text:
List of Boeing B-17 Flying Fortress variants

The following is an extensive catalogue of the variants and specific unique elements of each variant and/or design stage of the Boeing B-17 Flying Fortress, a heavy bomber used by the United States Army Air Forces and other Allied air forces during World War II.

Boeing Model 299 (B-17)

The Model 299 was the original aircraft built by Boeing to fulfill an August 1934 requirement by the United States Army Air Corps for a bomber capable of carrying 2000 lb of bombs 2000 mi at 200 mph. The 299 was powered by four 750 hp Pratt & Whitney S1EG Hornet radial engines, giving a maximum speed of 236 mph and a maximum gross weight of 38053 lb. It carried a bomb load of up to eight 600 lb bombs, with a defensive armament of five .30 in machine guns, with one in a nose turret and one each in dorsal and ventral mounts and two in waist blisters. In 1935, Boeing's Model 299 competed with entries from other aircraft companies at an evaluation at Wright Field near Dayton, Ohio, USA.

On its flight from Seattle, Washington to Wright Field for the competition, the 299 set a nonstop speed record of 252 mph. Though it crashed and burned on takeoff during a demonstration, the crash was due to flight-crew error, when unreleased gust locks prevented flight surfaces from moving, not from any technical flaw in the aircraft. Subsequently, a mandatory pre-flight checklist prior to take-off was required. Despite the crash and its much higher unit cost, the Army Air Corps leaders was impressed by its performance, so Boeing was awarded a development contract. The aircraft has since been referred to as the XB-17, but this designation was not contemporary or official.

Y1B-17 (YB-17)

Though still enthusiastic about the Boeing design, despite it being disqualified from the fly-off contest following the crash of the Model 299 prototype, the Army Air Corps cut its order from 65 service test YB-17s to just 13. On November 20, 1936, the bomber's normal acquisition funding was changed to "F-1", indicating funding outside of normal annual allocations, and the heavy YB-17 bomber was redesignated "Y1B-17", as a result.

Unlike the first example, which had used Pratt & Whitney R-1690 Hornet radial engines, the Y1B-17 used the more powerful Wright R-1820 Cyclone that would be the standard power plant for all subsequent B-17s. Changes were also made in the armament, and the crew was reduced from seven to six. Most changes were minor: the most notable was switching from double-wishbone to single-arm landing gear for ease of maintenance.

On 7 December 1936, five days after the first flight of the Y1B-17, the brakes fused during landing, and it nosed over. Though damage was minimal, the cumulative impact of this event, combined with the crash of the Model 299, triggered a Congressional investigation. Following the crash, the Army Air Corps was put on notice and another crash would mean the end of the bomber's "F-1" procurement program.

The commander of Army General Headquarters (Air Force), Major General Frank Andrews, assigned twelve Y1B-17s to the 2nd Bomb Group located at Langley Field, Virginia to develop heavy bombing techniques. Of the thirteen Boeing aircraft built, one was assigned for stress testing. Most of the time spent with the bombers entailed eliminating problems with the aircraft but the most important development was the use of a detailed checklist reviewed by the pilot and copilot prior to each takeoff. It was hoped that this procedure would prevent further accidents.

In May 1938, the Y1B-17s (now redesignated as B-17) of the 2nd Bombardment Group, led by the lead bombers' navigator Curtis LeMay, took part in a demonstration in which they intercepted the Italian liner Rex. Coming into contact with the liner while it was still 610 mi out at sea, the demonstration was meant to prove the range and capabilities of the B-17. It also showed that the bomber could attack a naval invasion force before it could reach land. The Navy was furious about the Army's intrusion into their mission, and forced the War Department to issue an order restricting the Army Air Corps from operating more than a hundred miles from America's coastline.

After three years of flight, no serious incidents occurred with the B-17s. In October 1940, they were transferred to the 19th Bombardment Group at March Field.

B-17A (Y1B-17A)
The aircraft that became the sole Y1B-17A was originally ordered as a static test bed. However, when one of the Y1B-17s survived an inadvertent violent spin during a flight in a thunderhead, Army Air Corps leaders decided that there would be no need for static testing. Instead, it was used as a testbed for improving engine performance. After studying a variety of configurations, use of a ventral-nacelle-mount turbocharger was chosen for each of its four engines. A successive series of General Electric-manufactured turbochargers would equip B-17s as standard items, starting with the first production model, allowing it to fly higher and faster than the Y1B-17. When testing was completed, the Y1B-17A was reconfigured as a B-17A.

