text:
Bottled gas

Bottled gas is a term used for substances which are gaseous at standard temperature and pressure (STP) and have been compressed and stored in carbon steel, stainless steel, aluminum, or composite containers known as gas cylinders.

Gas state in cylinders
There are four cases: either the substance remains a gas at standard temperature but increased pressure, the substance liquefies at standard temperature but increased pressure, the substance is dissolved in a solvent, or the substance is liquefied at reduced temperature and increased pressure. In the last case the bottle is constructed with an inner and outer shell separated by a vacuum (dewar flask) so that the low temperature can be maintained by evaporative cooling.

Case I
The substance remains a gas at standard temperature and increased pressure, its critical temperature being below standard temperature. Examples include:
 * air
 * argon
 * fluorine
 * helium
 * hydrogen
 * krypton
 * nitrogen
 * oxygen

Case II
The substance liquefies at standard temperature but increased pressure. Examples include:
 * ammonia
 * butane
 * carbon dioxide (also packaged as a cryogenic gas, Case IV)
 * chlorine
 * nitrous oxide
 * propane
 * sulfur dioxide

Case III
The substance is dissolved at standard temperature in a solvent. Examples include:
 * carbon dioxide in the form of a soft drink
 * sulfur trioxide in the form of fuming sulfuric acid
 * nitrogen dioxide in the form of red-fuming nitric acid
 * hydrogen chloride in the form of muriatic acid
 * Note: these four are most often found in containers other than metal bottles, and at low pressure, e.g. 3 to 7 atm.
 * acetylene
 * Note: Acetylene cylinders contain an inert packing material, which may be agamassan, and are filled with a solvent such as acetone or dimethylformamide. The acetylene is pumped into the cylinder and it dissolves in the solvent.  When the cylinder is opened the acetylene comes back out of solution, much like a carbonated beverage bubbles when opened. This is a workaround to acetylene's propensity to explode when pressurized above 200 kPa or liquified.

Case IV
The substance is liquefied at reduced temperature and increased pressure. These are also referred to as cryogenic gases. Examples include:
 * liquid nitrogen (LN2)
 * liquid hydrogen (LH2)
 * liquid oxygen (LOX)
 * carbon dioxide (also packaged as a liquefied gas, Case II)

 * Note: cryogenic gases are typically equipped with some type of 'bleed' device to prevent overpressure from rupturing the bottle and to allow evaporative cooling to continue.

Expansion and volume
The general rule is that one unit volume of liquid will expand to approximately 800 unit volumes of gas at standard temperature and pressure with some variation due to intermolecular force and molecule size compared to an ideal gas. Normal high pressure gas cylinders will hold gas at pressures from 200 to 400 bar. An ideal gas pressurised to 200 bar in a cylinder would contain 200 times as much as the volume of the cylinder at atmospheric pressure, but real gases will contain less than that by a few percent. At higher pressures, the shortfall is greater.

Special handling considerations
Because the contents are under high pressure and are sometimes hazardous, there are special safety regulations for handling bottled gases. These include chaining bottles to prevent falling and breaking, proper ventilation to prevent injury or death in case of leaks and signage to indicate the potential hazards.

In the United States, the Compressed Gas Association (CGA) sells a number of booklets and pamphlets on safe handling and use of bottled gases. (Members of the CGA can get the pamphlets for free.) The European Industrial Gases Association and the British Compressed Gases Association provide similar facilities in Europe and the United Kingdom.

Nomenclature differences
In the United States, 'bottled gas' typically refers to liquefied petroleum gas. 'Bottled gas' is sometimes used in medical supply, especially for portable oxygen tanks. Packaged industrial gases are frequently called 'cylinder gas', though 'bottled gas' is sometimes used.

The United Kingdom and other parts of Europe more commonly refer to 'bottled gas' when discussing any usage whether industrial, medical or liquefied petroleum. However, in contrast, what the United States calls liquefied petroleum gas is known generically in the United Kingdom as 'LPG'; and it may be ordered using by one of several Trade names, or specifically as butane or propane depending on the required heat output.

Colour coding
Different countries have different gas colour codes but attempts are being made to standardise the colours of cylinder shoulders:
 * Colours of cylinders for Medical gases are covered by an International Organization for Standardization (ISO) standard, ISO 32; but not all countries use this standard.
 * Within Europe gas cylinders colours are being standardised according to EN 1089-3, the standard colours applying to the cylinder shoulder only; i.e., the top of the cylinder close to the pillar valve.
 * In the United States, colour-coding is not regulated by law.

The user should not rely on the colour of a cylinder to indicate what it contains. The label or decal should always be checked for product identification.

European cylinder colours
The colours below are specific shades, defined in the European Standard  in terms of RAL coordinates. The requirements are based on a combination of a few named gases, otherwise on the primary hazard associated with the gas contents:

Gas mixtures, mostly for diving
Diving cylinders are left unpainted (for aluminium), or painted to prevent corrosion (for steel), often in bright colors, most often fluorescent yellow, to increase visibility. This should not be confused with industrial gases, where a yellow shoulder means chlorine.

Standards

 * ISO 32: Gas cylinders for medical use—Marking for identification of content.
 * CEN EN 1089-3: Transportable gas cylinders, Part 3 - Colour Coding.

title: Bottled gas


text:
Talk:Turbojet

Clarification request
For a time, some turbojet engine designs included the ability to inject water onto the engine to cool the exhaust in these cases. This was particularly notable because of the huge amounts of smoke that would pour out of the engine when it was turned on.

Is this "smoke" in fact steam formed due to the evaporation of injected of water onto the turbine blades, or was it smoke due to some other factor? --Abqwildcat 23:14, 26 Jul 2004 (UTC)

 * The Rolls-Royce Pegasus certainly still employs water cooling for use in the hover mode, this indeed limits the harrier's hovering endurance for as long as the supply of coolant water holds out. Emoscopes 08:31, 14 December 2005 (UTC)
 * Liquid injection was tried on the Power Jets W.1 in 1941 initially using ammonia before changing to water and then water/methanol. A system to trial the technique in the Gloster E.28/39 was devised but never fitted.
 * IIRC, the Pegasus only needs water injection when the Harrier is hovering at high weights.
 * Cooling the combustion gases slows down combustion, so there is incomplete combustion and smoke. Smoke is mostly partially burned hydrocarbons, or just carbons. Gah4 (talk) 00:15, 26 May 2022 (UTC)
 * IIRC, the Pegasus only needs water injection when the Harrier is hovering at high weights.
 * Cooling the combustion gases slows down combustion, so there is incomplete combustion and smoke. Smoke is mostly partially burned hydrocarbons, or just carbons. Gah4 (talk) 00:15, 26 May 2022 (UTC)

Edit as to what actually causes thrust
Generally speaking, for aspirated engines at lower altitudes the previous statement holds true, but the mass of the fuel must also be considered. Regardless of whether we're talking rockets or jet engines, it's simply the change in momentum that either produces thrust, or creates a net drag. When considered as a system, including all the air drug forward by the aircraft, at a constant velocity, the net momentum of the total mass of air through with the jet, airplane, or helicopter flies through will have a net change in momentum along the direction of flight of zero, but will have a negative change in momentum along the verticle plane. It's than downward increase in momentum which holds the airplane up. —Preceding unsigned comment added by Mugaliens (talk • contribs) 20:26, 15 August 2006

ERROR IN ARTICLE
The article states that the ME-262 was Germany's first jet fighter. It actually was the HE-280. —Preceding unsigned comment added by 209.226.201.236 (talk • contribs) 18:51, 5 February 2007

Clarification needed
Please clarify the definitions of each term under "Net thrust". Fuzzform 02:10, 22 February 2007 (UTC)

The statement comparing the fuel expenditure of the Concorde to an aircraft using a turbofan is true, but misleading. The TSFC of the Olympus 593 on the Concorde was around 1.9 compared to around 1.1 for a General Electric CF-6 series. That is, the engine on the Concorde needed more fuel for the same amount of push per second as a turbofan. The statement on fuel per mile is true, since the Concorde was traveling twice as fast while doing this. However, the wing design is optimized for speed over lift, so it cannot carry as much weight. This is analogous to saying a Corvette is more efficient than a city bus. — Preceding unsigned comment added by Steven.i.davis (talk • contribs) 18:18, 23 July 2019 (UTC)

In-flight reverser deployment
The accidental deployment of a thrust reverser during flight is a dangerous event that can lead to loss of control and destruction of the aircraft.

It's nice to see that the Lauda B767 is remembered, but does in-flight reverser deployment happen often enough that a broad statement such as this is warranted, or might it be better if the Lauda incident was more directly acknowledged? 59.167.244.69 12:14, 19 June 2007 (UTC) PWA flight 314 crashed in Cranbrook, BC after touching down, they noticed a vehicle on the runway and went around. The left hand thrust reverser did not stow, and the aircraft rolled over and crashed. https://en.wikipedia.org/wiki/Pacific_Western_Airlines_Flight_314 — Preceding unsigned comment added by 204.101.240.26 (talk) 20:25, 2 December 2016 (UTC)

 * I don't think accidental thrust reverser deployments are common enough to be notable. Feel free to delete that line if you wish. Shreditor 00:01, 20 June 2007 (UTC)

Assessment
This is a nice article, pity it doesn't have inline citations and more references. --Colputt 17:31, 12 September 2007 (UTC)

Fonó's patent was the first
In this Article they state that Albert Fonó's patent was the first: Albert Fonó MarkMT42 (talk) 02:46, 14 November 2008 (UTC)

Soviet Work
Might be worth mentioning the work of Arkhip Mikhailovich Lyulka in the Soviet Union, in the late 1930s. His experimental jet engines figured prominantly in the History Channel's documentary on "Secret Russian Aircraft of World War II". His work was not given appopriate resources by the Soviets, who prefered rocket and ramjet technology in the 1930s. DonPMitchell (talk) 00:09, 7 July 2009 (UTC)

 * There is an interesting July 1945 Soviet report by Abramovich, assessing German turbojet technology, and also including stats on the Soviet jet engine built by Lyulka:
 * Jumo 004 engine - 720 kg, 900 kgf thrust, 3800 hp, 8700 rpm
 * BMV 003 engine - 620 kg, 800 kgf thrust, 3400 hp, 9500 rpm
 * Heinkel S8a - 490 kg, 550 kgf thrust, 2300 hp, 12,500 rpm
 * Lyulka's engine - 800 kg, 1650 kgf thrust, 7000 hp, 8500 rpm
 * DonPMitchell (talk) 16:31, 27 August 2009 (UTC)

RC model plane turbojets
There are "toy" jet engines available, eg Jet Cat USA and Wren Turbines UK that develop between 5 and 50 lbs thrust, available in turbojet, turboprop and turboshaft configurations for radio controlled planes and helicopters. See a functional description here. Is it appropriate to mention these in the Jet Engine articles? Chalky (talk) 05:25, 14 January 2011 (UTC)

