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No Fly List

The No Fly List, maintained by the United States federal government's Terrorist Screening Center (TSC), is one of several lists included in algorithmic rulesets used by government agencies and airlines to decide who to allow to board airline flights. The TSC's No Fly List is a list of people who are prohibited from boarding commercial aircraft for travel within, into, or out of the United States. This list has also been used to divert aircraft away from U.S. airspace that do not have start- or end-point destinations within the United States. The number of people on the list rises and falls according to threat and intelligence reporting. There were reportedly 16,000 names on the list in 2011, 21,000 in 2012, and 47,000 in 2013.

The list—along with the Secondary Security Screening Selection, which tags would-be passengers for extra inspection—was created after the September 11 attacks of 2001. The No Fly List, the Selectee List, and the Terrorist Watch List were created by George W. Bush's administration and have continued through the administrations of Barack Obama, Donald Trump and Joe Biden. Former U.S. Senate Intelligence Committee chair Dianne Feinstein said in May 2010: "The no-fly list itself is one of our best lines of defense." However, the list has been criticized on civil liberties and due process grounds, due in part to its potential for ethnic, religious, economic, political, or racial profiling and discrimination. It has raised concerns about privacy and government secrecy and has been criticized as prone to false positives.

The No Fly List is different from the Terrorist Watch List, a much longer list of people said to be suspected of some involvement with terrorism. As of June 2016, the Terrorist Watch List is estimated to contain over 2,484,446 records, consisting of 1,877,139 individual identities.

History
Before the attacks of September 11, 2001, the U.S. federal government had a list of 16 people deemed "no transport" because they "presented a specific known or suspected threat to aviation." The list grew in the immediate aftermath of the September 11 attacks, reaching more than 400 names by November 2001, when responsibility for keeping it was transferred to the Federal Aviation Administration (FAA). In mid-December 2001, two lists were created: the "No Fly List" of 594 people to be denied air transport, and the "Selectee" list of 365 people who were to be more carefully searched at airports. By 2002, the two lists combined contained over a thousand names, and by April 2005 contained about 70,000 names. For the first two and a half years of the program, the Federal Bureau of Investigation (FBI) and Transportation Security Administration (TSA) denied that the program existed.

In 2004, then-U.S. Senator Edward Kennedy was denied boarding a flight because his name was similar to an alias found on the No Fly List. Laura K. Donohue would later write in The Cost of Counterterrorism: Power, Politics, and Liberty that "antiwar activists, such as Jan Adams and Rebecca Gordan, and political opponents of the Bush administration, such as Senator Edward Kennedy and civil rights attorney David Cole, found themselves included." In June 2016, Timothy Healy, the former director of the FBI Terrorist Screening Center, disputed the claim that Kennedy had ever appeared on the list, saying that another person with a similar name—who had accidentally tried to bring ammunition on to a plane—was placed on an airline's watch list and Kennedy was mistakenly detained by the airline, not based on the No Fly List. In October 2006, CBS News' 60 Minutes reported on the program after it obtained a March 2006 copy of the list containing 44,000 names.

Many individuals were "caught in the system" as a result of sharing the exact or similar name of another person on the list; TSA officials said that, as of November 2005, 30,000 people in 2005 had complained that their names were matched to a name on the list via the name matching software used by airlines. In January 2006, the FBI and ACLU settled a federal lawsuit, Gordon v. FBI, brought by Gordon and Adams under the Freedom of Information Act in order to obtain information about how names were added to the list. Under the settlement, the government paid $200,000 in the plaintiffs' attorneys' fees. A separate suit was brought as a class action "filed by people caught in the name game." In response, "TSA created an ombudsman process, whereby individuals now can download and print out a Passenger Identity Verification Form and mail it, along with certain notarized documents, to the TSA 'so the agency can differentiate the individual from others who may be on the list.'"

In April 2007, the U.S. federal government's "terrorist watch list" administered by the Terrorist Screening Center (which is managed principally by the FBI) contained 700,000 records. A year later, the ACLU estimated the list to have grown to over 1,000,000 names and to be continually expanding. However, according to Homeland Security secretary Michael Chertoff, in October 2008 the No Fly List contained only 2,500 names, with an additional 16,000 "selectees" who "represent a less specific security threat and receive extra scrutiny, but are allowed to fly."

As of 2011, the list contained about 10,000 names. In 2012, the list more than doubled in size, to about 21,000 names. In August 2013, a leak revealed that more than 47,000 people were on the list. In 2016, California Senator Dianne Feinstein disclosed that 81,000 people were on the No Fly List.

There is a huge, secretive US anti-terrorism database for Canada specifically, "Tuscan" (Tipoff US/Canada), revealed by Canada's access to information system. The database is used by both the US and Canada, and applies to all borders, not just airports. It is believed to contain information on about 680,000 people thought to be linked with terrorism. The list was created in 1997 as a consular aid. It was repurposed and expanded after 9/11, and again in 2016. The names in Tuscan come from the US Terrorist Identities Datamart Environment (Tide), which is vetted by the FBI's Terrorist Screening Center and populates various US traveller databases, Canada's Tuscan and the Australian equivalent, "Tactics".

Weapons purchases by listed persons (No Fly No Buy)
In a 2010 report, the Government Accountability Office noted that "Membership in a terrorist organization does not prohibit a person from possessing firearms or explosives under current federal law," and individuals on the No Fly List are not barred from purchasing guns. According to GAO data, between 2004 and 2010, people on terrorism watch lists—including the No Fly List as well as other separate lists—attempted to buy guns and explosives more than 1,400 times, and succeeded 1,321 times (more than 90% of cases).

Senator Frank Lautenberg of New Jersey repeatedly introduced legislation to bar individuals on the terror watch lists (such as the No Fly List) from buying firearms or explosives, but these efforts have not succeeded. Senator Dianne Feinstein of California revived the legislation after the November 2015 Paris attacks and President Barack Obama has called for such legislation to be approved.

Republicans in Congress such as Senate Homeland Security Committee chair Ron Johnson and former Speaker of the House Paul Ryan oppose this measure, citing due process concerns and efficacy, respectively. Republicans have blocked attempts by Democrats to attach these provisions to Republican-backed measures.

The American Civil Liberties Union has voiced opposition to barring weapons sales to individuals listed on the current form of the No Fly List, stating that: "There is no constitutional bar to reasonable regulation of guns, and the No Fly List could serve as one tool for it, but only with major reform." Specifically, the ACLU's position is that the government's current redress process—the procedure by which listed individuals can petition for removal from the list—does not meet the requirements of the Constitution's Due Process Clause because the process does not "provide meaningful notice of the reasons our clients are blacklisted, the basis for those reasons, and a hearing before a neutral decision-maker."

In December 2015, Feinstein's amendment to bar individuals on the terror watch list from purchasing firearms failed in the Senate on a 45-54 vote. Senate Majority Whip John Cornyn of Texas put forth a competing proposal to "give the attorney general the power to impose a 72-hour delay for individuals on the terror watch list seeking to purchase a gun and it could become a permanent ban if a judge determines there is probable cause during that time window." The measure, too, failed, on a 55-45 vote (60 votes were required to proceed). The votes on both the Feinstein measure and the Cornyn measure were largely along party lines.

Vulnerabilities
With the aim of preventing individuals on the No Fly List from flying in commercial airliners, U.S. airports require all passengers to show valid picture ID (e.g. a passport or driver's license) along with their boarding pass before entering the boarding terminal. At this checkpoint, the name on the ID is matched to that on the boarding pass, but is not recorded. In order to be effective, this practice must assume that 1) the ticket was bought under the passenger's real name (at which point the name was recorded and checked against the No Fly List), 2) the boarding pass shown is real, and 3) the ID shown is real. However, the rise of print-at-home boarding passes, which can be easily forged, allows a potential attacker to buy a ticket under someone else's name, to go into the boarding terminal using a real ID and a fake boarding pass, and then to fly on the ticket that has someone else's name on it.   Additionally, a 2007 investigation showed that obviously false IDs could be used when claiming a boarding pass and entering the departures terminal, so a person on the No Fly List can simply travel under a different name.

False positives
A "false positive" occurs when a passenger who is not on the No Fly List has a name that matches or is similar to a name on the list. False positive passengers will not be allowed to board a flight unless they can differentiate themselves from the actual person on the list, usually by presenting ID showing their middle name or date of birth. In some cases, false positive passengers have been denied boarding or have missed flights because they could not easily prove that they were not the person on the No Fly List.

