper context within an article that refers to that person. The discussion in the old version was largely redundant, as the proper place to discuss a politician's views in depth is the biography entry. National policy is never the expression of one person, and historical articles should reflect that. Graculus 21:41, 29 Jul 2003 (UTC)

So? What about the offer? Let's unprotect the page and agree to minor editing for now? 172 18:40, 29 Jul 2003 (UTC)

 * As minor as your edit of my contribution, certainly. Graculus 18:57, 29 Jul 2003 (UTC)

Can I just say that you are not alone. I cannot stay cool. The outside temperature is around 30 C and I am sweating rivulets the size of an elephants testicles. It is also too hot to sleep here. And here I am watching from the sidelines a truly sad chain of events on the wiki. The worst that I really have observed up-close during my 3-4 month stint here. I cannot force myself to not follow what enfolds at New Imperialism, the best I can do is to try and not get myself so deeply embroiled that I can't get out... --Cimon Avaro on a pogo-stick 22:32, Jul 29, 2003 (UTC)

 * What bugs me is that there isn't even an ideological antagonism that I'm aware of (unusual here indeed!), except to the extent that I want it broadened out. I don't think it's as bad as you fear, but we need clear and informed heads and mine's not so clear as it was 20 hours ago... Graculus 23:52, 29 Jul 2003 (UTC)

All of the information that you added to the 34 K version of New Imperialism has been moved to the daughter articles of the New Imperialism series. The Russia section of the article has been clarified in the daughter article. The other very problematic section of the currently posted, on the Anglo-French Entente, is currently blank, waiting to be finished in one of the daughter articles.

Am I to understand that your primary (and only) complaint against New Imperialism (temp) is that it has a list of people and nations which were prominent during the historical period in question? Why are you so strongly opposed to such a list? It is only one paragraph in length!!

That is the only complaint I have understood you to make. Pizza Puzzle

I have edited paragraph 3 to include text from your reverted version. I hope this will induce you to work on the temp page.

Pax Britannica and the Concert of Europe
The origins of the New Imperialism are linked to the breakdown of the British "Pax Britannica", which had its origins in an earlier form of imperialism. The American Revolution, and the collapse of the Spanish empire, ended that earlier era; which is sometimes referred to as the Era of Mercantilism. For a further look at why this period is said to involve "new" imperialism, one should read the article about imperialism. The decline of Pax Britannica, following the Franco-Prussian War, was made possible by changes in the world economy and the continental balance of power; particularly, by the decline of the Concert of Europe. Contending powers thus began to compete, with Britain and each other, over the global market. Pizza Puzzle

 * Thank you for asking, PP: no, that isn't my only reservation; I'm strongly in favour of keeping wikifiation to a level that preserves readability (especially avoiding linking every successive occurrence of the same word, as often happens), and I think your draft over-compresses to the same extent that other versions have been over-wordy.

Like you I prefer short articles: in my opinion discrete specific points should be covered where possible in related articles and linked to, rather than overloading the principal article. The smallest I could get the 50K version to without losing subject content was 35K, which means something had to go - my solution would have been to simply split the "Theories" off to a second article, then break up the remainder as and when any subsequent growth required. My preferred redraft otherwise remains pretty much as in your (temp) history. Graculus 23:17, 31 Jul 2003 (UTC)

--- In my defense, "Mughuls" is an alternative spelling. However, it's best that you made the changes since the Wiki article is spelled the other way. I'm going to address your comments in the New Imperialism talk page shortly. 172 03:27, 1 Aug 2003 (UTC)

 * It wasn't me, though I do sometimes forget to log in. Graculus 09:11, 1 Aug 2003 (UTC)

I have to go now. I hope that our positions are closer now after all the dialogue. 172 13:27, 1 Aug 2003 (UTC)

In response to your complaint that my article is too short - I have no objection to your adding material into the article -- I simply don't want it entirely overwritten. I must ask, what is this material that u feel I have left out? My version has broken off one paragraph to imperialism, a number to theories of imperialism, several to places such as Congo Free State, Pax Britannica, and the like. If you can be specific -- you will see changes in the article. As for the over-linking -- thats a superficial matter which can be easily remedied at any time.