B-17B

The B-17B (299M) was the first production model of the B-17 and was essentially a B-17A with a slightly larger rudder, larger flaps, a redesigned nose and 1200 hp R-1820-51 engines. The small, globe-like, machine gun turret used in the Y1B-17's upper nose blister was replaced with a .30 in machine gun, its barrel run through a ball-socket in the heavily framed Perspex nose glazing. The Y1B-17's separate triangular-shaped bombardier's aiming window, located further back in the lower nose in an indent, was eliminated, and was replaced with a framed window panel in the lower portion of the nose glazing. All B-17B aircraft were later modified at Boeing, being brought up to the B-17C/D production standard. While the new nose glazing still used only a single .30 in caliber machine gun, two additional ball-sockets were installed in the nose, one in the upper left panel and another in a lower right. This configuration was continued up through the B-17E series. During Army Air Corps service, the bulged teardrop-shaped machine gun blisters were replaced with flush-mounted Perspex side windows of the same type used in the B-17C/D series. Various aircraft had different levels of upgrades performed. Some of the "B" series Fortresses had only their bulged side blisters replaced with slide-out flush windows, while others also had their bulged upper blister changed to a much flatter, more aerodynamic Perspex window panel. In addition, some "B" series Fortresses also had ventral "bathtub turrets" (see the "C/D" section below) installed, replacing their lower, teardrop-shaped gun blisters.

Crew locations were rearranged, and the original pneumatic brakes were replaced with hydraulic brakes.

In October 1942 all in-service B-17B aircraft were redesignated RB-17B, the "R" indicating "Restricted" and these aircraft were now used only for training and transport duties. The "R" prefix designated combat obsolescence.

Many of these RB-17B aircraft, along with at least one still-airworthy YB-17, were stationed at Sebring Airfield, where the exterior scenes were filmed for the Warner Bros. war drama Air Force (1943), directed by Howard Hawks, and starring (among others) John Garfield, Arthur Kennedy, Gig Young, and Harry Carey. The film's real star, however, was an RB-17B. It passed as a later model B-17D Flying Fortress, having had its machine gun blisters replaced and a lower "bathtub" ventral gun turret installed. Many of these aircraft can be seen in both ground and aerial scenes during the film.

The "B" series Flying Fortress first flew on 27 June 1939. Thirty nine were built in a single production run, but Army Air Corps serial numbers were scattered over several batches. This was because of limited government funding: The Army Air Corps could only afford to purchase a few B-17Bs at a time.

B-17C

The B-17C introduced a number of improvements over the B-17B, including more powerful Wright R-1820-65 engines. To improve crew safety, the waist-mounted machine gun blisters were replaced with teardrop-shaped, slide-out Perspex window panels flush with the fuselage, and the ventral blister was replaced by a lower metal gondola housing dubbed a "bathtub turret". The most important additions made to the "C" series were self-sealing fuel tanks and armor plate.

The first of the B-17C series flew in July 1940, with 38 being built. The 18 remaining in Army Air Forces service, after 20 had been transferred to the RAF, were upgraded to the B-17D configuration, although one of these crashed on a ferry flight in the US.

Fortress Mk.I
With the passage of the Lend-lease Act in 1941, the Royal Air Force requested B-17s. At that time, the US Army Air Corps was suffering from shortages, but supplied 20 to the RAF. Though the Air Corps hadn't cleared the B-17 for combat, they were desperately needed in Britain. The 20 ferried bombers were production B-17Cs (company designation Model 299T), designated Fortress Mk I by the RAF. The aircraft's single .30 caliber nose-mounted machine guns were replaced with 0.5 in Brownings.

Following delivery, the 20 Fortress Mk.Is went almost immediately into frontline service, however they performed poorly. By September 1941, 39 sorties had only resulted in 22 missions, with nearly half of the sorties aborted due to mechanical and electrical problems. Eight of the 20 aircraft had been destroyed by September, half to accidents. Their guns froze-up at altitude and were unable to protect the Fortresses from attack and their effectiveness as bombers was also limited, largely because of problems with achieving an adequate level of bombing accuracy.

B-17D

Though changes in the design made the Army Air Force decide that the B-17D was worthy of a new sub designation, the B-17C and B-17D were very similar. In fact, both were given the same sub designation (299H) by Boeing.