 * They deserve their own article, if you feel like it. I wouldn't put too much in here, as jets are relevant to miniature models, models are much less relevant to jets overall. We did at one time have coverage at Gas_turbine, but this has been eroded quite a bit from when I last saw it. Incidentally, there are gas turbine turboshafts out there as well as pure-thrust jets. There was a chap on the model jet builder's association stand at the Bristol model engineering show who had a turbine-electric loco chassis on display. Andy Dingley (talk) 09:49, 14 January 2011 (UTC)

Cycle improvements
How the heck can nozzle temperature remain the same whilst turbine temperature increases? The statement makes absolutely no sense! The purpose of increasing the compression ratio is to correspondingly increase the burn rate of the fuel... a higher compression ratio allows the engine to burn more fuel at any given time or to run more efficiency. Combustor inlet temps have little to do with nozzle temps, or even turbine temps for that matter - this is because combustor inlet temps are much, much lower than outlet temps and the net transfer is low. That said, compressed, pre-combusted air that's used to cool the nozzle, will invariably become less effective at higher temps. — Preceding unsigned comment added by 211.27.67.97 (talk) 07:46, 3 August 2012 (UTC)

Style
Currently trying to address "This article's tone or style may not reflect the encyclopedic tone used on Wikipedia".Pieter1963 (talk) 19:43, 17 March 2014 (UTC)

Review requested
Please review my attempt at improving the style as requested..with a view to removing the"style improvement" header.Pieter1963 (talk) 01:02, 18 March 2014 (UTC)

Difference from turbofan in language ordinary folks can understand ?
This is an encyclopedia, not a technojizzforum. So please can we have an explanation that folks without PhDs can understand, of the difference between turbofan and turbojet. Rcbutcher (talk) 07:46, 27 March 2014 (UTC)
 * Doesn't that mostly belong at jet engine? Even at turbofan, as the distinction is more important there. Here at turbojet though, this is simply the ur-jet and so needs less distinction from later variants.
 * To phrase it, I would try something like:
 * The turbofan is a development of the turbojet. Some of the air from the compressor is passed through the combustion chamber and used to drive the turbine. A portion of the compressed air is instead used directly for thrust. Most turbofans have large initial axial compressor stages that compress both air streams, then a smaller compressor that compresses the combustion air alone, to a higher pressure ratio.
 * This includes the essential points, but excludes those (like bypass ratio, twin shafts, or the use of a centrifugal second stage compressor) that are important in a turbofan article, but not defining of them overall. Andy Dingley (talk) 10:51, 27 March 2014 (UTC)

 * A turbofan is a modified turbojet that has a larger intake (in diameter) than a "regular" jet engine. The first few blade(s) on the engine blow air past and around the entire engine and act more or less as a propeller.  That's why turbofans work better at slow speeds.  Because they get more "bite" at lower RPMs.  These folks will make anything sound complicated, but that's the .02 on turbofans.  How much air goes around and how much goes through the engine is called the bypass ratio.  (Sure, it's really more of a ducted fan than a straight propeller effect, the result is the same...) Air going around the engine and right out the back - just like a prop would do.  Think of it as a mid-point between an turbojet and a turboprop.  Cheers. 73.6.96.168 (talk) 16:56, 21 August 2020 (UTC)

File:Jet engine.svg
Hello! This is a note to let the editors of this article know that File:Jet engine.svg will be appearing as picture of the day on August 11, 2014. You can view and edit the POTD blurb at Template:POTD/2014-08-11. If this article needs any attention or maintenance, it would be preferable if that could be done before its appearance on the Main Page. Thanks! — Crisco 1492 (talk) 01:41, 20 July 2014 (UTC)

History
The article has the following quote-

"At the time of its design the turbojet was still seen as the optimum for cruising at twice the speed of sound despite the advantage of turbofans for lower speeds. For the Concorde less fuel was required to produce a given thrust for a mile at Mach 2.0 than a modern high-bypass turbofan such as General Electric CF6 at its Mach 0.86 optimum speed."

- This needs clarification. As it's written it suggests that the Concorde was more fuel efficient than a modern turbofan airliner. I can believe that Concorde achieved better mileage than a 747, for instance, but not that it achieved better passenger miles per gallon, which is what airlines are concerned with when choosing planes.

Confusion as to what is being claimed may arise because Concorde has been retired for some time now, and never had many passengers. A casual Wiki user might not know that a 747 seats four or five times the number that Concorde did. If indeed its passenger MPG was lower, then that's an amazing fact and should be cited. If it's simply a comparison of total fuel consumption, that's a bit like saying an old Chevy Corvette with a 7 liter engine uses less fuel per mile than a modern bus; it may be technically true, but is a bit misleading.

2602:306:39BC:1129:17F:F8C4:7F10:8739 (talk) 08:53, 11 August 2014 (UTC)
 * The quotation makes little sense to me. I agree it is most likely misleading. The paragraph is entirely unsourced so we can't check its accuracy. I will place a "citation needed" tag on it. If a suitable in-line citation doesn't turn up in a few days we are at liberty to remove the quotation. It can always be restored by someone who has sufficient information and a reliable published source to allow it to appear in the encyclopedia. Dolphin  ( t ) 11:44, 11 August 2014 (UTC)

 * Concorde carried around 2.6 million passengers with BA alone, and around 2 million with Air France.

 * Airlines aren't only interested in 'passenger miles per-gallon' - they are interested in whether they can carry passengers at a profit. Concorde created over half a billion pounds profit for BA during its 27 years in service. That's around 25% of its yearly profits every year.

 * Concorde's Rolls-Royce/Snecma Olympus 593 engines were some of the most efficient engines of any kind ever made - and still are.

 * Concorde's fuel burn figures were 5 gal per-nautical mile at Mach 2, increasing to 45 gal per-nautical mile when on finals at 165 knots. — Preceding unsigned comment added by 95.149.53.233 (talk) 11:48, 16 March 2016 (UTC)

 * BTW, Concorde's Olympus 593's ran at 100% dry power throughout the three-hour Mach 2 cruise, which is equivalent to a subsonic airliner's turbofans being required to be operated continuously at take-off power for the duration of the entire subsonic flight. The Olympus 593 did this every day without complaint for the entire 27 years the aircraft was in airline service. The first Olympus ran in 1950. — Preceding unsigned comment added by 95.149.53.180 (talk) 16:16, 6 March 2018 (UTC)

Power (electricity)
Turbojets seem to be used as backup in power plants. It is a cheap oil turbine easy to start and fast to connect to the network. (Engie Electrabel in Belgium in the news these days.) Is there literature on this in general? It would be then worth mentioning in the page. --Dominique Meeùs (talk) 07:18, 23 November 2018 (UTC)

The turbine exhaust is then expanded in the propelling nozzle where it is accelerated to high speed to provide thrust
The article says: The turbine exhaust is then expanded in the propelling nozzle where it is accelerated to high speed to provide thrust. I would think that expansion would slow down the exhaust gases, not speed them up. Gah4 (talk) 00:19, 26 May 2022 (UTC)

 * The statement is correct. Exhaust gas enters the propelling nozzle at high pressure and exits at atmospheric pressure. This represents a substantial fall in pressure, causing the exhaust gas to exit at lower density and higher speed. The mass of gas leaving the nozzle in a given time must be the same as the mass of gas entering the nozzle in the same time. Dolphin ( t ) 22:06, 27 May 2022 (UTC)

No mention of engine noise
What does the noise depend on, thrust, rpm, exhaust velocity ... ? How is it controlled ? - Rod57 (talk) 12:10, 25 September 2022 (UTC)

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

title: Talk:Turbojet


text:
Candar corps

The candar corps was the name given to palace guards in Turkish and Islamic states in the Middle Ages. Also in Persian and in some Arab states, certain soldier classes were also called candar. They were especially assigned to guard palaces and the heads of state.

In the Great Seljuq Empire, the candar corps consisted of specially trained Turkish and foreign slaves. The head of the candar corps was called Emir-i Candar and he was included in the governing body. After the breakup of the empire, some members of this corps went to the Turkoman beyliks in Anatolia, Shiraz, Khorasan, and through the Mamluks to Yemen and Maghreb states to take up being palace guards.

In Anatolian Seljuqs (Sultanate of Rûm), candars guarded the palace and the head of state and his headquarters, together with the Hassa soldiers. They were cavalrymen, and they would use swords, bows and carry shields. One of these candars who actually was in the Seljuq court, Demir Yaman Candar, founded his own Jandarid principality, near Kastamonu, Turkey.

In the Mamluk palace, the candar corps was as large as a regiment, and was divided into smaller units called nevbe. They had wider authorities and responsibilities, such as accompanying those who would enter the court, accompanying the monarch himself at campaigns to protect him, performing arrests and executions, as well as guarding the prison allocated to political insurgents.

The Ottoman Turks did not have candars at their courts; instead they had set up a different institution to take up their position.

title: Candar corps


text:
Charles Moffett

Charles Moffett (September 6, 1929 – February 14, 1997) was an American free jazz drummer.

Biography
Moffett was born in Fort Worth, Texas, where he attended I.M. Terrell High School with Ornette Coleman. Before switching to drums, Moffett began his musical career as a trumpeter. At the age of 13, he played trumpet with Jimmy Witherspoon, and later formed a band, the Jam Jivers, with fellow students Coleman and Prince Lasha. After switching to drums, Moffett briefly performed with Little Richard.

Moffett served in the United States Navy, after which he pursued boxing before studying music at Huston-Tillotson College in Austin. Moffett married in 1953 (Coleman was best man, and performed at the wedding), then began teaching music at a public school in Rosenberg, Texas

In 1961, Moffett moved to New York City to work with Ornette Coleman, but the saxophonist soon went into a brief retirement period. Moffett worked with Sonny Rollins, appeared on Archie Shepp's album Four for Trane, and led a group that included Pharoah Sanders and Carla Bley. When Coleman returned to performing in 1964, he formed a trio with Moffett and bassist David Izenzon. Moffett also performed on vibraphone.

Moffett began teaching music at New York Public Schools as a way to make ends meet when Coleman made only sporadic performances. Moffett taught at P.S. 58 (Carrol School) in Brooklyn and at P.S. 177 M (under the Manhattan Bridge and now defunct). He also taught at a Brooklyn High School. Moffett moved to Oakland, California, where he served as the city's music director, and was later the principal of the alternative Odyssey public school in Berkeley in the mid-1970s. The title of his first solo album The Gift is a reference to his love of teaching music. His then seven-year-old son Codaryl played drums on that album. Moffett later returned to Brooklyn, New York, and taught at P.S. 142 Stranahan Junior High School (Closed in 2006) and at P.S. 58 Carroll School.

His children are double bassist Charnett Moffett, drummer Codaryl "Cody" Moffett, vocalist Charisse Moffett, trumpeter Mondre Moffett, and saxophonist Charles Moffett, Jr.