As another indicator of my willingness to work with you, I have modified the first sentence of New Imperialism (temp) -- to reflect changes in your version:

 * The term "New Imperialism" refers to an era of imperial colonial expansion which was adopted, by a number of nations, during the late 19th and early 20th centuries; approximately from the end of the Franco-Prussian War to the beginning of World War II (c. 1871 - 1914). Pizza Puzzle

 * Indeed, PP, that's an improvement: now the rest of the draft needs to develop a presentation of what the subject matter is (and isn't): at the moment the headings and condensed single-paragraph statements prevent this. I again refer you to my draft, whose principal shortcoming for me personally was that (for reasons of co-operation) it didn't go far enough in breaking away from the existing content. Now that that taboo is gone with the creation of daughter articles, you may wish to undertake something fresh. Graculus 20:35, 1 Aug 2003 (UTC)

That is hardly a specific complaint. The existence of headings could not possibly ruin the article. As for "condensed single-paragraph statements" -- topics like Otto von Bismarck are best discussed on his page, not on the New Imperialism page. Thus, I only made a brief reference. Pizza Puzzle

 * It's the absence of a clear relationship and course of development among the statements that's the problem. Just articulating the course of the analysis takes up space: a whole paragraph (f) may be needed merely to outline why paragraphs (e) and (g) are even in the same article. For instance your draft doesn't explicitly articulate the link between the slump and tariffs: you can't assume readers will do it themselves. Graculus 22:29, 1 Aug 2003 (UTC)

So I ask again, what exactly are you having trouble understanding? Pizza Puzzle

 * I'm not having trouble understanding anything, having myself redrafted the whole subsequently: I'm pointing out that articles are there to be understood by as many readers as possible. I'll ask you again to read my draft and tell me where you find it unsatisfactory (apart from the length, which is now easier to resolve than it was then). Graculus 22:43, 1 Aug 2003 (UTC)

So resolve it! Thats step 1. Pizza Puzzle

That's what I'm doing, if we can avoid getting bogged down in other matters on that page. The discussion has raised new points which I think need incorporating into the article, and that'll take time. Like I said, I'd like you to raise any points about my last redraft - and the next (I've already supported your point about the "Imperialism" article, and I've no patience with unsupported reversion - view past tirades) - then we can look at incorporating them too, which in no way detracts from your right to offer alternative proposals later. Let's just keep this thing moving forward to a resolution. Graculus 15:26, 2 Aug 2003 (UTC) I assume you're named after Noggin the Nog's avian friend, are you? Deb 20:40, 1 Aug 2003 (UTC)

 * Gosh, I'm impressed! I didn't think anyone else would remember him! Graculus 20:49, 1 Aug 2003 (UTC)

What I really want to know is whether you see him as a role model. Deb 20:51, 1 Aug 2003 (UTC)

 * Indeed, though he's much better behaved. Graculus 21:00, 1 Aug 2003 (UTC)

Regarding New Imperialism and the daughters, did you want specify certain areas on which we could work? Would it be possible to specialize our focuses to be more efficient? 172 21:46, 1 Aug 2003 (UTC)

 * I think the balance remains crucial: my immediate concern is with the central article. If you'd like to concentrate on the daughters I'm keen to revise the intro to reflect and hopefully unravel the complexity of the whole issue, the usage etc. I'm always willing to contribute comments on the daughters if you want, but it seemed premature at this stage (hence my proposed "non-interference"). Graculus 21:59, 1 Aug 2003 (UTC)

I think you improved it actually G-Man 17:21, 4 Aug 2003 (UTC) - I love pleas three and seven on your user page. 172 19:49, 9 Aug 2003 (UTC)

I'm really astonished that you seem unaware of the importance of providing references; it's such an elementary principle of scholarship, and a key part of a useful encyclopedia. Cite your sources goes into more depth. Contentious claims about history especially need authoritative references to back them up. Stan 13:49, 11 Aug 2003 (UTC)
 * Not unaware at all: I just don't do it. I'll strive to support any statement I've made that you find contentious, but like I said, I'm not a free bibliography. Graculus 16:42, 11 Aug 2003 (UTC)

 * So you're aware of the importance of references, but insist on not adding them anyway? That's just poor encyclopedia writing then. And here I was hoping you were going to be better than the average. Stan 18:07, 11 Aug 2003 (UTC)

 * I am. If you expect to have decades of reading distilled into a couple of handy references, forget it. It's better to find it yourself, if you're sufficiently interested. I'm not here to create a plagiarist's paradise. Graculus 20:35, 11 Aug 2003 (UTC)