Minor changes were made, both internally and externally. Outside, the engines received a set of adjustable cowl flaps for improved cooling, and the externally-mounted bomb racks were removed. On the interior, the electrical system was revised, and another crew position was added, bringing the total number to ten. In the aft-dorsal radio compartment was a new overhead twin-.50s machine gun mount; in the central-aft section's ventral "bathtub" gun position, twin .50s were also added, as was additional armor plating. Nose gun ball sockets were added to the side windows for the first time, in a longitudinally staggered layout (the starboard ball socket was further forward than the port-side ball socket). The number of machine guns aboard brought the total armament to seven: one portable nose .30 in and six .50 in. The B-17D also featured more extensive armored plate protection. A total of 42 "D" series were built, and the 18 remaining B-17Cs were converted to Boeing's new B-17D standard. The sole-surviving example of the "D" series (originally built in 1940 and nicknamed Ole Betsy by her original aircrew) is currently undergoing restoration at the National Museum of the United States Air Force in Dayton, Ohio. This B-17D was later renamed "The Swoose" by her last pilot Col. Frank Kurtz, who after the war, kept the Fortress from being scrapped; he later named his daughter, actress Swoosie Kurtz, after the bomber.

B-17E

The B-17E (299O) was an extensive redesign of the previous B-17D. The most obvious change was the larger, completely new vertical stabilizer, originally developed for the Boeing 307 Stratoliner, and the addition of a tail gunner. Experience had shown the Flying Fortress was vulnerable to attack from behind. The redesign added a tail gunner's position and a powered, dorsal turret located just behind the cockpit. Each of these positions were armed with a pair of Browning AN/M2 .50 cal. machine guns). Until these modifications, specific maneuvers were needed against attacks from behind, including yawing the bomber laterally, allowing the waist gunners to alternate bursts at enemy fighters. For better visibility the waist gunner teardrop sliding panels were replaced by rectangular windows. In the first production run, the ventral gunner's "bathtub" from the B-17D was replaced by a remotely-sighted Bendix turret. It was similar to the one used in the B-25B through -D Mitchell bombers, but was difficult to use and was a failure in combat. This resulted in remaining B-17E (and following F and G) aircraft being fitted with a manned Sperry ball turret.

As many as 512 were built based on the USAAC's July 1940 order for B-17s. ) The B-17E production order was too large for Boeing alone, so Douglas and the Vega division of Lockheed joined Boeing in B-17 production. Boeing also built a new production plant, and Douglas added one specifically for building B-17s. One of the Vega-built aircraft was later converted to the XB-38 Flying Fortress, which remained a single prototype.

Four examples of B-17Es still exist in museums, none of which are currently known to be airworthy.

Fortress Mk.IIA
In the middle of 1942, 45 B-17Es were transferred to the RAF, where they served under the designation Fortress Mk.IIA. Because of the shortcomings experienced with the Mk.I, the RAF did not use the Mk.IIA in its intended role but instead they were operated by the Coastal Command for anti-submarine patrols.

B-17F

The B-17F was an upgrade of the B-17E. Outwardly, both types were distinguished primarily by the extensively framed nose glazing on the "E" series being replaced with a molded, one-piece or two-piece all plexiglas nose cone on the "F" series and later. Fully-feathering paddle-blade propellers were also adopted. Many internal changes were also made to improve the effectiveness, range, and load capacity. Once placed in combat service, however, the "F" series was found to be tail-heavy. The combined weight, when fully combat-loaded, of the four rear gunners and their heavy .50 caliber ammunition, moved the bomber's center of gravity rearward. This forced the constant use of the bomber's elevator trim tab, stressing that component to eventual failure. In combat the B-17F also proved almost immediately to have inadequate defensive protection when being attacked directly from the front. Various armament configurations of two-to-four flexible machine guns were added to the plexiglass nose cone and side window positions (the starboard position was placed further forward). Late production "F" series aircraft received substantially-enlarged bulged "cheek" mounts for their .50 caliber machine guns, on each side of the nose. These replaced the previous side window-mounted .50s. These "cheek" mounts allowed for firing more directly ahead. An overhead astrodome was also added for the navigator on top of the nose.

The problem of head-on defense was not adequately addressed until the introduction of a powered, Bendix-designed, remotely operated "chin" turret in the final production blocks of F-series Fortresses, starting with the last 65 (86 according to some sources) B-17Fs built by Douglas, from the B-17F-70-DL production block — directly derived from its debut on the YB-40 experimental "gunship" version.

With reinforced landing gear, the maximum bomb capacity increased from 4200 lb to 8000 lb. Though this modification reduced cruising speed by 70 mph, increased bomb-carrying capacity was favored over speed. A number of other modifications were made, including reinstalling external bomb racks, but because both rate-of-climb and high-altitude flight performance suffered, these were rarely used and were removed.