As leader

 * 1969: The Gift (Savoy) with Paul Jeffrey, Wilbur Ware, Dennis O'Toole
 * 1975: The Charles Moffett Family-Vol. 1 (LRS)
 * Moffett & Sons (Sweet Basil/Apollon)

As sideman
With Ahmed Abdullah with Ornette Coleman
 * Ahmed Abdullah and the Solomonic Quintet (Silkheart, 1988)
 * Town Hall 1962 (ESP Disk)
 * Chappaqua Suite (CBS)
 * An Evening with Ornette Coleman (Polydor International)
 * The Paris Concert '65 (Magnetic)
 * Live at the Tivoli '65 (Magnetic)
 * At The Golden Circle, Stockholm Volumes One and Two (Blue Note)
 * Who's Crazy? Vol. 1 & 2 (Jazz Atmosphere)
 * Lonely Woman (BAT)

with Eric Dolphy
 * Memorial Album (FM)

with Archie Shepp
 * Four for Trane (Impulse!)

with Prince Lasha
 * It Is Revealed (Zounds)
 * Firebirds w/ Sonny Simmons (Contemporary)
 * Firebirds Vol. 3 (Birdseye)

with Harold McNair With Joe McPhee
 * Affectionate Fink (Island)
 * Legend Street One (CIMP, 1996)
 * Legend Street Two (CIMP, 1996)

with the Charles Tyler Ensemble
 * Charles Tyler Ensemble (ESP Disk)

with the Bob Thiele Emergency
 * Head Start (Flying Dutchman)

with Frank Lowe
 * Decision in Paradise (Soul Note)
 * Bodies & Soul (CIMP)

with Sonny Simmons
 * Ancient Ritual (Qwest/Reprise)
 * Transcendence (CIMP)
 * Judgement Day (CIMP)

with Keshavan Maslak
 * Blaster Master (BlackSaint)
 * Big Time (Daybreak)

with Kenny Millions
 * Brother Charles (Hum Ha)
 * Masking Tape Music (Hum Ha)

title: Charles Moffett


text:
Ivan M. Niven

Ivan Morton Niven (October 25, 1915 – May 9, 1999) was a Canadian-American number theorist best remembered for his work on Waring's problem. He worked for many years as a professor at the University of Oregon, and was president of the Mathematical Association of America. He wrote several books on mathematics.

Life
Niven was born in Vancouver. He did his undergraduate studies at the University of British Columbia and was awarded his doctorate in 1938 from the University of Chicago. He was a member of the University of Oregon faculty from 1947 to his retirement in 1981. He was president of the Mathematical Association of America (MAA) from 1983 to 1984.

He died in 1999 in Eugene, Oregon.

Research
Niven completed the solution of most of Waring's problem in 1944. This problem, based on a 1770 conjecture by Edward Waring, consists of finding the smallest number $$g(n)$$ such that every positive integer is the sum of at most $$g(n)$$ $$n$$-th powers of positive integers. David Hilbert had proved the existence of such a $$g(n)$$ in 1909; Niven's work established the value of $$g(n)$$ for all but finitely many values of $$n$$.

Niven gave an elementary proof that $$\pi$$ is irrational in 1947.

Niven numbers, Niven's constant, and Niven's theorem are named for Niven.

He has an Erdős number of 1 because he coauthored a paper with Paul Erdős, on partial sums of the harmonic series.

Recognition
Niven received the University of Oregon's Charles E. Johnson Award in 1981. He received the MAA Distinguished Service Award in 1989.

He won a Lester R. Ford Award in 1970. In 2000, the asteroid 12513 Niven, discovered in 1998, was named after him.

title: Ivan M. Niven


text:
User talk:Kate/Anarcho-dissolutionism

Someone put thorn and eth characters in the article, making it vecry difficult to read, esp, for people who don't know what those characters mean. Otherwise, a very good article describing a completely idiotic philosophy - very NPOV. Good work.

They were actually meant to be there! I may remove them if it's really that hard to read though. —Lady Lysiŋe Ikiŋsile | Talk 23:28, 2004 Jul 26 (UTC)

What would such a life be like?
What if someone did not want to be a nomad? Who would enforce this nomadism? Who would decide who goes where?

It would be interesting how pregnancy and children would be handled.

What might a day or a week in the life of a person living in such a world be like?

--User:Juuitchan

title: User talk:Kate/Anarcho-dissolutionism


text:
Lunar Precursor Robotic Program

The Lunar Precursor Robotic Program (LPRP) is a NASA program that uses robotic spacecraft to prepare for future crewed missions to the Moon. The program gathers data such as lunar radiation, surface imaging, areas of scientific interest, temperature and lighting conditions, and potential resource identification.

Two LPRP missions, the Lunar Reconnaissance Orbiter (LRO) and the Lunar Crater Observation and Sensing Satellite (LCROSS), were launched in June 2009. The lift-off above Cape Canaveral Air Force Station in Florida on June 18, 2009, was successful. The uncrewed Atlas V rocket launched the two space probes towards the Moon, where they will provide a 3D map and search for water in conjunction with the Hubble Space Telescope, launching on June 17, 2009.

This lunar program marked the first United States mission to the Moon in over ten years. Neil Armstrong's first step on the Moon occurred on July 20, 1969, and this launch was 32 days before its 40th anniversary. The LRO entered a low orbit around the Moon, while the LCROSS mission performed a "swing-by" and entered a different orbit to set up a collision with the Moon's surface several months later. The projected lunar impact of the Centaur and LCROSS spacecraft was on October 9, 2009, at 11:30 UT (7:30 a.m. EDT, 4:30 a.m. PDT), ± 30 minutes. The plume from the Centaur impact was predicted by NASA to be visible through telescopes with apertures as small as 10 to 12 in.

Program history
Initially, the LPRP program was a part of the Science Mission Directorate of NASA (SMD) and was called the Robotic Lunar Exploration Program (RLEP). Management of the RLEP program was assigned to Goddard Space Flight Center (GSFC) in February 2004. At that time, the Program's goal was to "...initiate a series of robotic missions to the Moon to prepare for and support future human exploration activities."

In 2005, responsibility for RLEP was moved to NASA's Exploration Systems Mission Directorate (ESMD) and management was assigned to the Ames Research Center (ARC). In 2006, the program was renamed the Lunar Precursor Robotic Program and management responsibility was reassigned to the Marshall Space Flight Center (MSFC). The US$583 million space mission comes equipped with a $504 million 4200 lb LRO space probe and a $79 million LCROSS satellite.

LRO
The Lunar Reconnaissance Orbiter (LRO) is the first mission of the LPRP program. Management of the LRO was assigned to Goddard Space Flight Center (GSFC) in 2004. The LRO launched on an Atlas V 401 rocket from Cape Canaveral Air Force Station on June 18, 2009, at 5:32 p.m. EDT (2132 GMT). The planned liftoff at 5:12 p.m. EDT (2112 GMT) was delayed by 20 minutes due to thunderstorms. The LRO was scheduled to orbit the Moon for one year, gathering high-resolution images of the lunar surface that would allow the creation of detailed maps. The LRO's goals included finding safe landing sites for human visits to the Moon, identifying lunar resources, studying the lunar radiation environment, and providing a 3D map of the Moon's surface to allow astronauts to return to the Moon by 2020. The LRO carried seven main instruments, including the Cosmic Ray Telescope for the Effects of Radiation (CRaTER), the Diviner Lunar Radiometer Experiment (DLRE), the Lyman-Alpha Mapping Project (LAMP), the Lunar Exploration Neutron Detector (LEND), the Lunar Orbiter Laser Altimeter (LOLA), the Lunar Reconnaissance Orbiter Camera (LROC), and the Miniature Radio Frequency radar (Mini-RF).

LCROSS
The Lunar Crater Observation and Sensing Satellite (LCROSS) mission is to be launched with the LRO. It was selected as a secondary payload in 2006, and management of the program was assigned to Ames Research Center (ARC). The mission will explore a permanently shadowed region of a lunar pole by crashing the 2300 lb spent Centaur rocket upper stage of the Atlas V launch vehicle into a dark crater. The composition of the ejecta plume will be observed by a shepherding spacecraft, which will itself crash-land 4 minutes later, creating a second plume. NASA expects the impact velocity will be over 9,000 km/h (5,600 mph). The ejecta plume will weigh in the order of 350 tons (317 metric tons) and rise 6 mi from the surface.

LADEE
The Lunar Atmosphere and Dust Environment Explorer (LADEE) launched on September 7, 2013. LADEE studied the lunar exosphere and dust in the Moon's vicinity.

Future projects
For a hypothetical International Lunar Network, NASA and international partners planned to land two stations on the lunar surface. Their objective was to establish a robotic set of geophysical monitoring stations on the surface and, eventually, in lunar orbit as well.

Data processing
The Lunar Mapping and Modeling project is using the obtained data to develop detailed topographic maps of the lunar surface that support lunar science, exploration, commercial, educational, and public outreach activities. In addition, solar radiation levels will be mapped and modelled. These integrated data will be used by NASA to make decisions about, for example, lunar outpost designs.

title: Lunar Precursor Robotic Program


text:
Talk:History of the United States (1789–1815)

Merge proposal
I suggest the merging of The United States and the French Revolutionary and Napoleonic Wars into this article. The United States and the French Revolutionary and Napoleonic Wars describes the same period and the same events. Poorly written. The Banner talk 20:05, 9 October 2023 (UTC)

 * This was a major part of US forgin policy. It combines all parts of the War of 1812, XYZ affair, Quasi-War and a lot more.  In addition Ireland in the Coalition Wars is very simmer to the article. Also there was a discussion on WikiProject Military history in witch it was agreed this would be an important article. Overall it would be best to have a specific article to include how the United States was directly involved in the war. To say they “describes the same period and the same events” would be the same as saying we should merge Timeline of United States history (1930–1949) and Military history of the United States during World War II.I would also like to ask you why you have opened a talk page for merging on over half of the pages I have written, and have commented on completely unrelated talk pages I have been in. LuxembourgLover (talk) 21:48, 9 October 2023 (UTC)
 * And you can find that all in History of the United States (1789–1849). And to answer your last question: due to the low quality of your work. The Banner  talk 21:52, 9 October 2023 (UTC)
 * Alright, it has been one week. I think we should go to an administrator as per policy. I also think we should get an administrator for the Luxembourg Rebellions. LuxembourgLover (talk) 01:57, 16 October 2023 (UTC)
 * I understand that you do not like it but both articles cover the same events and period. No need to split it off. The Banner  talk 09:39, 16 October 2023 (UTC)
 * I think we should uses Dispute resolution requests and get a third opion. Out of the three discussions you have on me this one needs the third opion. LuxembourgLover (talk) 17:51, 29 October 2023 (UTC)
 * Dispute resolution is not necessary YET. But more people participating in this discussion is a good idea. The Banner  talk 01:10, 30 October 2023 (UTC)
 * As more or less requested by you, I have now requested more input on three related WikiProjects. The Banner  talk 10:12, 31 October 2023 (UTC)
 * I don't fully understand the scope of The United States and the French Revolutionary and Napoleonic Wars. I can imagine from the topic title what I might expect to see in such an article, but the History section does not mention the French Revolutionary and Napoleonic Wars at all. CMD (talk) 01:15, 31 October 2023 (UTC)
 * I agree with the merge proposal and CMD's comment. This article does not expand the information in the History article. It doesn't really cover it at all. It only deals with contemporaneous foreign policy events or policies. No need for a separate article without more specific information on the topic. One or two redirects might be appropriate in case anyone is looking for this particular topic. Donner60 (talk) 23:17, 31 October 2023 (UTC)
 * ●Support- The article is short enough that it can be merged into the proposed article without expanding the article too much, i feel if we decide to not merge we might as well end up splitting the current article(which there is no need to split). 😎😎PaulGamerBoy360😎😎 (talk) 15:29, 4 December 2023 (UTC)

