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Cirrus Aircraft

The Cirrus Design Corporation, doing business as Cirrus Aircraft (formally Cirrus Design), is an aircraft manufacturer that was founded in 1984 by Alan and Dale Klapmeier to produce the VK-30 kit aircraft, and is headquartered in Duluth, Minnesota, United States. The company is majority owned by a subsidiary of the Chinese government-owned Aviation Industry Corporation of China (AVIC), with operational locations in seven states across the US including Minnesota, North Dakota, Tennessee (where its customer headquarters are based), Texas, Arizona, Florida and Michigan, as well as additional sales locations in France and the Netherlands.

Cirrus markets several versions of its three certificated single-engine light aircraft models: the SR20 (certified in 1998), SR22 (certified in 2000), and SR22T (certified in 2010). As of April 2023, the company had delivered more than 9,000 SR-aircraft in over 20 years of production, and has been the world's largest producer of piston-powered aircraft since 2013.

Sales of the SR-series grew rapidly during the 2000s, until the economic crisis of 2008. Cirrus was planning to market a light-sport aircraft called the SR Sport, but suspended the project in 2009, due to financial challenges and a lack of market demand. This has since been cancelled. After a return to company growth and United States-based expansion in the 2010s, Cirrus certified and began deliveries of the Vision SF50 very light jet in 2016. Upon its delivery, the aircraft became the first civilian single-engined jet to enter the market, and is often referred to as a "personal jet".

The company produces all of its aircraft with composite materials and is known for pioneering new technologies in the light general aviation aircraft manufacturing industry, including glass cockpits and full-airframe ballistic parachutes.

In 2001, Cirrus sold a majority of the company to Bahrain-based Arcapita. Ten years later, the manufacturer was acquired by China Aviation Industry General Aircraft (CAIGA), which is a division of the state-owned AVIC. In 2024, it became a component of the SEHK.

1980s
In 1984, Cirrus Aircraft's founders, brothers Alan and Dale Klapmeier, along with spouses Jeff and Sally Viken, started developing the Cirrus VK-30 as a homebuilt aircraft in the basement of the Klapmeiers' parents' barn in rural Baraboo, Wisconsin. After a few years in the design phase, the brothers borrowed money to move the project to their own factory on the Baraboo–Wisconsin Dells Airport, where they began flight testing. The VK-30 was introduced at the 1987 EAA Oshkosh Convention and first flew on 11 February 1988. Kit deliveries commenced shortly thereafter.

1990s
Cirrus began designing the ST-50 under contract to Israeli aircraft manufacturer IsrAviation in the early 1990s. The aircraft was configured like the Cirrus VK-30 but powered by a Pratt & Whitney Canada PT6-135 turboprop engine, in place of the piston engine used in the VK-30. The prototype was first flown on 7 December 1994 by Norman E. Howell. Earlier that year, the Klapmeier brothers moved company headquarters from southern Wisconsin to a much larger facility at the Duluth International Airport in Duluth, Minnesota, bringing 35 employees with them and hiring another 15 at once.

In August 1996, Cirrus announced plans to build a plant at the Grand Forks International Airport in Grand Forks, North Dakota.

By the middle of the decade the company had discontinued the VK-30 and began development of the Cirrus SR20, which was first flown on 21 March 1995 and type certified on 23 October 1998. This was followed by customer deliveries of the SR20 beginning in July 1999.

2000s
In June 2000, the company received an FAA Production Certificate for its SR20 aircraft. On 30 November of that year, Cirrus received a type certificate for its next model, the Cirrus SR22, which began deliveries in 2001.

In August 2001, Cirrus sold 58% of the company for $100 million to Crescent Capital, the U.S. arm of the First Islamic Investment Bank of Bahrain (now called Arcapita).

In July 2002, the company announced that it would collaborate with the University of North Dakota Aerospace Foundation to provide a new Cirrus Customer Training program. In February the following year, Cirrus delivered the industry's first-ever all glass cockpit light aircraft, sparking a major transition in general aviation, whereby over 90% of all new light aircraft by the year 2006 were equipped with glass cockpits.

In June 2004, Cirrus received type certification for the SR20 from the European Aviation Safety Agency (EASA). That same year, Cirrus accomplished record-breaking sales, up 69% over the previous year. The SR22 became the world's best-selling general aviation aircraft.

Cirrus entered the civilian flight-training fleet market with SR20 deliveries to Sweden's Lund University in January 2005, followed by Western Michigan University in September of that year.

In 2006, the company delivered 721 aircraft (its most in a single year to date), celebrating the 3,000th SR-series airplane off the production line only seven years after deliveries commenced, something that no other aviation company had accomplished for decades. That summer, Cirrus acquired a 25-percent stake in SATSair, a 2004 start-up air taxi operator that flew 26 SR22s. SATSair ceased operations on 24 October 2009.

On 28 June 2007 the Cirrus Vision SF50 single-engine light jet was unveiled (then known simply as "The-Jet"). At the 2007 EAA AirVenture Oshkosh airshow, the company unveiled the Cirrus SRS light sport aircraft. A version of the B&F Fk14 Polaris, the type never entered production for Cirrus. In December 2007 Arcapita stated that it was looking to sell its share of the company. Cirrus indicated at the time of the announcement that this was expected as Arcapita was considered a medium-term investor.

The Jet took its first flight on 3 July 2008. In September 2008, the global sale slump in piston-engined aircraft impacted the company and it laid off 100 workers, or 8% of its workforce. This included 79 people at the main plant in Duluth, Minnesota and 29 employees at the composite construction plant in Grand Forks, North Dakota. After this round of lay-offs Cirrus had 1,230 employees remaining. Company COO Brent Wouters stated that the lay-offs were due to "not selling as many airplanes as we'd hoped to this year."

Company CEO Alan Klapmeier announced in October 2008 that due to the economic situation and resulting lack of demand for Cirrus aircraft, the company was moving to a three-day work week. He reported that sales were down 10% over the same period in the previous year. Compared to the industry average in that same period sales were down 16%. Klapmeier also indicated that introduction of the SRS would be delayed until 2009, due to lack of demand in the light-sport aircraft market sector, but that the Cirrus Vision SF50 jet would not be delayed.

Cirrus eliminated 208 employee positions in the fall of 2008 and cut aircraft production from 14 to 12 aircraft per week in response to the economic situation. In November 2008, the company announced that it would lay-off about 500 production employees for one month to allow for reductions in excess stock of aircraft produced. Between December 2008 and January 2009, the company began the process of changing its name from Cirrus Design to Cirrus Aircraft.

Cirrus started recalling its workers on 5 January 2009 after the month-long shutdown. The furloughed workers were called back slowly over the month, to ramp up production to eight aircraft per week, compared to a company capacity of 16 aircraft per week. The company indicated at that time that it would retain the ability to reduce its workforce quickly as the economic situation and sales numbers dictate.

On 9 January 2009, Cirrus announced that it would lay off 50 administrative employees and extend the layoff period for 100 of the 500 employees laid off over Christmas 2008. Company spokesman Bill King stated that the cuts were necessary or else the company would not survive the current economic crisis.

In early February 2009, the company's new CEO, Brent Wouters, indicated that the future of the company would likely hinge on the Vision SF50 jet design as production of the piston single-engine SR-series had fallen to 20% of its 2008 rate of 16 aircraft per week. Wouters characterized demand for new aircraft as "awful" and added, "We are increasing our focus on the jet, because that is going to be our future engine for growth in my estimation."

In April 2009, the company announced that it was suspending the Cirrus SRS light sport aircraft project. It cited economic conditions, that the aircraft required development, an expanded flight-training strategy and that the LSA rules were expected to change over time to allow LSAs with a broader mission profile.

On 29 April 2009, the company announced that it was increasing production from the previous 3-4 aircraft per week back to 6 aircraft per week. The change was accomplished without recalling any laid-off workers. The company stated: "We continue to see very encouraging trends in sales activities and interest from sales prospects domestically and around the world. Clearly, this is an upward move and is indicative of a stronger bias toward growth in aircraft orders. Though we remain in a very challenging environment, our hope is that this new rate is the first step and initial indicator of what will become a more substantial trend into the second half of the year and beyond."

On 1 June 2009, the company announced it was recalling 50 workers and boosting production to 8 aircraft per week.

The company stated:

In contrast to other reported general aviation industry trends, Cirrus Aircraft has seen consistent growth in new aircraft orders over the past 120 days, with stronger order rates consistently outpacing production output over that timeframe. Equally notable are the sources of the new orders. Domestic and international retail demand, as well as both U.S. and global institutional demand, are each playing a contributory role. Cirrus Certified, its pre-owned aircraft sales division, is seeing similar increased sales activity with used aircraft inventory levels showing increasing signs of stabilization.

On 26 June 2009, it was reported by AvWeb that Cirrus Aircraft co-founder and former CEO Alan Klapmeier intended to buy the Vision SF50 project from Cirrus and its major shareholder Arcapita and produce the aircraft under a new company. The new venture had been receiving financial advice from Merrill Lynch. Klapmeier indicated that his reason for wanting to take over the project was to speed up development and get the aircraft on the market sooner. Cirrus CEO Brent Wouters indicated that while the company intended to proceed with the SF50 program itself, he would listen to Klapmeier's proposal. On Monday 27 July 2009 Wouters and Cirrus co-founder Dale Klapmeier stated at a press conference that they would find a way to produce the SF50, either at Cirrus or through selling it to Alan Klapmeier. They both said that the key factor was raising enough capital to proceed with the project, complete certification and commence production. On Friday 31 July 2009 Alan Klapmeier announced that his offer to buy the SF50 program had not succeeded, with the key issue having been the program selling price, as well as other points and that the negotiations were at an end. Wouters responded saying further talks were possible, but that Cirrus would continue to develop the SF50 in house.

In late August 2009, Cirrus announced that it was laying off 85 employees, mostly office workers. Todd Simmons, vice president of marketing, stated: "These are challenging days for Cirrus, but the decision made is in the best interest in the entire company. Our outlook is still positive. We are making forward progress within the industry."

In November 2009, the company laid off an additional 58 workers, or 10% of the remaining payroll. The company indicated that it had failed to achieve some "institutional sales of aircraft" and that meant the lay-offs were expected, emphasizing that it does not indicate deeper problems with the company. As of 11 November 2009, the company had about 550 production workers employed.

2010s
In March 2010, Cirrus went to court in an attempt to get an order to prevent former supplier L-3 Communications from telling other Cirrus suppliers that Cirrus was heading into bankruptcy and from discouraging companies from doing business with Cirrus. On 1 April 2010, Cirrus applied for a "voluntary dismissal" of the case against L3, before L3 had filed a response. L3 had been engaged in a lawsuit against Cirrus for non-payment of US$18.7M in development costs for flat panel electronics, with Cirrus countering that L3 did not abide by the contract terms.