 * Real authorities on a subject are able and willing to reel off a long list of their sources when anyone asks; it's the crackpots who "have read too much to remember where they got their information from". Professional encyclopedias always have references for their articles, and an extensive list for the important articles. The idea that this somehow creates a "plagiarist's paradise" is simply bizarre, and pretty much destroys your credibility. Stan 00:26, 12 Aug 2003 (UTC)

 * People can judge my credibility from what I contribute and how I support it when they offer reasoned counter-arguments. It's nothing to do with remembering anything: I've simply neither the time nor the inclination, and I didn't just "get it from a book". Do your own research if that's want you want, and spend the time like I did discovering the sources that you find useful. I don't spoon-feed. Graculus 07:20, 12 Aug 2003 (UTC)

You can accept your nomination and support for admin status on the Requests for adminship page. 172 16:50, 25 Aug 2003 (UTC)

 * Thank you, 172: most kind. Graculus 20:26, 25 Aug 2003 (UTC)

Just want to drop you a note to compliment you on your reworking of Molotov-Ribbentrop Pact. Much, much improved. Cheers, SpeakerFTD 01:57, 26 Aug 2003 (UTC)

Continuation War
The edit war is going nowhere. I am going to revert to Tuomas last edit, can we continue from there? Hopefully we can take this to the talk page? -- Jniemenmaa 09:16, Aug 26, 2003 (UTC) - Sorry about how the adminship nomination went. I guess that you wouldn't want to deal with all the pointless bickering and politicking. Oh well, it's the community's loss. Good job on the Continuation War, btw. 172 01:58, 29 Aug 2003 (UTC)
 * Thanks, but don't worry: what that pair don't realise is that I'm now left far freer to act against their kind of chauvinist bias. I've more to go into the article now, but I'll leave it out unless they try turning it into another hymn of hate - at the moment they don't even seem interested in discussing it, which I'm not planning to do when any concession I make for the sake of co-operation is attacked as a recognition that my previous wording was a lie. Thanks for your support. Graculus 09:49, 29 Aug 2003 (UTC)
 * You're welcome. It's a shame, though, that you wound up with a barrage of baseless accusations for nothing more than a scrupulous instance on proper balance and historical accuracy. Please note that you can reconsider your decline. But nevertheless, I can see why you made such a decision. You've made it clear that adminships can be sacrificed, but content cannot. 172 03:41, 30 Aug 2003 (UTC)

Hi, I have just moved 172's nomination for your adminship to your user talk subpage as I didn't want to dump the whole thing on this talk page. Angela 01:12, 4 Sep 2003 (UTC)

Hello there Graculus, if you return, seem as youre the only other person to work on it. You might like to know that I've finished the Great Depression in the United Kingdom article. I thought you might like to have a look at it and possibly make additions etc, I'm sure it could be improved G-Man 19:33, 11 Oct 2003 (UTC)

Article Licensing
Hi, I've started a drive to get users to multi-license all of their contributions that they've made to either (1) all U.S. state, county, and city articles or (2) all articles, using the Creative Commons Attribution-Share Alike (CC-by-sa) v1.0 and v2.0 Licenses or into the public domain if they prefer. The CC-by-sa license is a true free documentation license that is similar to Wikipedia's license, the GFDL, but it allows other projects, such as WikiTravel, to use our articles. Since you are among the top 2000 Wikipedians by edits, I was wondering if you would be willing to multi-license all of your contributions or at minimum those on the geographic articles. Over 90% of people asked have agreed. For More Information:
 * Multi-Licensing FAQ - Lots of questions answered
 * Multi-Licensing Guide
 * Free the Rambot Articles Project

To allow us to track those users who muli-license their contributions, many users copy and paste the " " template into their user page, but there are other options at Template messages/User namespace. The following examples could also copied and pasted into your user page:

 * Option 1
 * I agree to multi-license all my contributions, with the exception of my user pages, as described below:

OR
 * Option 2
 * I agree to multi-license all my contributions to any U.S. state, county, or city article as described below:

Or if you wanted to place your work into the public domain, you could replace " " with "  ". If you only prefer using the GFDL, I would like to know that too. Please let me know what you think at my talk page. It's important to know either way so no one keeps asking. -- Ram-Man (comment| talk)

ArbCom elections are now open!
MediaWiki message delivery (talk) 08:53, 23 November 2015 (UTC)

title: User talk:Graculus