So, the merge can be done? The Banner talk 22:16, 6 November 2023 (UTC)

 * There appear to be two items of information on this page that are not on the more general page, the specific reference to a "Proclamation of Neutrality" as opposed to a more general mention of a "policy of neutrality", and details about the Quasi-War. On the first, I'm not sure the specific reference is currently due per sources, the first source mentions is in lowercase and thus as a descriptive term, the second uses "Neutrality Proclamation" which is a specific term but shows there isn't a standard formulation. On the Quasi-War, that seems at face value to feel important, but it could use stronger sourcing to show this. CMD (talk) 01:50, 7 November 2023 (UTC)

" Oppose this should be a broad general article and it links to many specialized articles, such as USA and the French wars. Merger would give undue emphasis. Rjensen (talk) 06:40, 27 December 2023 (UTC)

 * There are only two facts here that differentiate the text, how would that unduly shift emphasis? CMD (talk) 08:17, 27 December 2023 (UTC)
 * The info about the Quasi War is by and large taken or at least very similar to Quasi-War but with a new source. But with all due respect, concerning the Quasi-War it is largely a passing mention.
 * Regarding the Proclamation of Neutrality, this adds nothing what is not in Proclamation of Neutrality. It had two sources, but none of them even uses the word "proclamation" and are therefore useless. The Banner  talk 20:24, 29 January 2024 (UTC)

,, , what's the status of this proposal? I'd like to pursue reorganization of this article and its series, but I've been waiting for this to be resolved. Thebiguglyalien ( talk ) 01:07, 24 January 2024 (UTC)

 * There has been no expansion or clarification of The United States and the French Revolutionary and Napoleonic Wars since this discussion started so my view remains the same, however by the same reasoning of it being a mostly redundant stub I don't think it will affect your reorganization. CMD (talk) 01:23, 24 January 2024 (UTC)
 * The article is still new, I am hoping people can add to it. LuxembourgLover (talk) 01:31, 24 January 2024 (UTC)
 * In my opinion, we should proceed with the merge of The United States and the French Revolutionary and Napoleonic Wars into this article. When possible, you can try to merge and reorganize the article in the same process.  The Banner  talk 11:08, 24 January 2024 (UTC)
 * As said above, the two part that were worth extra attention add nothing to the respective articles about the Proclamation of Neutrality and Quasi-War with the sources given effectively - at least in my opinion - useless. Leaving nothing to merge. The Banner  talk 20:24, 29 January 2024 (UTC)

Proposal to split (1789–1815) and (1815–1849)
I propose that this article be split to History of the United States (1789–1815) and History of the United States (1815–1849). This article covers a significantly longer time period than most articles in this series, and its unwieldy length reflects that. The dividing point would be the end of the War of 1812. A split along 1815 seems to coincide with the sources, marking the start or end dates of three books that I intended to use while doing research for this article: Revolutionary America 1763–1815; Empire of Liberty: A History of the Early Republic, 1789-1815; and What Hath God Wrought: The Transformation of America, 1815-1848. Thebiguglyalien ( talk ) 06:08, 3 February 2024 (UTC)

 * Support Aside from the sourcing, it also seems to align more or less with the end of the Jeffersonian era and the beginning of the end of the First Party System. This split makes sense. --Grnrchst (talk) 12:22, 3 February 2024 (UTC)
 * Support – Good proposal and solid rationale.  Aza24  (talk)   06:10, 6 February 2024 (UTC)
 * Support- I believe we should split the article. I've written an article on US involvement in the Napoleonic Wars. Despite my protests, it got merged into this article. Consequently, I think creating a separate page for the "History of the United States (1789–1815)" is a good idea. LuxembourgLover (talk) 00:45, 12 February 2024 (UTC)
 * Actually, there was nothing to merge as the info was already covered in other more specialized articles. The Banner  talk 20:04, 12 February 2024 (UTC)
 * Support. The article definitely is unwieldy at its current length. Having two articles would be better for readers and for editors (it would be much easier to edit). Historyday01 (talk) 19:30, 12 February 2024 (UTC)
 * Support per proposal QuincyMorgan (talk) 04:39, 21 February 2024 (UTC)
 * No objection It is indeed on the long side but not extreme. The Banner  talk 11:44, 21 February 2024 (UTC)
 * Support Michael7604 (talk) 02:17, 22 February 2024 (UTC)

Move discussion in progress
There is a move discussion in progress on Talk:History of the United States (1776–1789) which affects this page. Please participate on that page and not in this talk page section. Thank you. —RMCD bot 00:32, 16 June 2024 (UTC)


text:
LRO

LRO may mean:

 * Lunar Reconnaissance Orbiter, a NASA spacecraft launched in 2009
 * Large receive offload, in computer networking, a technique for increasing inbound throughput
 * Light Railway Order, an order made under the Light Railways Act 1896 for the construction or operation of a railway in the United Kingdom
 * Land Rover Owner, a magazine about Land Rover vehicles
 * Left-to-right override, a Unicode character (U+202D) used in bi-directional text
 * Legal Rights Observatory, a legal rights activism group

title: LRO


text:
User talk:Christopher Lamothe

A computer programmer with a soft spot for the Canadian Forces.

Image copyright problem with Image:Rch-crest-medium.jpg
Thanks for uploading Image:Rch-crest-medium.jpg. The image has been identified as not specifying the copyright status of the image, which is required by Wikipedia's policy on images. If you don't indicate the copyright status of the image on the image's description page, using an appropriate copyright tag, it may be deleted some time in the next seven days. If you have uploaded other images, please verify that you have provided copyright information for them as well.

For more information on using images, see the following pages:
 * Image use policy
 * Image copyright tags

This is an automated notice by OrphanBot. For assistance on the image use policy, see Media copyright questions. 12:18, 31 December 2006 (UTC)

Copyright problem: The Royal Canadian Hussars (Montreal)
Hello, and welcome to Wikipedia! We welcome and appreciate your contributions, such as The Royal Canadian Hussars (Montreal), but we regretfully cannot accept copyrighted text or images from either web sites or printed works. This article appears to contain work copied from http://rch.ca/en/rch-history/since-1812/ and http://rch.ca/en/rch-history/since-1939/, and therefore to constitute a violation of Wikipedia's copyright policies. The copyrighted text has been or will soon be deleted. While we appreciate contributions, we must require all contributors to understand and comply with our copyright policy. Wikipedia takes copyright violations very seriously, and persistent violators are liable to be blocked from editing.

If you believe that the article is not a copyright violation, or if you have permission from the copyright holder to release the content freely under license allowed by Wikipedia, then you should do one of the following:

It may also be necessary for the text be modified to have an encyclopedic tone and to follow Wikipedia article layout. For more information on Wikipedia's policies, see Wikipedia's policies and guidelines.
 * Have the author release the text under the Creative Commons Attribution-ShareAlike 3.0 License (CC BY-SA 3.0) by leaving a message explaining the details at Talk:The Royal Canadian Hussars (Montreal) and send an email with confirmation of permission to "permissions-en (at) wikimedia (dot) org". Make sure they quote the exact page name, The Royal Canadian Hussars (Montreal), in their email. See Requesting copyright permission for instructions.
 * If you hold the copyright to the work: send an e-mail from an address associated with the original publication to permissions-en(at)wikimedia(dot)org or a postal message to the Wikimedia Foundation permitting re-use under the Creative Commons Attribution-ShareAlike 3.0 License and GNU Free Documentation License, and note that you have done so on Talk:The Royal Canadian Hussars (Montreal). See Donating copyrighted materials for instructions.
 * If a note on the original website states that re-use is permitted "under the Creative Commons Attribution-ShareAlike License (CC-BY-SA), version 3.0", or that the work is released into the public domain, or if you have strong reason to believe it is, leave a note at Talk:The Royal Canadian Hussars (Montreal) with a link to where we can find that note or your explanation of why you believe the content is free for reuse.

See Declaration of consent for all enquiries for a template of the permissions letter the copyright holder is expected to send.

If you would like to begin working on a new version of the article you may do so at [ this temporary page]. Leave a note at Talk:The Royal Canadian Hussars (Montreal) saying you have done so and an administrator will move the new article into place once the issue is resolved.

Thank you, and please feel welcome to continue contributing to Wikipedia. Happy editing! — Diannaa 🍁 (talk) 03:31, 21 February 2019 (UTC)

title: User talk:Christopher Lamothe


text:
Tamara Braun

Tamara Braun is an American actress known for her work on daytime television. She portrayed the role of Carly Corinthos on General Hospital from 2001–2005 and Reese Williams on All My Children from 2008 to 2009. In 2009, Braun won the Daytime Emmy Award for Best Supporting Actress for her portrayal of Ava Vitali on Days of Our Lives. She departed the series in 2008, briefly returning in the role of Taylor Walker during 2011. In 2015, Braun resumed the role of Ava as part of the series' 50th anniversary commemoration, remaining until 2016.

In 2017, 12 years after exiting her role as Carly on General Hospital, Braun returned to the soap as Kim Nero, the single mother of Oscar, the boyfriend of Carly’s daughter Josslyn. In 2020, Braun received her second Daytime Emmy for her work as Kim. That same year, Braun transitioned to Days of Our Lives to reprise the role of Ava, which she left again in late 2022.

Early life and education
Tamara Braun was born in the Chicago suburb of Evanston, Illinois, to a family of Jewish descent. She attended Evanston Township High School. She was a psychology major at the University of Wisconsin–Madison, and took a summer course in Shakespeare at the Royal Academy of Dramatic Art in England before backpacking throughout Europe.

Career
Braun is well known for her win at the 2009 Daytime Emmy Awards, receiving the accolade of Outstanding Supporting Actress for the role of Ava Vitali on Days of our Lives. She is also well known for her Emmy-nominated portrayal of Carly Corinthos on the ABC soap opera General Hospital, a role she played from 2001 to 2005. As Carly, Braun was featured very prominently as a romantic partner of characters Sonny Corinthos, portrayed by Daytime Emmy winner Maurice Benard, and Lorenzo Alcazar, portrayed by Ted King.