In June 2010, the company began paying back-rent owed to the city of Grand Forks. Cirrus had stopped paying its rent 16 months earlier. It also owed the city of Duluth back rent, which the city has indicated would be forgiven in exchange for job creation.

In February 2011, Cirrus was sold for US$210M to China Aviation Industry General Aircraft (CAIGA), a subsidiary of Aviation Industry Corporation, which is wholly owned by the Government of the People's Republic of China. The announcement of the sale was met with mixed responses. The Duluth News-Tribune labelled it "a sinking feeling of impending loss", while Russ Niles of AvWeb said "Chinese participation in the aviation industry isn't necessarily a bad thing and the folks in Duluth and Grand Forks could have suffered a worse fate. In the absence of a sale, bankruptcy was a real possibility for Cirrus and it might have been hard for a trustee to justify operating the business with the numbers it was showing. As for where it leaves current Cirrus owners and those thinking of buying one, the sale is probably a positive thing."

In mid-March 2011, aviation industry analyst Brian Foley indicated that he was trying to organize a group of US investors to make a counter-offer to the Chinese buy-out to keep Cirrus as a US-owned company. Foley stated that he had seen an "overwhelming response" from the U.S. aviation community, indicating that Americans want Cirrus "to be owned and operated on American soil, period." Foley's counter-offer did not materialize.

In late March 2011, freshman Minnesota congressman Chip Cravaack urged the Committee on Foreign Investment in the United States to exercise "extreme caution" over allowing the sale of Cirrus to the Chinese government, indicating that he was concerned that company technology would be used for Chinese military programs. Cirrus spokesman Todd Simmons responded to the congressman's remarks with surprise, responding that, "the CAIGA transaction is an investment in Duluth and our local communities." On 30 March 2011, at the Sun 'n Fun airshow, company co-founder Dale Klapmeier provided reassurances that Chinese ownership would not result in production being moved out of the US. Klapmeier also expressed disappointment in the political issues raised, particularly by Cravaack. Klapmeier explained, "His concerns are unfounded," detailing that Cirrus did not have any unique technology that could be employed in military applications. Former 18-term Minnesota Congressman Jim Oberstar also came out in support of Cirrus and the acquisition, saying Cravaack was "undermining" the situation, and that "we have nothing to fear from an investment such as this by the Chinese."

The sale was reviewed by the Committee on Foreign Investment in the United States and was approved, as Cirrus has no national security-sensitive trade secrets. The sale to CAIGA was completed as a merger of the two companies on 28 June 2011.

In July 2011, CAIGA president Xiangkai Meng and Duluth Mayor Don Ness signed a non-binding Memorandum of Understanding that the jobs at Cirrus Aircraft would remain in Duluth and not be moved to China. Ness said "Verbal assurances are wonderful, but a written assurance, signed by the president of CAIGA, certainly carries much more weight."

Following the company's merger with CAIGA in July 2011, company CEO Brent Wouters indicated that Cirrus would move quickly to expand its line of aircraft, including bringing the Vision SF50 jet to market. Wouters said "We need to expand our product line -- bigger, smaller, faster airplanes, a much broader range, and very quickly. And we need more penetration in the top 10 foreign markets. And we must go forward quickly on both avenues."

On the first anniversary of Chinese government ownership in 2012, company CEO Dale Klapmeier indicated that Cirrus was financially in a much better position and progress was being made with certifying the Vision SF-50 jet.

In March 2013, the company was granted a loan for US$950,000 from the city of Grand Forks, North Dakota to purchase an autoclave for composite production at the company's Grand Forks facility. The loan was originally turned down by the city, questioning whether the company would ever repay it. The loan was later allowed and an apology issued.

In July 2013, Cirrus president and COO Pat Waddick indicated that the ongoing Chinese government investment would allow it to continue to develop new models of aircraft with innovative powerplants. CEO Dale Klapmeier stated that the company hopes to eventually establish additional aircraft manufacturing facilities in China.

In 2013 the company delivered 276 new aircraft. This was a 10 percent increase in the number of deliveries over 2012 and the company's best year since before the 2008 recession. In 2013 the SR22 and SR22T were the highest-selling general aviation fixed-wing aircraft in the world and had been for eleven years in a row. Cirrus passed Textron Aviation as the largest producer of piston aircraft by unit-volume in 2013, and has remained the largest ever since.

On 25 March 2014 the company's first conforming Vision SF50 jet flew. Cirrus also indicated that it was continuing to hire engineers, technicians and designers for the jet program. From 2011 to 2014 Cirrus hired more than 300 new workers, bringing the total number of employees to over 800.

In 2015, the company announced plans to expand to the McGhee Tyson Airport in Knoxville, Tennessee and establish a customer delivery center there, which officially opened on 12 January 2017.

On 28 October 2016, Cirrus received FAA type certification for the Vision SF50 very light jet, with deliveries beginning in December of that year in the company's new Duluth aircraft finishing facility.

In April 2018, the company was named the 2017 winner of the Collier Trophy for the "greatest achievement in aeronautics or astronautics in America" in the past year. The trophy was awarded for "designing, certifying, and entering-into-service the Vision Jet — the world's first single-engine general aviation personal jet aircraft with a whole airframe parachute system".

By the end of 2019, Cirrus employed 1,600 people and produced 81 Vision Jets and 384 SR-series aircraft that year, resulting in the company's fifth year of growth and its best year in sales. The Vision SF50 became the world's best-selling general aviation jet.

2020s
The company has continued to rapidly grow and expand into the 2020s, adding a thousand jobs from 2021 to 2023, growing its operational footprint with several new facilities in U.S. states such as Texas, Arizona, Florida and Michigan, as well as European countries like France and the Netherlands, and seeing an increase in demand since the start of the COVID-19 pandemic.

In 2022, Cirrus sold 539 SR-aircraft (almost 40% of the entire piston market ) and 90 Vision Jets, totaling 629 deliveries, the most since 2007 and nearly $1 billion in total revenue. It also became the largest single producer of general aviation aircraft in 2022 for the first time in the manufacturer's history. It continued this trend in 2023, with SR shipments accounting for over 50 percent of the worldwide piston market, more than twice the output of any competitor.

Since the start of the pandemic, the company has experienced supply chain problems resulting in a backlog of almost 700 SR aircraft (as of March 2022 ) or nearly two years (as of January 2023 ). It has also faced challenges from the FAA with an airworthiness directive dealing with its Continental piston engines as well as a company service bulletin dealing with its firing mechanisms for the primer material that ignites the parachute rocket on some SR and Vision Jet aircraft.

Cirrus has helped lead sustainable efforts in the general aviation industry, becoming one of the first OEMs to conduct tests of unleaded fuel in SR22/22Ts and continuing tests of G100UL as part of a program to move towards full unleaded fuels, along with being an early adopter of sustainable aviation fuel (SAF) in the Vision Jet's Williams FJ33 engine.

In June 2023, Cirrus filed an application for an initial public offering (IPO) on the Hong Kong Stock Exchange with the aim of raising around US$300 million for expansion and selling up to 20% of the company. The Chinese government-owned manufacturer does not plan to register with the U.S. Securities and Exchange Commission and thus will not be offering shares to Americans during the IPO, although U.S. investors may be able to buy stock in Cirrus following the IPO. The company ultimately raised HK$1.4 billion in net proceeds, or about US$180 million, and began trading in Hong Kong on Friday, July 12, 2024.

Facilities

Cirrus Aircraft has several operational facilities throughout the United States and Europe.

The company's first headquarters was located in Baraboo, Wisconsin. Since 1994, its headquarters and main manufacturing facilities have been in Duluth, Minnesota. An additional manufacturing facility, which opened in 1997 and produces the composite components for the planes, is located in Grand Forks, North Dakota. The Grand Forks facility was owned by the city of Grand Forks and leased to the company for many years up until November 2020, when Cirrus purchased it for US$1.9M. In the fall of 2002, Cirrus opened an "aviation incubator" building adjacent to its Duluth headquarters, which it was preparing to buy from the city for US$3.45M in April 2023.

On 27 December 2007, the company secured a lease for a hangar formerly owned by Northwest Airlines (who closed the facility in 2005 ) at Duluth International Airport. The 189000 sqft building was to be used for construction of its new Cirrus Jet. Cirrus canceled the lease in 2009 during the height of the Great Recession. In February 2022, Minnesota's St. Louis County approved plans for the company to expand back into the building (formerly used by AAR Corp. from 2012 to 2020 ) as it ramps up production, with the city of Duluth selling it to Cirrus in September of that year for just $1 in exchange for 80 additional jobs at an hourly rate of at least $36.05. Cirrus invested US$20M into the facility as its flagship "Innovation Center" to support engineering, design, testing, product development and other technical operations by the company. It opened on 26 September 2023.

In February 2015, Duluth agreed to put up US$6M and asked the state contribute the remaining US$4M to build a US$10M factory on the Duluth Airport dedicated to the production of SF50s. The city would then try to recoup its costs for the facility from lease payments by Cirrus over time. The space opened on 19 December 2016, and was expanded on 15 July 2022.

On 6 May 2015, Cirrus announced that it will establish a new facility campus called the "Vision Center" in Knoxville, Tennessee on the city's McGhee Tyson Airport. The facility will focus on all customer interactions and aircraft service including training (with a full level-D flight simulator), maintenance & repair, personalization, and deliveries for both the Vision Jet and SR-series. The center opened on 12 January 2017. All manufacturing operations were said to remain in Duluth and Grand Forks.

In May 2019, the company announced that it will open its first factory-direct satellite service facility outside of Knoxville, at McKinney National Airport near Dallas, Texas, where it will expand its flight training, maintenance, and aircraft management operations.

In February 2020, Cirrus announced plans to establish a new engineering and design center in the Phoenix, Arizona metropolitan area, unveiled in September 2021 to be an Innovation Center located in the city of Chandler. Also in September, the company announced plans to open another Cirrus Innovation Center in McKinney, Texas, and expand its flight training services to a facility on the Scottsdale Airport in Scottsdale, Arizona. Later that same month, Cirrus Orlando was introduced, with two new training and service locations in Central Florida at the Kissimmee Gateway Airport in Kissimmee, Florida and Orlando Executive Airport in Orlando, Florida.

In February 2022, Cirrus announced that it had acquired the assets of Benton Harbor, Michigan-based Flying Colors Aviation, Inc., to expand the current facility there and increase its paint production capabilities, and in April announced the opening of both Cirrus France and Cirrus Rotterdam, two regional sales offices located in Valenciennes, France and Rotterdam, Netherlands, that will also support existing Cirrus training and service centers across Europe.