Range and combat radius were extended with the installation in mid-production of additional fuel cells in the wings. Called "Tokyo tanks", nine self-sealing rubber-composition fuel tanks were mounted inside each wing on each side of the reinforcing joint between the inner and outer wing spars. With an extra 1080 USgal to the 1700 USgal available on the first B-17Fs, the "Tokyo tanks" added approximately 900 mi to the bomber's target capability.

3,405 "F" series Flying Fortresses were built: 2,300 by Boeing, 605 by Douglas, and 500 by Lockheed (Vega). This includes the famous Memphis Belle.

Three examples of the B-17F remain in existence, including the restored Memphis Belle.

Fortress Mk.II
19 B-17Fs were transferred to the RAF, where they served with RAF Coastal Command as the Fortress Mk.II.

B-17G

All changes made to the Flying Fortress were incorporated into the final production version, the B-17G. These included the Bendix remotely-operated chin turret, bringing the bomber's defensive armament to thirteen .50 in machine guns. The waist gun windows were staggered to improve the gunner's freedom of movement, another carryover from the YB-40 "gunship" variant. The earliest B-17Gs lacked the "cheek" machine gun mounts, as it was believed that the chin turret provided sufficient forward firepower; they were quickly reintroduced. In a reversal of the B-17F's design, the starboard "cheek" machine gun mount was moved rearward and the port side mount was moved forward, just behind the edge of the bombardier's nose glazing to avoid interference with the storage of the chin turret's control yoke when it was not in use. For late production blocks of the G-series, the tail gun turret was revised. Referred to as the "Cheyenne" configuration (after the modification center where it was introduced, the United Airlines Modification Center in Cheyenne, Wyoming), its guns were mounted in a new turret with a reflector sight and a much greater field of fire. Some 8,680 were built, and dozens were converted for several different uses:

 * CB-17G: Troop transport version, capable of carrying 64 troops.
 * DB-17G: Drone variant
 * DB-17P: Drone director
 * JB-17G: Engine test-bed
 * MB-17G: Missile launcher
 * QB-17L: Target drone
 * QB-17N: Target drone
 * RB-17G: Reconnaissance variant
 * SB-17G: Rescue version, later redesignated B-17H: Featured A-1 lifeboat under fuselage. After World War II, armament on the B-17Hs was removed; it was reinstated when the Korean War began.
 * TB-17G: Special duty training version
 * TB-17H: Training version of B-17H
 * VB-17G: VIP transport
 * PB-1: This designation was given to one B-17F and one B-17G. They were used by the U.S. Navy for various test projects.
 * PB-1G: This designation was given to 17 B-17Gs used by U.S. Coast Guard as air-sea rescue aircraft.
 * PB-1W: This designation was given to 31 B-17Gs used by the U.S. Navy as the first airborne early warning aircraft (AWACS).

Fortress Mk.III
Eighty-five B-17Gs were transferred to the RAF, where they received the designation Fortress Mk.III. Three were assigned to Coastal Command in the Azores and were fitted with radar before being reused by meteorological survey squadrons.

The rest were operated as Fortress Mk.III (SD) (Special Duties) from February 1944 by two squadrons of Bomber Command's No. 100 Group RAF, where they carried out electronic countermeasures to confuse or jam German radar in support of bombing missions.

These carried an extensive array of electronic equipment including airborne Grocer air-interception jammers, the Jostle VHF jammer, Monica tail-warning receiver, Gee and LORAN for navigation, and an H2S radar which replaced the chin turret. They were also used as decoys during night bombing attacks. Fortress Mk.IIIs were operational until the units disbanded in July 1945.

B-17H

About 130 B-17Gs were converted for air-sea rescue missions for the USAAF, carrying an airborne lifeboat. Of these, twelve received the new designation B-17H, with five B-17Hs becoming TB-17Hs. The B-17H and TB-17H were redesignated SB-17G in 1948.

XB-38
The XB-38 was a modification undertaken by the Vega division of Lockheed on the ninth B-17E built. It was to test the feasibility of using liquid-cooled Allison V-1710-89 engines, if the Wright R-1820 engine became scarce. Completing the modifications took less than a year, and the XB-38 made its first flight on 19 May 1943. While it showed a slightly higher top speed, after just a few flights it had to be grounded due to a problem with engine manifold joints leaking exhaust gases. Following this problem being resolved, testing continued until the ninth flight on 16 June 1943 when the inboard starboard engine caught fire, and the crew bailed out. The XB-38 was destroyed and the project was cancelled. The gains in modification were minimal and would have been disruptive to the existing Flying Fortress production. Allison engines were also considered to be more badly needed for fighters.