Notable cases
False positives and abuses that have been in the news include:
 * Numerous children (including many under the age of five, and some under the age of one) have generated false positives.
 * Daniel Brown, a United States Marine returning from Iraq, was prevented from boarding a flight home in April 2006 because his name matched one on the No Fly List.
 * David Fathi, an attorney for the ACLU of Iranian descent and a plaintiff in an ACLU lawsuit, has been arrested and detained because his name was on the No Fly List.
 * Asif Iqbal, a management consultant and legal resident of the United States born in Pakistan, plans to sue the U.S. government because he is regularly detained when he tries to fly. He has the same name as a former Guantanamo detainee. Iqbal's work requires a lot of travel, and, even though the Guantanamo detainee has been released, his name remains on the No Fly List, and Iqbal the software consultant experiences frequent, unpredictable delays and missed flights. He is pushing for a photo ID and birthdate matching system, in addition to the current system of checking names.
 * Robert J. Johnson, a surgeon and a former lieutenant colonel in the U.S. Army, was told in 2006 that he was on the list, although he had had no problem in flying the month before. Johnson was running as a Democrat against U.S. Representative John McHugh, a Republican. Johnson wondered whether he was on the list because of his opposition to the Iraq War. He stated, "This could just be a government screw-up, but I don't know, and they won't tell me." Later, a 60 Minutes report brought together 12 men named Robert Johnson, all of whom had experienced problems in airports with being pulled aside and interrogated. The report suggested that the individual whose name was intended to be on the list was most likely the Robert Johnson who had been convicted of plotting to bomb a movie theater and a Hindu temple in Toronto.
 * In August 2004, Senator Ted Kennedy told a Senate Judiciary Committee discussing the No Fly List that he had appeared on the list and had been repeatedly delayed at airports. He said it had taken him three weeks of appeals directly to Homeland Security Secretary Tom Ridge to have him removed from the list. Kennedy said he was eventually told that the name "T Kennedy" was added to the list because it was once used as an alias of a suspected terrorist. There are an estimated 7,000 American men whose legal names correspond to "T Kennedy". (Senator Kennedy, whose first name was Edward and for whom "Ted" was only a nickname, would not have been one of them.) Recognizing that as a U.S. Senator he was in a privileged position of being able to contact Ridge, Kennedy said of "ordinary citizens": "How are they going to be able to get to be treated fairly and not have their rights abused?" Former mayor of New York City Rudy Giuliani pointed to this incident as an example of the necessity to "rethink aviation security" in an essay on homeland security published while he was seeking the Republican nomination for the 2008 presidential election.
 * The late U.S. Representative, former Freedom Rider, and former Chairman of Student Nonviolent Coordinating Committee, John Lewis, was stopped many times in his life.
 * Canadian journalist Patrick Martin has been frequently interrogated while traveling, because of a suspicious individual, believed to be a former Provisional Irish Republican Army bombmaker, with the same name.
 * Walter F. Murphy, McCormick Professor of Jurisprudence at Princeton, reported that the following exchange took place at Newark on 1 March 2007, where he was denied a boarding pass "because I [Murphy] was on the Terrorist Watch list." The airline employee asked, "Have you been in any peace marches? We ban a lot of people from flying because of that." Replied Murphy, "I explained that I had not so marched but had, in September 2006, given a lecture at Princeton, televised and put on the web, highly critical of George Bush for his many violations of the constitution." To which the airline employee responded, "That'll do it."
 * David Nelson, the actor best known for his role on The Adventures of Ozzie and Harriet, is among various persons named David Nelson who have been stopped at airports because their name apparently appears on the list.
 * Jesselyn Radack, a former United States Department of Justice ethics adviser who argued that John Walker Lindh was entitled to an attorney, was placed on the No Fly List as part of what she believes to be a reprisal for her whistle-blowing.
 * In September 2004, former pop singer Cat Stevens (who converted to Islam and changed his name to "Yusuf Islam" in 1978) was denied entry into the U.S. after his name was found on the list.
 * In February 2006, U.S. Senator Ted Stevens stated in a committee hearing that his wife Catherine had been subjected to questioning at an airport as to whether she was Cat Stevens due to the similarity of their names.
 * U.S. Representative Don Young, the third-most senior Republican in the House, was flagged in 2004 after he was mistaken for a "Donald Lee Young".
 * Some members of the Federal Air Marshal Service have been denied boarding on flights that they were assigned to protect because their names matched those of persons on the No Fly List.
 * In August 2008, CNN reported that an airline captain and retired brigadier general of the U.S. Air National Guard has had numerous encounters with security officials when attempting to pilot his own plane.
 * After frequently being detained for questioning at airport terminals, a Canadian businessman changed his name to avoid being delayed every time he took a flight.
 * In October 2008, the Washington Post reported that Maryland State Police classified 53 nonviolent political activists as terrorists, and entered their names and personal information into state and federal databases, with labels indicating that they were terror suspects. The protest groups were also entered as terrorist organizations. During a hearing, it was revealed that these individuals and organizations had been placed in the databases because of a surveillance operation that targeted opponents of the death penalty and the Iraq War.
 * In April 2009, TSA refused to allow an Air France flight from Paris to Mexico to cross U.S. airspace because it was carrying Colombian journalist Hernando Calvo Ospina. Air France did not send the passenger manifest to the U.S. authorities; they did however send it to Mexico who forwarded it to the U.S.
 * On August 19, 2009, Air France flight AF-438 was not allowed to cross into U.S. airspace because of the presence on board of one Paul-Emile Dupret, a human rights activist and civil servant at the European Parliament.
 * Bollywood actor Shah Rukh Khan was held for extensive questioning by U.S. Immigration and Customs officials in August 2009 because, as he reported, "his name came up on a computer alert list." Customs officials claimed that he "was questioned as part of a routine process that took 66 minutes." Khan was visiting the United States to promote his film My Name Is Khan, which concerns racial profiling of Muslims in the United States.
 * In June 2010, The New York Times reported that Yahya Wehelie, a 26-year-old Muslim American man, was being prevented from returning to the United States, and was stranded in Cairo. Despite Wehelie's offer to FBI agents to allow them to accompany him on the plane, while shackled, he was not permitted to fly. The ACLU has argued that this constitutes banishment. In July 2010, Wehelie was permitted to fly to New York under a federal waiver.
 * A U.S. citizen, stranded in Colombia after being placed on the No Fly List as a result of having studied in Yemen, sought to re-enter the U.S. through Mexico but was returned to Colombia by Mexican authorities.
 * Michael Migliore, a 23-year-old Muslim convert and dual citizen of the United States and Italy, was detained in the United Kingdom after traveling there from the U.S. by train and then cruise ship because he was not permitted to fly. He said that he believes he was placed on the no-fly list because he refused to answer questions about a 2010 Portland car bomb plot without his lawyer present. He was released eight or ten hours later, but authorities confiscated his electronic media items, including a cell phone and media player.
 * Abe Mashal, a 31-year-old Muslim and United States Marine Veteran, found himself on the No Fly List in April 2010 while attempting to board a plane out of Midway Airport. He was interrogated by the TSA, FBI and Chicago Police at the airport and was told they had no clue why he was on the No Fly List. Once he arrived at home that day two other FBI agents came to his home and used a Do Not Fly question-and-answer sheet to question him. They informed him they had no idea why he was on the No Fly List. In June 2010, those same two FBI agents summoned Mashal to a local hotel and invited him to a private room. They then told him that he was in no trouble and the reason he ended up on the No Fly List was because of possibly sending emails to an American imam they may have been monitoring. They then informed him that if he would go undercover at various local mosques, they could get him off the No Fly List immediately and he would be compensated for such actions. Mashal refused to answer any additional questions without a lawyer present and was told to leave the hotel. Mashal then contacted the ACLU and is now being represented in a class-action lawsuit filed against the TSA, FBI and DHS concerning the legality of the No Fly List and how people end up on it. Mashal feels as if he was blackmailed into becoming an informant by being placed on the No Fly List. Mashal has since appeared on ABC, NBC, PBS and Al Jazeera concerning his inclusion on the No Fly List. He has also written a book about his experience titled "No Spy No Fly."
 * In November 2002 Salon reported that the No-Fly program seemed "to be netting mostly priests, elderly nuns, Green Party campaign operatives, left-wing journalists, right-wing activists and people affiliated with Arab or Arab-American groups." Art dealer Doug Stuber, who ran Ralph Nader's Green Party presidential campaign in North Carolina in 2000, was prevented from flying to Europe on business in October 2002. He was repeatedly pulled out of line, held for questioning until his flight left, then told falsely he could take a later flight or depart from a different airport. Barbara Olshansky, then Assistant Legal Director for the Center for Constitutional Rights, noted that she and several of her colleagues received special attention on numerous occasions. On at least one occasion, she was ordered to pull her trousers down in view of other passengers. It is not clear why Stuber was targeted. He was initially pulled aside after loudly declaring to a fellow passenger, "George Bush is as dumb as a rock." He was on the list for over two years but was later allowed to fly.

DHS Traveler Redress Inquiry Program
The DHS Traveler Redress Inquiry Program (TRIP) is a procedure for travelers who are delayed or denied boarding of an aircraft, consistently receive excess scrutiny at security checkpoints, or are denied entry to the U.S. because they are believed to be or are told that they are on a government watch list. The traveler must complete an online application at the Department of Homeland Security website, print and sign the application, and then submit it with copies of several identifying documents. After reviewing their records, DHS notifies the traveler that if any corrections of data about them were warranted, they will be made.

Travelers who apply for redress through TRIP are assigned a record identifier called a "Redress Control Number". Airline reservations systems allow passengers who have a Redress Control Number to enter it when making their reservation.

DHS TRIP may make it easier for an airline to confirm a traveler's identity. False-positive travelers, whose names match or are similar to the names of persons on the No Fly List, will continue to match that name even after using DHS TRIP, so it will not restore a traveler's ability to use Internet or curbside check-in or to use an automated kiosk. It does usually help the airline identify the traveler as not being the actual person on the No Fly List, after an airline agent has reviewed their identity documents at check-in.

However, DHS TRIP has not been very helpful to travelers who accidentally end up on the No Fly List, as their efforts to clear their names are often futile to the extent that they are not told why they are on the list.

2023 leak
On January 19, 2023, Swiss hacker maia arson crimew reported that she had gained access to 2019 versions of the No Fly List of 1.56 million entries and Selectee List of 250,000 entries posted by CommuteAir on an unsecured Amazon Web Services cloud server. An analysis published in 2024 concerns over-representation of ethno-religious groups in the list, based on a redacted copy of the leak.

