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Lychakiv Cemetery

Lychakiv Cemetery (Личаківський цвинтар; Cmentarz Łyczakowski we Lwowie), officially State History and Culture Museum-Preserve "Lychakiv Cemetery" (Державний історико-культурний музей-заповідник «Лича́ківський цви́нтар»), is a historic cemetery in Lviv, Ukraine.

History

Since its creation in 1787 as Łyczakowski Cemetery, it has been the main necropolis of the city's (at the time named Lemberg ) intelligentsia, middle and upper classes. Initially the cemetery was located on several hills in the borough of Lychakiv, following the imperial Austro-Hungarian (the city was located in Austria-Hungary at the time ) edict ordering that all cemeteries be moved outside of the city limits. The original project was prepared by, the head of the Lviv University botanical garden.

In mid-1850s the cemetery was expanded significantly by Tytus Tchórzewski, who created the present network of alleys and round-abouts. It then became the main city cemetery, and soon most other cemeteries were closed. The two largest that remained were the Yanivskiy Cemetery (cmentarz Janowski), with many working class graves and the adjacent New Jewish Cemetery. Lychakivskiy Cemetery was used by all Christian sects in the city: in addition to Roman Catholics, it also included Eastern Rite Catholics, Protestants and Orthodox.

After World War II the city (at the time named Lwów ) was annexed (from the Second Polish Republic ) by the Soviet Union to the Ukrainian Soviet Socialist Republic. The majority of the surviving pre-war inhabitants of the city were expelled to the former German areas awarded to Poland after the Yalta Conference. This started a period of devastation of historical monuments located at the cemetery. Up to 1971 many of the sculptures were destroyed. However, in 1975 the cemetery was declared a historical monument and the degradation ended. Since the late 1980s, the cemetery has seen constant rebuilding and refurbishment and continues to be one of the principal tourist attractions of Lviv.

In late 2006 the city administration announced plans to transfer the tombs of Stepan Bandera, Yevhen Konovalets, Andriy Melnyk and other key leaders of Organization of Ukrainian Nationalists (OUN) / Ukrainian Insurgent Army (UPA) to a new area of the cemetery dedicated to the Ukrainian national liberation struggle.

Ukrainian National Army Memorial
The Ukrainian National Army Memorial (Number 8 on the plan) is devoted to the Ukrainian National Army soldiers buried in the cemetery, including soldiers of the SS Division "Galicia". It was established due to the efforts of Ukrainian national-patriotic organizations and the Ukrainian emigrant veterans' movement. It was established with the special effort of, a division veteran, Ukrainian emigrant veterans' movement social activist and Plast (National Scout Organization of Ukraine) veteran who took an active part in the creation of memorials to the SS Division Galicia on the mountain and near the village of.

Field of Mars
On the north side of the Cemetery is situated Field of Mars (No. 1 on the plan), a war memorial built in 1974. This war memorial originally the graves of 3,800 Soviet soldiers who died in the battles against the Nazi occupiers during World War II) (named Great Patriotic War in Soviet ideology ) and against units of Ukrainian Insurgent Army (UPA) (acting up to the mid-1950s). On the wall of the memorial was written a verse: "At the middle of the planet in the storm clouds thunder deads are watching the sky believing in the wisdom of livings" Poetic writing in honor of the Soviet soldiers was eliminated at the direction of urban authorities in 1990s.

The Field of Mars has been used as a burial site for Ukrainians soldiers who died during the Russo-Ukrainian War due to the lack of space at the Ukrainian National Army Memoral within the walls of the Lychakiv Cemetery, according to the head of the Ukrainian Greek Catholic Church's Military Chaplaincy Center. The Lviv Oblast Council announced on May 20, 2022 that it would hold an architectural contest in order to select the design for a war memorial at the site, which has been described as part of the decommunization process in Ukraine. On August 19, 2022, Lviv authorities approved the exhumation of the remains of Soviet soldiers from the location. The exhumation proceedings uncovered remains dating back to the First World War and belonging to soldiers of the German, Austro-Hungarian, Ottoman and Russian armies, which are set to be moved into a dedicated section within the planned memorial, as well as World War II and post-War Soviet burials, which will be transferred to the Holoskiv Cemetery in Lviv.

Lwów Defenders' Cemetery
The Cemetery of the Defenders of Lwów (Cemetery of Eaglets, Cmentarz Orląt Lwowskich) is a memorial and a burial place for the Poles and their allies who died in Lviv during the hostilities of the Polish-Ukrainian War (1918−1919) and Polish-Soviet War (1919−1921).

The complex is a part of the city's historic Lychakiv Cemetery. There are about 3000 graves in that part of the cemetery; some from the Lwów Eaglets young militia volunteers, after whom that part of the cemetery is named. It was one of the most famous necropolises of the interwar Poland. Lviv was a city in interwar Poland and at the time named Lwów.

In 1925, the ashes of one of the unknown defenders of Lwów were transferred to the Tomb of the Unknown Soldier in Warsaw. After that was built the «Polish mausoleum» (Lwów Eaglets Memorial).

After World War II the cemetery of Lwów Eaglets was completely destroyed and turned into a truck depot and at one time Eaglets Cemetery was damaged with a bulldozer.

Due to the history of complex Polish-Ukrainian relations, the Polish Eaglets Cemetery was neglected because the Ukrainian authorities did not want to rebuild this monument of young Polish soldiers defending the city in 1920s. Though in the late 1980s, workers of a Polish company which were working in Khmelnytskyi started to redecorate and rebuild the necropolis from its ruins (which was not always legal according to Ukrainian law). Although the Ukrainian authorities tried to stop the works several times, the Poles managed to renovate this important memorial of great Lvovians.

Since 1999 there is also a monument to the Sich Riflemen located just outside the Polish mausoleum.

Since the fall of communism, the cemetery had been rebuilt and refurbished. It was finally reopened on 24 June 2005.

1863 January rebels' hill
In the back part of the cemetery (No. 6 on the plan) on a separate field indicated original steel crosses, located «1863 rebels' hill». Buried here are members Polish January Uprising of 1863, of which a member of the Polish Central National Committee Bronisław Szwarce, the famous zoologist Benedykt Dybowski, cornet Vitebsk land, resting under the central monument rebels, etc.

Other veterans' sections
There are also numerous parts of the cemetery in which veterans of most wars of 19th and 20th centuries are buried, including the quarters of veterans of:
 * November Uprising (1830−1831)
 * World War I
 * Polish Defensive War (1939)
 * Victims of the NKVD (1941)
 * World War II

Poles
Since the city for centuries used to be a centre of Polish culture, there are numerous famous Poles buried there. Among them are:
 * Roman Abraham, general
 * Stefan Banach, mathematician
 * Wladyslaw Belza, writer
 * Piotr Chmielowski, philosopher
 * Benedykt Dybowski, soldier, adventurer, ethnologist and biologist
 * Mieczysław Garsztka, aviator
 * Mieczysław Gębarowicz, historian
 * Tadeusz Rozwadowski, Polish military leader and one of the founders of modern Poland
 * Franciszek Ksawery Godebski, historian
 * Zygmunt Gorgolewski, architect, designer of the Lviv Opera
 * Seweryn Goszczyński, poet
 * Artur Grottger, artist
 * , founder of the first theatre in Lwów
 * Wojciech Kętrzyński, historian and name-sake of the city of Kętrzyn
 * Maria Konopnicka, writer
 * Juliusz Konstanty Ordon, officer
 * Ludwik Rydygier, surgeon
 * Władysław Sadłowski, architect
 * Kazimierz Sichulski, painter
 * Karol Szajnocha, historian
 * Julian Zachariewicz, architect
 * Gabriela Zapolska, novelist and playwright

Ukrainians
Among the notable Ukrainians buried there are:
 * Oleksander Barvinsky, academician, politician.
 * Vasyl Barvinsky, impressionist composer
 * Yevheniya Barvinska, pianist, choral conductor, singer
 * Roman Bezpalkiv, Ukrainian painter
 * Taras Bobanych, Ukrainian lawyer and soldier
 * Ivan Franko, poet and reformer of the Ukrainian language
 * Yaroslav Halan, playwright and publicist
 * Jacques Hnizdovsky, painter, printmaker, sculptor, bookplate designer and illustrator of numerous books, both in Ukrainian and English
 * Volodymyr Ivasyuk, composer
 * , theologian
 * Solomiya Krushelnytska, soprano opera star
 * Lesya Kryvytska, actress
 * Stanyslav Lyudkevych, composer
 * Oleksander Ohonovsky, lawyer, civic leader
 * Anthony Petrushevych, historian and philologist.
 * Markiyan Shashkevych, poet
 * Yurii Shukhevych, political prisoner and politician
 * Oleksandr Tysowskyj (alternately Alexander Tysovsky), founder of Ukrainian Scouting
 * Anatole Vakhnianyn, composer and leading cultural figure
 * Iryna Vilde (Polotniuk), Ukrainian writer
 * , hero of Ukraine, academician, director of the Lviv National Gallery
 * Yuriy Starosol'skyi, Chief Scout of Plast from 1972 to 1991

Others

 * Edmund Pike Graves, pilot and member of the Kościuszko Squadron

title: Lychakiv Cemetery


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Rasos Cemetery

Rasos Cemetery (Rasų kapinės, cmentarz Na Rossie, Могілкі Росы) is the oldest and most famous cemetery in the city of Vilnius, Lithuania. It is named after the Rasos district where it is located. It is separated into two parts, the old and the new cemeteries, by a narrow Sukilėliai Street. The total area is 10.8 ha. Since 1990 new burials are allowed only to family graves.