YB-40
Prior to the introduction of the P-51 Mustang, a B-17 "gunship" escort variant called the YB-40 was trialled. This aircraft differed from the standard B-17 in that a second dorsal turret was installed atop the radio operator's position between the forward dorsal turret and the waist guns, where only an upward firing single or double Browning M2 had been mounted; and a single .50 in machine gun at each waist station was replaced by a pair of .50 in guns, of basically the same twin-mount design used for the tail guns. In addition, the bombardier's equipment was replaced with twin .50 in machine guns in a remotely operated "chin" turret directly under the bombardier's position, augmenting the existing "cheek" machine guns; and the bomb bay was converted to a .50 caliber  magazine. The YB-40 would provide a heavily armed gunship escort capable of accompanying the bombers all the way to a target and back. The aircraft was deemed a failure, however, because it could not keep up with standard B-17s once they had dropped their heavy bomb loads. It was withdrawn from service after just fourteen missions. (Twenty-six were built: one XB-40 prototype, 21 YB-40 pre-production aircraft, four TB-40 training aircraft.)

C-108 Flying Fortress
Four B-17s were converted to serve as cargo carriers and V.I.P. transports under the designation C-108 Flying Fortress. Many more served in the same roles under the designations CB-17 and VB-17, respectively. The first of them, designated XC-108, was a B-17E partially stripped of military equipment and outfitted for passengers. It served as a V.I.P. transport for General Douglas MacArthur. A similar conversion was made on a B-17F, designated YC-108. The third plane, designated XC-108A, was made to test the feasibility of converting obsolete bombers to cargo aircraft. The B-17E chosen for the conversion was based in India, where it ferried supplies over the Himalaya to the base for the B-29 Superfortress in Chengdu, China. It proved a difficult aircraft to maintain, due to lack of spares for the Cyclone engines, and was returned to the United States, where it was based in Bangor, Maine, and flew a cargo route to Scotland until the end of the war. It was sold to a local dealer for scrap, but the airframe survived, and is currently being restored in Illinois. A final aircraft was built under the designation XC-108B, and was used as a tanker to transport fuel from India to Chengdu.

F-9 Flying Fortress
Several B-17s were converted to long-range photographic reconnaissance aircraft, designated F-9 Flying Fortress. (The F was for 'foto' and is not to be confused with the use of F for 'fighter'.)

The first F-9 aircraft were sixteen B-17Fs, with bombing equipment replaced by photographic equipment. Some of the defensive armament was kept. An uncertain number of additional airframes were converted to a similar configuration to the F-9, but differed in minor details of their cameras, and received the designation F-9A. Some of these, along with more B-17Fs, received further camera alterations and became the F-9B. The final model was the F-9C, which was given to ten B-17G, converted in a similar fashion to the previous aircraft. Those surviving in 1948 were initially redesignated RB-17G (R indicating 'reconnaissance').

 * FB-17: Post-war redesignation of all F-9 photo-reconnaissance aircraft.

BQ-7 Aphrodite
Late in World War II, at least 25 B-17s were fitted with radio controls as BQ-7 drones for Operation Aphrodite. Loaded with 20000 lb of Torpex high explosive and enough fuel for 350 mi, they were to be used to attack Nazi U-boat pens, V-1 flying bomb sites, and bomb-resistant fortifications.

The BQ-7s would be taken up to 2000 ft by two volunteers before transferring control to another B-17 and bailing out while still over England. The controlling B-17 would follow the BQ-7, aim to at the target and set its controls for a collision course, before itself returning. The normal cockpit lost its roof and the fairing behind it was removed.

Because the remote-control hardware was inadequate, Operation Aphrodite was riddled with problems. Between August 1944 and January 1945, 15 BQ-7s were launched against Germany, but none hit their targets, and several crew were killed, many in parachuting accidents. One BQ-7 left a 100 ft crater in Britain and another circled an English port out of control. The program was cancelled in early 1945.

PB-1 and PB-1W

The U.S. Navy (USN) received 48 B-17s towards the end of World War II, renamed PB-1 and used for maritime patrol missions. Post-war, the USN acquired 31 more B-17Gs, renamed PB-1W, and fitted with AN/APS-20 radar for Airborne Early Warning equipment and procedure development.

The Naval Air Material Center's Naval Aircraft Modification Unit (NAMU) at Johnsville, Pennsylvania modified the B-17s to PB-1W specification by sealing up the bomb bay doors and installing 300 gallon drop tanks on each wing, in addition to the "Tokyo Tanks" mounted in the outer wings, holding a total of 3,400 gallons of fuel, giving the PB-1W an endurance of 22+ hours. Initially PB-1W's retained the natural metal finish with a protective wax coat, but later the PB-1Ws were painted gloss Navy Blue overall.