Controversy and criticism
The American Civil Liberties Union (ACLU) has long criticized the No Fly List and similar lists because of the lack of notification to persons included on such lists. The ACLU's stance is that the government has not provided a constitutionally adequate means of allowing individuals to challenge their inclusion on the list and that "constitutional rights are at stake when the government stigmatizes Americans as suspected terrorists and bans them from international travel."

Among the complaints about the No Fly List is the use of credit reports in calculating the risk score. In response to the controversy, Transportation Security Administration (TSA) officials said in 2005 that they would not use credit scores to determine passengers' risk score and that they would comply with all rights guaranteed by the First and Fourth amendments to the United States Constitution.

In the midst of this controversy, the Government Accountability Office of the U.S. Congress produced a report critical of the CAPPS II system. It characterized the proposal as incomplete and seriously behind schedule, and noted that the TSA had failed to address "developmental, operational, and privacy issues identified by Congress". On July 14, 2004, TSA officials announced that CAPPS II was being pulled from consideration without proceeding to full testing. Critics have alleged that the TSA has merely chosen to start with a less controversial entry point that they are calling the "Registered Traveler" program. TSA has also begun testing of another program called "Secure Flight", which is supposed to solve some of the problems of CAPPS I while avoiding the privacy issues of CAPPS II.

In January 2009, Marcus Holmes conservatively estimated the total cost of the program to be $536 million since 9/11, with a reasonable estimation range that approaches $1 billion, and he questioned whether the benefits of the list outweigh the costs.

The 2023 leak re-ignited criticisms that the No-Fly list is insufficiently secure. Critics note that if it is not possible to abolish the No-Fly list or make placement on it appealable, Congress should at least review and improve the federal government's data security to prevent any future leaks.

Lawsuits
On April 6, 2004, the American Civil Liberties Union "filed a nationwide class-action challenge to the government's No Fly List", in which they charge that "many innocent travelers who pose no security risk whatsoever are discovering that their government considers them terrorists – and find that they have no way to find out why they are on the list, and no way to clear their names." The case was settled in 2006, when "the federal government agreed to pay $200,000 in attorneys' fees to the ACLU of Northern California" and to "[make] public, for the first time, hundreds of records about the government's secret 'no fly' list used to screen airline passengers after September 11, 2001." On August 5, 2010, the ACLU filed a lawsuit on behalf of 14 plaintiffs challenging their placement on the No Fly List. and on June 24, 2014, U.S. District Judge Anna J. Brown ruled in favor of the plaintiffs saying that air travel is a "sacred" liberty protected by the U.S. Constitution and ordered the government to change its system for challenging inclusion.

A Malaysian academic has been the first to successfully bring a suit involving the No Fly List to trial. On August 18, 2008, the Ninth Circuit Court of Appeals in San Francisco issued a ruling on behalf of Rahinah Ibrahim, who was a Stanford University graduate student when she was arrested at the San Francisco-Oakland International Airport in 2005, overturning a lower court decision and allowing her case against inclusion in the No Fly List to proceed through the court system. A public trial began on December 2, 2013 in San Francisco in the courtroom of U.S. District Judge William Alsup. After the government revealed that Ibrahim had ended up on the list because of human error by the FBI, Alsup ruled on January 14, 2014 "that Ibrahim did have the right to sue and ordered the government to tell Ibrahim whether she is still on the list." Ibrahim was represented by the San Jose-based law firm of McManis Faulkner. Ibrahim was awarded $400,000 in court costs; in January 2019 the Ninth U.S. Circuit Court of Appeals ruled that she was entitled to the "vast majority" of the millions of dollars in costs her lawyers were requesting, and ordered Alsup to rule on whether the government had acted in bad faith.

Gulet Mohamed, a U.S. citizen from Virginia, was placed on the no-fly list as a teenager in 2011 while he was visiting family in Kuwait. Because he was on the no-fly list, he was unable to return to the U.S. before his visa expired. He was taken into custody in Kuwait for overstaying his visa, where he alleges that he "was repeatedly beaten and tortured by his interrogators". Kuwaiti authorities tried to deport him to the U.S., but the airline denied him boarding, presumably because he was on the U.S. No Fly List, and he was returned to prison. While he was imprisoned in Kuwait, a lawsuit was filed on his behalf in the Eastern District of Virginia by the Council on American–Islamic Relations. After the lawsuit was filed, he was allowed to return to the U.S.; the U.S. government then moved to dismiss the lawsuit as moot. On May 28, 2013, the 4th Circuit Court of Appeals rejected the government's motion to dismiss Mohamed's lawsuit. On January 22, 2014, Judge Anthony J. Trenga denied most of another government motion to dismiss the lawsuit, allowing the case to proceed toward trial.

In 2015 Yonas Fikre of Oregon sued the FBI for harm to his reputation and violation of his due process rights to travel, after he was placed on the No Fly List and then removed. In September 2023, the US Supreme Court agreed to hear the FBI's appeal against the litigation.

No fly lists in other countries
Canada's federal government has created its own no fly list as part of a program called Passenger Protect. The Canadian list incorporates data from domestic and foreign intelligence sources, including the U.S. No Fly List. It contains between 500 and 2,000 names.

In addition, Canada's access to information system revealed that the US "Tuscan" (Tipoff US/Canada) database is provided to every Canadian border guard and immigration officer; they have the power to detain, interrogate, arrest and deny entry to anyone listed on it. Unlike the no-fly list, which only applies to airports, Tuscan is used for every Canadian land and sea border, and visa and immigration application.

In Pakistan, the no fly list is known as the Exit Control List.

title: No Fly List


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Sexie

Sexie is the name of the 2003 tour by Eddie Izzard. The tour covered Australia, New Zealand, the USA, Canada, the United Kingdom and Ireland.

Topics covered on this tour include transvestitism, aeroplanes, superheroes, Greek mythology, the planet Mars, the emergency services, sharks, human evolution, dentists, firemen, horses, and the "Baguetti Western" Blueberry in which she starred as a German cowboy. As an encore, Eddie does her most recent "bad impression", Christopher Walken.

The show was released on VHS and DVD on 26 November 2003 (a month before the end of the tour). This performance was recorded in Eastbourne, England (where her grandfather and father were born and where she went to school) at the start of the tour.

Live from Wembley is another recording from this tour and is sold on iTunes.

The BBFC gave Sexie a '15' rating.

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

title: Sexie


text: User talk:69.157.9.106

title: User talk:69.157.9.106


text:
Quench (disambiguation)

A quench, in materials science, is a rapid cooling.

Quench or quenching may also refer to:

Science and technology

 * Quenching (astronomy), a process in which a galaxy loses cold gas ending star formation
 * Quenching (fluorescence), any process which decreases the fluorescence intensity of a given substance
 * Quenching (scrubber), a type of pollution scrubber
 * Magnet quench, a loss of superconductivity resulting in a rapid rise of resistance and temperature, such as in a superconducting magnet
 * Dark quencher, a dye that absorbs light, but does not emit it, used in molecular biology
 * the means by which a Geiger–Müller tube is able to distinguish individual particles
 * in a super-regenerative receiver, the process of interrupting the main RF oscillation with a lower frequency oscillation
 * the process of stopping an electrical arc, for example in a fuse or spark-gap transmitter
 * in an internal combustion engine, the rapid cooling of fuel inside the combustion chamber that prevents it from burning
 * rapid evaporative cooling of a gas by injection of a liquid
 * a secondary gas in a neon tube filled with a Penning mixture

Other uses

 * Quench (album), by the Beautiful South, 1998
 * Quench (band), a British rock band
 * Quench (company), an American water-cooler company
 * Quench (musician), Australian dance music producer
 * Quench, a magazine published by gair rhydd, a student newspaper of Cardiff University
 * Quench, a program on the Food Network
 * Quench, a Zimbabwean soft drink

title: Quench (disambiguation)


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Avro Canada CF-100 Canuck

The Avro Canada CF-100 Canuck (affectionately known as the "Clunk") is a Canadian twinjet interceptor/fighter designed and produced by aircraft manufacturer Avro Canada. It has the distinction of being the only Canadian-designed fighter to enter mass production.

Work commenced in October 1946 in response to a Royal Canadian Air Force (RCAF) specification calling for a new jet-powered interceptor/fighter aircraft suitable for long-distance patrol missions and all-weather operations. On 19 January 1950, the CF-100 Mark 1 prototype, 18101, conducted its maiden flight, powered by a pair of Rolls-Royce Avon RA 3 turbojet engines. Both pre-production and production series aircraft were powered by the domestically-developed Avro Orenda engine instead. Flight testing proved the CF-100 to possess a relatively short takeoff run and a high climb rate, making it well suited to its role as an interceptor. On 18 December 1952, Squadron Leader Janusz Żurakowski, the Avro company chief development test pilot, took the CF-100 Mk 4 prototype up to Mach 1.10 in a dive from 45,000 ft, making the type the first straight-winged jet aircraft to achieve controlled supersonic flight.

The CF-100 principally served with the Royal Canadian Air Force and Canadian Armed Forces; it was also procured in small numbers by Belgium to equip the Belgian Air Component. Introduced during 1952 amid the Cold War, the CF-100 was typically deployed at both NATO bases in Europe and in North America as part of North American Aerospace Defense Command (NORAD). In addition to the type's use by frontline squadrons, it was also supplied to operational training units and frequently used for other secondary duties, including aerial reconnaissance and electronic warfare roles. During the early 1950s, the Avro Canada CF-103, an advanced derivative of the CF-100 that adopted a swept wing and was capable of transonic speeds, was in development, but was terminated. Further development of these concepts ultimately led to the Avro Canada CF-105 Arrow.