In May 2023, the company started construction of a 45000 sqft addition to its existing facility at the McKinney National Airport at a cost of US$13 million, with the airport, city of McKinney and McKinney Economic Development Corporation contributing funds. The new construction will provide space for aircraft sales, flight training, factory service and aircraft management. It will also include a 15000 sqft maintenance hangar, 15000 sqft storage hangar, eight shade hangars, a flight simulator room, retail store and customer lounge area.

Management

From 1984, co-founder Alan Klapmeier served as president until January 2006 and chief executive officer (CEO) until February 2009, while co-founder Dale Klapmeier led the company's design, testing and production and served as executive vice president until January 2006.

On 19 January 2006, Cirrus and the Klapmeier brothers announced that chief operating officer (COO) David Coleal had been named president.

On 18 December 2008, the company made public that COO Brent Wouters would be appointed president and CEO effective 1 February 2009. David Coleal was no longer with the company and Alan Klapmeier continued as chairman of the board, with Dale Klapmeier as vice-chairman.

On 1 August 2009, Cirrus Aircraft CEO Brent Wouters announced that Alan Klapmeier's contract as chairman would not be renewed when it expired at the end of that month. Alan left Cirrus on 21 August 2009 and Dale became interim chairman the following month.

On 19 September 2011, the company announced that Dale Klapmeier has been named CEO and that Brent Wouters, previously president and CEO, is no longer with the company. On 12 March 2013, early Cirrus employee Patrick Waddick, who originally became hired as an intern in 1988 to sweep floors for the company, was named president, adding this to his COO position.

On 6 May 2015, Cirrus reported that chief customer officer (CCO) Todd Simmons will lead the new Vision Center in Knoxville, Tennessee, where all customer activities and operations for the company will take place.

On 19 December 2018, it was announced that Dale Klapmeier will step down as CEO sometime in the first half of 2019, and transition into a senior advisory role for the company. During that time, Cirrus will conduct an internal and external search for a new CEO.

On 4 June 2019, Cirrus announced that former Tesla Inc., James Hardie and Bang & Olufsen executive Zean Nielsen has been selected as its next CEO.

SR aircraft series
The Cirrus SR (Single Reciprocating) Series aircraft (including the SRV, SR20, SR22 and SR22T) are produced with "Cirrus Perspective" by Garmin (and previously Avidyne Entegra) integrated digital flight displays and modern avionics as standard equipment since 2008, a first in the light general aviation (GA) manufacturing industry when the Entegra instrument panel became available on the series starting in 2003. The aircraft are all electric - no vacuum systems are used. Redundancy is provided by dual batteries and alternators. The series originally began as a four-seat aircraft, with a smaller fifth seat added in 2013. The SR22 is also available with TKS anti-icing equipment, which has enabled flight into known icing (FIKI) conditions since 2009. The SR aircraft series was the first of its kind to come equipped with flight envelope protection in the form of an electronic "level" button, as well as "airbag seatbelts", two airbags installed in the shoulder harnesses of both the pilot and co-pilots' seat belts.

The series incorporates other unusual design elements. All SR-aircraft use a mechanical side yoke instead of the traditional yoke or stick flight controls, and a single power lever that adjusts both throttle and propeller RPM via a mechanical cam actuated throttle and propeller control system. The aircraft also include a leading-edge cuff on the wing for improved spin protection and 26G energy-absorbing seats for improved crashworthiness. Construction is dominated by composite materials (a technique the company has used with every model since its first design in 1988, the VK-30), with traditional aluminum being used only for flight control surfaces. Although not the first certified GA aircraft built with composites, the SR-series was the first composite aircraft produced in large numbers (over 4,000 units delivered from 1999 to 2008 alone).

The SR22T, introduced in 2010, is powered by a Continental TSIO-550-K turbocharged piston engine. Turbocharging allows the engine to maintain maximum power at higher altitudes while increasing the maximum operating altitude to 25000 ft.

Cirrus Airframe Parachute System (CAPS)

SR-series aircraft are equipped with the Cirrus Airframe Parachute System (CAPS), developed in association with Ballistic Recovery Systems (BRS), a ballistic parachute deployed from the back of the aircraft. In many inflight emergencies, it allows the entire airplane to descend safely to the ground and has been credited with saving over 250 lives to date. Cirrus was the first manufacturer to receive FAA certification for production aircraft with ballistic parachute systems, and remains the only aviation company to implement the device as a standard equipment on all its models. The Klapmeier brothers decided to make CAPS standard after Alan survived a deadly mid-air collision in 1985, which inspired them to develop a new safety system for future Cirrus models that would give the pilot and passengers a way out in the worst-case scenario. It was first tested in 1998 by Air National Guard F-16 pilot and chief Cirrus test pilot Scott D. Anderson, who completed all CAPS testing that year in an SR20 prototype over the southern California desert.

The turbofan-powered Vision SF50 also comes equipped with CAPS, making it the first jet with a whole-plane parachute to receive certification.

Safe Return autoland system
In October 2019, Cirrus became the first GA company, along with Piper Aircraft, to announce an emergency autoland system, developed by Garmin, which Cirrus calls "Safe Return" on the Vision SF50. It initiates at the push of a button and allows landing on runways over 5,836 ft (1,779 m) without any human input. The SF50 became the first jet, and third GA aircraft, to become certified with the system, earning certification in August 2020. In June 2021, Garmin won the Collier Trophy for its development of autoland, an award Cirrus had been honored with three years prior for the SF50, as the first certified single-engine civilian jet.

title: Cirrus Aircraft


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Balinese people

The Balinese people (Orang Bali; ᬳᬦᬓ᭄‌ᬩᬮᬶ (in low level language) (basa kétah); ᬯᭀᬂᬩᬮᬶ ,Wång Bali (in middle level language) (basa madiâ);  ᬓ᭄ᬭᬫᬩᬮᬶ, Kramâ Bali (in high level language) (basa sínggíh) are an Austronesian ethnic group native to the Indonesian island of Bali. The Balinese population of 4.2 million (1.7% of Indonesia's population) live mostly on the island of Bali, making up 89% of the island's population. There are also significant populations on the island of Lombok and in the easternmost  regions of Java (e.g. the regency of Banyuwangi).

Origins
The Balinese originated from three periods of migration. The first waves of immigrants came from Java and Kalimantan in prehistoric times and were of Proto-Malay stock. The second wave of Balinese came slowly over the years from Java during the Hindu period. The third and final wave came from Java, between the 15th and 16th centuries, about the same time as the conversion to Islam in Java, causing aristocrats and peasants to flee to Bali after the collapse of the Javanese Hindu Majapahit Empire to escape Mataram's Islamic conversion. This in turn reshaped the Balinese culture into a syncretic form of classical Javanese culture mixed with many Balinese elements.

Genetics
A DNA study in 2005 by Karafet et al., found that 84% of Balinese Y-chromosomes are of likely Austronesian origin, while 11% are of likely Austroasiatic 1% of likely Indian origin and 2% of likely Melanesian origin.

Culture
Balinese culture is a mix of Balinese Hindu-Buddhist religion and Balinese customs. It is perhaps most known for its dance, drama, and sculpture. The island is also known for its Wayang Kulit or Shadow play theatre. Even in rural and neglected villages, beautiful temples are a common sight; and so are skilful gamelan players and talented actors. Even layered pieces of palm leaf and neat fruit arrangements made as offerings by Balinese women have an artistic side to them. According to Mexican art historian José Miguel Covarrubias, works of art made by amateur Balinese artists are regarded as a form of spiritual offering, and therefore these artists do not care about recognition of their works. Balinese artists are also skilled in duplicating artworks such as carvings that resemble Chinese deities or decorating vehicles based on what is seen in foreign magazines.

The culture is noted for its use of the gamelan in music and various traditional events of Balinese society. Each type of music is designated for a specific type of event. For example, music for a piodalan (birthday celebration) is different from music used for a metatah (teeth grinding) ceremony, just as it is for weddings, Ngaben (cremation of the dead ceremony), Melasti (purification ritual), and so forth. The diverse types of gamelan are also specified according to the different types of dance in Bali. According to Walter Spies, the art of dancing is an integral part of Balinese life as well as an endless critical element in a series of ceremonies or for personal interests.

Traditionally, displaying female breasts is not considered immodest. Balinese women can often be seen with bared chests; however, a display of the thigh is considered immodest. In modern Bali, these customs are normally not strictly observed, but visitors to Balinese temples are advised to cover their legs.

In the Balinese naming system, a person's rank of birth or caste is reflected in the name. Balinese are generally patrilineal, but in the case where a family only has daughters, they can decide if a daughter is the confirmed heir (sentana rajeg). She will then have the same status as if she were a son. The marriage proposal will be carried in reverse; she will be considered the husband (meawak muani) and he the wife (meawak luh), and the children are considered to be part of their mother's family.

Puputan
A puputan is an act of mass suicide through frontal assaults in battle and was first noted by the Dutch during the colonization of Bali. The latest act of puputan was during the Indonesian War of Independence, with Lt. Colonel I Gusti Ngurah Rai as the leader in the Battle of Margarana. The airport in Bali is named after him in commemoration.

Religion
The vast majority of the Balinese believe in Agama Tirta, the "holy-water religion". It is a part of Hinduism. Traveling Indian priests are said to have introduced the people to the sacred literature of Hinduism and Buddhism centuries ago. The people accepted it and combined it with their pre-Hindu mythologies. The Balinese from before the third wave of immigration, known as the Bali Aga, are mostly not followers of Agama Tirta but retain their animist traditions.

Wet rice agriculture is a mainstay of Balinese food production. This system of agriculture is extremely water-intensive and requires a substantial network of irrigation to be effective as a subsistence strategy in Bali. A system of irrigation networks (subak) exists to redistribute access to water in Bali. This network of both underground tunnels (weirs) and canals diverts water from natural water sources into the wet-rice cultivation fields utilized by Balinese farmers to grow their staple crops.

The system of cooperative water redistribution is tied to religious and cultural practices among the Balinese and represents an economic system based on mutual obligation, and managed by the personnel of the water temples (Pura Tirta). Religious officials from these water temples exert spiritual and cultural pressure on the participants in this system and ensure its continuation. These water temples are largely located at the loci of the irrigation networks and manage the distribution of water from the mountainous water sources of the island to lowland areas where water is too scarce for the natural cultivation of rice.

There is evidence this system developed as early as the 11th century CE and has been in continuous use since that time. Genetic evidence indicates that this system spread along kinship lines as the original farming villagers of Bali spread from areas where wet-rice farming originated to less climatically favorable areas of the island. The cultural prestige of certain Pura Titra largely correlates to their position within the subak system, with temples located at major water sources having significant cultural influence. Royalty has associated themselves with major temples of this type, to link their prestige with that of the Pura Titra, and have taken part in the operations of water temples as a means of gaining influence in society.

This system of physical infrastructure represents a durable network of belief that encourages its continuation by the people who participate and provides a levelling mechanism where people who would otherwise be incapable of participating in wet-rice agriculture to take part in the same subsistence activities as those who live in regions more naturally supportive of water-intensive crop growth.