After leaving General Hospital, Braun played the female lead in the independent movie Little Chenier, which was filmed in Louisiana in August 2005. Braun worked with a dialect coach to perfect a Cajun accent, and she altered her appearance by getting a bronzed tan and darkening her hair. Tamara appeared as pastry chef Rose on four episodes of the ABC sitcom Freddie as a romantic interest of both lead male characters. Tamara has also starred in the independent film Limbo Lounge, directed by Tom Pankratz. In 2006 and 2007 respectively, Braun appeared on the CBS hit shows Cold Case and Ghost Whisperer; in the former she portrayed a country singer who helped cover up the murder of a fellow singer in order to protect her career. Additionally, she appeared in the 2007 season premiere of Without a Trace.

In 2008, Braun joined the cast of the NBC soap opera Days of our Lives in the Emmy-winning role of  Ava Vitali, a woman from long-time veteran Stephen Nichols' character Steve Johnson's past. She left the soap in August 2008, but would go on to win a Daytime Emmy award for Best Supporting Actress for her portrayal of Ava Vitali. Later that year she joined the cast of All My Children as Reese Williams, her second soap opera role since leaving General Hospital in April 2005.

In July 2009, she landed the recurring role of Renee Ellen on the TNT show Saving Grace, starring Holly Hunter.

On February 15, 2011, Soap Opera Digest announced Braun would return to Days of Our Lives, in the new role of Taylor Walker, replacing actress Natalia Livingston. On June 7, 2011, Braun was let go from Days of Our Lives; she made her final appearance as Taylor on September 22, 2011. In July 2015, it was announced that Braun would reprise her portrayal of Ava on Days of Our Lives, in celebration of the soap's fiftieth anniversary. She departed the role in March 2016.

In October 2017, Entertainment Weekly announced Braun would return to General Hospital once again, this time in a new role. She made her first appearance as Kim Nero on November 22, 2017. She left the role in 2019. The following year, it was announced she would return to Days of Our Lives as Ava. She returned to the role in November, 2020.

title: Tamara Braun


text:
USS Hazelwood (DD-531)

USS Hazelwood (DD-531) was a World War II-era Fletcher-class destroyer in the service of the United States Navy. The ship was the second named for Commodore John Hazelwood; a naval leader in the American Continental Navy.

World War II
Hazelwood was laid down 11 April 1942 by the Bethlehem Shipbuilding Co., San Francisco, California; launched 20 November 1942; sponsored by Mrs. Harold J. Fosdick; and commissioned 18 June 1943.

After shakedown, Hazelwood departed the West Coast 5 September. Reaching Pearl Harbor 9 September, she sailed 2 days later with a fast carrier strike force under Rear Admiral C. A. Pownall in Lexington to launch carrier-based air strikes against Tarawa, Gilbert Islands. Hazelwood next joined a second fast carrier force—6 carriers, 7 cruisers, and 24 destroyers under Rear Admiral Alfred E. Montgomery—for strikes against Wake Island 5 October and 6 October.

Returning to Pearl Harbor 11 October, the destroyer took part in intensive training to prepare for the giant amphibious drive to Japan. She joined Task Force 53 under Vice Admiral Raymond A. Spruance at Havannah Harbor, New Hebrides, 5 November. Departing 13 November, she took part in invasion of the Gilbert Islands 20 November. In one of the bitterest struggles during the fleet's push across the Pacific, she served on antisubmarine patrol and as standby fighter-director ship. Hazelwood returned to Pearl Harbor 7 December 1943 to prepare for the next operation.

As the war in the Pacific gained momentum, Hazelwood sortied from Pearl Harbor 22 January 1944 as part of Task Force 52 under Admiral Spruance for the invasion of Kwajalein and Majuro Atolls in the Marshall Islands. After troops stormed ashore 31 January, she anchored in Kwajalein Harbor as primary fighter-director ship and also patrolled against enemy submarines. This objective secured, she departed Kwajalein 15 February for several months of patrol and escort duty through the Solomons and Marshalls. She also bombarded Japanese shore positions at Ungalabu Harbor and a tank farm on New Ireland.

Palau
Hazelwood next participated in the invasion of the Palaus. As the 1st Marine Division landed on Peleliu, Palau Islands, 15 September, she pounded enemy shore positions with gunfire to lessen Japanese opposition. She remained off Peleliu on patrol until 3 October, when she sailed to Seeadler Harbor, Manus Island. There the never-resting veteran joined Vice Admiral Kinkaid's naval forces for the invasion and liberation of the Philippines. As troops landed under naval cover on Leyte 20 October, Hazelwood came under heavy Japanese air attacks.

The next week brought constant enemy air raids and a succession of far reaching fleet moves as the Imperial Navy made one final but futile effort to drive America out of the Philippines and regain some measure of control over the seas. In this struggle, known to history as the Battle of Leyte Gulf, the Japanese Navy was all but annihilated. Three enemy battleships, four carriers, six heavy cruisers, four light cruisers, nine destroyers, and a host of planes were destroyed. Hazelwood herself accounted for at least two kamikazes destroyed.

Leyte Gulf
Hazelwood engaged in patrols off Leyte Gulf and gunnery and training exercises out of Ulithi during December. She then joined Vice Admiral McCain's fast carrier strike force and sailed 30 December. Carrying the war home to the enemy, the carriers launched heavy air raids against Japanese positions in the Ryukyu Islands, Taiwan, Okinawa, and along the China coast 3–7 January 1945. These devastating strikes also diverted Japanese attention from the Philippines, where landings were made at Lingayen Gulf 9 January. After further strikes on Japanese positions in Indochina, the hard-hitting force returned to Ulithi 26 January.

Japan and Iwo Jima
Joining another fast and mobile carrier task force, Hazelwood sortied 11 February to protect carriers as they launched heavy air strikes against the Japanese home islands 16 and 17 February. Swiftly shifting positions as only sea-based power can, the fleet then sped south to provide support for the landings on Iwo Jima, begun 19 February. Although under constant attack from kamikazes as well as fighters and dive-bombers, Hazelwood came through the invasion untouched and on the night of 25 February sank two small enemy freighters with her guns.

Okinawa
Returning to Ulithi 1 March, the battle-tried destroyer sailed again for action 14 March with a fast carrier force to provide air cover and shore bombardment for the invasion of Okinawa, last step before invasion of the Japanese home islands. After the invasion 1 April, Hazelwood operated off Okinawa on radar picket and escort patrols through intense Japanese air attacks. On 29 April, the carrier group she was shepherding was attacked by kamikazes who dove out of low cloud cover.

Hazelwood, all guns blazing, maneuvered to avoid two of the Zeros. A third screamed out of the clouds from astern. Although hit by Hazelwood’s fire, the enemy plane careened past the superstructure. It hit #2 stack on the port side, smashed into the bridge, and exploded. Flaming gasoline spilled over the decks and bulkheads as the mast toppled and the forward guns were put out of action. Ten officers and 67 men were killed, including the Commanding Officer, Cmdr. V. P. Douw, and 36 were missing. Hazelwood’s engineering officer, Lt. (j.g.) C. M. Locke, took command and directed her crew in fighting the damage and aiding wounded. Proceeding by tow and part way under her own power, the gallant ship reached Ulithi 5 May for temporary repairs, then sailed to Mare Island Naval Shipyard via Pearl Harbor 14 June for permanent repairs. Hazelwood decommissioned 18 January 1946 and entered the Pacific Reserve Fleet at San Diego, California.

Post War service
Hazelwood recommissioned at San Diego 12 September 1951 to participate in the Korean War. After shakedown she departed San Diego 4 January 1952, and reached Newport, Rhode Island, 21 January to join Destroyer Forces, Atlantic Fleet. Operations and exercises along the East Coast and in the Caribbean, as well as hunter-killer training with carrier groups, occupied Hazelwood until she departed Newport for the Far East 7 December 1953.

She reached Tokyo 12 January 1954, via Pearl Harbor and spent the next few months operating with a fast carrier task force and patrolling along the Korean coast to enforce an uneasy armistice. The far-ranging destroyer returned to the States the long way, departing Hong Kong 28 May 1954 and sailing through the Suez Canal to reach Newport 17 July.

During the next few years, Hazelwood maintained a pattern of training and readiness operations along the East Coast and in the Caribbean interspersed with deployments to the Mediterranean. During the Suez Crisis in the fall of 1956 she served with the mighty 6th Fleet, patrolling the eastern Mediterranean and helping to stabilize a tense international situation.

In 1958, Hazelwood began extensive testing of helicopters for antisubmarine warfare both in Narragansett Bay and out of the Naval Ordnance Laboratory in Maryland. Assigned to the Destroyer Development Division, she participated in tests on equipment used with radar and electronic counter-measure systems. Her primary research and development work involved the testing of the Drone Anti-Submarine Helicopter (DASH). Hazelwood provided on board testing facilities, and helped make possible the perfection of DASH, an advanced and vital ASW weapons system. In August 1963 alone, the drone helicopter made 1,000 landings on the versatile destroyer's flight deck.

In addition to experimental developments, Hazelwood continued to engage in the many duties assigned to a destroyer. As America confronted Russia over the introduction of offensive missiles into Cuba in October 1962, she steamed again to the troubled Caribbean for antisubmarine and surveillance patrols. Hazelwood arrived Guantanamo Naval Base 5 November, just after the quarantine of Cuba had gone into effect and remained on guard during the crisis, serving as a Gun Fire Support Ship for Task Force 84. When the nuclear submarine Thresher failed to surface 10 April 1963, Hazelwood immediately deployed to the scene of the tragedy with scientists from the Woods Hole Oceanographic Institution to begin a systematic search for the missing ship.

Hazelwood resumed testing of DASH during June and later in the year conducted on board trials of the Shipboard Landing Assist Device (SLAD). She continued both developmental and tactical operations along the East Coast during the next year. She decommissioned 19 March 1965, and entered the Atlantic Reserve Fleet. Hazelwood was struck from the Naval Vessel Register 1 December 1974 and sold 14 April 1976.

Honors
Hazelwood received 10 battle stars for World War II service.

title: USS Hazelwood (DD-531)


text: User talk:67.2.15.131

title: User talk:67.2.15.131


text:
Wilson Boit Kipketer

Wilson Boit Kipketer (born 6 October 1973 in Kenya) is a middle and long distance athlete most widely known for running the 3000 m steeplechase. On 13 August 1997, at the Weltklasse Zürich, he set the world record in the steeplechase at 7:59.08, the third of three world records set in a 70-minute period of time. He was second individual after Moses Kiptanui to run under eight minutes. Boit Kipketer's record only stood for 11 days before it was crushed by Bernard Barmasai who took almost $3 1/2$ seconds off the mark. A week earlier, Boit Kipketer led a Kenyan sweep of the same race in the 1997 World Championships, edging out Barmasai and then world record holder, three-time defending champion Kiptanui. He came back two years later to claim a silver medal in the 1999 World Championships and the following year in the 2000 Olympics.

He was born into a large family, one of twelve children.

In 2003, during an immigration clampdown by the Swedish authorities, Boit Kipketer was refused permission to run in Stockholm where the event organisers had lined him up as one of the main attractions, because he did not have the required visa.

He planned to debut in marathon at the Düsseldorf Marathon on May 6, 2007.