During 1981, all of the remaining RCAF CF-100s were withdrawn from service, having been succeeded in the electronic warfare role by the CC-117 Falcon.

Background
Amid the final years of the Second World War, officials in Canada had concluded both that the development of a self-sufficient indigenous military aviation industry would be of considerable national value and that the new field of jet propulsion held considerable promise. As early as July 1944, Canada had commenced work on its own turbojet engine programme, producing the experimental Avro Canada Chinook powerplant. During the late 1940s and early 1950s, events such as the Korean War and Soviet atomic bomb project had contributed to the rising international tensions of what would become known as the Cold War; the Canadian Government decided to respond by greatly increasing defense expenditure. The Royal Canadian Air Force (RCAF) was a major recipient of the expanded budget, reaching 46.6% of overall defense expenditure during FY 1951–1952, some of which is attributable to several major procurement programmes that were conducted.

During this period, the RCAF had a strong interest in acquiring its own fleet of jet-powered combat aircraft. Specifically, the service had identified a need for a new jet-powered interceptor/fighter aircraft that would be able to patrol the vast areas of Canada's north and operate in all weather conditions. Envisaged as a two-seat fighter, to be crewed by a pilot and navigator, it would adopt two powerful engines along with a relatively advanced radar set and fire control system housed in its nose that would enable the aircraft to be operated in all-weather or night conditions. These requirements were formalized by a RCAF specification that was issued during 1946. According to RCAF Air Marshal Wilfred Curtis, there was no existing aircraft that could satisfy the specification, nor was there any suitable aircraft already in development elsewhere, thus it was deemed necessary for Canada to develop such a fighter itself.

On 3 November 1945, an agreement was struck to develop a prototype jet-powered fighter on behalf of the RCAF; on 13 October 1946, the issuing of government contracts to aircraft manufacturer Avro Canada enabled the company to commence the associated design work. Out of this effort would emerge the XC-100, a prototype all-weather fighter, which was developed to meet the outstanding specification. Work was initially overseen by Edgar Atkin, Avro Canada's Chief Engineer; a key contributor to the programme was ex-de Havilland aircraft designer John Frost, who was appointed chief design engineer for military projects and thus responsible for the CF-100's development. At one stage Frost, along with Avro's Chief Aerodynamacist Jim Chamberlin, extensively reworked the original design of the fuselage. On 17 May 1949, in response to the programme's progress, an additional agreement was reached to produce ten pre-production fighters along with 30 Avro Orendas, an indigenously-developed turbojet engine.

Flight testing
The CF-100 Mark 1 prototype, 18101, emerged from the factory, painted gloss black overall with white lightning bolts running down the fuselage and engines. On 19 January 1950, the CF-100 prototype flew its maiden flight with Gloster Aircraft Company Chief Test Pilot Squadron Leader Bill Waterton (on loan from Gloster, then also part of the Hawker Siddeley group) at the controls. The Mark 1 was powered by a pair of Rolls-Royce Avon RA 3 turbojet engines, each capable of generating a maximum thrust of 28.9 kN (2,950 kgp / 6,500 lbf) thrust. During July 1950, the second prototype, 18102, performed its first flight. On 5 April 1951, the second prototype was lost in an accident that killed test pilot Bruce Warren. According to aviation author James Dow, this loss resulted in the programme being placed on indefinite hold and questions raised over Avro Canada's competency.

In response to the loss and issues encountered, Avro Canada dismissed several members of the design team and established a special working group to rectify a major structural design error identified. To address the latter, a straightforward modification was developed that could be easily retrofitted into the pre-production aircraft. While both prototypes had been powered by Avon engines, the subsequent pre-production and production series aircraft used the locally developed Orenda powerplant instead, the first of which flying during June 1951. As a result of delays encountered in the development of the Orenda, its selection unavoidably impacted the CF-100 programme's timetable as well. Dissatisfied with the pace of development, Cabinet Minister C. D. Howe informed Avro to suspend work on all other projects and focus its efforts on completing the CF-100.

Five pre-production Mk 2 test aircraft (serial numbers 18103-18107) were produced, all fitted with Orenda 2 engines; one was fitted with dual controls and designated a Mk 2T trainer. According to pilot Jacqueline Cochran, the Orenda engine responded noticeably smoother than any of the British or American-built jet engines that she had previously flown. Initial teething issues with the pre-production aircraft were soon resolved. The first production version, designated Mk 3, made its first flight during October 1952. The Mk 3 incorporated the APG-33 radar and was armed with eight .50 caliber Browning M3 machine guns. The Mk 3CT and Mk 3DT were again dual control versions supplied to operational training units.

During mid-January 1955, a CF-100 arrived at Eglin AFB, Florida, for cold-weather tests in the climatic hangar. A seven-man RCAF team, headed by Flight Lieutenant B. D. Darling, which had previously conducted tests at Namao Air Base, Alberta, were part of the climatic detachment of Central Experimental and Proving Establishment; testing commenced during the following month. In March 1956, a batch of four CF-100 Canucks were dispatched to Eglin AFB to conduct comparative armament trials, where the type was flown by several United States Air Force (USAF) crews. The operational suitability tests, dubbed Project Banana Belt, were carried out by the 3241st Test Group (Interceptor) of the APGC's Air Force Operational Test Center, in conjunction with a project team belonging to the RCAF.

Production
During September 1950, the RCAF placed an initial production order for 124 Mk 3 aircraft, the first of which entering service in 1953. This model was armed with eight .50 caliber machine guns. The definitive rocket-armed Mk 4A was based on the prototype Mk 4 (a modified Mk 3), which first flew on 11 October 1952. The nose housed the much larger APG-40 radar, while the wings were equipped with wingtip pods, each containing up to 29 Mk 4/Mk 40 "Mighty Mouse" folding-fin aerial rocket, to be used in addition to the guns. During 1954, the last 54 of an order for the Mk 3 were swapped for the more advanced Mk 4, the total orders for the Mk 4 rose to 510. The Mk 4B version was furnished with more powerful Orenda 11s.

Five versions, or marks, were produced. The high-altitude Mk 5 was the final variant, production of which commenced during 1955. This model featured a 1.06 m-longer wingtip and enlarged tailplane, along with removal of the machine guns. The proposed Mk 6 was to have mounted Sparrow II missiles and been powered by afterburning Orenda 11IR engines; this was intended to be adopted as an "interim" fighter prior to the introduction of the more advanced Avro Canada CF-105 Arrow, which was then under development. An advanced derivative of the CF-100 was the CF-103, which was equipped with a swept wing and projected to be capable of transonic speeds; this was built in mock-up form during 1951, but was considered obsolete even before the CF-100's demonstrated ability to exceed the speed of sound in a dive. On 18 December 1952, Squadron Leader Janusz Żurakowski, the Avro company chief development test pilot, took the CF-100 Mk 4 prototype to Mach 1.0 in a dive from 30,000 ft, becoming the first straight-winged jet aircraft to achieve controlled supersonic flight.

Operational history
Amongst RCAF pilots, the Canuck was affectionately known as the "Clunk", the name has been attributed to the noise produced by the forward landing gear during retraction into its well after takeoff. Another common, less attractive, nickname was the "Lead Sled", a reference to its heavy controls and general lack of maneuverability, a nickname that was shared with a number of other 1950s aircraft. Others included CF-Zero, the Zilch, and the Beast, all references to an aircraft many pilots considered less glamorous than RCAF day fighters like the Canadair Sabre.

Operationally, many CF-100s functioned under the US–Canadian North American Air Defense Command (NORAD), which protected North American airspace from Soviet intruders, particularly the threat posed by nuclear-armed bombers. Additionally, between 1956 and 1962, as part of the North Atlantic Treaty Organization (NATO), four CF-100 squadrons were based in Europe with 1 Air Division; for some time, the CF-100 was the only NATO fighter that was capable of operating in zero visibility and poor weather conditions.

Around the start of the Korean War in the early 1950s, the United States Air Force (USAF) found itself in urgent need of a jet-propelled, all-weather, interdiction/surveillance aircraft. This urgency was so great that the USAF was willing to consider two foreign designs: the CF-100 and the English Electric Canberra. Following an evaluation, the CF-100 was rejected due to its insufficient range and payload capabilities; the rival English Electric design was selected and developed into the Martin B-57 Canberra.

At its peak, the CF-100 served with nine RCAF squadrons in the mid-1950s. Four of these squadrons were deployed to Europe under the NIMBLE BAT ferry program, replacing multiple NATO RCAF squadrons equipped with Canadair Sabre day fighters to provide all-weather defense against Soviet intruders. While flown in the North American theatre, the CF-100 would typically retain a natural metal finish; however, those flying overseas were given a British-style disruptive camouflage scheme: dark sea gray and green on top, light sea gray on the bottom.

During his Avro Canada years, the Chief Development Pilot, S/L Żurakowski, continued to fly as an aerobatic display pilot, with spectacular results, especially at the 1955 Farnborough Airshow where he displayed the CF-100 in a "falling-leaf." He was acclaimed again as the "Great Żura" by many aviation and industry observers who could not believe a large, all-weather fighter could be put through its paces so spectacularly. His performance has been credited with Belgium's decision to purchase the CF-100 for the Belgian Air Force. Additional efforts were made to sell the Canuck to several other nations, including the United States, but no other export customers for the type would be secured. Dow reasoned that the Canuck's poor overseas sales performance caused officials to have little confidence for exporting other aircraft, including the CF-105 Arrow.