The scanner for the one-megawatt AN/APS-20 Seasearch S-band Radio Detection and Ranging (RADAR), manufactured by Hazeltine Corporation/General Electric, was ventrally mounted in a bulbous housing below the redundant bomb bay, with the RADAR relay transmitter, Identification friend or foe (IFF), Radio Direction Finder (RDF), Instrument Landing System (ILS), and LOng RAnge Navigation (LORAN) also being installed during conversion.

The conversion introduced the following changes:

 * Chin turret removed.
 * Norden bombsight removed.
 * Bombardier's station retained as a lookout post, while on ASW or airborne search and rescue (SAR) missions.
 * Top forward turret removed.
 * Cockpit armor removed.
 * 300 U.S. gallon drop tanks fitted under the outer wings.
 * Extra fuel tanks in the outer wings ("Tokyo Tanks").
 * AN/APS-20 Seasearch S-band Radio Detection and Ranging (RADAR), with transmitter in the fuselage and aerial in a bulbous di-electric fairing under the former bomb-bay.
 * Modernized Identification, Friend or Foe (IFF).
 * Radio Direction Finder (RDF).
 * Instrument Landing System (ILS).
 * LOng RAnge Navigation (LORAN).
 * 2 RADAR consoles facing aft in the former bomb-bay
 * Radio operator's seat turned to face outboard.
 * Waist gun positions and ball turret removed.
 * Bench seats fitted for observers at the waist positions.
 * Floating smoke markers carried.
 * A latrine and a galley were fitted amidships.
 * Tail guns and armor removed.
 * Provision for spares and/or cargo to be carried in the tail section.

The crew for USN PB-1Ws consisted of six officers (Pilot in Command, Second in Command, Navigator, CIC Officer, and two RADAR Operators/Controllers) and five enlisted men (Plane Captain (now referred to as Crew Chief), 2nd Mechanic, Electronics Technician, and two Radio Operators).

First delivered to Patrol Bomber Squadron 101 (VPB-101) in the spring of 1946, the Navy was eventually to have twenty-two, out of thirty-one post-war B-17s, fully upgraded to PB-1W standard. Late in 1946, VPB-101 would move to NAS Quonset Point, Rhode Island, and be redesignated Airborne Early Warning Development Squadron Four (VX-4).

PB-1G
After the war, the United States Coast Guard (USCG) realized the need for a long range search and rescue aircraft to supplement its peace-time Sea Air Rescue (SAR) capabilities. Concurrently, the Army Air Force was retiring thousands of B-17 four-engine bombers, many still "factory-new" as they were delivered too late to see action. The USCG, always quick to take advantage of anything they could get inexpensively, requested that the Army Air Force loan eighteen of the bombers to the Coast Guard. The powerful, long-legged and stable bombers proved to be excellent additions to the Coast Guard's aviation fleet.

The Army Air Force had developed a lifeboat that was slung underneath the fuselage of a B-17 that would be dropped to survivors in the water. A parachute rig would deploy from the lifeboat after its release and allow it to descend safely to the surface. The Coast Guard adopted the A-1 lifeboat for many of its PB-1Gs (the naval designation for the Flying Fortress).Furthermore the PB-1Gs were equipped with an ASV radar to assist in the SAR operations. Additionally, these aircraft were also used for the International Ice Patrol while another of the versatile PB-1Gs was modified to carry a nine-lens, 1.5 million dollar, aerial camera for mapping purposes. Interestingly, the Norden bombsight, used by the B-17s in their bombing campaign against Nazi Germany, was kept with this PB-1G and used to pinpoint targets for the camera.

In total 17 PB-1Gs served with the Coast Guard from 1945 through 1959. The final flight of the last PB-1G in USCG service ended at 1:46 p.m. on Wednesday 14 October 1959 when PB-1G 77254 landed at AIRSTA Elizabeth City. She had faithfully served the nation's oldest continuous sea service for fourteen years.


text:
Jonathan ben Joseph

Jonathan ben Joseph was a Lithuanian rabbi and astronomer who lived in Risenoi, Grodno in the late 17th century and early 18th century. Jonathan studied astronomy and mathematics.

In 1710 Jonathan and his family lived a year in the fields due to a plague at Risenoi. He vowed that, on surviving, he would spread astronomical knowledge among his fellow believers. After he became blind, he went to Germany, where the bibliographer Wolf met him in 1725. Jonathan authored two astronomical commentaries: the Yeshu'ah be-Yisrael, on Maimonides' neomenia laws (Frankfort-on-the-Main, 1720); and Bi'ur, on Abraham ben Ḥiyya's Ẓurat ha-Areẓ (Offenbach, 1720).