History
The year 1769 is cited in many sources as the date when the cemetery was founded. However, some historians believe it is a typo and the real date should be 1796. On April 24, 1801, the new cemetery was consecrated. Two days later Jan Müller, the mayor of Vilnius, became the first person to be buried there. A formal document was signed in July 1801. It specified that the cemetery received 3.51 ha of land and that the cemetery will be free of charge to all city residents. It was the first cemetery in Vilnius not located next to a church.

In 1802–1807 two columbariums were built. They reached up to five stories in height and were joined at a right angle. At the end of the 19th century the columbariums began deteriorating. In between the columbariums, a neo-gothic red brick chapel was built in 1844–50. In 1888 a matching belltower was added to the chapel. At first the cemetery was surrounded by a wooden fence, but it burned down in 1812. A brick fence was rebuilt in 1820 and portions of it survive to this day.

In 1814 the cemetery was expanded as authorities bought additional land from a city resident. The addition is now known as the Hill of the Literati (Lithuanian: Literatų kalnelis). In 1847, members of the Eastern Orthodox church opened their own cemetery next to Rasos. It was used to bury soldiers from a nearby monastery hospital and poor city residents. Therefore, it became known as the Cemetery of Orphans (Lithuanian: Našlaičių kapinės).

After World War II, the Soviet authorities demolished the right columbarium and in the 1970s razed the left columbarium. The whole necropolis was to be destroyed in the 1980s as the Soviet authorities planned a major motorway to be built directly through the cemetery. Due to a press campaign led by the Polish-language Czerwony Sztandar (Vilnius)  (Red Banner) newspaper and economic difficulties, the destruction was halted. After Lithuanian independence (1990) and the collapse of the Soviet Union (1991), Lithuanian and Polish authorities collaborated in a restoration of the cemetery.

Polish war cemetery
In 1920 a war cemetery was built near the entrance for 164 Polish soldiers who fell in the city during the Polish–Soviet War and Polish–Lithuanian War. It was rebuilt in 1935–1936 by Wojciech Jastrzębowski, who also designed the tombstone where the heart of Józef Piłsudski is enshrined.

Until September 18, 1939, when the Red Army entered the city, an honorary guard of three soldiers stood there at all times. Three unknown soldiers who refused to give up their arms to the Soviets in 1939 were shot on the spot and are now buried next to Marshal Piłsudski's heart. Part of the cemetery contains graves of Polish Home Army soldiers, who fell during the Wilno Uprising. Their graves, demolished after World War II, were rebuilt by the funds of the Republic of Poland in 1993.