During the type's production life, 692 CF-100s of different variants were manufactured, including the 53 aircraft that were delivered to the Belgian Air Force. Although originally designed for only 2,000 flight hours, it was found that the Canuck's airframe could serve for over 20,000 hours before needing to be withdrawn. The Belgian aircraft were either scrapped after storage or written off in crashes. Consequently, though the Canadian CF-100 would be replaced in its front line role by the faster CF-101 Voodoo, the Canuck continued to serve with 414 Squadron of the Canadian Forces, based at CFB North Bay, Ontario; during its later years, the type was tasked with aerial reconnaissance, training and electronic warfare missions. It was finally withdrawn from service during 1981. After the CF-100 was retired, a number of aircraft still remain across Canada (and elsewhere) as static displays.

During the late 1950s, an advanced supersonic interceptor, CF-105 Arrow along with the sophisticated Orenda Iroquois engine, was under development by Avro Canada as an intended successor to the CF-100. However, during 1959, work on the CF-105 was terminated following a controversial decision by the Canadian government.

Variants

 * CF-100 Mk 1 : The first two prototypes.
 * CF-100 Mk 1P : Proposed photo-reconnaissance version. Not built.
 * CF-100 Mk 2 : Ten pre-production aircraft.
 * CF-100 Mk 2T : Dual control training version of the CF-100 Mk 2. Two built.
 * CF-100 Mk 3 : Two-seat all-weather long-range interceptor fighter aircraft. First production version for the RCAF. Eight .5-inch Browning M3 guns (200 rounds per gun) in a forward firing ventral gun pack.  70 built.
 * CF-100 Mk 3A : CF-100 Mk 3 sub-type, powered by two Orenda 2 turbojet engines. 21 built.
 * CF-100 Mk 3B : CF-100 Mk 3 sub-type, powered by two Orenda 8 turbojet engines. 45 built.
 * CF-100 Mk 3CT : One CF-100 Mk 3 converted into a dual control training aircraft. Later redesignated CF-100 Mk 3D.
 * CF-100 Mk 4 : Two-seat all-weather long-range interceptor fighter aircraft. Eight .5-inch Browning M3 guns (200 rounds per gun) in a forward firing ventral gun pack. Plus two wingtip pods of 29 x 70-mm (2.75 in) "Mighty Mouse" fin-folding aerial rockets.  One pre-production aircraft.
 * CF-100 Mk 4A : CF-100 Mk 4 sub-type, powered by two Orenda 9 turbojet engines. 137 built.
 * CF-100 Mk 4B : CF-100 Mk 4 sub-type, powered by two Orenda 11 turbojet engines. 141 built.
 * CF-100 Mk 4X : Proposed version of the CF-100 Mk 4. Not built.
 * CF-100 Mk 5 : Two-seat all-weather long-range interceptor fighter aircraft, powered by two Orenda 11 or Orenda 14 turbojet engines. Two wingtip pods of 29 x 70-mm (2.75 in) "Mighty Mouse" fin-folding aerial rockets.  332 built.
 * CF-100 Mk 5D : Small number of CF-100 Mk 5s converted into ECM (Electronic Countermeasures), EW (Electronic Warfare) aircraft.
 * CF-100 Mk 5M : Small number of CF-100 Mk 5s equipped to carry the AIM-7 Sparrow II air-to-air missiles.
 * CF-100 Mk 6 : Proposed version armed with the AIM-7 Sparrow II air-to-air missile. Not built.

Operators

 * Belgian Air Force (53 Mk 5s from 1957 to 1964)
 * 11 Squadron
 * 349 Squadron
 * 350 Squadron
 * Royal Canadian Air Force
 * Canadian Forces Air Command
 * 409 Squadron
 * 410 Squadron
 * 414 Squadron
 * 416 Squadron
 * 419 Squadron
 * 423 Squadron
 * 425 Squadron
 * 428 Squadron
 * 432 Squadron
 * 433 Squadron
 * 440 Squadron
 * 445 Squadron
 * 448 Squadron
 * 445 Squadron
 * 448 Squadron

Notable accidents and incidents

 * 11 August 1953: a CF-100 crashed in Longueuil, Québec shortly after take-off, killing both crewmen. Two houses were struck, killing seven on the ground including five children - all six years old and younger.
 * 15 May 1956: A CF-100 crashed into the Villa St. Louis at Orléans, Ontario, killing both crewmen and 13 civilians on the ground in what is known as the Convent Crash.
 * 25 August 1958: Two CF-100s in a four-aircraft formation collided and crashed at No. 2 (F) Wing, Grostenquin, France. One aircraft crashed into the base hospital and one crashed into a field. Two people were killed in the hospital and three aircrew were killed.

Belgium

 * 18534 – CF-100 Mk.5 on static display at the Royal Museum of the Armed Forces and of Military History in Brussels.

Canada

 * 18104 – CF-100 on static display at Canadian Forces Leadership and Recruit School in Saint-Jean-sur-Richelieu, Quebec.
 * 18106 – CF-100 Mk.2 on static display at the Memorial Military Museum in Campbellford, Ontario.
 * 18126 – CF-100 Mk.3D on static display at The Hangar Flight Museum in Calgary, Alberta.
 * 18138 – CF-100 Mk.3B on static display at the Canadian Museum of Flight in Langley, British Columbia.
 * 18152 – CF-100 Mk.3 on static display at the Bomber Command Museum of Canada in Nanton, Alberta.
 * 18488 – CF-100 Mk.5 on static display in Centennial Park in Moncton, New Brunswick.
 * 18500 – CF-100 Mk.5D on static display at CFB North Bay in North Bay, Ontario.
 * 18506 – CF-100 Mk.4B in storage at the Canadian Air, Land, and Sea Museum in Toronto, Ontario. It was previously on display at the RCAFA 447 Wing at Hamilton International Airport, Mount Hope, Ontario.
 * 18602 – CF-100 on static display at Haliburton Highlands High School in Haliburton, Ontario.
 * 18619 – CF-100 Mk.5 on static display at Paul Coffey Park in Malton, Ontario.
 * 18626 – CF-100 Mk.5M on static display at Lee Park in North Bay, Ontario.
 * 18731 – CF-100 Mk.5 on static display at the Royal Military College of Canada in Kingston, Ontario.
 * 18746 – CF-100 Mk.5 on static display at the Royal Military College Saint-Jean in Saint-Jean-sur-Richelieu, Quebec.
 * 18759 – CF-100 on static display at the Reynolds-Alberta Museum in Wetaskiwin, Alberta.
 * 18761 – CF-100 on static display at CFB Cold Lake in Cold Lake, Alberta.
 * 18774 – CF-100 Mk.5 on static display at the National Air Force Museum of Canada in Trenton, Ontario.
 * 18784 – CF-100 on static display at Air Force Heritage Park at CFB Winnipeg in Winnipeg, Manitoba.
 * 100472 – CF-100 on static display at the Air Defence Museum at CFB Bagotville in Saguenay, Quebec.
 * 100476 – CF-100 Mk.4B on static display at the Alberta Aviation Museum in Edmonton, Alberta.
 * 100493 – CF-100 Mk.5D on ground display at the Base Borden Military Museum at CFB Borden near Barrie, Ontario.
 * 100747 – CF-100 Mk.5 on static display at the Atlantic Canada Aviation Museum in Halifax, Nova Scotia.
 * 100757 – CF-100 Mk.5D on static display at the Canada Aviation and Space Museum in Ottawa, Ontario.
 * 100760 – CF-100 Mk.5 in storage at the Canadian War Museum in Ottawa, Ontario. It was previously on display at CFB St. Hubert in Saint-Hubert, Quebec.
 * 100785 – CF-100 Mk.5D on static display at the Canadian Warplane Heritage Museum in Mount Hope, Ontario.
 * 100790 – CF-100 on static display at the Comox Air Force Museum in Comox, British Columbia.

United Kingdom

 * 18393 – CF-100 Mk.4B on static display at the Imperial War Museum Duxford in Duxford, Cambridgeshire.

United States

 * 100779 – CF-100 Mk.5C on static display at the Peterson Air and Space Museum at Peterson Air Force Base near Colorado Springs, Colorado.
 * 18241 – CF-100 Mk.4A on static display at the National Museum of the United States Air Force at Wright-Patterson AFB in Dayton, Ohio. It is painted in 428 Sqn colours.
 * 100504 – CF-100 Mk.5 on static display at the Castle Air Museum at the former Castle AFB in Atwater, California.

title: Avro Canada CF-100 Canuck


text: User talk:64.53.205.223

title: User talk:64.53.205.223


text:
Talk:Ford Five Hundred

The specifications text was admittedly ripped off from another website, so I removed it. It was largely un-wikified in any case.