Festivals
Balinese people celebrate multiple festivals, including the Kuta Carnival, the Sanur Village Festival, and the Bali Kite Festival, where participants fly fish-, bird-, and leaf-shaped kites while an orchestra plays traditional music.

Notable people

 * Tjokorda Gde Raka Soekawati First president of State of East Indonesia
 * I Gusti Ngurah Rai one of national hero of the Indonesia
 * Sukarno Indonesia's first president and has Balinese blood from his mother
 * Ida Ayu Nyoman Rai Sukarno's mother
 * Dita Karang Singer in South Korea of Balinese descent

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

title: Balinese people


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Drew Massey

Drew Massey is an American voice actor, puppeteer and director for Nickelodeon and the Jim Henson Company. He has worked extensively with the Muppets and has performed in many films, television series, and commercials. He has also lent his voice to many commercials and video games.

Career
Drew Massey is the co-creator, co-writer, executive producer (with Mike Mitchell) and star of the Nickelodeon series The Barbarian and the Troll. Massey's film credits include The Happytime Murders (2018), Men in Black (1997), Dr. Dolittle (1998), Cats & Dogs (2001), Men in Black II (2002), The Muppets' Wizard of Oz (2005), and The Producers (2005). He has also performed on television in Earth to Ned, Greg the Bunny, Angel, Malcolm in the Middle, Muppets Tonight, Cousin Skeeter, Lost on Earth, and Crank Yankers; and in television advertisements for Foster Farms (as the driver chicken), Sony (the blue guy), and Levi's (as Flat Eric). In the Over the Hedge video game, Massey voiced Verne and other characters. In the Kung Fu Panda video games, he voiced Crane and other characters. In the Megamind video game, he voiced Minion and other characters. He is the star of The Sam Plenty Cavalcade of Action Show Plus Singing!, playing Sam Plenty. He is also a performer on No, You Shut Up! and Spontaneanation with Paul F. Tompkins.

Massey directed six episodes of Splash and Bubbles for the Jim Henson Company, and over 50 shorts for the DreamWorksTV/Peacock Kids YouTube channel featuring Po, Puss in Boots, Shrek and Donkey, and King Julien.

Filmography

 * The Barbarian and the Troll: Evan
 * Earth to Ned: Cornelius’ eyes, Clods
 * Sigmund and the Sea Monsters: Sigmund Ooze
 * The Muppets Take the Bowl: Additional Muppet Performer, live show at the Hollywood Bowl, Sept. 8–10, 2017
 * The Muppets Take the O2: Additional Muppet Performer, live show at the O2 Arena, Jul. 13–14, 2018
 * Mutt & Stuff: Stuff, Davenport, Sid the tree
 * Community: Puppet Abed
 * Sid the Science Kid: Sid
 * Neil's Puppet Dreams: Puppeteer
 * Forgetting Sarah Marshall: Puppeteer Dracula
 * The Darjeeling Limited: Puppeteer Tiger
 * The Sam Plenty Cavalcade of Action Show Plus Singing!: Actor (Sam Plenty)
 * Yo Gabba Gabba!: Puppeteer
 * Crank Yankers: Puppeteer
 * Robot Chicken: Voices (Fozzie Bear, Gonzo, Wembley Fraggle, Boober Fraggle, Emmet Otter, Ebenezer Scrooge)
 * Greg the Bunny: Puppeteer (Count Blah and others)
 * Angel: Puppet Angel
 * Weezer's music video for "Keep Fishin'": Puppeteer
 * Sesame Street: Various Muppets
 * Statler and Waldorf: From the Balcony: Puppeteer (Statler)
 * The Producers: Lead Puppeteer (pigeons)
 * Men in Black: Worm Guy Sleeble
 * Lost on Earth: Raleigh
 * The Puzzle Place: Kyle O'Connor
 * Puppet Up!: Puppeteer
 * The Happytime Murders: Goofer, Vinny
 * Foster Farms Chickens: Actor (Driver Chicken)
 * Over the Hedge: Verne
 * Ryan's Mystery Playdate: Puppeteer
 * Muppet Babies Play Date - Gonzo (baby) (puppeteer only)

title: Drew Massey


text:
User:DragonGuyver

I'm a 30 year old male living with my girlfriend in Portland, Maine. I like music, literature, philosophy, video games, and animation. I'm a volunteer DJ at WMPG, the community radio in Portland. Also, I don't really use this nickname anymore anywhere else online; it was about fifteen years ago I made the name, and I've outgrown it.

I don't edit Wikipedia very much. I've been coming here for a long time to get info, and I've never gotten into making and editing pages seriously. Still learning the formatting and everything. So, if you want to leave me a note about one of my edits, coach me on wiki code, or get in touch for any other reason, leaving me a note on my Talk page is a good way to do it.

I consider myself to be a Wiki inclusionist.

I'm pretty proud of the fact that a strong percentage of my contributions to articles seem to have good lasting power. I usually like to add small details and links, but with a couple of articles that get less traffic, I sometimes take more initiative, since no one else seems to.

A complete list of my edits

= Pages I have made = Confessor, the eleventh book in the Sword of Truth series by Terry Goodkind. Radical Evolution, a book by Joel Garreau. Cynic Guru, an Icelandic prog-rock band. WMPG, a community radio station in Portland, ME.

= Pages I am proud to have edited = Chris O'Connor (musician), I did a major revamp of the information there and cleaned it up good. (first and second revisions) Alex Jones (radio), I added a link that I think is very important about Walter Burien, in regards to a video of Alex's. (revision) Harvey Pekar, I added some good links to his jazz reviews. (first and second revisions) With Teeth (then Bleedthrough), I added a quote from Rolling Stone magazine which survives to this day (revision).

title: User:DragonGuyver


text:
Honda Gold Wing

The Honda Gold Wing is a series of touring motorcycles manufactured by Honda. Gold Wings feature shaft drive and a flat engine. Characterized by press in September 1974 as "The world's biggest motor cycle manufacturer's first attack on the over-750cc capacity market...", it was introduced at the Cologne Motorcycle Show in October 1974.

The Gold Wing series
Total sales are more than 640,000, most of them in the U.S. market. Gold Wings were assembled in Marysville, Ohio, from 1980 until 2010, when motorcycle production there was halted. No Gold Wings were produced for the 2011 model year, and production resumed in Kumamoto Prefecture, Japan in 2011 using tooling transported from the American factory.

The Society of Automotive Engineers of Japan includes a Honda Gold Wing GL1000 manufactured in 1974 as one of their 240 Landmarks of Japanese Automotive Technology. Through 2012, Honda GL models have appeared eighteen times in the Cycle World list of Ten Best bikes.

Over the course of its production history, the Gold Wing had many design changes, beginning in 1975 with a 999 cc flat-four engine; by 2001, this had grown to a 1832 cc flat-six. The 2012 model had anti-lock braking, cruise control, electrically assisted reverse gear, an optional airbag, a fairing with heating and an adjustable windscreen, panniers and a trunk, a pillion backrest, satnav, and a six-speaker radio/audio system with MP3/iPod connectivity.

Gold Wing development
In 1972, following the success of the CB750 superbike, the company assembled an R&D design team to explore concepts for a new flagship motorcycle. The project leader was Shoichiro Irimajiri, who in the 1960s had designed Honda's multi-cylinder Grand Prix engines and their Formula One V12 engine.

The 1974 Gold Wing with its flat-four shaft-drive powertrain used technologies both from earlier motorcycle and automotive designs.

Although preceded by the 1971 water-cooled Suzuki GT750 two-stroke triple, the Gold Wing was the first Japanese production motorcycle with a water-cooled four-stroke engine. The first four-cylinder boxer engine was produced in 1900.

Target market
During its development, the CB750 was known within Honda as their "King of Motorcycles." As it would sit atop the CB750 as the top of the line Honda motorcycle, the project that would become the Gold Wing was informally called the "King of Kings." Honda first envisaged the Gold Wing as a large sport motorcycle, but on learning that customers were "piling miles on touring", Honda reconsidered the bike's design objectives, realising that the primary market for the Gold Wing was the long-distance motorcyclist. In North America a motorcycle suitable to that task would need comfort for the long haul, wind protection, a smooth ride, a comfortable seat, luggage storage, and power in abundance.

In America in the early 1970s, long-distance motorcyclists had only a few manufacturers to choose from: Harley-Davidson, Moto Guzzi and BMW. The H-D Electra Glide was a touring motorcycle with a loyal cult following. It faced strong competition from Moto Guzzi's 850cc Eldorado. BMW motorcycles were smoother and more reliable, if expensive. Other large Japanese motorcycles, such as the Honda CB750 and the Kawasaki Z1 were cheaper but were not ideal tourers with their small fuel tanks and rear drive-chains needing regular maintenance. The Gold Wing was aimed at a newly emerging market segment, namely, a new kind of American long-distance rider who was not likely to buy a Harley-Davidson or BMW but who would open their wallets for a reliable machine offering comfort, endurance, low maintenance, and a smooth, torquey, quiet engine.

The Gold Wing's secondary target market was Europe, where riders prioritised handling and performance over luxury. (The European market's special demands subsequently led to the Honda Pan European). Though other motorcycle manufacturers build touring bikes, no other touring bike has achieved the popularity of the Gold Wing.

M1 prototype & Project 371
In 1972, the project team broke from Honda practice to produce an experimental prototype motorcycle code-named "M1". Instead of the usual transverse engine layout with a chain final drive, the M1 had a longitudinal engine suitable for shaft drive. The M1 had a 1470cc liquid-cooled flat-six engine, (twice the displacement of the CB750). Instead of seeking high performance (as some engineers had wanted), the M1 engine was designed to have a broad torque output and to produce 80 hp at 6700 rpm, with a top speed of 220 kph.

The brainstorming team's M1 project was never intended as a production prototype. Nonetheless, the M1 should be seen as the primordial Gold Wing because so many of its distinctive features appeared on the GL1000. The flat-six gave the M1 a low center of gravity, enhancing stability, but the extreme length of the engine/gearbox unit resulted in a cramped riding position. Instead, the project team chose to build a bike with a compact one liter flat-four engine. This bike was code-named "Project 371", and Toshio Nozue (who had worked on CB750 development) took over from Irimajiri as project leader.

GL1000
The Project 371 team finally settled on a layout that became the characteristic Gold Wing: a liquid-cooled flat-four SOHC engine, with a gear-driven generator that contra-rotated to counteract the engine's torque reaction. Cylinder blocks and crankcase were integral, with the transmission situated beneath the crankcase to keep the unit construction engine as short as possible. Final drive was by shaft.

Before going on sale in the US and in Europe in 1975, the Gold Wing was revealed to dealers in September 1974 at American Honda's annual dealer meeting in Las Vegas, and then shown to the public the following month at the IFMA (International Bicycle and Motorcycle Exhibition; today Intermot) in Cologne.