Notable interments
There are many famous Lithuanians, Poles, and Belarusians buried there, including over fifty Vilnius University professors. Those interred there include:
 * Vladas Abramavičius (1909–1965), Lithuanian cultural historian, poet, journalist, translator
 * Adam Ferdynand Adamowicz (1802–1881), one of the pioneers of Polish veterinary, president of the Medical Society of Vilna
 * Francišak Alachnovič (1883–1944), Belarusian writer, journalist
 * Jonas Ambrozaitis (1856–1916), Lithuanian cultural figure, organizer of secret plays of then banned Lithuanian theater, Lithuanian book smuggler and distributor
 * Juozapas Ambraziejus–Ambrozevičius (1855–1915), Lithuanian composer, poet, founder of Lithuanian orchestra in Šnipiškės Saint Raphael church in 1897, member of the secret society Twelve Apostles of Vilnius (1895–1904)
 * Andrius Ašmantas (1906–1941), Lithuanian linguist, scholar, Lithuanian cultural activist of Lithuania Minor
 * Bolesław Bałzukiewicz (1867–1915), Polish sculptor, professor at the Vilnius University
 * Jonas Basanavičius (1851–1927), Lithuanian physician, scientist, patriot, activist, editor of Lithuanian newspaper Aušra, signer of the Act of Independence of Lithuania
 * August Bécu (1771–1824), physician, stepfather Juliusz Słowacki
 * Cenotaph to Kazys Bizauskas, (1893–1941) Lithuanian statesman, diplomat, author, one of the twenty signatories of the Act of Independence of Lithuania
 * Kazys Boruta (1905–1965), Lithuanian writer and poet
 * Janina Burchardówna (1883–1924), Polish journalist, teacher
 * Mikalojus Konstantinas Čiurlionis (1875–1911), Lithuanian painter, photographer and composer
 * Petras Cvirka (1909–1947), Lithuanian writer
 * Kristupas Čibiras (1888–1942), Lithuanian priest, cultural figure, political activist, active member of Lithuanian cultural and educational organization Lietuvių švietimo draugija "Rytas"
 * Aleksander Dalewski (1827–1862), Polish political activist, founder of "Związek Bratni"
 * Viktoras Dasys (1895–1944), Lithuanian cultural activist
 * Rimantas Daugintis (1944–1990), famous Lithuanian sculptor; committed suicide by self-immolation protesting Soviet regime in Lithuania
 * Borisas Dauguvietis (1885–1949), Lithuanian playwright, actor
 * Mečislovas Davainis–Silvestraitis (1849–1919), Lithuanian journalist, poet, specialist in Lithuanian folklore, book smuggler, Lithuanian cultural activist
 * Cenotaph to Pranas Dovydaitis (1886–1942), Lithuanian politician, teacher, encyclopedist, editor, professor, Signatory of the Act of Independence of Lithuania, Prime Minister of Lithuania
 * Wacław Dziewulski (1882–1938), Polish physician, professor at Vilnius University
 * Antonina Fiszer (1824–1840), Polish actress
 * Liudas Gira (1884–1946), Lithuanian poet, writer, and literary critic
 * Antoni Józef Gliński (1818–1865), Polish writer
 * Antanas Gudaitis (1904–1989), Lithuanian painter
 * Władysław Horodyjski, Polish philosopher, professor at Vilnius University
 * Czesław Jankowski (1857–1929), Polish poet
 * Ludwik Janowski (1878–1921), Polish cultural historian, professor
 * Rapolas Jakimavičius (1893–1961), Lithuanian painter and sculptor
 * Stasys Jasilionis (1892–1950), Lithuanian American poet, writer, cultural figure
 * Wacław Jasiński (1881–1936), Polish pediatrician, professor at the University of Vilnius
 * Jonas Jašmantas (1849–1906), Lithuanian cultural figure, founder of the Lithuanian and Samogitian Charitable Society in Saint Petersburg, member of the secret society Twelve Apostles of Vilnius
 * Adam Jocher (1791–1860), Polish librarian, founder of the first public library in Vilnius
 * Aleksandras Jurašaitis (1859–1915), Lithuanian photographer, one of the first Lithuanian filmmakers, founder of his own photographic studio ("Jurašaičio ateljė") on Gediminas Avenue of Vilnius (1902–1922), Lithuanian cultural activist
 * Konstanty Kalinowski (1823–1864), Belarusian military commander of insurgents during the January Uprising
 * Aldona Didžiulytė–Kazanavičienė (1892–1968), Lithuanian children's literature writer
 * Vincas Kisarauskas (1934–1988), Lithuanian painter, graphic artist, scenographer. One of initiators of ex-librīs movement, one of the first Lithuanian artists, who popularized collage, assemblage, photomontage techniques
 * Franciszka Kleczkowska (1827–1889), Polish educational activist
 * Juliusz Kłos (1881–1933), Polish architect, author of the guidebook to Vilnius
 * Felicjan Kochanowski (1831–1887), Polish priest, educational activist
 * Kazys Kriščiukaitis (1870–1949), famous Lithuanian wood sculptor, author of wooden altars, restorer, establisher of his own workshop in Vilnius (1890)
 * Kazimiera Kymantaitė (1909–1999), Lithuanian film and actress and stage director
 * Jonas Kruopas (1908–1975), Lithuanian linguist, scholar
 * Marcelė Kubiliūtė, the only Lithuanian woman awarded all major Lithuanian orders
 * Antanas Kučas (1909–1989), Lithuanian graphic artist, book illustrator, professor
 * Gabrielius Landsbergis–Žemkalnis (1852–1916), Lithuanian playwright, publicist, book distributor, administrator of Vilniaus žinios
 * Sigitas Benjaminas Lasavickas (1925–1998), Lithuanian architect and theorist, architectural restorer, who contributed greatly to conservation and restoration of Vilnius castles, Trakai castles, Medininkai Castle
 * Anton Lavicki aka Jadvihin Š. (1869–1922), Belarusian playwright, opinion journalist, specialist in literature, translator and poet
 * Joachim Lelewel (1786–1861), Polish historian, professor at Vilnius University
 * Cenotaph to Anton Luckievich (1884–1942), Belarusian politician, historian, cultural figure, head of Belarusian museum in Vilnius
 * Ivan Luckievič (1881–1919), Belarusian cultural figure, bibliophile, collectionner, historian, archaeologist, whose collection was a base for Belarusian museum in Vilnius (established in 1921)
 * Józef Łukaszewicz (1863–1928), Polish professor at Stefan Batory University and revolutionist
 * Wacław Leon Makowski (1854–1929), Polish publisher
 * Mikołaj Malinowski (Mykolas Malinauskas) (1799–1865), Polish-Lithuanian historian, archaeologist
 * Jonas Marcinkevičius (1900–1953), Lithuanian writer, journalist
 * Alfonsas Mikulskis (1909–1983), Lithuanian composer, musical conductor, choirmaster of Lithuanian National Art Ensemble "Čiurlionis" in Cleveland
 * Ona Mikulskienė (1905–2008), cultural figure of Lithuanian Americans, conductor of kanklės ensembles
 * Cenotaph to Vladas Mironas (1880–1953), Lithuanian priest, cultural figure, politician, member of the Council of Lithuania, Signatory of the Act of Independence of Lithuania, Prime Minister of Lithuania.
 * Józef Montwiłł (1850–1911), Polish humanist and sponsor of hospitals, orphanages and museums, sponsor of separate suburbs of houses in Vilnius (so-called colonies, most notable Lukiškės/Montvila colony near Lukiškės Square)
 * Povilas Pakarklis (1902–1955), Lithuanian historian, professor of Vilnius University
 * Augustinas Paškevičius (1844–1914), Lithuanian doctor, cultural figure, chairman (1909–14) of Lithuanian cultural Rūta Society of Vilnius
 * Vincas Mykolaitis–Putinas (1893–1967), Lithuanian writer
 * Jan O'Connor (1760–1802), physician, professor at Vilnius University
 * Jerzy Orda (1905–1972), Polish historian, social activist
 * Elena Žalinkevičaitė-Petrauskienė (1900–1986), famous Lithuanian actor, poet, playwright
 * Kipras Petrauskas (1885–1968), Lithuanian tenor, founder of Lithuanian opera
 * Mikas Petrauskas (1873–1937), Lithuanian composer, musical conductor, cultural figure, author of the first Lithuanian opera Birutė
 * The heart of Józef Piłsudski (1867–1935), Polish statesman. Also his mother, two brothers, and first wife are buried at Rasos cemetery
 * Onufry Pietraszkiewicz (1793–1863), Polish poet
 * Maria Piłsudska (née Koplewska; 1865–1921), first wife of Józef Piłsudski
 * Adam Piłsudski (1869–1935), Polish politician, vice-president of Vilna, brother of Józef Piłsudski
 * Stasys Pinkus (1925–1992), Lithuanian art historian
 * Karol Podczaszyński (Karolis Podčašinskis) (1790–1860), Polish-Lithuanian architect, professor at Vilnius University
 * Rafał Radziwiłłowicz (1860–1929) Polish psychiatrist, social activist, professor at the University of Stefan Batory, co-founder of the Society for Social Medicine, co-founder of the Polish Psychiatric Association (1920)
 * Albinas Rimka (1886–1944), Lithuanian economist, publicist, journalist, politician, Finance minister (1926) of Interwar Lithuania, Kaunas and Vilnius university professor
 * Ksaveras Sakalauskas–Vanagėlis (1863–1938), Lithuanian book distributor, poet, writer, contributor to Lithuanian newspaper Aušra, organizer of Lithuanian choruses and secret Lithuanian theater plays, chairman of Lithuanian culture society of Warsaw (1923–1934), cultural figure
 * Zygmunt Sierakowski (1826–1863), a commander of the January Uprising
 * Ludwik Sokołowski (1882–1936), Polish engineer, architect, professor at the University of Stefan Batory
 * Marek Konrad Sokołowski (1818–1883), famous Polish, Ukrainian and Russian guitarist, composer, inventor of his own type of Harp guitar, generally known as "The king of guitarists", was awarded the diploma of "The first guitarist of Europe" in 1858 in Carltheater, Vienna, the first professional guitarist of Lithuania
 * Euzebiusz Słowacki (1772–1814), Polish theorist and literary historian, father of Juliusz Słowacki
 * Franciszek Smuglewicz (Pranciškus Smuglevičius) (1745–1807), Polish-Lithuanian painter, professor at Vilnius University
 * Balys Sruoga (1896–1947), Lithuanian writer and concentration camp survivor
 * Povilas Snarskis (1889–1969), Lithuanian botanist, florist, professor of Vilnius University, author of books on Lithuanian flora
 * Jędrzej Śniadecki (1768–1838), Polish physician, chemist, biologist, writer
 * Wiktor Staniewicz (1866–1932), Polish mathematician, professor and rector of the Stefan Batory University in the years 1921–22
 * Albin Stepovič (1894–1934), Belarusian writer, composer, musicologist, cultural figure
 * Kanstancin Stepovič (Kazimir Svajak) (1890–1926), Belarusian priest, poet, musician, cultural activist
 * Konstantinas Stašys (1843–1919), Lithuanian priest, cultural activist
 * Władysław Syrokomla (Vladislovas Sirokomlė) (1823–1862), Polish-Lithuanian writer
 * Władysław Szachno (1838/40–1889), pianist, composer
 * Marcelinas Šikšnys (1874–1970), Lithuanian mathematician, poet, writer, translator, playwright, participant in the banned press, author of the first legal Lithuanian theater performance "Pilėnų kunigaikštis" ("The Duke of Pilėnai") in the Town Hall of Vilnius (1906)
 * Jurgis Šlapelis (1876–1941), Lithuanian linguist, translator, founder of the first Lithuanian bookstore in Vilnius, cultural and political figure
 * Marija Šlapelienė (1880–1977), cultural figure, actor, active member of Lithuanian "Vilniaus aušra" society, cultural Rūta Society, founder of the first bookstore ("Marijos ir Jurgio Šlapelių lietuvių knygynas"), dedicated to Lithuanian language and literature in Vilnius (1906–1949)
 * Juozas Tallat-Kelpša (1889–1949), Lithuanian composer
 * Arūnas Tarabilda (1934–1969), Lithuanian graphic artist
 * Juozas Tysliava (1902–1961), Lithuanian poet, translator, journalist, publisher
 * Valerija Vaivadaitė-Tysliavienė (1914–1984), Lithuanian American cultural figure
 * Count Eustachy Tyszkiewicz (1814–1873), Polish-Lithuanian historian, archaeologist
 * Kazimieras Umbražiūnas (1909–1996), Lithuanian journalist, publicist, who wrote mostly about the region of Vilnius
 * Raimondas Vabalas (1937–2001), Lithuanian film director
 * Jonas Vabalas–Gudaitis (1881–1955), Lithuanian psychologist, professor at Vytautas Magnus University and Vilnius University, initiator of experimental psychology in Lithuania
 * Petras Vaičiūnas (1890–1959), Lithuanian poet, translator, playwright
 * Stasė Paulauskaitė-Vaineikienė (1884–1946), Lithuanian book smuggler and distributor, secret teacher (daractor), during Lithuanian press ban, writer, poet, cultural figure
 * Jonas Vengris (1877–1935), Lithuanian mountain engineer, Lithuanian cultural activist, sponsor of Lithuanian charity organizations, school and policlinic in Vilnius
 * Antanas Vileišis (1856–1919), Lithuanian physician, humanist and sponsor of cultural and charity organizations, Lithuanian schools, newspapers, Lithuanian political activist
 * Jonas Vileišis (1872–1942), Lithuanian politician, mayor of Kaunas, signer of the Act of Independence of Lithuania
 * Petras Vileišis (1851–1926), engineer, humanist and sponsor of cultural and charity organizations, Lithuanian schools, Vilniaus žinios and other newspapers, host of the Lithuanian art exhibitions in his Vileišis Palace
 * Antanas Viskantas (1877–1940), Lithuanian priest, writer, cultural figure, founder of the Society of Saint Casimir and "Vilniaus lietuvių meno ir literatūros draugija" ("Lithuanian art and literature organization of Vilnius")
 * Povilas Višinskis (1875–1906), book smuggler, writer
 * Jan Kazimierz Wilczyński (1806–1885), Polish-Lithuanian physician, collector and publisher
 * Antoni Wiwulski (1877–1919), Polish-Lithuanian architect and sculptor
 * Stanisław Karol Władyczko (1878–1936), Polish neurologist and psychiatrist, professor at the Institute Psychoneurological in St. Petersburg and the Stefan Batory University
 * Tadeusz Wróblewski, (1858–1925) Polish lawyer, bibliophile
 * Bronisław Wróblewski (1888–1941), Polish lawyer
 * Bronisław Żongołłowicz (1879–1944), Polish Catholic priest, professor at the University of Stefan Batory, member of the Sejm
 * Zigmas Žemaitis (1884–1969), Lithuanian mathematician, board member (1909–15) of Lithuanian Scientific Society, chairman of Higher Courses of Study (Aukštieji kursai) in Kaunas (University of Lithuania from 1922), aviation enthusiast, prominent cultural figure

There is also a mass grave of Poles kidnapped in 1919 from Vilnius by the Bolsheviks and shot at Daugavpils. In the middle of the cemetery, on the so-called Hill of Angels (Angelų kalnelis) there is also cenotaph of an angel, dedicated to unborn babies.