The picture should be replaced by a GFDL or public domain picture as soon as we can. We can probably get away with using it under US "free use" law since it's a promotional pic, but I am rather alarmed at the readiness of some Wikipedia contributors to use such pictures. —Morven 21:50, Aug 1, 2004 (UTC)

I think it's important to note that this vehicle is manufactured within the United States - I've added in the article that final assembly takes place in Chicago. Videcormeum

500 name
The 500 name is probably derived from the Fairlaine 500 from the 1960's--This is probably more relevant than references to Fiat. --Pqdave 19:39, 2 Dec 2004 (UTC)

It could also be a way to fight competition with the Chrysler 300, as it was released a few months before the 500. Though they are each in their own league, hearing "Ford 500" really takes focus away from the seemingly weaker "Chrysler 300". --Zeromaru 30 June 2005 13:49 (UTC)

500 style
Can anybody find free use pix of the showcar? (Or do we want to include that gorgeous "mod '49" in an article with this dog?) Trekphiler 11:47, 27 July 2006 (UTC)

500 gallery
Started up a photo gallery. Figured we can add some of the photos from the article to it for less clutter. RegBarc 00:51, 25 April 2007 (UTC)

Five Hundred name
The name was created as part of Ford's strategy to have more cars start with the letter "F" (hence Windstar being changed to Freestar...and so on). The car is not a Ford 500, but a Five Hundred, as it is spelled out. I have driven these cars and like them, it's a shame they were not marketed in Canada as they were in the US. The name had absolutely nothing to do with Chrysler's 300, as Chrysler had been selling the 300 since mid 1998 (as well as the classic 300). I discussed the matter with a Ford Marketing Rep and he said that it was the only name that really fitted the car, as the the letter F limited ideas...and it worked well, seeing as how ford has used "500" in the past. Not to sound bias, but I can't really agree with the 300 being "weak" in comparison to the Five Hundred, as the Five Hundred hasn't really created any buzz (or win the level of awards as the 300...both body styles of the 300 have won Car of the Year), and the Five Hundred doesn't even offer a V8 (let alone a 6.1...ekk!!), so the fun factor is kept to a minimum. SVT should get a hold of the new Taurus version of this car and drop that 4.6L in it... then you would have a car...that's just my two cents...not trying to hate on the car though. Great Article! Jon the dodgeboy 03:04, 5 June 2007 (UTC)

See also?
There isn't a "see also" section at the bottom of the page for links to other related wikipedia articles like there are on many other articles. Should I create one?. 71.193.162.77 (talk) 01:17, 14 November 2008 (UTC)

 * No. "See also" only needs to be there if there's an article that genuinely needs to be there. I don't think there is in this case. --Sable232 (talk) 20:47, 14 November 2008 (UTC)

European Design
The Ford Five Hundred is said (not by this article but by many sources (e.g. MSN Autos), even Ford management states so ) to have a European design. Was this model designed with the European market in mind? I'm asking because it was never marketed there (which could be considered remarkable, because Ford hasn't had a model in this segment since the discontinuation of the Scorpio in 1998). The Seventh Taylor (talk) 23:33, 3 October 2010 (UTC)

External links modified
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External links modified
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Reception section
In most of the automotive articles I've seen, I don't think anyone has gone as far to find so many quotes about a car. Although the Ford 500/Mercury Montego went mostly unloved by critics during its production, this section is beyond overkill. Any suggestions on how to (properly) pare this down to something that could be a bit more neutral; more important, can it be less dominant of the article? --SteveCof00 (talk) 09:25, 22 November 2017 (UTC)

Merge with Ford Taurus (fifth generation)
This vehicle is the exact same vehicle as the Ford Taurus (fifth generation), which is what it was renamed after a refresh. Their differences are not large enough for each to have it's own article, their content is redundant, especially since the Five Hundred was a short run vehicle. Ford Freestyle has already been merged into Ford Taurus X, I propose we do the same here. Reattacollector (talk) 19:14, 8 April 2018 (UTC)

Oppose Is this redundant? I don't disagree, but it also is dependent on how the two articles are written. Indeed, both are successive generations of the Ford D3 chassis, with the Taurus largely differing in engine and transmission. However, I oppose merging the articles, as the Ford Five Hundred article can stand on its own, for a few reasons:
 * The Ford Five Hundred was the introductory vehicle for a then-new vehicle chassis (Ford D3 platform)
 * The Five Hundred was produced for three model years (Taurus V; two)
 * In terms of production, the Five Hundred outnumbered the Taurus roughly 2 to 1
 * The Five Hundred article is closer in line to many of the Ford Taurus articles (the fifth-generation Taurus article covers mostly the 2008 revisions).

If not for each generation of the Ford Taurus having a stand-alone article, it would almost make sense to merge articles...just the other way around, though. --SteveCof00 (talk) 09:35, 9 April 2018 (UTC)

title: Talk:Ford Five Hundred


text:
Wikipedia:Articles for deletion/Centkat

Comments from Pages needing translation into English
 * Centkat - German. —Stormie 01:34, Jul 30, 2004 (UTC)
 * delete - its an ad for a commercial site

 * That sounds about right to me. Delete. -- Jmabel 21:53, Aug 1, 2004 (UTC)
 * Delete. Elf-friend 21:56, 1 Aug 2004 (UTC)
 * selling car parts by mail order to avoid tax. Purely commercial text. Delete. --Ianb 22:17, 1 Aug 2004 (UTC)
 * How useful...a site on an English-language encyclopedia trolling for business in German. Make this go kaput. - Lucky 6.9 03:51, 2 Aug 2004 (UTC)
 * Delete. --Palapala 05:56, 2004 Aug 2 (UTC)
 * Don´t delete, it gives useful information about the German car tax system. User:Guest:Guest 07:36, 2004 Aug 3 (UTC)
 * comment: above post by anon user with IP 82.141.48.192 --Ianb 10:16, 3 Aug 2004 (UTC)
 * no, it does not. --Ianb 10:16, 3 Aug 2004 (UTC)

title: Wikipedia:Articles for deletion/Centkat


text:
Song of Norway

Song of Norway is an operetta written in 1944 by Robert Wright and George Forrest, adapted from the music of Edvard Grieg and the book by Milton Lazarus and Homer Curran. A very loose film adaptation with major changes to both the book and music was released in 1970.

Stage production
Song of Norway was originally developed and presented in Los Angeles by Edwin Lester's Los Angeles Civic Light Opera in 1944, with essentially the same cast as seen later on Broadway. It was also performed in San Francisco. The show opened at the Imperial Theatre in New York on August 21, 1944, and ran for 860 performances. Charles K. Freeman directed while George Balanchine was responsible for the choreography. The sets, costumes, and lighting design was by Lemuel Ayers. while Lawrence Brooks starred as Edvard Grieg. The original Broadway cast featured Irra Petina as a fictional opera singer Louisa Giovanni and Kent Edwards as Elnar. The show featured dances, both ballet and Norwegian folk dances, performed by the Ballet Russe de Monte-Carlo. Maria Tallchief, one of the featured dancers, married Balanchine during the run of the show. Ballet dancer James Starbuck portrayed the roles of Freddy and Tito in the Broadway production.

It ran in London for 526 performances at the Palace Theatre, the first Broadway show to cross the Atlantic after the end of the Second World War.

Story line
The show is set in and around Norway in Troldhaugen and Bergen; as well as Copenhagen and Rome in and after 1860. It follows the fictionalized lives of three childhood friends: Edvard Grieg (played in New York by Lawrence Brooks), Nina Hagerup (Helena Bliss) and Rikard Nordraak (Robert Shafer). The play tells of the early struggles of Edvard Grieg and his attempts to develop an authentic Norwegian national music. Grieg dreams of being a great composer and these dreams are shared by his friend Nordraak and Grieg's sweetheart, Nina. Grieg is lured to Italy by the great prima donna Louisa Giovanni, but he finds he cannot create amid all the glitter and excitement and so returns to Norway and his beloved Nina to write his music.

The melody of the Norwegian National Anthem, Ja, vi elsker dette landet was actually written by Rikard Nordraak to lyrics written by the Norwegian national poet, Bjørnstjerne Bjørnson. Although Nordraak was in fact the composer who wrote the national anthem, he was portrayed as a poet in the show because it was believed "two composers would be confusing".

Music
Songs include "Prelude & Legend" (based on Grieg's Piano Concerto in A minor), "Freddy and His Fiddle" (based on Norwegian Dance No.2), "Now" (based on Violin Sonata No. 2, and Waltz from Lyric Pieces), "Strange Music" (based on Wedding Day at Troldhaugen), "Midsummer's Eve" (based on One Balmy Summer Eve from Five Poems, Op.26, and Scherzo in E from Lyric Pieces), and "I Love You" (Ich Liebe Dich, from Melodies of the Heart, Op.5).

The original Broadway cast recording was released by Decca Records on 6 78-rpm 12 inch discs. Irra Petina was under contract to a competing record label (Columbia), so her part in the "original cast" was sung by Kitty Carlisle, who never actually played the part on Broadway. Decca later released a 33$1/3$ rpm single disc LP, with some edits to fit the single-disc medium. In 2004, Decca finally released the full original album on CD. Columbia Records made a recording in 1959 of the Jones Beach production (which opened in June 1958) with Brenda Lewis and John Reardon, which was released on CD by Masterworks Broadway.

title: Song of Norway


text:
Category:Covered bridges

Covered bridges may carry footpaths, roads or railroad lines.

title: Category:Covered bridges


text:
Wikipedia:Meetup/Boston1

''This is the archive of the first Boston Wikipedia meetup on July 31, 2004. See also archive 2 and recent and future meetups.''

The Wikipedia meet-up was wonderful. We met at the bar, and then we got our own tables. Jimbo was quite late showing up, but he got there (eventually). He brought his family too. In the meantime, I unveiled my surprise - a Wikipedia quiz. (Take it!). Everyone took it singely or in pairs. The final scores were:

 * User:Danny - 29 points
 * Ortolan88/Bcorr - 25 points
 * Sj - 20 points
 * Acegikmo1 - 19 points (stole most of his answers from Danny)
 * Moink/Uncle Ed - 15 points
 * Jamesday/Dpbsmith - 12 points
 * Juuitchan - 10 points
 * Jimbo Wales - 1 point. (+1 pity point because we assume he knows who was recently elected to the Foundation board)

Attendees
In no particular order whatsoever
 * User:Jimbo Wales
 * Jimbo's father-in-law
 * Christine Wales (Jimbo's wife)
 * Kira Wales (Jimbo's daughter)
 * User:Bcorr (alias Brian)
 * User:The Cunctator (alias Brad)
 * User:Ortolan88 (alias Tom)
 * User:Jamesday (alias James)
 * User:Dpbsmith (alias Dan)
 * User:Raul654 (alias Mark)
 * User:Danny
 * User:moink (alias Theresa)
 * User:Acegikmo1 (alias Jonathan)
 * User:Juuitchan
 * j
 * User:sj
 * User:Ed Poor

Pics
Here are some pics of the event. Who would have thought that such a shady-looking bunch of people could produce something useful?

title: Wikipedia:Meetup/Boston1


text:
Balloon catheter

A balloon catheter is a type of "soft" catheter with an inflatable "balloon" at its tip which is used during a catheterization procedure to enlarge a narrow opening or passage within the body. The deflated balloon catheter is positioned, then inflated to perform the necessary procedure, and deflated again in order to be removed.