Small fairings had been mounted on two of the show models at the US dealer show in Las Vegas. These Honda-designed fairings were to be manufactured in the US by the Vetter Fairing Company and sold as Hondaline accessories; but they never went into production after the molds were accidentally destroyed. Consequently, the Gold Wing was born into the world naked, lacking saddlebags and having no place for luggage, without even a windshield. This created a golden opportunity for accessory manufacturers, who quickly offered a range of fairings and luggage accessories, particularly the Craig Vetter Windjammer series.

The original 999 cc GL1000 (designated K0) had an electric starter backed up by a kick start lever stored inside a dummy fuel tank, which also housed the radiator expansion tank, electrical components, as well as the air filter supplying four Keihin 32 mm CV carburetors. The real fuel tank was under the seat, in order to keep the center of mass as low as possible. The bike had a dry weight of 584 lb. 13,000 Gold Wings were sold in the United States in 1975.

There were no significant changes in the standard Gold Wing for 1976 (the K1 model). To mark the United States Bicentennial year Honda announced the GL1000 LTD with distinctive insignia and color scheme (e.g., gold stripes, gold wheels) plus some extra amenities. The LTD was a genuine limited edition with production restricted to about 2,000 units.

In the third model year (K2) Honda began refining the Gold Wing, although the changes for 1977 were small, such as exhaust pipe heat shields, revised seat and handlebar, as well as a new fuel gauge. Weight increased to 595 lb. The motorcycle division of Honda UK produced 52 Executive GL1000 K1 bikes by adding premium accessories to 1977 Gold Wings.

The engine was modified in 1978 for the GL1000 K3 model, in order to make more torque available at lower engine speeds; the carburetors were reduced in size by 1 mm, the exhaust system was redesigned, valve timing and ignition timing were altered. The kick-start mechanism was removed from the engine, and a reserve lighting module for the headlight and taillight (automatically switching to the second filament when one burns out) was removed from the electrics. A small instrument panel appeared on top of a restyled dummy fuel tank. Wire-spoke wheels were replaced with Honda's new ComStar wheels, but the existing tires with inner tubes remained. Dry weight grew to 601 lb.

1979 marked the end of GL1000 development with the K4 model (the UK version was designated KZ). Dry weight increased slightly to 604 lb. for the last Gold Wing to be powered by a one-liter engine. There were only minor changes for this model year, except for the ComStar wheels; new ComStars had stronger steel spokes on aluminum rims instead of the original aluminum spoked wheels that precipitated a 1979 recall (for the 1978 model year). During the final run of the GL1000 in 1979, Hondaline saddlebags and trunk were available, but Honda still did not offer a fairing.

Honda sold more than 97,000 units of the GL1000 in the United States between 1975 and 1979.

GL1100(SC02)
After five years of the GL1000, the second-generation Gold Wing was released in 1979 as a 1980 model, and the GL1100 would be continued through the 1983 model year. The GL1100 was manufactured in Japan until May 1980 when Honda started assembling 1981 models at the Marysville Motorcycle Plant in Ohio, which had been making frames and parts for various models since 1974. Gold Wings would be built at a rate of 150 units a day for the years 1981–1983. Engines were still being built in Japan, but Honda began to market the machine as being made in America.

The Gold Wing faced competition from Japan in the form of the Suzuki GS1000 with an inline-four engine, and especially in the Kawasaki Z1300 that had a massive DOHC 1300cc straight-six engine with water cooling. Honda responded by increasing the displacement of the Gold Wing, and then followed-up by announcing the first Japanese full-dress tourer. The new engine was more than just a GL1000 with a 3 mm larger bore, the alterations clearly emphasized torque over horsepower. The cylinder heads were modified to improve combustion at low and middle engine speeds, transmission gear ratios were changed and the final drive ratio shortened to make more torque available at highway speeds. The bore size for all four carburetors was again reduced by 1 mm, to 30 mm.

The wheelbase was lengthened over that of the GL1000, and air suspension was added. The GL1100 had an adjustable seat, and for the first time used tubeless tires, mounted on black reverse ComStar wheels. The naked Gold Wing, which would become known as the Standard model, weighed 589 lb dry. In spite of the fact that here were only minor changes to differentiate the GL1100 '81 edition from the previous year.

Ridden by Emilio Scotto, the GL1100 is the bike that toured the world. Holding the record for the longest distance of any motorcycle total distance of 457,000 miles (735,000 km).

All the 1982 Gold Wings had transmission ratios revised (again) to lower engine rpm at cruising speeds, new brakes with twin-piston calipers and wider tires on smaller wheels. Dry weight for the GL1100 '82 was 595 lb.

Transmission gear ratios were revised yet again for the 1983 Gold Wings to lessen engine speed on the highway. But the significant changes were not to the engine, they were to the running gear in this last year for GL1100s. Cast aluminum eleven-spoke wheels replaced the ComStars. The front suspension was endowed with TRAC anti-dive forks with an integrated fork brace, and the rear suspension worked even with no air pressure. Honda's first combined braking system, dubbed Unified Braking at the time, debuted in 1983; it engaged both front and rear brakes in unison when the brake pedal was applied. Dry weight for the standard GL1100 inched up to 599 lb.

GL1100 Interstate
Honda went beyond the mechanical makeover of the naked Gold Wing in March 1980 by releasing the first Japanese turn-key tourer, the Interstate model (GL1100I) with a factory-installed full fairing, saddlebags and a removable trunk, plus a long list of optional extras including a stereo system. This bike was called the De Luxe model (GL1100DX) in some markets. The fairing was designed to protect both the rider and a passenger from the wind. Likewise, the saddlebags and trunk were intended to carry the baggage of two people. This made the Interstate significantly heavier than the standard model, with a dry weight of 672 lb. The almost identical Interstate model was made for 1981.

The GL1100I '82 model offered more options, such as a new stereo, a 40-channel CB transceiver, and an on-board compressor to adjust the suspension air pressure. Dry weight was 679 lb.

The GL1100I '83 received the engine and running gear updates of the standard model; dry weight increased to 686 lb.

GL1100 Aspencade
Starting in 1982, Honda offered three different Gold Wing models. With the introduction of the Aspencade (GL1100A) Honda took the full-dress tourer to a new level of luxury, with a larger seat, two-tone paint and more storage compartments, together with many options from the Interstate that were being included as standard. All three brake disks on the GL1100A were internally ventilated. The additional items jacked up the dry weight to 702 lb.

The GL1100A '83 received the same engine and running gear updates of the other models. The Aspencade also got new front and rear brakes, with internally ventilated front discs (only), as well as a digital LCD instrument panel and some additional amenities for rider and passenger. Weight went up just a bit to 707 lb.

GL1200(SC14)
In 1983 Honda was facing a challenge in the marketplace from a new full-dress tourer, the Yamaha Venture XVZ 1200 with its DOHC four valve per cylinder V4 engine (as Yamaha's XS Eleven Venturer had challenged the GL1100 two years earlier). Honda hit back at the Milan motorcycle show late that year by announcing a new 1984 Gold Wing that pushed its four-cylinder engine design to its limits. The bored and stroked boxer produced more power and torque; a new final drive ratio gave the GL1200 taller gearing in order to reduce noise and vibration. The four Keihin 32 mm CV carburetors were larger than those on the GL1100 engine, on the other hand, they were the same size as the '75–'76 GL1000 carbs. Incorporating hydraulic actuation for the clutch, in addition to hydraulic tappets for the valves, made the new engine virtually maintenance-free. In order to make the Gold Wing more nimble, front and rear wheel diameters contracted (and tire widths expanded) one more time. The GL1200 was built on a new, stronger frame and despite all the improvements, the claimed dry weight of the naked bike remained unchanged at 599 lb for the 1984 model year.

1984 was the one and only year for the GL1200 Standard (which was not exported to Europe) for the reason that sales had decreased in favor of the Interstate and Aspencade models. This led to the decline of aftermarket manufacturers such as the Vetter Fairing Company.

The GL1200's competitors were becoming more numerous. Last of the big Japanese manufacturers to do so, Suzuki finally entered the marketplace in 1985 with their full-dress tourer, the GV1400 Cavalcade with a DOHC, four valves per cylinder, V4 engine. In 1986 Yamaha enlarged the Venture's V4 engine to 1300cc, and Kawasaki introduced the ZG 1200 Voyager XII with a four-valve, DOHC, Inline-four engine.

With three versions of the Gold Wing boxer motor spanning a dozen years, by 1987 further development of the flat-four engine was regarded as being constrained by the law of diminishing returns. Piston displacement had been increased twice to generate more torque, but this also made each power stroke more intense. During the same time period, gear ratios had been raised to decrease engine RPM (boosting fuel economy and reducing vibration as well as noise levels) which in turn made pulses through the drivetrain seem rougher to the rider because firing intervals were farther apart. The obvious way to deliver power more smoothly (as Irimajiri-san had demonstrated with the M1 engine) was to step up from four cylinders to six.

GL1200 Interstate
Having introduced the full-dress Interstate with the GL1100, Honda used the GL1200I '84 to refine the Gold Wing's fairing so that it would come across as a basic part of the bike and not as an afterthought. The new model Interstate (still called De Luxe in Europe) had an automotive-style instrument panel up front and increased luggage capacity in back: 38 L in each saddlebag plus another 63 L in the trunk. Dry weight for the 1984 Interstate was 697 lb.

Despite giving the Gold Wing taller gearing the year before, in 1985 Honda shortened the overall gearing to improve performance. There were many small changes to the GL1200I '85 but atypically its price was the same as it was the previous year, and at 699 lb its weight was basically stable.

The GL1200I '86 got more small updates, but the significant change was that all Gold Wing engines were being produced in Honda's Anna, Ohio plant from July 1985. Claimed dry weight for the 1986 Interstate was unchanged. The GL1200I '87 got a new seat design with three-stage foam; the weight was unchanged for 1987, the last year of the four-cylinder Gold Wing Interstate.

GL1200 Aspencade
The GL1200A '84 had all the features of the GL1200I, plus a new Panasonic audio system that combined AM/FM radio, cassette player and an intercom between the rider and passenger. Unlike the analog instruments of the Interstate, the Aspencade had a dashboard with an LCD digital display. The GL1200A also had foot boards for the passenger instead of footpegs. Claimed dry weight for the 1984 Aspencade was 723 lb. The price was unchanged for 1985, and the Aspencade received the same updates as the Interstate model for that year. Dry weight for the Aspencade was 728 lb in both '85 and ’86.

In 1986 Dolby noise reduction was added to the audio system, which was replaced with an improved Panasonic system in 1987. In its final year, the GL1200A got the same seat upgrade as the GL1200I '87 model and some amenities that had been optional were made standard, increasing the dry weight of the Aspencade to 743 lb.