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

title: Rasos Cemetery


text:
National Anthem of the Islamic Republic of Iran

The National Anthem of the Islamic Republic of Iran is the national anthem of Iran. It was adopted in 1990, replacing the previous anthem used during the rule of Ruhollah Khomeini. It was composed by Hassan Riyahi, and the lyrics were written by Sayed Bagheri. It is the fourth official Iranian national anthem.

History
Due to the death of Supreme Leader Ruhollah Khomeini in 1989, Iran adopted its current anthem after a competition the following year. At the time of its adoption, it was the second-shortest anthem in the world, after Japan's anthem, "Kimigayo", with seven lines.

Lyrics
Original Persian

Romanised

Sar zad az ofoq mehre xāvarān,

Foruqe dideye haq bāvarān.

Bahman, farre Imāne māst.

Payāmat ey Emām, esteqlāl, āzādi, naqše jāne māst.

Šahidān, pičide dar guše zamān faryādetān.

Pāyande māni yo jāvedān.

Jomhuriye Eslāmiye Irān!

English

Upwards on the horizon rises the Eastern Sun,

The light in the eyes of the believers in truth,

Bahman is the zenith of our faith.

Your message, oh Imam, of independence, freedom, is imprinted on our souls.

Oh Martyrs! Your clamors echo in the ears of time.

Enduring, continuing, and eternal.

The Islamic Republic of Iran!


text:
De Havilland Tiger Moth

The de Havilland DH.82 Tiger Moth is a 1930s British biplane designed by Geoffrey de Havilland and built by the de Havilland Aircraft Company. It was operated by the Royal Air Force (RAF) and other operators as a primary trainer aircraft. In addition to the type's principal use for ab initio training, the Second World War had RAF Tiger Moths operating in other capacities, including maritime surveillance and defensive anti-invasion preparations; some aircraft were even outfitted to function as armed light bombers.

The Tiger Moth remained in service with the RAF until it was replaced by the de Havilland Chipmunk during the early 1950s. Many of the military surplus aircraft subsequently entered into civilian operation. Many nations have used the Tiger Moth in both military and civilian applications, and it remains in widespread use as a recreational aircraft. It is still occasionally used as a primary training aircraft, particularly for those pilots wanting to gain experience before moving on to other tailwheel aircraft. Many Tiger Moths are now employed by companies offering trial lesson experiences. The de Havilland Moth club, founded in 1975, is now an owners' association offering a mutual club and technical support.

Origins
Geoffrey de Havilland, the company's owner and founder, had sought to produce a light aircraft superior to two of his previous designs, the de Havilland Humming Bird and de Havilland DH.51. From earlier experience, de Havilland knew the difficulty and importance of correctly sizing such an aircraft to appeal to the civilian market, such as touring, trainer, flying club, and private aviation customers; the firm had great success with a scaled-down version of the DH.51, the de Havilland DH.60 Moth.

The starting point for the DH.82 Tiger Moth was the de Havilland DH.71 Tiger Moth. de Havilland had developed successively more capable Gipsy engines, and the company had produced a new low-winged monoplane aircraft to test them. This aircraft became the first aircraft to be referred to as the Tiger Moth. Improvements made on the Tiger Moth monoplane were incorporated into a military trainer variant of the DH.60 Moth, the DH.60T Moth – the T coming to stand for 'Tiger' in addition to 'Trainer'.

The DH.60T Moth had several shortcomings, thus was subject to several alterations, such as the adoption of shortened interplane struts to raise the wingtips after insufficient ground clearance was discovered while it was undergoing trials at RAF Martlesham Heath. As a result of the Martlesham trials, a favourable report for the type was produced, which in turn led to the type soon being formally adopted as the new basic trainer of the Royal Air Force (RAF). A single prototype, designated the DH.82 Tiger Moth, was ordered by the British Air Ministry under Specification 15/31, which sought a suitable ab initio training aircraft.

One of the main changes from the preceding Moth series was improved access to the front cockpit, since the training requirement specified that the front-seat occupant had to be able to escape easily, especially when wearing a parachute. Access to the front cockpit of the Moth's predecessors was restricted by the proximity of the aircraft's fuel tank, directly above the front cockpit, and the rear cabane struts for the upper wing. The solution adopted was to shift the upper wing forward but sweep the wings back to maintain the same centre of lift. Other changes included a strengthened structure, fold-down doors on both sides of the cockpit, and a revised exhaust system.

On 26 October 1931 the first 'true' Tiger Moth, the prototype E6, made its maiden flight at Stag Lane Aerodrome, Edgware, London, flown by de Havilland Chief Test Pilot Hubert Broad. Shortly thereafter construction of the first 35 production aircraft for the RAF, designated K2567-K2601, began following the issuing of Specification T.23/31; in addition two float-equipped seaplanes, S1675 and S1676, were built according to Specification T.6/33.

Design
The de Havilland DH.82 Tiger Moth is a single-engined, biplane, taildragger aircraft with two seats in tandem configuration. It was developed principally to be used by private touring customers as well as for pilot instruction for both military and civilian operators. It is typically powered by a de Havilland Gipsy III 120 hp engine; later models are often fitted with more powerful models of this engine, while some have been re-engined by third-party companies.

One characteristic of the Tiger Moth design is its differential aileron control setup. The ailerons (on the lower wing only) on a Tiger Moth are operated by an externally mounted circular bell crank, which lies flush with the lower wing's fabric undersurface covering. This circular bell crank is rotated by metal cables and chains from the cockpit's control columns, and has the externally mounted aileron pushrod attached at a point 45° outboard and forward of the bell crank's centre when the ailerons are both at their neutral position. This results in an aileron control system operating with barely any travel down at all on the wing on the outside of the turn, while the aileron on the inside travels a large amount upwards to counteract adverse yaw.

From the outset, the Tiger Moth proved to be an ideal trainer, simple and cheap to own and maintain, although control movements required a positive and sure hand as a slowness to control inputs existed. Some instructors preferred these flight characteristics because of the effect of "weeding out" the inept student pilot.

Production
The Tiger Moth quickly became a commercial success, and examples were sold to more than 25 air forces. In addition to the military demand, aircraft were also produced for the civilian market. At one point, the flow of orders for the Tiger Moth effectively occupied almost the entirety of de Havilland's capacity to manufacture aircraft, and little capacity could be spared to accommodate domestic customers. In 1932, de Havilland also developed an affordable air taxi from the Tiger Moth, using many of the main components of the former with a new plywood fuselage seating four people in an enclosed cabin; it was marketed as the de Havilland Fox Moth. Following the end of all manufacturing, third parties occasionally rebuilt Tiger Moths to a similar configuration to the Fox Moth, such as the Thruxton Jackaroo.

In late 1934, 50 Tiger Moths of a more refined design, sometimes referred to as the Tiger Moth II, were delivered to the RAF; these aircraft adopted the de Havilland Gipsy Major engine, capable of generating 130 HP, and the use of plywood decking on the rear fuselage in place of fabric. Throughout the period 1934–1936, production activity was centred upon meeting the demand for military trainers, including several contracts having been placed by the RAF to Specification T.7/35, along with export orders by seven overseas operators. Civil examples were also being produced at this time, both for British private customers and to export customers in countries such as Ceylon, Greece, Lithuania, Rhodesia, Peru, and Switzerland.

After 1936, the gradual rate of acceleration of Tiger Moth manufacturing had reached the point where production capacity finally became able to exceed the demands from military customers alone. By the outbreak of the Second World War a total of 1,424 Tiger Moths had been completed by both domestic and overseas manufacturing efforts. In 1941 de Havilland transferred principal manufacturing activity for the Tiger Moth from its Hatfield factory to Morris Motors Limited at their facility in Cowley, Oxford.