Some common uses include:
 * angioplasty or balloon septostomy, via cardiac catheterization (heart cath)
 * tuboplasty via uterine catheterization
 * pyeloplasty using a detachable inflatable balloon stent positioned via a cystoscopic transvesicular approach.

Angioplasty balloon catheters
Balloon catheters used in angioplasty are either of Over-the-Wire (OTW) or Rapid Exchange (Rx) design. Rx catheters nowadays are about 90% of the Coronary Intervention market. While OTW Catheters may still be useful in highly tortuous vascular pathways, they sacrifice deflation time and pushability. When a balloon catheter is used to compress plaque within a clogged coronary artery, it is referred to as a plain old balloon angioplasty or POBA. Balloon catheters are also utilized in the deployment of stents during angioplasty. Balloon catheters are supplied to the cath lab with a stent pre-mounted on the balloon. When the cardiologist inflates the balloon it expands the stent. When the cardiologist subsequently deflates the balloon, the stent stays behind in the artery and the balloon catheter can be removed. Stents that are used in conjunction with a balloon catheter are known as balloon expandable stents, as opposed to self-expandable stents, typically made of Nitinol alloy or polyester.

Ureteric (pyeloplasty) balloon catheter
Ureteric balloon catheters are used to treat ureteropelvic junction (UPJ) obstructions caused by intrinsic wall factors as fibrosis and / or hypertrophic wall problems. They can also help to solve Brickers bladder (also called Ileal conduit) problems. Their application is significantly less invasive than other treatments for obstructive uropathy.

title: Balloon catheter


text: Category:Bridges in Pennsylvania

title: Category:Bridges in Pennsylvania


text:
Fokker XB-8

The Fokker XB-8 was a bomber built for the United States Army Air Corps in the 1930s, derived from the high-speed Fokker O-27 observation aircraft.

Design and development
During assembly, the second prototype XO-27 was converted to a bomber prototype, dubbed the XB-8. While the XB-8 was much faster than existing biplane bombers, it did not have the bomb capacity to be considered for production. Two YB-8s and 4 Y1B-8s were ordered, but these were changed mid-production to Y1O-27 configuration.

The wing of the XB-8 and XO-27 was built entirely from wood, although the fuselage was constructed of steel tubes covered with fabric with the exception of the nose which had a corrugated metal. They featured the first retractable landing gear ever fitted to an Army Air Corps bomber or observation craft. The undercarriage retracted electrically. The crew was three in tandem position.

Operational history
It competed against the Douglas Y1B-7/XO-36. Both promised to greatly exceed the performance of the large biplane bombers then used by the Army Air Corps. However, the Douglas XB-7 was markedly better in performance than the XB-8, and no further versions of Fokker's aircraft were built.

Operators

 * 🇺🇸 United States
 * United States Army Air Corps

title: Fokker XB-8


text:
Robert de Beaumont, 2nd Earl of Leicester

Robert de Beaumont, 2nd Earl of Leicester (1104 – 5 April 1168) was Justiciar of England 1155–1168.

The surname "de Beaumont" was given to him by genealogists. The only known contemporary surname applied to him is "Robert son of Count Robert". Henry Knighton, a fourteenth-century chronicler, calls him Robert "Le Bossu" (meaning "Robert the Hunchback" in French). The manuscript Genelogies of the Erles of Lecestre and Chester states that he was "surnamed Boissu", and mentions him by the names Robert Boissu, Robert Beamond and Robert Beaumonde.

Early life and education
Robert was an English nobleman of Norman-French ancestry. He was the son of Robert de Beaumont, Count of Meulan and 1st Earl of Leicester, and Elizabeth de Vermandois, and the twin brother of Waleran de Beaumont. It is not known whether they were identical or fraternal twins, but the fact that they are remarked on by contemporaries as twins probably indicates that they were identical.

The two brothers, Robert and Waleran, were adopted into the royal household shortly after their father's death in June 1118 (upon which Robert inherited his father's second title of Earl of Leicester). Their lands on either side of the Channel were committed to a group of guardians, led by their stepfather, William de Warenne, 2nd Earl of Surrey. They accompanied King Henry I to Normandy, to meet with Pope Callixtus II in 1119, when the king incited them to debate philosophy with the cardinals.

Both twins were literate, and Abingdon Abbey later claimed to have been Robert's school, but though this is possible, its account is not entirely trustworthy. An early treatise on astronomy (the "Leicester Iudicia") carries a dedication "to Earl Robert of Leicester, that man of affairs and profound learning, most accomplished in matters of law" who can only be this Robert. On his death he left his own psalter to the abbey he founded at Leicester, which was still in its library in the late fifteenth century. The existence of this indicates that like many noblemen of his day, Robert followed the canonical hours in his chapel.

Career at the Norman court
In 1120 Robert was declared of age and inherited most of his father's lands in England, while his twin brother took the French lands. However, in 1121 royal favor brought to Robert the great Norman Honors of Breteuil and Pacy-sur-Eure, through his marriage to Amice de Gael, daughter of a Breton noble whom the king had imposed upon the Honor after the forfeiture of the Breteuil family in 1119. Robert spent a good deal of his time and resources over the next decade integrating the troublesome and independent barons of Breteuil into the greater complex of his estates. He did not join in his brother's great Norman rebellion against King Henry I in 1123–24. He appears fitfully at Henry I's royal court (despite his brother's imprisonment) until 1129, but thereafter the twins were frequently there together.

Robert held lands throughout England. During the 1120s and 1130s, he tried to rationalize his estates in Leicestershire. Leicestershire estates of the See of Lincoln and the Earl of Chester were seized by force. This helped to consolidate Robert's various estates in the central midlands, which were bounded by Nuneaton, Loughborough, Melton Mowbray and Market Harborough.

In 1135, the twins were present at King Henry's deathbed. Robert's actions in the succession period are unknown, but he clearly supported his brother's decision to join the court of the new king Stephen before Easter 1136. During the first two years of the reign, Robert is found in Normandy fighting rival claimants for his Honor of Breteuil. Military action allowed him to add the castle of Pont St-Pierre to his Norman estates in June 1136 at the expense of one of his rivals. From the end of 1137, Robert and his brother were increasingly caught up in the politics of the court of King Stephen in England, where Waleran secured an ascendancy that lasted until the beginning of 1141. Robert participated in his brother's political coup against the king's justiciar, Roger of Salisbury (the Bishop of Salisbury).

Civil war in England
The outbreak of civil war in England in September 1139 brought Robert into conflict with Earl Robert of Gloucester, the bastard son of Henry I and principal sponsor of the Empress Matilda. His port of Wareham and estates in Dorset were seized by Gloucester in the first campaign of the war. In that campaign the king awarded Robert the city and castle of Hereford as a bid to establish the earl as his lieutenant in Herefordshire, which was in revolt. It is disputed by scholars whether this was an award of a second county to Earl Robert. Probably late in 1139, Earl Robert refounded his father's collegiate church of St Mary de Castro in Leicester as a major Augustinian abbey on the meadows outside the town's north gate, annexing the college's considerable endowment to the abbey.

The battle of Lincoln on 2 February 1141 saw the capture and imprisonment of King Stephen. Although Count Waleran valiantly continued the royalist fight in England into the summer, he eventually capitulated to the Empress and crossed back to Normandy to make his peace with the Empress's husband, Geoffrey of Anjou. Earl Robert had been in Normandy since 1140 attempting to stem the Angevin invasion, and negotiating the terms of his brother's surrender. He quit Normandy soon after and his Norman estates were confiscated and used to reward Norman followers of the Empress. Earl Robert remained on his estates in England for the remainder of King Stephen's reign. Although he was a nominal supporter of the king, there seems to have been little contact between him and Stephen, who did not confirm the foundation of Leicester Abbey till 1153.

Earl Robert's principal activity between 1141 and 1149 was his private war with Ranulf II, Earl of Chester. Though details are obscure it seems clear enough that he waged a dogged war with his rival, which in the end secured his control of northern Leicestershire and the strategic Chester castle of Mountsorrel. When Earl Robert of Gloucester died in 1147, Robert of Leicester led the movement among the greater earls of England to negotiate private treaties to establish peace in their areas, a process hastened by the Empress's departure to Normandy, and completed by 1149. During this time the earl also exercised supervision over his twin brother's earldom of Worcester, and in 1151 he intervened to frustrate the king's attempts to seize the city.

Earl Robert and Henry Plantagenet
The arrival in England of Duke Henry, son of the Empress Matilda, in January 1153 was a great opportunity for Earl Robert. He was probably in negotiation with Henry in that spring, and reached an agreement under which he defected to him by May 1153, when the duke restored his Norman estates to the earl. The duke celebrated his Pentecost court at Leicester in June 1153, and he and the earl were constantly in company until the peace settlement between the duke and the king at Winchester in November 1153. Earl Robert crossed with the duke to Normandy in January 1154 and resumed his Norman castles and honours. As part of the settlement, his claim to be chief steward of England and Normandy was recognised by Henry.