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

title: Jonathan ben Joseph


text:
Wikipedia:Articles for deletion/Glenn Kessler

Glenn Kessler was proposed for deletion. This page is an archive of the discussion about the proposed deletion. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was delete

Glenn Kessler
Glenn Kessler is allegedly a character within a webcomic called Inkpool. No other claim is made for him. Now, I can understand that famous characters within comics might deserve their own articles (Obelix as well as Asterix, perhaps). But Inkpool, if it exists at all, is obscure. (I tried polling Google for it. I failed.) If what's said is true, it's fancruft; otherwise, it's some obscure joke. -- Hoary 06:48, 2004 Dec 18 (UTC)

 * Delete. Inkpool doesn't even have an article yet. Gamaliel 06:58, 18 Dec 2004 (UTC)

 * Delete - It's a joke article. KingTT 07:03, 18 Dec 2004 (UTC)

 * Delete or correct it. Glenn Kessler is a writer for the Washington Post. Jeff Knaggs 08:21, 18 Dec 2004 (UTC)

 * See Special:Contributions/63.249.98.90 for a list of the authors edits. They even thought that Glenn Kessler (from aforementioned webcomic) was notable enough to belong on the Sunglasses page as a fictional character predominantly seen wearing sunglasses. User also nominated Theodore Steinway as a speedy. Alphax (talk) 08:45, Dec 18, 2004 (UTC)
 * Whoops, forgot to vote. Delete. Alphax (talk) 03:34, Dec 22, 2004 (UTC)
 * Just Delete it. Wyss 15:09, 18 Dec 2004 (UTC)
 * Delete Cdc 22:11, 18 Dec 2004 (UTC)

This page is now preserved as an archive of the debate and, like some other VfD subpages, is no longer 'live'. Subsequent comments on the issue, the deletion or on the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.


text:
User:Nike

My nickname has been Nike since 1980, when someone called me "Nike" because he did not know my name and I was wearing a Nike T-shirt. I used this handle online for many years afterwards; for instance, I was NIKE on the old GE BBS (GEnie) but had to take Nike2 on AOL.

Nike is the Greek word for victory, and the name of the Greek goddess of victory, who was sometimes depicted with wings, and called Victoria by the Romans. It is sometimes used as a girl's name, although I'm not a girl. The cities of Nice and Nicaea were named for Nike, and I think that the word was used in the Christian gospel. It is, of course, the name of a sports shoe and apparel company, and also of a class of surface-to-air missiles built by the U.S. during the Cold War.

Even though being the winged deity of victory sounds cool, I associate my name with the missile, since it seems more masculine than a goddess. Also, I don't wish to be accused of endorsing a shoe company or misusing their trademark.

Current date and decimal time is: 2024 July UT

title: User:Nike


text: User talk:216.239.183.254

title: User talk:216.239.183.254


text:
Talk:Energy value of coal

This article needs a new title as well. How about "Energy value of coal"? Gene Nygaard 06:53, 18 Dec 2004 (UTC)

Intro
This article was tagged for context so I added an intro paragraph above the heading India. Now the material I just added should be reviewed for cleanup then the context tag can be removed (if this fixes it). RJFJR 17:21, 1 November 2005 (UTC)

I tweaked here and there, but mainly I dumped the India section since it already exists as Indian coal (as a cleanup article no less!). I tried to keep the important info that was specific to the article...but still needs work. But definately still needs work!!
 * Hard Raspy Sci 00:33, 15 November 2005 (UTC)

Cleanup and removal of text
I cleaned up the article as much as possible. I also removed the following body of text, as in its current state it is completely useless (please see patent nonsense for more information on this topic). If anyone has the knowledge to reword this information into a useful state and reinsert it back into the article, then by all means do so.

Deleted text:

====Empirical Relationship of GCV, UHV, and NCV==== *UHV: Useful heat value = 8900 - 138(A+M) *GCV: Gross Calorific Value = (UHV + 3645 -75.4 M)/1.466 *NCV: Net Calorific Value = GCV - 10.02M ::UHV, GCV, NCV in kcal/kg, “A” is %age Ash; “M” is %age Moisture.

Thanks. Mushin 21:19, 17 November 2005 (UTC)

So what is the energy value of coal?
An estimate of the actual value would be nice, if anyone has a number they are sure of. Assuming X% conversion efficiency, 1 ton of coal = X joules = X kWh? I wish I could find these numbers on the internet, but I am finding a lot of conflicting information.