In 1945, British Tiger Moth production was ended; by this point, Morris Motors had completed a total of 3,433 Tiger Moths.

Overseas manufacturing of the type commenced in 1937; the first such overseas builder was de Havilland Canada at its facility in Downsview, Ontario. In addition to an initial batch of 25 Tiger Moths that were built for the Royal Canadian Air Force (RCAF), the Canadian firm began building fuselages, which were exported to the UK for completion. Canadian-built Tiger Moths featured modifications to better suit the local climate, along with a reinforced tail wheel, hand-operated brakes (built by Bendix Corporation), shorter undercarriage radius rods, and the legs of the main landing gear legs being raked forwards as a safeguard against tipping forwards during braking. In addition, the cockpit had a large sliding canopy fitted along with exhaust-based heating; various alternative undercarriage arrangements were also offered. By the end of Canadian production, de Havilland Canada had manufactured a total of 1,548 of all versions, including the DH.82C and American Menasco Pirate-engined variants (with opposing "right-hand"/"counter-clockwise" rotation to the left-hand/clockwise-running Gipsy Major) known as the Menasco Moth; this also included 200 Tiger Moths that were built under wartime United States Army Air Forces (USAAF) Lend-Lease orders, which were designated for paperwork purposes as the PT-24, before being delivered onwards to the RCAF.

Additional overseas manufacturing activity also occurred, most of which took place during wartime. de Havilland Australia assembled an initial batch of 20 aircraft from parts sent from the United Kingdom prior to embarking on their own major production campaign of the DH.82A, which resulted in a total of 1,070 Tiger Moths being constructed in Australia. In late 1940, the first Australian-assembled Tiger Moth conducted its first flight at Bankstown, Sydney. Most Australian aircraft were delivered to the Royal Australian Air Force (RAAF), but several batches were exported, including 18 for the USAAF and 41 for the Royal Indian Air Force.

In New Zealand, 132 Tiger Moths were completed by de Havilland Aircraft of New Zealand; 23 were built in Sweden as the Sk.11' by AB Svenska Järnvägsverkstädernas Aeroplanavdelning, 91 were built in Portugal by OGMA, and another 38 in Norway by Kjeller Flyfabrikk (some sources say 37 so the first may have been assembled from a kit) in addition to a large number of aircraft that were assembled from kits shipped from the UK.

Introduction
The RAF ordered 35 dual-control Tiger Moth Is, which had the company designation DH.82. A subsequent order was placed for 50 aircraft powered by the de Havilland Gipsy Major I engine (130 hp) which was the DH.82A or to the RAF Tiger Moth II. The Tiger Moth entered service at the RAF Central Flying School in February 1932. During the prewar years, increasing numbers of Tiger Moths were procured for the RAF and by overseas customers; by 1939, nearly 40 flying schools operating the type had been established, nine of which operated civilian-register models, as well.

From 1937 onwards, the Tiger Moth was made available to general flying clubs, production having been previously occupied by military customers. The type was used to replace older aircraft in the civilian trainer capacity, such as the older de Havilland Cirrus Moth and Gipsy Moth. By the start of the Second World War, the RAF had around 500 Tiger Moths in service. In addition, nearly all civilian-operated Tiger Moths throughout the Commonwealth were quickly impressed into their respective air forces to meet the wartime demand for trainer aircraft.

Training

The Tiger Moth became the primary trainer throughout the Commonwealth and elsewhere. It was the principal type used in the British Commonwealth Air Training Plan, where thousands of military pilots got their first taste of flight in a Tiger Moth. The RAF found the Tiger Moth's handling ideal for training fighter pilots. Generally docile and forgiving in the normal flight phases encountered during initial training, when used for aerobatic and formation training, the Tiger Moth required skill and concentration to perform well; a botched manoeuvre could cause the aircraft to stall or spin. From 1941 onwards, all military and many civilian Tiger Moths were outfitted with antispin strakes positioned on the junction between the fuselage and the leading edge of the tailplane, known as Mod 11'; later on, the aileron mass balances were removed for improved spin recovery performance.

Gunnery target drone
In 1935, the DH.82 Queen Bee, a pilotless, radio-controlled variant of the Tiger Moth, appeared for use in training antiaircraft gunners. Use of the word drone, as a generic term for pilotless aircraft, apparently originated from the name and role of the Queen Bee (i.e. the word drone is a reference to the male bee, which makes one flight in search of the female queen bee and then subsequently dies). The DH.82 had a wooden fuselage, based on that of the DH.60 Gipsy Moth (with appropriate structural changes related to cabane strut placement) and the wings of the Tiger Moth II. Queen Bees retained a normal front cockpit for test-flying or ferry flights, but had a radio-control system in the rear cockpit to operate the controls using pneumatically driven servos.

In total, 400 were built by de Havilland at Hatfield and a further 70 by Scottish Aviation. There were nearly 300 in service at the start of the Second World War.

Coastal patrol
In December 1939, owing to a shortage of maritime patrol aircraft, six flights of Tiger Moths were operated by RAF Coastal Command for surveillance flights over coastal waters, known as "scarecrow patrols". The aircraft operated in pairs and were armed only with a Very pistol. The intention was to force any encroaching U-boat to dive; one aircraft would then remain in the vicinity while the other would search for a naval patrol vessel that could be led back to the spot. Because they were not radio equipped, each aircraft also carried a pair of homing pigeons in a wicker basket to call for help in case of a forced landing at sea. A 25-lb (11.5 kg) bomb was sometimes carried, but no record shows one being dropped in action.

Anti-invasion preparations
In the aftermath of Britain's disastrous campaign in France, in August 1940 three proposals for beach defence systems were put forward; 350 Tiger Moths were fitted with bomb racks to serve as light bombers as a part of Operation Banquet. A more radical conversion involved the "paraslasher", a scythe-like blade fitted to a Tiger Moth and intended to cut parachutists' canopies as they descended. Flight tests proved the idea, but it was not officially adopted. The Tiger Moth was also tested as a dispenser of Paris green rat poison for use against ground troops, with powder dispensers located under the wings.

Postwar

In the postwar climate, impressed Tiger Moths were restored to their former civilian operations and owners. Accordingly, large numbers of Tiger Moths were made available for sale to flying clubs and individuals. Relatively few new light aircraft being manufactured at the time to take its place. Due to the type being inexpensive to operate and the aforementioned factors, the Tiger Moth was met with an enthusiastic reception across the civilian market. Additionally, it was put to use for new roles,including aerial advertising, aerial ambulance, aerobatic performer, crop dusting, and glider tug work.

In the air-racing market, Tiger Moths were converted to a single-seat configuration, often temporarily. Several aircraft were extensively modified for greater speed; these changes included alterations such as the removal of the centre-section fuel tank, alternative fuel tank configurations, all-new elevators, custom-designed fuel injectors, and the recovering of the fuselage with lighter-weight fabric. Three particular aircraft, G-APDZ, G-ANZZ and G-ANMZ, were accordingly rebuilt and were used in international competitions; the design changes led to substantially improved performance during inverted flight.

Ex-RAF examples were imported to the Netherlands during the postwar era and used to equip the Dutch National Flying School at Ypenburg. These aircraft were required by the Dutch civil aviation authorities to be fitted with a larger dorsal fin, incorporating an extended forward fillet to the fin, to provide for additional area; this requirement was also extended to privately owned Tiger Moths in the Netherlands.

The Tiger Moth might be confused at first glance with the Belgian-designed Stampe SV.4 aerobatic aircraft, which had a very similar design layout; both aircraft made use of a similar main landing gear configuration, a slightly sweepback wing, and an alike engine/cowling design. Several Tiger Moths were converted during the 1950s to a Coupe standard, which involved the installation of a sliding canopy over both crew positions, not unlike the Canadian-built Fleet Finch biplane trainers that had worked beside the Tiger Moth in RCAF service as trainers in Canada during the type's wartime years.

After the development of aerial topdressing in New Zealand, large numbers of ex-Royal New Zealand Air Force Tiger Moths built in that country and in the United Kingdom were converted into agricultural aircraft; at the time, this was a pioneering use for aircraft. In this role, the front seat was commonly replaced with a hopper to hold superphosphate for aerial topdressing. A large number were also used to deploy insecticide in the crop-sprayer role, for which several alternative arrangements, including perforated piping being installed underneath the mainplanes or the placement of rotary atomisers on the lower mainplane, were used.

Royal Navy Tiger Moths used as target tugs and "air experience" machines became the last military examples when that service purchased a batch of refurbished ex-civilian examples in 1956. One became the last biplane to land on an aircraft carrier (HMS Eagle (R05)) in the English Channel during the summer of 1967. On takeoff, the wind over the deck allowed the aircraft to fly, but it was slower than the carrier, which turned hard to starboard to avoid a possible collision. These planes remained in service until the early 1970s.