Earl Robert began his career as chief justiciar of England probably as soon as Duke Henry succeeded as King Henry II in October 1154. The office gave the earl supervision of the administration and legal process in England whether the king was present in, or absent from the realm. He appears in that capacity in numerous administrative acts, and had a junior colleague in the post in Richard de Luci, another former servant of King Stephen. The earl filled the office for nearly fourteen years until his death, and earned the respect of the emerging Angevin bureaucracy in England. His opinion was quoted by learned clerics, and his own learning was highly commended.

He died on 5 April 1168, probably at his Northamptonshire castle of Brackley, for his entrails were buried at the hospital in the town. He was received as a canon of Leicester on his deathbed, and buried to the north of the high altar of the great abbey he had founded and built. He left a written testament of which his son the third earl was an executor, as we learn in a reference dating to 1174.

Church patronage
Robert founded and patronised many religious establishments. He founded Leicester Abbey (1144) and Garendon Abbey (1133) in Leicestershire, the Fontevraldine Nuneaton Priory in Warwickshire, Luffield Priory in Northamptonshire, and made endowments to the hospital of Brackley, Northamptonshire. He refounded the collegiate church of St Mary de Castro, Leicester, as a dependency of Leicester Abbey around 1164, after suppressing it in 1139. Around 1139 he refounded the collegiate church of Wareham as a priory of his Abbey of Lyre, in Eure, Normandy. His principal Norman foundations were the priory of Nôtre-Dame du Désert in the Forest of Breteuil, and a major hospital in Breteuil itself (Eure). He was a generous benefactor of the Benedictine Abbey of Lyre, the oldest monastic house in the Honour of Breteuil. He also donated land in Old Dalby, Leicestershire to the Knights Hospitallers who used it to found Dalby Preceptory.

About the year 1150, Robert le Bossu, Earl of Leicester, gave to one Solomon, a clerk, an acre of land at Brackley on which to build a house of hospitality for the poor, together with a free chapel and graveyard.

Family and children
Robert married after 1120 Amice de Gael, daughter of Raoul II de Gael, himself a son of Ralph de Gael, Earl of East Anglia and Emma Fitz Osborn Both families had lost their English inheritances through rebellion in 1075. They had four children:
 * 1) Hawise de Beaumont, who married William Fitz Robert, 2nd Earl of Gloucester and had descendants.
 * 2) Robert de Beaumont, 3rd Earl of Leicester who married Petronilla de Grandmesnil and had descendants.
 * 3) Isabel, who married Simon de St. Liz, Earl of Huntingdon and had descendants.
 * 4) Margaret, who married Ralph IV de Toeni and had descendants through their daughter, Ida de Tosny.

Literary references
He is a major character in The Holy Thief and a minor character in Brother Cadfael's Penance, of the Brother Cadfael series by Ellis Peters. He is also a major character in Cecelia Holland's novel The Earl.


text:
Otto Witt

Otto Witt (1875–1923) was a Swedish writer. He was one of the prominent figures in early Swedish science fiction. He did, among other things, publish Hugin, a science magazine which was filled "with speculative articles and fiction". Hugin was one of the first magazines to regularly carry science fiction in the world, although it appears to have had little influence outside Sweden.

title: Otto Witt


text:
Khronos Group

The Khronos Group, Inc. is an open, non-profit, member-driven consortium of 170 organizations developing, publishing and maintaining royalty-free interoperability standards for 3D graphics, virtual reality, augmented reality, parallel computation, vision acceleration and machine learning. The open standards and associated conformance tests enable software applications and middleware to effectively harness authoring and accelerated playback of dynamic media across a wide variety of platforms and devices. The group is based in Beaverton, Oregon.

History
The Khronos Group was founded in 2000 by companies including 3Dlabs, ATI, Discreet, Evans & Sutherland, Intel, SGI, and Sun Microsystems. Promoter members include AMD, Apple, Arm, Epic Games, Google, Huawei, Nokia, Imagination, Intel, NVIDIA, Qualcomm, Samsung, Sony, Valve and Verisilicon. Its president is Neil Trevett.

Exploratory groups
Typically, Khronos first creates an exploratory group to gauge industry interest before creating a working group, which companies can join as members to assist in the development of the standard.

Specifications and working groups
Each specification / standard is managed by a working group which is established to define the requirements, solicit input, discuss, and create a specification. There are currently 16 working groups.

Active standards

 * 3D Commerce, universal guidelines, standards and certifications for 3D content creation and distribution in e-commerce
 * ANARI, Analytic Rendering Interface for Data Visualization
 * Camera, working on interoperable camera API standards for embedded systems, a cooperation with the European Machine Vision Association (EMVA)
 * COLLADA, a file-format intended to facilitate interchange of 3D assets
 * EGL, an interface between Khronos rendering APIs (such as OpenGL ES or OpenVG) and the underlying native platform window system
 * glTF, a file format specification for 3D scenes and models
 * KTX, a container file format for storing GPU-ready texture data
 * NNEF reduces machine learning deployment fragmentation by enabling a rich mix of neural network training tools and inference engines to be used by applications across a diverse range of devices and platforms
 * OpenCL, a cross-platform computation API
 * OpenGL, a cross-platform computer graphics API
 * OpenGL ES, a derivative of OpenGL for use on mobile and embedded systems, such as cell phones, portable gaming devices, and more
 * OpenGL SC, a safety critical profile of OpenGL ES designed to meet the needs of the safety-critical market
 * OpenVG, an API for accelerating processing of 2D vector graphics
 * OpenVX, Hardware acceleration API for Computer Vision applications and libraries
 * OpenXR, an open and royalty-free standard for virtual reality and augmented reality applications and devices
 * SPIR, an intermediate compiler target for OpenCL and Vulkan
 * SYCL, a single-source C++ DSEL for heterogeneous computing
 * Vulkan, a low-overhead computer graphics API
 * Vulkan SC, based on the existing Vulkan API specification to enable safety critical industries
 * WebGL, a JavaScript binding to OpenGL ES within a browser on any platform supporting the OpenGL or OpenGL ES graphics standards

A timeline of API Specification ratification and releases can be found on the Khronos Group website.

Exploratory Groups

 * HetComm Exploratory, working on a new low level API to facilitate communication between hardware components in heterogenous systems
 * ML | Machine Learning Forum, standards on machine learning
 * SYCL, a single-source C++ DSEL for heterogeneous computing (already a standard)

Other activities

 * Member of the Metaverse Standards Forum, working on development of interoperability standards for an inclusive and open metaverse, in conjunction with other international standards organizations

Inactive standards

 * OpenML, an API for capturing, transporting, processing, displaying, and synchronizing digital media
 * OpenKODE, an API for providing abstracted, portable access to operating system resources such as file systems, networks and math libraries
 * OpenKCam, Advanced Camera Control API
 * OpenMAX, a layered set of three programming interfaces of various abstraction levels, providing access to multimedia functionality
 * OpenSL ES, an audio API tuned for embedded systems, standardizing access to features such as 3D positional audio and MIDI playback
 * OpenWF, APIs for 2D graphics composition and display control
 * StreamInput, an API for consistently handling input devices
 * WebCL, a JavaScript binding to OpenCL within a browser

Membership and contributions
Khronos members may contribute to the development of Khronos API specifications, vote at various stages before public deployment, and accelerate delivery of their platforms and applications through early access to specification drafts and conformance tests. To ensure that the standards are consistently implemented and to create a reliable platform for developers, any product that implements a Khronos API standard must pass conformance tests. An API Adopter Program enables companies to test their products for conformance. Membership in Khronos Group provides access to an IP framework designed to protect participant IP. Khronos members agree not to assert IP rights against adopters implementing Khronos specifications. The IP framework protects Khronos members from exposure to patent lawsuits and reduces the amount of IP that needs to be licensed from other group members.

Membership levels

 * Promoter: Full working group participation with voting rights, plus the right to designate a Director to the Khronos Board.
 * Contributor: Full working group participation with voting rights.
 * Non-Profit: Full working group participation. Available to registered non-profit organizations.
 * Academic: Full working group participation. Available to accredited academic institutions.
 * Associate: Full working group participation. Available to companies with up to 100 employees.

title: Khronos Group


text: Category:Bridges in the Czech Republic

title: Category:Bridges in the Czech Republic


text: Category:Bridges in California

title: Category:Bridges in California


text:
Talk:Douglas Y1B-7

Titling the page
I decided to make the title of this page Douglas Y1B-7 as opposed to Douglas B-7, because the USAF Museum website says that the planes never entered production. But in the Boston (disambiguation) article, it says that the Douglas B-7 was called the B-7 Boston in service of the RAF. Until more information can be dug up, I don't think links showing B-7 should be changed (yet).--Ingoolemo 22:07, 2004 Aug 1 (UTC)

NOTE: The Douglas "B-7 Boston" is actually what was originally known as the DB-7, which was also known as the A-20 "Havoc". (A.Andrus, 16-JAN-06)

Assessment comment
Substituted at 13:46, 29 April 2016 (UTC)

External links modified
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title: Talk:Douglas Y1B-7


text:
User talk:Ruest06

This is not a place to discuss or store photos of your summer vacation. They will be summarily deleted. RickK 22:07, Aug 1, 2004 (UTC)

title: User talk:Ruest06


text: Category:Bridges in Japan

title: Category:Bridges in Japan