He is not related to Wilson Kipketer, the 800 m runner who represented Denmark and was also part of the three world records set in 70 minutes in Zurich. Both attended St. Patrick's High School at the same time.

Politics
After his competitive career, Kipketer went into local politics as a member of the county assembly of the Kabiemit Ward.

Major achievements
(3000 m steeplechase)
 * 1997
 * 1997 World Championships in Athletics - Athens, Greece.
 * gold medal
 * World Record - Zürich, Switzerland
 * 7 minutes 59.08 seconds
 * 1999
 * 1999 World Championships in Athletics - Seville, Spain
 * silver medal
 * 1999 All-Africa Games - Johannesburg, South Africa.
 * silver medal
 * 2000
 * 2000 Summer Olympics - Sydney, Australia.
 * silver medal
 * 2002
 * 2002 IAAF World Cup
 * gold medal
 * 2002 African Championships - Tunis, Tunisia.
 * silver medal

title: Wilson Boit Kipketer


text:
Cardrona

Cardrona can refer to:

 * Cardrona, New Zealand - a locality between Wānaka and Queenstown
 * Cardrona Alpine Resort - a ski field close to Cardrona
 * Cardrona, Scottish Borders - a village in the Scottish Borders

title: Cardrona


text:
Eduard Čech

Eduard Čech (29 June 1893 – 15 March 1960) was a Czech mathematician. His research interests included projective differential geometry and topology. He is especially known for the technique known as Stone–Čech compactification (in topology) and the notion of Čech cohomology. He was the first to publish a proof of Tychonoff's theorem in 1937.

Biography
He was born in Stračov, then in Bohemia, Austria-Hungary, now in the Czech Republic. His father was Čeněk Čech, a policeman, and his mother was Anna Kleplová.

After attending the gymnasium in Hradec Králové, Čech was admitted to the Philosophy Faculty of Charles University of Prague in 1912. In 1915 he was drafted into the Austro-Hungarian Army and participated in World War I, after which he completed his undergraduate degree in 1918. He received his doctoral degree in 1920 at Charles University; his thesis, titled On Curves and Plane Elements of the Third Order, was written under the direction of Karel Petr. In 1921–1922 he collaborated with Guido Fubini in Turin, Italy. He taught at Masaryk University in Brno and at Charles University. Ivo Babuška, Vlastimil Dlab, Zdeněk Frolík, Věra Trnková, and Petr Vopěnka have been doctoral students of Čech.

He attended the First International Topological Conference held in Moscow 4–10 September 1935. He made two presentations there: "Accessibility and homology" and "Betti groups with different coefficient groups".

He died in Prague in 1960.

title: Eduard Čech


text:
User:Dora dora

Hello there, I'm a Wikipedian mainly contributing to Japanese Wikipedia. I use username "Dora" in Ja-wikipedia. Thank you.

title: User:Dora dora


text:
Independent Labour Party (Manitoba, 1920)

The Independent Labour Party was the leading social-democratic party in the Canadian province of Manitoba prior to the emergence of the Co-operative Commonwealth Federation. Several of its candidates were elected to the Legislative Assembly of Manitoba and it counted federal Members of Parliament J. S. Woodsworth and A. A. Heaps among its members.

The ILP was founded in December 1920 by disgruntled members of the Dominion Labour Party, who left that organization when it was taken over by rightist elements. Like the DLP, the ILP was a reformist labour group, and often had hostile relations with parties further to the left. In the provincial election of 1920, the combined efforts of reformist labourites and socialists resulted in eleven leftists being elected to the Manitoba legislature. Most of these Members of the Legislative Assembly (MLAs), including parliamentary leader Fred Dixon, were part of the exodus from the DLP to the ILP later in the year.

The ILP took six seats in the election of 1922, and Dixon resigned from the legislature in 1923 following a family tragedy. He was replaced as party leader by John Queen, formerly of the Social Democratic Party of Canada. Support for left-wing and labour parties declined throughout Canada in the late 1920s. Queen led the ILP through the elections of 1927, winning three seats.

The party's fortunes improved during the Depression, and the ILP took five seats in 1932. Seymour Farmer became leader of the ILP in 1935.

The ILP never affiliated with the Canadian Labour Party. Initially, this was because the rightist DLP leadership had affiliated itself with the CLP soon after the exodus of ILP members. There were attempts at a compromise, but divisions between DLP and ILP members were too strong to overcome and the ILP refused to join the "national" organization as such. Later, the ILP would remain out of the CLP due to the large number of communists who joined the latter group in the 1920s. (The CLP was, in any case, a fairly weak organization in Manitoba, and the ILP leaders had little incentive to merge with their smaller rival.)

The ILP had a complicated relationship with the Co-operative Commonwealth Federation (CCF) in the 1930s. The CCF was formed in 1932 to expand the parliamentary left's support base beyond the urban working class, and many in the ILP were suspicious of this. The parties nevertheless became aligned in 1933, at a time when the CCF organization in the province was weak. In three years, the CCF had developed its own identity and was less willing to support the ILP's demands for autonomy.

The party was referred to as "ILP-CCF" during the provincial election of 1936, against the opposition of some traditional ILP supporters. Following the election (in which the party won seven seats), a group of disgruntled ILP members succeeded in temporarily disaffiliating the parties. Pressure from David Lewis and J. S. Woodsworth brought about a realignment, but the ILP's relationship with the CCF remained shakey until the early 1940s, when CCF loyalists took over the ILP's internal organization. These divisions were especially noticeable at the start of the Second World War: the ILP supported an all-out war effort, whereas the CCF favoured conscription of "wealth before men".

The ILP organization officially disbanded in 1943. It had been superseded by the CCF some time earlier.

Party leaders

 * 1) Fred Dixon  1921–1923
 * 2) John Queen  1923–1935
 * 3) Seymour Farmer  1935–1943

All leaders were selected by party caucus, seemingly without opposition.


text:
Chaponost

Chaponost is a commune in the Rhône department in eastern France.

It is known for its Roman aqueducts.

Monuments

The Roman aqueduct of the Gier, estimated to be 75 km long, was built under Hadrian's reign during the second century CE to enable water supply of the Roman city of Lugdunum (Lyon) from Mont Pilat (source of the river Gier). Arches of the aqueducts (around 92 arches on 550 m) are located on the territory of the commune, at the site of "Le Plat de l'Air".

Twin towns
Chaponost is twinned with:

 * 🇮🇹 Lesignano de' Bagni, Italy, since 2008

title: Chaponost


text:
BAC Jet Provost

The BAC Jet Provost is a British jet trainer aircraft that was in use with the Royal Air Force (RAF) from 1955 to 1993. It was originally developed by Hunting Percival from the earlier piston engine-powered Percival Provost basic trainer, and later produced by the British Aircraft Corporation (BAC). In addition to the multiple RAF orders, the Jet Provost, sometimes with light armament, was exported to many air forces worldwide. The design was also further developed into a more heavily armed ground attack variant under the name BAC Strikemaster.

Origins
In early 1951, Hunting Percival began work on the design studies that would ultimately lead to the Jet Provost. At the time, the company was in the process of establishing mass production for the earlier piston-engined Percival Provost basic trainer, but had anticipated that demand for a jet-powered trainer aircraft would be on the horizon. The design team aimed to produce an aircraft capable of equalling the handling characteristics of operational jet fighters of the era while also possessing modest approach and stall speeds and remaining simple to handle, as opposed to aiming to obtain maximum performance.

During the early design process, a series of increasingly frequent liaisons with RAF Flying Training Command took place, helping to gauge the considerations required to succeed in aspects of the proposed aircraft's design, such as instructional processes and maintenance requirements. During development, Hunting Percival had intentionally reused as many existing components and subsystems of the Percival Provost as possible, including the tail surfaces, main planes and main undercarriage legs, to speed development through to the prototype stage. The initial design work was performed as a private venture, independent of any service requirement; in March 1953, sponsorship from the British Government to support the development was made available as a result of interest from the Ministry of Supply. That same month, an order for service-test quantity of Jet Provosts was received.

Prototypes and evaluation
On 26 June 1954, the prototype XD674 conducted its maiden flight from the factory at Luton Airport, flown by Dick Wheldon. A series of seven flights were flown in quick succession over the following three days. By early November 1954, a total of 123 flying hours had been accumulated by the prototype during Hunting Percival's own flight test program, after which the prototype was submitted for official trials at RAF Boscombe Down. While testing proved the overall performance of the Jet Provost to be satisfactory, refinements were made, such as shortening the legs of the landing gear for a smoother ride when deployed at semi-prepared airstrips.

On 19 February 1955, the first of ten pre-production aircraft, designated as the Jet Provost T1, performed its first flight. In May 1955, three of the pre-production aircraft were assigned for the first stage of service trials with the Central Flying School (CFS) of the RAF to determine the value of the Jet Provost in the ab initio training role and to develop a syllabus for the training program. During the second stage of CFS trials using the same three aircraft, actual students were introduced to the type for practical evaluation purposes, which was performed at RAF Hullavington until the successful completion of trials on 2 July 1956. According to feedback from CFS examiners, the Jet Provost had noticeably improved the performance of students during its trial deployment.

Further development
As a result of the results and responses produced from the trials performed using the pre-production aircraft, Hunting Percival proceeded to develop and incorporate several different improvements upon the design. Amongst the changes made was an overall smoothing of the fuselage lines, hydraulic systems being substituted for pneumatic counterparts, and the addition of a dorsal fillet; the new model was designated as the Jet Provost T2. On 1 September 1955, the first Jet Provost T2 made its first flight. This variant was used only for development work; in addition to seeing use at Hullavington, three Jet Provost T2s were dispatched overseas for winterization trials in Scandinavia and a series of sales tours across Europe, Canada, the United States of America, and Latin America.

In June 1957, a production order was placed for the first 40 of the developed Jet Provost T3, featuring a more powerful Armstrong Siddeley Viper jet engine, ejector seats, a redesign of the airframe, and a shortened and strengthened version of the retractable tricycle undercarriage. Percival built a single example, which was used purely for structural tests throughout the development stages, giving the designers valuable research into what could be achieved with the basic design. On 22 June 1958, the first Jet Provost T.3 conducted its first flight. In total, 201 T3s were delivered between 1958 and 1962.

The T4 followed in 1960, fitted with a more powerful variant of the Viper engine and first flown on 15 July, and this was followed by the pressurised T5 in 1967. The T51 was an armed export version, sold to Ceylon (present day Sri Lanka), Kuwait and Sudan. It was armed with two 7.7-mm (0.303-inch) machine guns. The T52 was another export version sold to Iraq, South Yemen, Sudan and Venezuela, with the same armament as the T51. The T55 was the final armed export version which was sold to Sudan. A more heavily armed variant of the airframe was developed as the BAC Strikemaster.