The Tiger Moth (and to a lesser extent, the similar Belgian Stampe-Vertongen SV.4) had been often used as a stand-in for rarer aircraft in films, sometimes having been extensively modified to outwardly resemble the aircraft it was depicting. Three aircraft were converted by Croydon-based Film Aviation Services Ltd for use in the filming of the 1962 movie Lawrence of Arabia; one Tiger Moth became a replica of a Fokker D.VII, while two aircraft resembled the Rumpler C.V to depict these types for the film. Several Tiger Moths were used in the crash scenes in The Great Waldo Pepper, standing in for the Curtiss JN-1. Due to the popularity of the design and the rising cost of flyable examples, a number of replicas (scale and full-sized) have been designed for the homebuilder; these include the Fisher R-80 Tiger Moth and the RagWing RW22 Tiger Moth.

Flying characteristics
The Tiger Moth responds well to control inputs and is fairly easy to fly for a tail-dragger. Its big "parachute" wings are very forgiving, and it stalls at a speed as slow as 25 knots with power. Its stall and spin characteristics are benign. It has some adverse yaw and therefore requires rudder input during turns. The Tiger Moth exhibits the fundamental requirements of a training aircraft, in being "easy to fly, but difficult to fly well"; the aircraft's benign handling when within its limits make it easy for the novice to learn the basic skills of flight. At the same time techniques such as coordinated flight must be learnt and used effectively, and the aircraft will show up mishandling to an observant instructor or attentive pupil. As training progresses towards more advanced areas, especially aerobatics, the skill required on the part of a Tiger Moth pilot increases. The aircraft will not, like some training aircraft, "fly its way out of trouble" but will instead stall or spin if mishandled. However the stall and spin remain benign, again showing up deficient piloting without endangering the aircraft or the crew. These characteristics were invaluable to military operators, who must identify between pilots with the potential to go on to fly fighter aircraft, those more suited to lower-performance machines and those who must be relegated to non-pilot aircrew positions.

Because the Tiger Moth has no electrical system, it must be started by hand. Being a tail-dragging biplane, taxiing also requires care. The pilot cannot see directly ahead, so the lower wing can hit obstructions, and it is susceptible to gusts of wind on its inclined, large, upper wing. The takeoff is uneventful, and it has a reasonable rate of climb. However full power should not be maintained for more than a minute to avoid damaging the engine.

The Tiger Moth's biplane design makes it strong, and it is fully aerobatic. However it has ailerons only on its bottom wing, which makes its rate of roll relatively slow for a biplane; and, as stated previously, the ailerons on a Tiger Moth normally operate with a heavy degree of designed-in differential operation (mostly deflecting up, hardly at all downwards) to avoid adverse yaw problems in normal flight. Most manoeuvres are started at about 90 to 110 knots, and it has a Velocity Never Exceeded (VNE) of 140 knots. It is important to lock the automatic slats (leading edge flaps) during aerobatic manoeuvres.

There are two methods of landing. "Wheeler" landing involves pushing the plane on to the runway at a moderate speed with just the main wheels on the ground, with the tail held up until speed reduces. It does not tend to bounce. Unlike most taildraggers, slow speed three-point landings are quite difficult because there is not enough elevator authority to bring the tail down to the correct three-point attitude. This means that the tail needs to be brought down sharply at just the right speed in order for the angular momentum to carry it down sufficiently.

The open cockpit allows pilots to move their heads over the side to see the runway during approach and landing. As the aircraft is a tail dragger, it is essential to land it straight with no sideways movement, to avoid ground loops.

One often undocumented feature is that the carburettor de-icing mechanism is activated automatically when the throttle is reduced. This means that when an engine is running poorly due to ice the pilot must reduce power even further and then wait for the ice to melt.

Variants

 * DH.60T Moth Trainer/Tiger Moth
 * Military training version of the De Havilland DH.60 Moth. First eight prototype DH.82 configuration aircraft were named Tiger Moth.

 * DH.82 Tiger Moth (Tiger Moth I)
 * Two-seat primary trainer aircraft. Powered by a 120 hp (89 kW) de Havilland Gipsy III piston engine; renamed Tiger Moth I in RAF.

 * DH.82A Tiger Moth (Tiger Moth II)
 * Two-seat primary trainer aircraft. Powered by a 130 hp (97 kW) de Havilland Gipsy Major piston engine and fitted with a hood over the rear cockpit for blind flying instruction. Named Tiger Moth II in RAF.

 * DH.82B Tiger Moth III
 * Improved variant with a de Havilland Gipsy Major III engine, it had a wider fuselage and larger fin. First flown on 1 October 1939 only one was built. In some references the designation is erroneously applied to the Queen Bee.

 * DH.82C Tiger Moth
 * Cold weather operations version for the RCAF. Fitted with sliding perspex canopies, cockpit heating, brakes, tail wheels and metal struts. Wheels were moved forwards by 9.75" to compensate for the installation of brakes by changing the angle of the undercarriage legs. Powered by a 145 hp (108 kW) de Havilland Gipsy Major piston engine. 1,523 built (including Menasco Moths and PT-24).

 * DH.82C-2 Menasco Moth I
 * DH.82C fitted with Menasco D-4 Super Pirate 125 hp inline inverted 4-cylinder engine due to shortages of Gipsy Major engines. Because of the reduction in power, they were used primarily as radio trainers. Externally distinguishable from 82C by opposite rotation of propeller and reversal of the cowling openings. 10 built.

 * DH.82C-4 Menasco Moth II
 * As DH.82C-2 but with reduced fuel capacity and further detail alterations. One example survives and is on display at Canada Aviation and Space Museum in Ottawa. 125 built.

 * DH.82C-4 Menasco Moth III
 * Fitted with American AT-1/AR-2 radio and intended as a radio trainer from outset but project cancelled when shortages of British radios and engines was resolved. The sole example, RCAF 4934 was converted from Menasco Moth II.

 * DH.82
 * A target drone for anti-aircraft gunnery training. It could be flown unmanned under radio-control, but was also fitted with a cockpit so it could be flown by a pilot. Tiger Moth wings were used and, to reduce cost, a wooden fuselage based on that of the DH.60 Moth (but with the structural changes associated with the cabane struts having been relocated as per the standard Tiger Moth) was used. Between 1935 and 1943, 412 were built in float and wheeled versions. As of 2008, the sole remaining airworthy Queen Bee resided at RAF Henlow, England.

 * PT-24 Moth
 * United States military designation for the DH.82C ordered for Lend-Lease to the Royal Canadian Air Force; 200 were built by de Havilland Canada.

 * Thruxton Jackaroo

 * Four-seat cabin biplane, modified from existing DH.82A airframes by widening the gap between the fuselage longerons. 19 were converted in the United Kingdom.

 * DH.83 Fox Moth
 * Used many Tiger Moth components including wings (rerigged to remove sweep), tail and undercarriage with a new fuselage featuring an enclosed cabin for the passengers, and an open cockpit for the pilot. Built in both the United Kingdom before the Second World War and in Canada after the war.