Fuel-injected models
In 1985 Honda marked the tenth anniversary of the Gold Wing by launching a gold-painted Limited Edition model (GL1200L) luxuriously equipped with cruise control, auto-leveling rear suspension, an electronic trip computer and a four-speaker audio system. The significant development was that the GL1200L was furnished with Honda's programmed fuel injection system, previously used on the turbocharged CX500T and CX650T (variants of the GL500 and GL650 Silver Wing). Also known as the LTD, 5372 units were built and sold only in North America. Claimed dry weight for the GL1200L was 782 lb.

To a limited extent, the Limited Edition turned out to be a sham when the SE-i (Special Edition—injected) debuted in 1986, as essentially a repainted GL1200L. The SE-i had the same Dolby audio system as the GL1200A '86 and was only available in the US. This was the only year for the SE-i because the high cost of the fuel injection system forced Honda to return to carburetors for 1987.

GL1500(SC22)
A new design team began work on the fourth-generation Gold Wing in 1984. Honda describes prototype testing as involving sixty developmental stages, and building fifteen different test bikes, including one made from a GL1200 frame coupled with the original M1 engine so that a six-cylinder could be compared to a four-cylinder head-on. This early '70s prototype had an influence far beyond what the M1's initial designers could have expected.

New Gold Wing engine design goals were smoothness, quietness and enormous power. Ultimately, a redesigned Gold Wing made its debut at the 1987 Cologne Motorcycle Show, 13 years after the original GL1000 was first shown to the public at the same venue, and the GL1500 brought the most changes seen to the Gold Wing series since its inception. The biggest difference was that the flat-four engine was replaced with a flat-six engine. Although the GL1500 still used carburetors, there were just two large 36 mm CV Keihins supplying all six cylinders, the first time any Gold Wing had less than one carb per cylinder.

Honda also enclosed the entire motorcycle in plastic, giving it a seamless appearance. The seat height was lowest yet on a Gold Wing, the passenger back rest and trunk were integrated, and a central mechanism locked the trunk lid and saddlebags. Rear suspension air pressure was adjusted by an on-board compressor. One major innovation was the addition of a "reverse gear", which was actually a creative use of the electric starter motor linked to the transmission. Because of the size and weight, Honda felt that some people would have problems backing it up.

The new Gold Wing had grown in nearly every dimension. A larger windshield, longer wheelbase, two more cylinders, more horsepower, more bodywork, more electronics, more accessories and more mass: 794 lb dry. Options include a passenger audio control and rear speakers, CB radio, auxiliary lights and exterior trim. In another first for the GL1500, 1988 was the year Honda exported Gold Wings from the US to Japan for the first time.

For 1989 Honda modified the brake discs, and raised the price. Brake discs were modified again in 1990, as were the carbs and camshafts, without a price increase. The claimed GL1500 dry weight for '90 was 798 lb. In addition, a Gold Wing 15th Anniversary Special Edition model (GL1500SE) made its debut in 1990.

The following year, to celebrate the 10th anniversary of American-made Gold Wings, every bike produced for 1991 came with a numbered plaque and anniversary edition insignia. There were three '91 models: Aspencade indicated the regular GL1500 model; the luxurious Special Edition from the year before carried on as the SE model; and the Interstate name denoted a stripped-down model.

GL1500 Aspencade
When the Honda of America Manufacturing (HAM) plant in Marysville, Ohio produced its 500,000th vehicle in 1991, it was a Gold Wing Aspencade. The claimed dry weight for the GL1500A '91 was 800 lb. Honda began offering extra cost paint options, and Honda Canada inaugurated Canadian Edition Gold Wings in '92.

Beginning in 1993, all GL1500 rocker arms pivoted on needle bearings, and the cruise control was updated to directly read crankshaft speed for enhanced precision. 1994 was the seventh year of GL1500 production (longer than any of its forerunners) and nothing significant changed except the asking price.

1995 was the 20th anniversary of the Gold Wing. American Honda published a special hard-cover book All 1995 models got commemorative emblems, cosmetic changes, a thinner and narrower seat and suspension improvements which reduced ground clearance, contributing to an even lower seat height (offsetting the weight gain). The GL1500A was at its heaviest in '95; the claimed dry weight would stay at 802 lb until the end of this model.

The 1996 Aspencade received an upmarket audio system that had been exclusive to the GL1500SE. Yet another milestone was reached in mid-1996 when a Gold Wing Aspencade was the millionth Honda motorcycle made in America to roll off the assembly line at the Marysville Motorcycle Plant. The GL1500 family got bigger when Honda created the first GL1500C Valkyrie in May 1996 (for the 1997 model year). The Valkyrie was the first naked GL since 1984.

1997 GL1500s received engine, transmission and final drive improvements first introduced on the GL1500C. A 1998 Gold Wing styling makeover extended to the engine with redesigned valve covers, but no price increase. Honda commemorated 50 years in America by adding 50th Anniversary emblems to all 1999 Gold Wings; the GL1500A '99 price increased. The 2000 Gold Wings had chrome-plated valve covers, Canadian and American models also had gold-plated 25th Anniversary emblems marking 25 years since the first GL1000 debuted for the 1975 model year.

The 2000 model was the last GL1500 Aspencade model. A complete redesign of the Marysville Motorcycle Plant began In January 2000 to build the next Gold Wing, and stories soon came out in the motorcycle press that the Gold Wing itself was being redesigned. The GL1500 had been in production for 13 model years, which was as long as all of the four-cylinder Gold Wings combined; moreover, GL1500 engine continued to be used in the Valkyrie through the 2003 model year.

GL1500 SE
The original 15th Anniversary Special Edition model had a vented windshield, additional lights, upgraded sound system, two-tone paint with special insignia, adjustable passenger floorboards and adjustable foot pegs as well as foot heaters for the rider. In 1990 It had a weight of 807 lb dry. The GL1500SE '91 was essentially unchanged, though weight and price were up a bit at 809 lb.

Hitherto optional rear speakers and CB radio became standard on the GL1500SE '93; boosting both its weight—813 lb.

The GL1500SE '97 had powertrain updates. Honda marked its 50th anniversary in 1999 without a GL1500SE price increase, and the American-made GL1500SE '99 that was exported to Japan got a two-tone paint job. More significantly, the export model got an exhaust air-injection system along with carburetor modifications in order to pass Japan's new emission regulations.

The 25th Anniversary GL1500SE in 2000 had a claimed dry weight from 1995 to 2000 was 816 lb.

GL1500 Interstate
The GL1500I '91 model had its weight and price cut by eliminating the reverse gear, cruise-control, the passenger footboards, and by replacing the audio system with a small Kenwood radio. The seat was lowered by 0.8 in. Claimed dry weight for the 1991 Interstate was 760 lb. In 1992 the Kenwood radio was, in turn, replaced by a new Panasonic 25-watt-per-channel sound system with intercom. Weight for the GL1500I '92 rose slightly to 767 lb.

As with the other 20th Anniversary models, the cost of a GL1500I '95 jumped. The last GL1500I was the 1996 model. Claimed dry weight for '95 and '96 was 769 lb. The Interstate model was discontinued, replaced in 1997 by the Valkyrie Tourer (GL1500CT) as well as the 1999 Valkyrie Interstate (GL1500CF).

GL1800(SC47)
The first new model for 13 years, the 2001 GL1800 had a larger 1832 cc engine with fuel injection, and a power increase from 74 kW to 87 kW. The GL1800's extruded aluminium frame, comprising 31 elements (barely half the GL1500's number) resulted in an overall weight decrease. Options included ABS braking.

The 2006 model had further options: an airbag, in-dash GPS called Internavi, with audio information provided through the speakers and headset cables, plus a rider "comfort package" comprising saddle heating, heated grips, and adjustable engine-air vents ahead of the driver's foot pegs.

Update(SC68)
The 2010 model year was the last to be produced in the United States, and no 2011 model year Gold Wings were produced while manufacturing was transferred to Japan in 2012. Some retailers and aftermarket traders group all GL1800 models into two categories: US made GL1800s (2001–2010) are "1st Generation", and Japanese-built GL1800's (2012-2017) are "2nd Generation".

2nd Gen GL1800 had minor updates: restyled bodywork made the fairing and saddlebags seem less bulbous, despite being more capacious. A revised fairing gave better protection to the rider's legs, with vents channelling warm engine air onto the rider's feet. The trunk, fairing pockets and saddlebags gave a storage capacity of 150 L. The instrument display has a brighter screen, an updated satellite navigation / radio, and a revised six-speaker audio system with MP3 and iPod connectivity.

2018 GL1800(SC79)
For its 6th generation in 2018 Honda produced a completely redesigned Gold Wing. The new model has a new four-valve engine and is available in two versions: the standard Gold Wing (replacing F6B bagger) and the "top trunk" Gold Wing Tour. Sportier in appearance, technologically more advanced, and more compact, the 2018 Gold Wing is 90 lb lighter than before. Its new robotically welded frame has a double wishbone front suspension, resembling the Duolever from BMW. New features include throttle by wire, four ride modes, traction control, LED lighting, hill start assist, Apple CarPlay, and (on the Tour model) electronically adjustable suspension. Options include automatic dual clutch transmission with a forward and reverse "walking mode".

In mid-June 2020, Honda introduced Android Auto. For 2021, Honda increased the size of the top trunk from 50 litres to 61 litres. The passenger's back seat rest features a more relaxed angle with thicker foam and taller profile. Speakers were changed to 45 watt with automatic volume adjustment and standard XM radio. Rear turn signals were changed to all red.

F6C "Valkyrie"

In 1997 Honda brought back an incarnation of the "Standard" or "classic" Gold Wing, renamed the Valkyrie in the US, and called F6C in the rest of the world. It had a higher performance engine, based on the GL1500, in a cruiser-style frame. The Valkyrie Tourer version had a windshield and saddlebags. A more touring-oriented version was introduced in 1999 as the Valkyrie Interstate with a full fairing, saddlebags and trunk. It was released as a naked bike, but also had a Tourer and an Interstate model. These two incarnations lasted relatively short and were (re-absorbed by the Goldwing line.

These Valkyrie models were dropped due to slow sales, leaving the standard Valkyrie, which was discontinued after the 2003 model year and since then intermittently new Valkyrie models introduced into the market as "limited" editions. One such case was the in 2004 released Limited Edition model, the Valkyrie Rune, complete with 1832 cc engine and unique styling.

The Valkyrie engine is based on the Gold Wing engine, but has solid lifters instead of hydraulic lifters, six carburetors instead of the Goldwing's two (carbs ≤ 2000, FI ≥ 2001), more aggressive camshafts, a free flowing exhaust, and altered ignition timing to increase performance.