Design
The BAC Jet Provost is a dedicated jet-powered trainer aircraft; according to aviation publication Flight International, it has the distinction of being the first ab initio jet trainer to be standardised by any air force. As designed, it was intended for the Jet Provost to replace, rather than accompany, the use of piston-engine trainer aircraft. The Jet Provost incorporates numerous features to support students during training. The aerodynamic design deliberately avoids speed, instead focusing on favourable handling characteristics and ease of recovery from stall and spin conditions. An emphasis was placed on flexibility, enabling use of the type throughout a range of training operations.

The cockpit of the Jet Provost, and much of the operational equipment fittings, is essentially identical to that of the preceding Percival Provost. It features a side-by-side seating arrangement, both positions being fitted with duplicated flight controls and instrumentation, which is well suited to the pupil-instructor pairing. The dual flight controls employs conventional manually-controlled flight control surfaces via a cable-and-tie rod arrangement. A key feature for the era amongst the fittings in the cockpit is the Centralized Warning Panel, which alerts the pilots in the event of a number of unfavourable or hazardous conditions being detected, such as icing conditions, fire, and oxygen failure. The high-flying capabilities of the Jet Provost necessitated the addition of an oxygen system in the cockpit, which was unpressurised on early production aircraft.

The Jet Provost has an uncomplicated structure, the airframe being based on the Percival Provost, albeit being strengthened in key areas such as the main wing spar and featuring a substantially different undercarriage arrangement. It possesses an all-metal stressed-skin fuselage built in two sections, the forward section stretching from the rear of the engine bay to the nose comprises a double-frame to absorb the wing and engine loads, while the rear fuselage section uses an orthodox semi-monocoque structure. Major loads across the fuselage are supported by a combination of four longerons and a single longitudinal beam across the upper-center line. The ailerons, elevators, and rudder are all attached to the airframe via two inset hinges each. The nose contains a hinged metal assembly, housing the radio, batteries, and other electronic equipment, and is easily serviceable by ground crew. All fuel tankage is housed within the wings. Where possible, all components used were designed to maximized interchangeability and to conform with international standardisation; a total of 49 service panels across the aircraft's exterior provides access for maintenance and servicing.

The Jet Provost is equipped with a single Armstrong Siddeley Viper 101 turbojet engine, which is mounted behind the cockpit in a roomy stainless steel-lined engine bay upon a secondary steel-tube structure. Air is fed to the engine by a pair of ram-air intakes set on either side of the aircraft's forward fuselage connected via sharply-curving ducts to converge just forward of the engine itself. As supplied, each engine is delivered as a compact engine-change unit, comprising the engine itself, accessories, and oil tank. Both the hydraulic and electrical systems were driven via a fuselage-mounted accessories gearbox connected to the Viper engine by a telescopic drive. One particularly favourable aspect of the Viper engine is the low maintenance demands imposed for the era. Engine ignition is achieved via an electric starter system, the engine controls have been described as being of a conventional nature.

Operational service

The Jet Provost proved to be a capable trainer, being used in the ab initio Basic Trainer role from the outset (pilots progressed to the de Havilland Vampire and later the Folland Gnat for Advanced Jet Training).

After successful acceptance trials of the T1 during late 1955 at No. 2 Flying Training School at RAF Hullavington, the RAF formally accepted the type in 1957. The first production version was the T3, powered by the Viper 102, and this entered service with No. 2 FTS, located at RAF Syerston, during June 1959, when deliveries commenced from the Hunting Aircraft factory at Luton airport. The T3 was also operated by Central Flying School at RAF Little Rissington; the Royal Air Force College at RAF Cranwell, Lincolnshire; by No. 1 Flying Training School at RAF Linton-on-Ouse, Yorkshire; 3FTS at RAF Leeming, Yorkshire; 6FTS at RAF Acklington, Northumberland; and 7FTS at RAF Church Fenton, Yorkshire. The twin-seated side by side variant was also used at RAF Brawdy in Wales to train Forward Air Controllers.

The later T4 was fitted with the more powerful Viper A.S.V. 11 of 2,500 lbs static thrust and first flew on 15 July 1960. It quickly entered service with the units listed above.

The T5 variant was fitted with the Viper 201 and cockpit pressurisation. These developments encouraged the RAF to utilise the Jet Provost in a number of different roles besides basic training. With a top speed of 440 mph, excellent maneuverability, mechanical reliability and low operating costs, the Jet Provost was utilized as an aerobatic aircraft, air warfare and tactical weapons training as well as advanced training. The first T5 made its maiden flight on 28 February 1967 and deliveries from BAC's Warton factory commenced on 3 September 1969. Operators of the T5 included the RAFs Central Flying School and No. 1, No. 3 and No. 6 Flying Training Schools.

Besides service with the RAF, the Jet Provost found success in export markets. A single Jet Provost T2 was exported to Australia and was operated by the Royal Australian Air Force (RAAF) to evaluate the type for the purpose of providing 'all-through' jet-based training. Following a six-month evaluation period, the RAAF ultimately decided to retain the de Havilland Vampire to fulfill its requirements for a jet-powered trainer, and later replaced its Vampires with the Italian-built Aermacchi MB-326 during the late 1960s instead. The sole aircraft itself was retained, being presented to the Sydney Technical College for use as an instructional airframe, and was later preserved.

Ceylon ordered 12 Jet Provost T51, these went into operational service in early 1960, one crashed in February 1960 following a flame out. The Provost were meant for pilot conversions for jets and intended as a stepping stone to introduce jet fighters to the Royal Ceylon Air Force (RCyAF). However these plans were scrapped due to defense cuts following the attempted coup in 1962 and by the late 1960s the remaining Provosts were mothballed. With the outbreak of the 1971 JVP insurrection in April 1971, the RCyAF took out its mothballed Provosts and started a crash program to bring these to operational readiness in three days. These Provost carried out ground attack sorties on insurgent targets, vectored in by helicopters that used smoke bombs to mark targets for Provosts. One Provost crashed returning from a sortie and its pilot killed.

Nigeria acquired two ex-Sudan Air Force Jet Provost T.51s in 1967, using them for training and ground attack purposes against Biafra during the Nigerian Civil War. Flown both by Nigeran and mercenary pilots, they proved effective as in both roles, but efforts to obtain more Jet Provosts directly from Britain failed. The Jet Provost was withdrawn from RAF service during the early 1990s, having been replaced by the newer turboprop-powered Short Tucano. Ab initio training had reverted to piston-engined aircraft in the early 1970s, using the Scottish Aviation Bulldog.

The Jet Provost remains popular among private operators and enthusiasts; being an inexpensive jet, many have been acquired and maintained in a flightworthy condition by collectors and private individuals. Some are flown at airshows, whilst roughly equal numbers are maintained in ground-runnable condition at various locations, many of these being in the United Kingdom.

Operators

 * Royal Australian Air Force evaluated a single T.2 in No. 1 Flying Training School RAAF for six months in 1959.
 * Ceylon
 * Royal Ceylon Air Force received 12 T.51s.
 * 🇮🇶 Iraq
 * Iraqi Air Force received 20 T.52s, with deliveries starting in August 1964.
 * Kuwait Air Force received six T.51s.
 * Nigerian Air Force received two ex-Sudanese T.51s in 1967.
 * Portuguese Air Force evaluated the T.2B in 1959. (Returned to UK in 1960).
 * Republic of Singapore Air Force operated three (ex-South Yemen Air Force) T.52s from 1975 until 1980.
 * South Yemen
 * People's Republic of Yemen Air Force received four T.52As in 1967, and four more in 1970.
 * Sudan Air Force received four T.51s and eight T.52s in 1962. Five T.55s were ordered in 1966.
 * Royal Air Force
 * No. 1 Flying Training School RAF
 * No. 2 Flying Training School RAF
 * No. 3 Flying Training School RAF
 * No. 6 Flying Training School RAF
 * No. 7 Flying Training School RAF
 * Central Flying School
 * Royal Air Force College Cranwell
 * RAF College of Air Warfare
 * Central Air Traffic Control School
 * 🇻🇪 Venezuela
 * Venezuelan Air Force received 15 T.52s.
 * No. 7 Flying Training School RAF
 * Central Flying School
 * Royal Air Force College Cranwell
 * RAF College of Air Warfare
 * Central Air Traffic Control School
 * 🇻🇪 Venezuela
 * Venezuelan Air Force received 15 T.52s.

Australia

 * The only Jet Provost T2 to enter service with the RAAF, A99-1, is preserved at the RAAF Museum, RAAF Williams, Point Cook, Victoria, Australia.
 * A Jet Provost is outdoors in preservation at Gippsland Armed Forces Museum (West Sale Airport, VIC)

Canada

 * Jet Provost T4, XR679 (C-FDJP), is housed at the Jet Aircraft Museum, London International Airport, Ontario, Canada.

Cyprus

 * Jet Provost T4, XP666 is privately owned at Pafos Airport, Cyprus.

Germany

 * Jet Provost T4, XS217 is privately owned in Germany.

Italy

 * Jet Provost T3A, XM478 is on display at Volandia - Parco e Museo del Volo, Somma Lombardo, Italy.

Jersey

 * Jet Provost T4, XP573 is at the Jersey Airport Fire Section, Channel Islands.

New Zealand

 * Jet Provost T5A, XW357, is on display at the National Transport and Toy Museum, Wānaka, New Zealand.

Sri Lanka

 * 2 Jet Provost T51s are on display at the Sri Lanka Air Force Museum, Rathmalana, Sri Lanka.

United Kingdom

 * Jet Provost T1, XD674 is located in Hangar 1 at Royal Air Force Museum Cosford.
 * Jet Provost T1, XM129 (painted as XD693) is stored at North Weald Airfield.
 * Jet Provost T3, XN458 was bought on eBay for £1,050 by a group of people formed for the purpose, the 458 Club. It was put on display after restoration, in the original 1960s colour scheme of 1 FTS, in the beer garden of the Standard Inn, Northallerton, North Yorkshire, England, whose landlord Paul Greig found and snipe-bid for the aircraft.
 * Jet Provost T3A XM350, is on display at South Yorkshire Aircraft Museum, along with cockpit sections of T3 XM411, T3 XN511 and T4 XS216
 * Jet Provost T3, XM351 is also located at Royal Air Force Museum Cosford.
 * Jet Provost T3A, XM405 (registered as "G-TORE" for civilian use ), is located on a private farm in Market Harborough.
 * Jet Provost T3A, XM412, is located on the airfield at Balado, near Kinross, Scotland.
 * Jet Provost T3A, XM414, is located at the Ulster Aviation Society at Long Kesh, Northern Ireland.
 * Jet Provost T3A, XM479 (registered as "G-BVEZ" for civilian use), is owned by a private group and flies from Leeds East Airport.
 * Jet Provost T3A, XN582, is preserved at the Yorkshire Air Museum, Elvington, York, England. The museum has also acquired T3A XN589 with the closure of nearby RAF Linton-on-Ouse and is restoring it.
 * Jet Provost T3A, XN586, is on display at the Brooklands Museum, Weybridge, Surrey, England.
 * Jet Provost T4, XP556, is at Cranwell Aviation Heritage Museum, North Rauceby, Lincolnshire, England.
 * Jet Provost T4, XP557, is at Dumfries and Galloway Aviation Museum, Dumfries, Scotland.
 * Jet Provost T4, XP568 is on static display at East Midlands Aeropark.
 * Jet Provost T4, XP627, is on display at North East Aircraft Museum, Sunderland, Tyne and Wear, England.
 * Jet Provost T4, XP640, is preserved at the Yorkshire Air Museum, Elvington, York, England, along with the cockpit section of T3 XM373.
 * Jet Provost T4, XS209, is located at the Solway Aviation Museum, Carlisle Lake District Airport, England.
 * Jet Provost T5A, XW310, is stored at North Weald Airfield, Essex, England.
 * Jet Provost T5, XW323, is located at the Royal Air Force Museum London, Hendon Aerodrome, London, England.
 * Jet Provost T5A, XW405, is on display at the Hartlepool College of Further Education, Hartlepool, England. The college also uses T5 XW309 and T5A XW404 to educate students.
 * Jet Provost T5A, XW375, is on site at the former Highland Aviation Museum
 * Jet Provost T5A, XW434, is on display as gate guardian at Wolverhampton Halfpenny Green airport