Military operators

 * Royal Australian Air Force
 * Royal Australian Navy – Fleet Air Arm (RAN).
 * Belgian Air Force (31 operated from 1945)
 * Brazilian Air Force, 5 delivered in 1932 and 12 in 1935.
 * Brazilian Naval Aviation
 * Burma
 * Burma Volunteer Air Force
 * Burma Air Force
 * 🇨🇦 Canada
 * Royal Canadian Air Force
 * Royal Canadian Navy
 * Ceylon
 * Royal Ceylon Air Force
 * Democratic Republic of Congo
 * Force Aérienne Congolaise
 * Czechoslovakian Air Force – One aircraft in service from 1945 to 1948.
 * Royal Danish Air Force
 * Finnish Air Force
 * French Air Force
 * Vichy France
 * Vichy French Air Force
 * Nazi Germany
 * Luftwaffe (small numbers)
 * Kingdom of Greece
 * Royal Hellenic Air Force
 * British Raj
 * Royal Indian Air Force
 * Indian Air Force
 * Pahlavi Iran
 * Imperial Iranian Air Force- 99 imported and 10 built locally in 1938–39
 * 🇮🇶 Iraq
 * Iraqi Air Force
 * Israeli Air Force, and its pre-state organisations
 * Palavir
 * Sherut Avir
 * Royal Jordanian Air Force
 * Malaya
 * Malaya Auxiliary Air Force
 * Royal Netherlands Air Force
 * Dutch Naval Aviation Service
 * Dutch East Indies
 * Vrijwillige Vliegers Corps
 * Israeli Air Force, and its pre-state organisations
 * Palavir
 * Sherut Avir
 * Royal Jordanian Air Force
 * Malaya
 * Malaya Auxiliary Air Force
 * Royal Netherlands Air Force
 * Dutch Naval Aviation Service
 * Dutch East Indies
 * Vrijwillige Vliegers Corps
 * Dutch East Indies
 * Vrijwillige Vliegers Corps
 * Royal New Zealand Air Force
 * No. 1 Squadron RNZAF
 * No. 2 Squadron RNZAF
 * No. 3 Squadron RNZAF
 * No. 4 Squadron RNZAF
 * No. 42 Squadron RNZAF
 * Norwegian Army Air Service
 * Pakistan Air Force
 * Polish Air Force (1 bought for tests before 1939)
 * Polish Air Force in Great Britain
 * Portuguese Army Aviation
 * Portuguese Naval Aviation
 * Portuguese Air Force
 * Rhodesia
 * Rhodesian Air Force
 * 🇸🇦 Saudi Arabia
 * Royal Saudi Air Force
 * Spanish Republic
 * Spanish Republican Air Force
 * Spanish State
 * Spanish Air Force
 * 🇿🇦 South Africa
 * South African Air Force
 * Southern Rhodesia
 * Southern Rhodesian Air Force
 * Sri Lankan Air Force
 * Swedish Air Force
 * Royal Thai Air Force
 * Royal Thai Navy
 * Royal Air Force
 * No. 24 Squadron RAF
 * No. 27 Squadron RAF
 * No. 52 Squadron RAF
 * No. 81 Squadron RAF
 * No. 116 Squadron RAF
 * No. 297 Squadron RAF
 * No. 510 Squadron RAF
 * No. 612 Squadron RAF
 * No. 613 Squadron RAF
 * No. 652 Squadron RAF
 * No. 653 Squadron RAF
 * No. 654 Squadron RAF
 * No. 656 Squadron RAF
 * No. 663 Squadron RAF
 * No. 668 Squadron RAF
 * No. 669 Squadron RAF
 * No. 670 Squadron RAF
 * No. 671 Squadron RAF
 * No. 672 Squadron RAF
 * No. 673 Squadron RAF
 * Fleet Air Arm
 * 🇺🇸 United States
 * United States Army Air Forces
 * Uruguayan Air Force 18 DH 82 Tiger Moths operated in the Military Aeronautics between 1935 and 1949.
 * SFR Yugoslav Air Force – 24 aircraft
 * 2nd Training Aviation Regiment (1945–1948)
 * No. 672 Squadron RAF
 * No. 673 Squadron RAF
 * Fleet Air Arm
 * 🇺🇸 United States
 * United States Army Air Forces
 * Uruguayan Air Force 18 DH 82 Tiger Moths operated in the Military Aeronautics between 1935 and 1949.
 * SFR Yugoslav Air Force – 24 aircraft
 * 2nd Training Aviation Regiment (1945–1948)
 * SFR Yugoslav Air Force – 24 aircraft
 * 2nd Training Aviation Regiment (1945–1948)

Civil operators
The aircraft is operated by many private individuals and flying clubs.

Surviving aircraft

Numerous examples of the Tiger Moth are still flying today (an estimated 250). The number of airworthy Tiger Moths has increased as previously neglected aircraft (or those previously only used for static display in museums) have been restored.

A number of aircraft have been preserved as museum displays (amongst others) at the:
 * Alberta Aviation Museum, Edmonton, Canada
 * Aviodrome at Lelystad Airport in The Netherlands
 * Canadian Air and Space Museum, Toronto, Canada
 * Canada Aviation and Space Museum, Ottawa, Canada – two examples, 1 on display, 1 stored
 * Canadian Museum of Flight, Langley, Canada
 * Canadian Warplane Heritage Museum, Hamilton, Canada
 * Commonwealth Air Training Plan Museum, Brandon, Manitoba, Canada
 * EAA AirVenture Museum, Oshkosh, United States
 * Edenvale Classic Aircraft Foundation, Edenvale, Ontario, Canada. Flying C-GSTP ex- RAF NM201,
 * Hellenic Air Force Museum, Tatoi. Greece
 * Flygvapenmuseum at Malmen Airbase near Linköping, Sweden
 * The Hangar Flight Museum, Calgary, Canada
 * Indian Air Force Museum, Palam – 1 Airworthy Example for Vintage Flight Squadron
 * Israeli Air Force Museum, Hatzerim, Israel
 * Kbely Aviation Museum, Prague, Czech Republic
 * Luskintyre Aviation Flying Museum, Luskintyre, New South Wales, Australia – Tiger Moth restorers and builders
 * Mackay Tiger Moth Museum, Mackay, Australia
 * Malta Aviation Museum in Malta
 * de Havilland Aircraft Museum in London Colney, England
 * in Uruguay
 * Museo Nacional Aeronáutico y del Espacio in Chile
 * Museu Aeroespacial, 25 km outside Rio de Janeiro in Brazil
 * Museu do Ar, Sintra, Portugal
 * Museum of New Zealand Te Papa Tongarewa in Wellington, New Zealand
 * National Museum of Flight at RAF East Fortune in Scotland
 * National Museum of the United States Air Force, Dayton, Ohio, United States
 * Cole Palen's Old Rhinebeck Aerodrome in Rhinebeck/Red Hook, New York, United States
 * PAF Museum, Karachi, Pakistan
 * Polish Aviation Museum at the former Kraków-Rakowice-Czyżyny Airport in Poland
 * RAAF Museum, RAAF Williams Point Cook, Australia
 * Reynolds-Alberta Museum in Wetaskiwin, Canada
 * Royal Museum of the Armed Forces and of Military History, Brussels, Belgium
 * Royal Aero Club of Western Australia, Perth, Australia - Airworthy aircraft "Shirley Adkins", VH-CKF, used for hire and joyflights
 * Royal New Zealand Air Force Museum, Wigram, New Zealand – 1 airworthy aircraft for historic flight
 * Royal Newcastle Aero Club, Rutherford, NSW, Australia – scenic and aerobatic joyflights in VH-RNI
 * Royal Thai Air Force Museum, Bangkok, Thailand
 * Saskatchewan Western Development Museum, Moose Jaw, Canada
 * Shuttleworth Collection at Old Warden, England
 * Sri Lanka Air Force Museum, Sri Lanka
 * Temora Aviation Museum, Temora, Australia
 * Tiger Boys' Aeroplane Works & Flying Museum, Guelph, Ont. Canada
 * The Tiger Club, Upminster, Essex, UK
 * Vintage Wings of Canada, Gatineau, Qc. Canada
 * Western Canada Aviation Museum in Winnipeg, Canada
 * Yugoslav Aeronautical Museum, Serbia

Privately owned Tiger Moths, type if known, and any history of the airframe:
 * William N. Thibault of Newport Beach, CA owns a registered 1935 Tiger Moth DH82A with a Gypsy Moth engine. There are confirmed sightings of the aircraft at the Watsonville Municipal Airport in CA and Gillespie Field in El Cajon CA. The most recent photos of the aircraft have it flying out of the Santa Ynez CA airport. It might have been previously owned by the Royal Air Force of the UK and Fuerza Aerea Uruguaya, the Uruguayan Air force. However, the Uruguayan Air Force wrote it off as a total loss in 1941, only for it to resurface in 1971 when it was issued a certificate of airworthiness after 30 years.

title: De Havilland Tiger Moth


text:
The Baltic Times

The Baltic Times is an independent monthly newspaper that covers the latest political, economic, business, and cultural events in Estonia, Latvia and Lithuania.

History
The paper was formed from a merger in 1996 of the Baltic Independent and Baltic Observer. With offices in Tallinn and Vilnius and its headquarters in Riga, The Baltic Times remains the only English language print and online newspaper covering all three Baltic states.

Between 1996 and 2012 The Baltic Times was published weekly and then, until September 2013, twice a month.

title: The Baltic Times


text:
User:Gaz~enwiki/Favourites

My collection of the works of others, in User Id order.

Each image is the original work of the Wikipedian in the heading.

Arpingstone
 Peacock displaying (original)  Peacock displaying My sharpening  Peacock displaying Adrian's version

Chmouel
 Greek Cat  Tea plantation

Mav
 Manzanar shrine

MykReeve
 Paris and gargoyle from Notre Dame

Pollinator
 Compound eye

Formatting Sample (my photo)
 panorama

title: User:Gaz~enwiki/Favourites


text:
Neptune Orient Lines

Neptune Orient Lines Limited (NOL) was a Singaporean container shipping company. It was founded in 1968 as Singapore's national shipping line, but was later sold as a subsidiary to French shipping company CMA CGM in 2016. On 1 October 2020, NOL was restructured into a regional hub and was renamed to CMA CGM Asia Pacific Limited.

History
In December 1968, Neptune Orient Lines was started as Singapore's national shipping line. Wholly owned by the Singapore Government, it was formed in an effort to develop and support Singapore's economy.

Containerization
In the 1970s, containerization was introduced. In the mid-1970s, NOL's managing director was Goh Chok Tong, who went on to become Singapore's second Prime Minister.