Valkyrie revival
At the 2013 Tokyo Motor Show, Honda revealed a new naked version of the GL1800, the 2014 Valkyrie, using the same 1832cc six-cylinder engine as the Gold Wing but weighing 70 kg less. The new Valkyrie has increased rake and trail, front and rear suspension revised for the reduced weight, 50/50 weight distribution and large tires after the fashion of sport-bikes. Going beyond the naked bike genre, the Valkyrie's horsepower-to-weight ratio puts it clearly into the muscle bike class.

F6B "Bagger"

In 2013, Honda brought out a new variation on the traditional Gold Wing, itself being available in two models, The F6B and F6B Deluxe. The F6B is basically a greatly stripped-down version of the 'standard' Gold Wing with most of the chrome trim being 'blacked out', giving the F6B a look that should appeal to many cruiser buyers. It is affectionately known as the Bagger. The rear trunk has been eliminated and the windshield is much smaller. The seat is changed for both the passenger and the rider with the most obvious difference being that the passenger no longer has the oversize backrest – a result of the removal of the trunk. The F6B Deluxe does, however, come with a small passenger backrest, heated grips, self cancelling turn signals & center stand as standard equipment. The basic design is, otherwise, the same as the full blown Gold Wing except that there is no reverse gear and early models did not have cruise control. For 2018 this model is now just called the standard Gold Wing.

In popular culture
The 4th generation Honda GL1500 Goldwing served as basis for Gunmax's Gun Bike in Japanese mecha anime series The Brave Police J-Decker.

title: Honda Gold Wing


text:
Chūō–Sōbu Line

The Chūō-Sōbu Line (中央・総武緩行線) is a railway line that runs through Tokyo and Chiba Prefecture, Japan. Part of the East Japan Railway Company (JR East) network, the line operates on separate tracks along the right-of-way of the Chūō Main Line (Chūō Line (Rapid)) and Sōbu Main Line (Sōbu Line (Rapid)), providing service between Mitaka Station in the cities of Mitaka and Musashino and Chiba Station in Chiba.

The term Kankō (緩行) distinguishes local trains on the Chūō-Sōbu line from rapid service trains running on the Chūō Main Line between Mitaka and Ochanomizu and on the Sōbu Main Line between Kinshichō and Chiba.

Chūō-Sōbu Line

 * Regularly, trains terminate at Chiba or Tsudanuma at the east side, and terminate at Nakano or Mitaka at the west side
 * All trains stop at every station.
 * For station information on the parallel rapid/express lines, see the Chūō Line (Rapid) and Sōbu Line (Rapid) articles.

Tōzai Line through service
All through service trains enter the Tōzai Line at either Nakano, or Nishi-Funabashi. These trains operate within the following routes:

 * Mitaka – Nakano – (Tōzai Line) – Nishi-Funabashi – Tsudanuma (weekday mornings/evenings only)
 * Nakano – (Tōzai Line) – Nishi-Funabashi – Tsudanuma (weekday mornings/evenings only)
 * Mitaka – Nakano – (Tōzai Line) – Nishi-Funabashi
 * Mitaka – Nakano – (Tōzai Line) – Nishi-Funabashi – (Tōyō Rapid Railway Line) – Tōyō-Katsutadai

Limited express
Certain limited express and seasonal trains run through, or stop at stations on this line. For information on the Shinjuku Wakashio and the Shinjuku Sazanami that make stops on the Chūō-Sōbu Line at Akihabara, see their respective articles.

Former Early morning / Late night
At around 9 -10pm, a few westbound trains headed beyond Mitaka onto the Chūō Line (Rapid), with some terminating at Musashi-Koganei, and the others at Tachikawa. The other trains during the hour operated regularly.

At around 4 - 6am and 11pm - 1am, Chūō-Sōbu Line services were divided at Ochanomizu Station, into two sections.

 * At the western section (Mitaka – Ochanomizu), Chūō Line (Rapid) trains ran through the Chūō-Sōbu Line tracks between Nakano and Ochanomizu, with services serving between Tokyo and as far as Takao, or even Ōme, which stops at all stations.
 * At the eastern section (Ochanomizu – Chiba), local trains operated and terminated at the two ends of the section.

This service pattern last operated on 13 March 2020. To prepare for the eventual installation of platform doors on Chūō-Sōbu Line platforms and the future addition of Green Cars on the Rapid line, Chūō Line Rapid service trains no longer regularly operate on the Chūō-Sōbu Line tracks.

Station list

 * Legend
 * ●: All trains stop
 * ■: Some trains pass
 * ▲: All trains pass on weekends and holidays
 * ｜: All trains pass

Chūō-Sōbu Line
Trains used on the line are based at Mitaka Depot.

 * E231-0 series 10-car EMUs (yellow stripe) (since February 2000)
 * E231-500 series 10-car EMUs (yellow stripe) (since 1 December 2014)

Tozai Line - Toyo Rapid Line through service
Trains run between Mitaka and Tsudanuma (Chūō-Sōbu Line) or Toyo-Katsutadai (Toyo Rapid Line), all via the Tokyo Metro Tozai Line between Nakano and Nishi-Funabashi.

 * E231-800 series 10-car EMUs (light blue and blue stripe) (Does not run on the Toyo Rapid Line)

 * Tokyo Metro 05 series 10-car EMUs (light blue stripe)
 * Tokyo Metro 07 series 10-car EMUs (light blue stripe)
 * Tokyo Metro 15000 series 10-car EMUs (light blue stripe)

Chūō-Sōbu Line

 * 101 series EMUs (yellow livery) (from 1963 until November 1988)
 * 103 series 10-car EMUs (yellow livery) (from 1979 until March 2001)
 * 201 series 10-car EMUs (yellow livery) (from 1982 until November 2001)
 * 205 series 10-car EMUs (yellow stripe) (from August 1989 until November 2001)
 * 209-500 series 10-car EMUs (yellow stripe) (from December 1998 until 19 April 2019)
 * E231-900 series 10-car EMU (yellow stripe) (from 27 March 1999 as 209-950 series, until 25 February 2020)

Tozai Line - Toyo Rapid Line through service

 * 301 series 10-car EMUs (light blue stripe) (on Tozai Line inter-running services from 1966 until 2003)

Chūō Line (Early morning / Late night)

 * See Chūō Line (Rapid) for the train types which operated this service until 13 March 2020.

History
Women-only cars, designed to prevent gropers, were introduced on this line during morning peak periods starting on 20 November 2006.

On 20 August 2016, station numbering was introduced to the Chuo-Sobu line with stations being assigned station numbers between JB01 and JB39. Numbers increase towards in the eastbound direction towards Chiba.

title: Chūō–Sōbu Line


text:
Jim Gordon (musician)

James Beck Gordon (July 14, 1945 – March 13, 2023) was an American musician, songwriter, and convicted murderer. Gordon was a session drummer in the late 1960s and 1970s and was the drummer in the blues rock supergroup Derek and the Dominos.

In 1983, in a psychotic episode associated with undiagnosed schizophrenia, Gordon murdered his mother and was sentenced to 16 years to life in prison, remaining incarcerated until his death in 2023.

Music career
Gordon was raised in the San Fernando Valley of Los Angeles and attended Grant High School. He passed up a music scholarship to UCLA in order to begin his professional career in 1963, at age 17, backing the Everly Brothers. He went on to become one of the most sought-after recording session drummers in Los Angeles. The protégé of studio drummer Hal Blaine, Gordon performed on many notable recordings in the 1960s, including Pet Sounds, by the Beach Boys (1966); The Spirit of '67, by Paul Revere & the Raiders; Gene Clark with the Gosdin Brothers, by Gene Clark (1967); Who Knows Where the Time Goes, by Judy Collins (1968)The Notorious Byrd Brothers, by the Byrds (1968); and the hit "Classical Gas", by Mason Williams (1968). At the height of his career Gordon was reportedly so busy as a studio musician that he flew back to Los Angeles from Las Vegas every day to do two or three recording sessions and then returned in time to play the evening show at Caesars Palace.

In 1969 and 1970 Gordon toured as part of the backing band for Delaney & Bonnie, which at the time included Eric Clapton. Clapton subsequently took over the group's rhythm section — Gordon (drummer), Carl Radle (bassist), Bobby Whitlock (keyboardist, singer, songwriter) — and they formed a new band, later called Derek and the Dominos. The band's first studio work was as the house band for George Harrison's three-disc set All Things Must Pass (1970).

Gordon then played on Derek and the Dominos' 1970 double album, Layla and Other Assorted Love Songs and also played with the band on subsequent U.S. and UK tours. The group split in spring 1971 before they finished recording their second album. In addition to his drumming, Gordon was credited with contributing the elegiac piano coda for the title track, "Layla". In later years, Whitlock claimed that the coda was not actually written by Gordon: "Jim took that piano melody from his ex-girlfriend Rita Coolidge. I know because in the D&B days I lived in John Garfield's old house in the Hollywood Hills and there was a guest house with an upright piano in it. Rita and Jim were up there in the guest house and invited me to join in on writing this song with them called "Time". (Her sister Priscilla wound up recording it with Booker T. Jones) Jim took the melody from Rita's song and didn't give her credit for writing it. Her boyfriend ripped her off". Graham Nash (who later dated Coolidge) substantiated Whitlock's claim in his memoir. "Time" was not released by Priscilla Coolidge and Booker T. until 1973, on their album Chronicles.

In 1970 Gordon was part of Joe Cocker's Mad Dogs & Englishmen tour and played on Dave Mason's album Alone Together. In 1971, he toured with Traffic and appeared on two of their albums, including The Low Spark of High Heeled Boys. That same year he played on Harry Nilsson's album Nilsson Schmilsson, contributing the drum solo on the track "Jump into the Fire".

Gordon was the drummer on the Incredible Bongo Band's album Bongo Rock, released in 1972, and his drum break on the LP version of "Apache" has been frequently sampled by rap music artists. He recorded with Frank Zappa, including on the title track of the 1974 album Apostrophe ('). Also in 1972, Gordon played drums on Helen Reddy's Top 20 US album I Am Woman.

In 1973 Gordon played on Johnny Rivers' Blue Suede Shoes as well as on Art Garfunkel's Angel Clare albums, and toured with Rivers through 1974 appearing on the Last Boogie in Paris live album. Also in 1974, Gordon played on most of the tracks on Steely Dan's album Pretzel Logic, including the single "Rikki Don't Lose That Number". He again worked with Chris Hillman of the Byrds as the drummer in the Souther–Hillman–Furay Band from 1973 to 1975. He also played drums on three tracks on Alice Cooper's 1976 album, Alice Cooper Goes to Hell.

Mental health
Gordon developed schizophrenia and began to hear voices (including his mother's) which compelled him to starve himself and prevented him from sleeping, relaxing or playing drums. His physicians misdiagnosed the problems and instead treated him for alcohol abuse.