United States

 * Jet Provost T3, XM349, is on static display at Air Heritage Aviation Museum in Beaver Falls, Pennsylvania.
 * Jet Provost T3A, XM357, is housed at the Tillamook Air Museum, Oregon.
 * Jet Provost T3, XM455, in a private collection in Las Vegas, Nevada
 * Jet Provost T3A, XM464, is on static display at Pima Air & Space Museum in Tucson, Arizona.
 * Jet Provost T5A, XW294, located at the Everett Community College. Paine Field, Washington
 * Jet Provost T5A, XW306, is privately owned and registered as N313A
 * Jet Provost T5A, XW312, also located at the Everett Community College. Paine Field, Washington
 * Jet Provost T5A, XW314, in private storage roadside in Maple Hill, North Carolina
 * Jet Provost T5A, XW326, registered as N326GV is located at the Zephyrhills airport in Florida. Privately owned and displayed at airshows by its owner aerobatic pilot Dondi Pesquera.

title: BAC Jet Provost


text:
Talk:Siula Grande

Untitled
As far as I can determine from the mountaineering literature, Joe Simpson and Simon Yates were the first to reach the summit via the West face of Siula Grande in 1985. I found no record of previous ascents, but as the film states the West face was until 1985 unconquered, and that a previous team had descended via the North Ridge, it implies there were previous ascents, just not via the West face.

I'm still looking for details of previous acents, so far I've only found later ascents. I also want to find the name they gave the first West face route. -Wikibob | Talk 23:41, 2004 Jul 26 (UTC)

Anybody have any idea what Siula means?

 * No but it is most likely Quechua along with most of the mountains in the Cordillera Huayhuash.
 * actually, I'm wondering more about the pronunciation. any ideas? --little Alex 06:33, 11 November 2005 (UTC)
 * FWIW the pronunciation is . I don't think it's necessary to include it in the infobox though, as it doesn't seem to be standard practice to do so with Spanish mountain names, and it follows the usual and invariable Spanish pronunciation rules. Blisco 19:38, 8 May 2006 (UTC)

I've spoken to people in Perú who organize climbs of the local range and they say that there are two other routes on the eastern side of the mouintain, but that it is still true that no one has yet ascended the western face of the Siulá grande since oe Simpson and Simon Yates.

As for pronunciation, The letter "a" in Siulá should contain an accent and is thus stressed.

External links modified
Hello fellow Wikipedians,

I have just added archive links to 1 one external link on Siula Grande. Please take a moment to review my edit. If necessary, add after the link to keep me from modifying it. Alternatively, you can add to keep me off the page altogether. I made the following changes:
 * Added archive https://web.archive.org/20070928002826/http://www.vertimania.com.mx/noticias/nueva_ruta_en_la_pared_noreste_del_Siula.htm to http://www.vertimania.com.mx/noticias/nueva_ruta_en_la_pared_noreste_del_Siula.htm

When you have finished reviewing my changes, please set the checked parameter below to true to let others know.

Cheers.—cyberbot II  Talk to my owner :Online 05:01, 8 January 2016 (UTC)

External links modified
Hello fellow Wikipedians,

I have just added archive links to 1 one external link on Siula Grande. Please take a moment to review my edit. If necessary, add after the link to keep me from modifying it. Alternatively, you can add to keep me off the page altogether. I made the following changes:
 * Added archive https://web.archive.org/20081031004702/http://www.americanalpineclub.org/AAJO/pdfs/2002/294_peru_aaj2002.pdf to http://www.americanalpineclub.org/AAJO/pdfs/2002/294_peru_aaj2002.pdf

When you have finished reviewing my changes, please set the checked parameter below to true to let others know.

Cheers.—cyberbot II  Talk to my owner :Online 07:10, 10 February 2016 (UTC)

title: Talk:Siula Grande


text:
G-8 (character)

G-8 was a heroic aviator and spy during World War I in pulp fiction. He starred in his own title G-8 and His Battle Aces, published by Popular Publications. All stories were written by Robert J. Hogan, under his own name. The title lasted 110 issues, from October 1933 to June 1944. Many of the novels have been reprinted by a wide range of publishers including comic books.

While not as dramatic a pulp character as Doc Savage or the Shadow, his stories were often outlandish, with many supernatural or science fiction elements. G-8's true identity was never revealed. He had a girlfriend, a nurse who aided his group, and her name as well was never revealed. His English manservant was named Battle. His wing-men were the short Nippy Weston, who flew an aircraft numbered 13, and the tall and muscular but superstitious Bull Martin, whose aircraft was numbered 7. Both of them were Americans. His adventures entailed fighting against the lethal super technology that was constantly created by the Kaiser's mad scientists. Reoccurring villains included Herr Doktor Krueger, the Steel Mask, and Grun.

A character based on G-8 made two appearances in the comic book Planetary alongside many other pulp analogues as part of a society for the betterment of humankind.

List of G-8 and His Battle Aces titles

 * 1) The Bat Staffel
 * 2) Purple Aces
 * 3) Ace of the White Death
 * 4) The Midnight Eagle
 * 5) The Vampire Staffel
 * 6) The Skeleton Patrol
 * 7) Squadron of Corpses
 * 8) The Invisible Staffel
 * 9) The Dynamite Squadron
 * 10) The Dragon Patrol
 * 11) The Hurricane Patrol
 * 12) The Panther Squadron
 * 13) The Spider Staffel
 * 14) The Mad Dog Squadron
 * 15) The Blizzard Staffel
 * 16) The X-Ray Eye
 * 17) Squadron of the Scorpion
 * 18) The Death Monsters
 * 19) The Cave Man Patrol
 * 20) The Gorilla Staffel
 * 21) The Sword Staffel
 * 22) Wings of the Juggernaut
 * 23) The Headless Staffel
 * 24) Staffel of Beasts
 * 25) Claws of the Sky Monster
 * 26) Staffel of Invisible Men
 * 27) Staffel of the Floating Heads
 * 28) The Blood Bat Staffel
 * 29) Skeletons of the Black Cross
 * 30) The Patrol of the Dead
 * 31) Scourge of the Sky Beast
 * 32) The Wings of Satan
 * 33) Patrol of the Cloud Crusher
 * 34) Curse of the Sky Wolves
 * 35) Vultures of the Purple Death
 * 36) Wings of Invisible Doom
 * 37) Skies of Yellow Death
 * 38) Death Rides the Ceiling
 * 39) Patrol of the Mad
 * 40) Scourge of the Steel Mask
 * 41) Patrol of the Murder Masters
 * 42) Fangs of the Sky Leopard
 * 43) Vultures of the White Death
 * 44) Flight of the Dragon
 * 45) Flight from the Grave
 * 46) Patrol of the Purple Clan
 * 47) Vengeance of the Vikings
 * 48) Flight of the Green Assassin
 * 49) The Hand of Steel
 * 50) The Flight of the Hell Hawks
 * 51) The Drome of the Damned
 * 52) Satan Paints the Sky
 * 53) Wings for the Dead
 * 54) Patrol of the Phantom
 * 55) The Black Aces of Doom
 * 56) The Flames of Hell
 * 57) Patrol of the Iron Hand
 * 58) Fangs of the Serpent
 * 59) Aces of the Damned
 * 60) Patrol of the Sky Vulture
 * 61) The Condor Rides with Death
 * 62) Flying Coffins of the Damned
 * 63) The Bloody Wings of the Vampire
 * 64) Raiders of the Silent Death
 * 65) The Sky Serpent Flies Again
 * 66) The Black Wings of the Raven
 * 67) Death Rides the Last Patrol
 * 68) Three Fly with Satan
 * 69) Flight of the Death Battalion
 * 70) Wings of the Black Terror
 * 71) Patrol of the Iron Scourge
 * 72) Wings of the White Death
 * 73) The Black Buzzard Flies to Hell
 * 74) Red Fangs of the Sky Emperor
 * 75) The Falcon Flies with the Damned
 * 76) Sky-Guns for the Murder Master
 * 77) White Wings for the Dead
 * 78) Sky Coffins for Satan
 * 79) Wings of the Dragon Lord
 * 80) The Green Scourge of the Sky Raiders
 * 81) Red Wings for the Death Patrol
 * 82) The Damned Will Fly Again
 * 83) Death Rides the Midnight Patrol
 * 84) Bloody Wings for a Sky Hawk
 * 85) Red Skies for the Squadron of Satan
 * 86) Here Flies the Hawk of Hell
 * 87) Squadron of the Damned
 * 88) Death To the Hawks of War
 * 89) Hordes of the Wingless Death
 * 90) Raiders of the Red Death
 * 91) Wings of the Doomed
 * 92) Fangs of the Winged Cobra
 * 93) Death is My Destiny
 * 94) Squadron of the Flying Dead
 * 95) Horde of the Black Eagle
 * 96) The Death Divers
 * 97) Raiders of the Death Patrol
 * 98) The Mark of the Vulture
 * 99) The Death Master's Last Patrol
 * 100) Wings of the Gray Phantom
 * 101) The Squadron of Death Flies High
 * 102) The Patrol to the End of the World
 * 103) Wings of the Hawks of Death
 * 104) Scourge of the Sky Monster
 * 105) Winged Beasts of Death
 * 106) Bombs from the Murder Wolves
 * 107) Wings of the Iron Claw
 * 108) The Devil's Sky Trap
 * 109) Wings of the Death Monster
 * 110) Wings of the Death Tiger

Reprints
During the craze for hero pulp reprints in the 1970s started by the success of Doc Savage reprints, Berkley Books reprinted 8 G-8 novels. The first 3 had covers by Jim Steranko and a logo inspired by Doc Savage's. After that, the covers reprinted the original pulp covers.

In more recent years, some G-8 novels were reprinted by small presses like Adventure House. Adventure House recently started a reprint series of G-8 in similar size to the original pulps, including covers and interior artwork. So far, they have reprinted over 40 issues.

title: G-8 (character)