In 1975, NOL then entered the Asia-Europe trade as part of the ACE Group consortium with partners OOCL, K Line, COSCO and Franco-Belgian Services, known as the "third force" in the container-shipping world. Meanwhile, it entered the key Trans-Pacific Trade with a standalone service.

Merger with APL
In 1997, NOL made a US$825 million acquisition of American President Lines (APL), whose heritage dates back to 1848. Following the merger, the APL name was adopted as the public brand name. The NOL name was retained for the holding company, which was listed on the Singapore Exchange and was well known to its investors. The company focused on managing global supply chains in 2001 when APL Logistics was established as a separate business unit.

In 1998, during the Asian economic crisis, NOL saw losses mount to US$460 million, while its debt was more than US$4 billion. The company sold off assets to clear the debt and by 1999 was profitable again.

In 2003, NOL completed the divestment of its tankering businesses AET and NAS, to concentrate on the company's core container shipping and logistics services.

On 1 October 2011, Ng Yat Chung was appointed as CEO of NOL, replacing Ron Widdows.

On 17 February 2015, APL Logistics was sold to Kintetsu World Express, Inc. for US$1.2 billion.

Sale of NOL to France's CMA CGM
On 9 June 2016, it was announced that Temasek will tender its NOL shares to shipping company CMA CGM. CMA launched an all-cash voluntary conditional general offer for outstanding NOL shares at SG$1.30 a piece. The deal is worth SG$3.38 billion and eventually will be delisted from the Singapore Exchange.

The company announced in May 2016 reported net losses of US$105.1 million (SG$142 million) for the first quarter ended 31 March, higher than the US$10.8 million a year earlier. Former CEO Ng Yat Chung acknowledged that the company had been "a bit slow and reluctant to change".

On 28 June 2016, CMA CGM said it will proceed to delist NOL, after it crossed the 90 per cent ownership threshold in the company and NOL was subsequently delisted on 5 September 2016.

In May 2017, less than a year after the NOL acquisition, CMA reported turning a net profit of $26 million from the NOL business in the first quarter of the year.

Restructuring to CMA CGM Asia Pacific Limited
On 7 July 2020, CMA CGM announced a restructuring of its services in the Asia-Pacific region. NOL and CMA's regional office was reorganized into a regional hub and renamed to CMA CGM Asia Pacific Limited on 1 October 2020.

title: Neptune Orient Lines


text:
Cadbury Report

The Cadbury Report, titled Financial Aspects of Corporate Governance, is a report issued by "The Committee on the Financial Aspects of Corporate Governance" chaired by Sir Adrian Cadbury, chairman of Cadbury, that sets out recommendations on the arrangement of company boards and accounting systems to mitigate corporate governance risks and failures.

In 1991 the London Stock Exchange set up the Cadbury committee and the report was published in draft version in May 1992. Its revised and final version was issued in December of the same year. The report's recommendations have been used to varying degrees to establish other codes such as those of the OECD, the European Union, the United States, the World Bank etc.

Background
Sridhar Arcot and Valentina Bruno in their article called "In Letter but not in Spirit: An Analysis of Corporate Governance in the UK" explain the background to the Cadbury Committee. Although wrong on the historical facts, as Robert Maxwell died on 5 November 1991  and "The Committee on the Financial Aspects of Corporate Governance" known as "The Cadbury Committee" was set up in May 1991 for other reasons than the Maxwell case, it gives an interesting reading of the situation at the time:

"Robert Maxwell's death while cruising on the Canary Islands in 1990 shone a spotlight on his company's affairs. A series of risky acquisitions in the mid-eighties had led Maxwell Communications into high debts, which was being financed by diverting resources from the pension funds of his companies. After his disappearance, it emerged that the Mirror Group's debts (one of Maxwell's companies) vastly outweighed its assets, while £440 millions (GBP) were missing from the company's pension funds. Despite the suspicion of manipulation of the pension schemes, there was a widespread feeling in the City of London that no action was taken by UK or US regulators against the Maxwell Communications Corp. Eventually, in 1992 Maxwell's companies filed for bankruptcy protection in the UK and US. At around the same time the Bank of Credit and Commerce International (BCCI) went bust and lost billions of dollars for its depositors, shareholders and employees. Another company, Polly Peck, reported healthy profits one year while declaring bankruptcy the next.

Following the raft of governance failures, Sir Adrian Cadbury chaired a committee whose aims were to investigate the British corporate governance system and to suggest improvements to restore investor confidence in the system. The Committee was set up in May 1991 by the Financial Reporting Council, the London Stock Exchange, and the accountancy profession. The report embodied recommendations based on practical experiences and with an eye on the US experience, further elaborated after a process of consultation and widely accepted. The final report was released in December 1992 and then applied to listed companies reporting their accounts after 30th June 1993."

History lesson: Cadbury 1992
Lessons from the report according to The National Computing Centre, 2010:

 * Financial Aspects of Corporate Governance
 * Division of top responsibilities:
 * No one individual has powers of decision
 * Majority of independent non-executive directors
 * At least three non-executives on the audit committee (oversee accounting/financial reporting)
 * Majority of non-executives on the remuneration committee
 * Non-executives to be selected by the whole board

title: Cadbury Report


text:
Lissycasey

Lissycasey is a village in County Clare, Ireland. It forms one half of the parish of Clondegad-Kilchrist. The village straddles the N68 Ennis-Kilrush road for some 3.5 km. The area stretches east–west from Caherea to Crown and north–south from Frure North to Cloncolman. Lissycasey were Clare county champions in football in 2007 and won the Cusack Cup that year.

The Roman Catholic parish of Ballynacally (Clondegad) encompasses Ballynacally, Lissycasey and Ballycorick, and is part of the Diocese of Killaloe.

Sword of O'Neill
In 1881, foreign publications reported that two men digging a drain near Lissycasey discovered an iron clasped chest laying on which was a large sword engraved with the name O'Neill. The men assumed it to be a coffin and reported the discovery to the police. The box was opened by the police and found it was full of gold coins of an ancient date.

title: Lissycasey


text:
Talk:Winchester College

Locomotive Section
I doubt whether a train named "Winchester" for 18 years is notable enough for a whole section in this article. It's not hugely unusual for a school to have a train (given that 39 other schools share the same distinction) and the importance of a train to the school is highly limited (e.g. not mentioned anywhere else on the internet). Please do let me know what you think. Thank you. Godtres (talk) 11:38, 6 April 2024 (UTC)

 * The fact that the school is one of the very few, out of the thousands of secondary schools in the country, to have a locomotive named after it is certainly notable and more than sufficient for the small mention given. Your "for 18 years" can be answered in one word: "once notable, always notable". I'd support similar coverage for the other 39, btw. Chiswick Chap (talk) 12:23, 6 April 2024 (UTC)
 * Thank you very much for your prompt response. I'm afraid that I am still not convinced that it deserves such coverage. I question whether the train is sufficiently relevant to the school, "of interest for what it does, and for what it has done", not for things named after it.
 * Also, your four-word refutation to my point about the length of time the train was named "Winchester" does not stand: I was referring to the length of time that the train was named "Winchester", not how long ago it was. I agree that notability is not temporary, but has the train ever been notable? There is also a problem with your point about secondary schools, since the trains were named after public schools, a specific type of secondary school, of which there are only around 100. Since Winchester is one of the most prominent public schools, it would be more notable if it did not have a train named after it.
 * I'm happy for there to be some mention of the train in the article, perhaps in a new section named "Impact" or the like, which could include content from Winchester College in fiction. I, nonetheless, continue to doubt whether it deserves such thorough coverage. Thank you again for getting back to me so quickly. I am grateful. Godtres (talk) 13:13, 6 April 2024 (UTC)

 * Basically I disagree with most of your judgements here, for instance on distinctiveness: this is nothing to do with how long ago the thing was, nor for how long (which is what I intentionally referred to, but no matter): it is, pace your reasoning, highly distinctive for a school to be chosen in this way (and the number of "public schools" can be measured with widely differing results, from less than ten to over a thousand). Any sort of reasoning that the school is so famous etc etc that it'd be surprising if it hadn't been, is rather missing the point: that it is a considerable honour to have a locomotive named in this way.
 * Relevance: the matter is plainly directly relevant to the school, as you recognise in your proposal for an "Impact" section (not a great name for anything to do with trains, btw, and one might doubt whether the heading was ever actually encyclopedic). We agree, therefore, that the subject belongs here, but you dislike the section heading. I find the actual heading unexceptionable, just a name, but I agree it's an odd bedfellow with the school song. Let's call the new chapter "Influence". Much could obviously be said on that topic, but we should keep the coverage minimal. I've drafted a brief text. Chiswick Chap (talk) 14:06, 6 April 2024 (UTC)
 * Thanks. I'm happy with this now. Godtres (talk) 15:08, 6 April 2024 (UTC)

title: Talk:Winchester College