While on tour with Joe Cocker in the early 1970s, Gordon reportedly punched his then-girlfriend Rita Coolidge in a hotel hallway, causing her to end their relationship.

Murder of mother, conviction and incarceration
On June 3, 1983, Gordon attacked his 71-year-old widowed mother, Osa Marie (Beck) Gordon, with a hammer, then fatally stabbed her with a butcher knife, claiming that a voice told him to kill her.

Only after his arrest for murder was Gordon properly diagnosed with schizophrenia. At his trial, the court accepted that he had acute schizophrenia, but he was not allowed to use an insanity defense because of changes to California law arising from the federal Insanity Defense Reform Act.

On July 10, 1984, Gordon was sentenced to 16 years to life in prison. He was first eligible for parole in 1991, but it was denied several times because he never attended a parole hearing.

In 2014, he declined to attend his hearing and was denied parole until at least 2018. A Los Angeles deputy district attorney stated at the hearing that Gordon was still "seriously psychologically incapacitated" and "a danger when he is not taking his medication".

In November 2017, Gordon was rediagnosed with schizophrenia. On March 7, 2018, he was denied parole for the tenth time and was tentatively scheduled to become eligible again in March 2021. At the time of his death in 2023, he was serving his sentence at the California Medical Facility, a medical and psychiatric prison in Vacaville, California.

Death
Gordon died in prison on March 13, 2023, at the age of 77. Two marriages, to singer Renee Armand and dancer Jill Barabe, both ended in divorce. He was survived by his daughter, Amy Gordon, who was born in 1968.

Partial discography
During his career, Gordon played with a long list of musicians and record producers, including:

 * Peter Allen: Taught by Experts
 * Duane Allman: An Anthology
 * Hoyt Axton: My Griffin Is Gone
 * Joan Baez: Diamonds & Rust; From Every Stage; Gulf Winds; Blowin' Away
 * The Beach Boys: Pet Sounds; Smiley Smile; Friends; 20/20
 * The Beau Brummels: Triangle
 * Stephen Bishop: Careless
 * Cilla Black: It Makes Me Feel Good
 * Bread: Bread
 * Teresa Brewer: 16 Most Requested Songs
 * Jackson Browne: The Pretender
 * Jack Bruce: Out of the Storm
 * The Byrds: The Notorious Byrd Brothers
 * Glen Campbell: "Wichita Lineman"
 * The Carpenters: Horizon; A Kind of Hush; Interpretations
 * Chad and Jeremy: The Ark
 * Cher: Stars
 * Eric Clapton: Eric Clapton
 * Gene Clark: Gene Clark with the Gosdin Brothers
 * Joe Cocker: Mad Dogs & Englishmen
 * Judy Collins: Who Knows Where the Time Goes
 * Alice Cooper: Alice Cooper Goes to Hell; Lace and Whiskey
 * Crosby, Stills & Nash: Crosby, Stills & Nash
 * Burton Cummings: Burton Cummings; Dream of a Child
 * Delaney & Bonnie: On Tour with Eric Clapton; D&B Together
 * Derek and the Dominos: Layla and Other Assorted Love Songs; In Concert; Live at the Fillmore
 * Neil Diamond: Beautiful Noise
 * Donovan: Essence to Essence
 * Dr. John: The Sun, Moon & Herbs
 * The Everly Brothers: Gone Gone Gone; Beat & Soul; Two Yanks in England; Roots; Stories We Could Tell
 * Art Garfunkel: Angel Clare; Breakaway
 * David Gates: First
 * Lowell George: Thanks, I'll Eat It Here
 * Merle Haggard: Same Train, a Different Time
 * Daryl Hall & John Oates: Daryl Hall & John Oates; Bigger Than Both of Us
 * Albert Hammond: It Never Rains in Southern California; The Free Electric Band; Albert Hammond
 * George Harrison: All Things Must Pass; Living in the Material World; Extra Texture (Read All About It)
 * Jim Henson: The Muppet Movie
 * Richard "Groove" Holmes: Six Million Dollar Man
 * John Lee Hooker: Endless Boogie
 * Jim Horn: Through the Eyes of a Horn; Jim's Horn
 * Thelma Houston: I've Got the Music in Me
 * The Hues Corporation: Freedom for the Stallion; Rockin' Soul; Love Corporation; I Caught Your Act
 * Incredible Bongo Band: "Apache"; Bongo Rock
 * Phil Keaggy: Love Broke Thru; Ph'lip Side
 * B.B. King: B.B. King in London
 * Carole King: The City
 * Cheryl Ladd: Dance Forever
 * John Lennon: "Power to the People"
 * The Lettermen: Lettermen 1; Spin Away
 * Gordon Lightfoot: Sundown; Cold on the Shoulder; Gord's Gold; Summertime Dream
 * Nils Lofgren: Cry Tough
 * Manhattan Transfer: Coming Out; Pastiche
 * Dave Mason: Alone Together
 * Country Joe McDonald: Love is a Fire
 * Maria Muldaur: Maria Muldaur; Waitress in a Donut Shop
 * Elliott Murphy: Elliott Murphy; Lost Generation
 * Oliver Nelson: Skull Session
 * Tracy Nelson: Time Is on My Side
 * Randy Newman: Randy Newman; 12 Songs
 * Harry Nilsson: Aerial Ballet; Skidoo (Soundtrack); Harry; Nilsson Schmilsson; Son of Dracula (Soundtrack)
 * Goro Noguchi: Goro in Los Angeles, U.S.A.
 * Yoko Ono: Fly
 * Van Dyke Parks: Song Cycle; Discover America
 * Tom Petty and the Heartbreakers: Tom Petty and the Heartbreakers; Playback
 * Kenny Rankin: Silver Morning
 * Redeye: Redeye
 * Emitt Rhodes: The American Dream
 * Righteous Brothers: Give It to the People
 * Minnie Riperton: Adventures in Paradise
 * Johnny Rivers: L.A. Reggae; Blue Suede Shoes; Last Boogie in Paris; New Lovers and Old Friends; Wild Night; Outside Help
 * Leon Russell: Leon Russell and the Shelter People
 * Seals and Crofts: Seals & Crofts; Summer Breeze; Diamond Girl
 * John Sebastian: Tarzana Kid
 * Louie Shelton: Touch Me
 * Judee Sill: Heart Food
 * Carly Simon: No Secrets; Hotcakes; Playing Possum
 * Tom Snow: Taking It All in Stride; Tom Snow
 * The Souther-Hillman-Furay Band: The Souther-Hillman-Furay Band
 * Joey Stec: Joey Stec
 * Steely Dan: Pretzel Logic; "Here at the Western World"
 * B. W. Stevenson: Lead Free; My Maria; Calabasas
 * John Stewart: The Phoenix Concerts
 * Stone Poneys: "Different Drum"; Evergreen, Volume 2
 * Barbra Streisand: Barbra Joan Streisand
 * Mariya Takeuchi: Love Songs
 * Bob Thiele & His Orchestra: I Saw Pinetop Spit Blood
 * Mel Tormé: Right Now!
 * Traffic: Welcome to the Canteen; The Low Spark of High Heeled Boys
 * John Travolta: John Travolta
 * John Valenti: Anything You Want
 * Tom Waits: The Heart of Saturday Night
 * Tim Weisberg: Hurtwood Edge; Dreamspeaker
 * Bobby Whitlock: Bobby Whitlock; Raw Velvet
 * Andy Williams
 * Mason Williams: "Classical Gas"
 * Frank Zappa: Apostrophe ('); Läther; 'Grand Wazoo' (tour) and 'Petit Wazoo' (tour); Imaginary Diseases; Wazoo; Little Dots
 * John Valenti: Anything You Want
 * Tom Waits: The Heart of Saturday Night
 * Tim Weisberg: Hurtwood Edge; Dreamspeaker
 * Bobby Whitlock: Bobby Whitlock; Raw Velvet
 * Andy Williams
 * Mason Williams: "Classical Gas"
 * Frank Zappa: Apostrophe ('); Läther; 'Grand Wazoo' (tour) and 'Petit Wazoo' (tour); Imaginary Diseases; Wazoo; Little Dots

title: Jim Gordon (musician)


text:
Talk:Wallangarra, Queensland

What is name of town on Queensland side? —Preceding unsigned comment added by 211.30.76.7 (talk • contribs)

Answer: Wallangarra is the name of the town on the Queensland side. The town on the NSW side is Jennings. —Preceding unsigned comment added by 165.228.54.9 (talk • contribs)

That's not entirely accurate. 124.191.203.127 06:42, 8 February 2007 (UTC)

title: Talk:Wallangarra, Queensland


text:
User talk:Mgi~enwiki

Hi Mgi, and welcome to Wikipedia.

Thankyou for finding the time to sign up and contribute to our little project. If you're in doubt about anything, you might want to check out some of these pages:

 * Welcome, newcomers - a general introduction, and a good starting point
 * The help centre and FAQs
 * The Manual of Style - a guide to the community's writing conventions

It's also a good idea to sign the new user log and add a little about yourself.

When contributing to a talk page, you can sign your name by typing four tildes after your comments, like this: ~. (Just so you know, some people won't pay attention to unsigned comments).

If you have any questions, don't hesitate to ask me at my talk page, or at the Help desk or Village Pump.

Above all, make sure you be bold when contributing, and have fun!

Also, thanks for joining up at the WikiProject Melbourne. Drop by the talk page sometime. You may also be interested in the Australian wikipedians' notice board.

– T.P.K. 06:18, 3 Oct 2004 (UTC)

Your account will be renamed
Hello,

The developer team at Wikimedia is making some changes to how accounts work, as part of our on-going efforts to provide new and better tools for our users like cross-wiki notifications. These changes will mean you have the same account name everywhere. This will let us give you new features that will help you edit and discuss better, and allow more flexible user permissions for tools. One of the side-effects of this is that user accounts will now have to be unique across all 900 Wikimedia wikis. See the announcement for more information.

Unfortunately, your account clashes with another account also called Mgi. To make sure that both of you can use all Wikimedia projects in future, we have reserved the name Mgi~enwiki that only you will have. If you like it, you don't have to do anything. If you do not like it, you can pick out a different name. If you think you might own all of the accounts with this name and this message is in error, please visit Special:MergeAccount to check and attach all of your accounts to prevent them from being renamed.

Your account will still work as before, and you will be credited for all your edits made so far, but you will have to use the new account name when you log in.

Sorry for the inconvenience.

Yours, Keegan Peterzell Community Liaison, Wikimedia Foundation 01:47, 20 March 2015 (UTC)

Renamed
 This account has been renamed as part of single-user login finalisation. If you own this account you can |log in using your previous username and password for more information. If you do not like this account's new name, you can choose your own using this form after logging in: . -- Keegan (WMF) (talk) 16:17, 22 April 2015 (UTC)

title: User talk:Mgi~enwiki