THis forular to estimate the CV of coal is very useful, however we could do with some more information: - full reference for this Dulong chap - is the calorific value (Q) gross or net? - are the elemental contents (C, H, O and S) 'as received' or 'dry ash free' etc.

There are several other correlations which could go in to this article as well. Good start though.

Thanks, Hugh. —Preceding unsigned comment added by 217.158.168.198 (talk) 09:23, 11 April 2008 (UTC)

Radiation value of coal
There is a fair amount of radiation that comes out of the burning of coal. There are some efforts to use the radiated ash and refine it for nuclear power. Should this be mentioned here? —Preceding unsigned comment added by Reconbot (talk • contribs) 17:07, 5 May 2008 (UTC)

title: Talk:Energy value of coal


text: Category:310 BC births

title: Category:310 BC births


text: User talk:69.149.62.182

title: User talk:69.149.62.182


text: User talk:70.177.192.220

title: User talk:70.177.192.220


text:
Danny Gallivan

Daniel Leo Gallivan (April 11, 1917 – February 24, 1993) was a Canadian radio and television broadcaster and sportscaster.

Early life
Born in Sydney, Nova Scotia, Gallivan was an avid athlete and was a baseball pitcher on the St. Theresa's parish team from Sydney that won the Maritime Intermediate Baseball Championship in 1937. Gallivan started the deciding game against the Pugwash Maple Leafs in the best-of-three series and pitched a three-hit gem while striking out 11 batters in the game.

In 1938, Gallivan was invited to a New York Giants training camp as a power pitcher, but an early injury to his arm ended any thoughts of a major league career.

Gallivan began his broadcast career at a local radio station in Antigonish, Nova Scotia while attending St. Francis Xavier University. While at St. Francis Xavier, he was once roommates with Hollywood film director Daniel Petrie around 1940 or 1941. He taught high school algebra and Latin in Antigonish following graduation and took a stint in the Canadian Army before returning to continue his broadcasting career.

During the summers Gallivan worked in the blast furnace department of the steel plant at Dosco, a Sydney-based manufacturer of steel, coal and assorted products, to pay his way through school. His late father, Luke, was a Dosco employee for 58 years and was a foreman at International Piers, Sydney. Gallivan graduated from St. FX in 1942. Following overseas service with the Knights of Columbus Hostel Auxiliary Services in the war, Gallivan returned to Antigonish as a sportscaster for CJFX.

Hockey Night in Canada
In 1946, Gallivan moved to a radio station in Halifax where he became sports director and voice of the St. Mary's junior hockey team. He was spotted by a CBC producer of Hockey Night in Canada while in Montreal to broadcast a junior hockey playoff between Halifax and Montreal and was asked to fill in for a sick announcer in 1950.

In 1952, Gallivan began a 32-year stint with Hockey Night in Canada, mostly calling games involving the Montreal Canadiens, before retiring after the 1983–84 season. Immediately after Bill Hewitt was forced to retire in 1981, Gallivan motored to Toronto to announce mid-week Maple Leaf games during the 1981–82 season – he announced the night when Rick Vaive scored his 50th goal of the season, a first in Maple Leaf history. Gallivan did play-by-play for at least 1,900 regular season and playoff matches, including 16 Stanley Cup victories for the Canadiens. His colour commentator for 18 years was Dick Irvin Jr., from 1966 until his retirement in 1984. From 1980 to 1984, Mickey Redmond joined the pair as the third man in the broadcast booth.

On October 9, 1970, he had the distinction of announcing the Vancouver Canucks' first-ever game in the NHL, a 3–1 loss to the Los Angeles Kings on CKNW radio.

"Gallivanisms"
Gallivan was known for his colourful descriptions of action on the ice. Hard shots became "cannonading drives"; saves were "scintillating", "larcenous" or "enormous" rather than merely spectacular, and after a save the puck tended to get caught in a goalie's "paraphernalia" (goalie equipment). If the goaltender made a fantastic or impossible save, he would refer to it as a "hair raising save" or that the goalie "kicked out his pad in rapier-like fashion" to foil a "glorious scoring opportunity".

He would use words such as "anemic" to describe an ineffective offence or powerplay. He also coined phrases like "nowhere near the net" when a shot would go wide, and commented that "there has not been a multitudinous amount of shots" to describe a game with a "dire dearth" of shots on net. Passes from the corner and through the crease area would always feature Gallivan shouting "centred right out in front!!". Players were also known to "dipsy-doodle" with the puck or come out of their own zone "rather gingerly".

Gallivan would comment that late in the game was an "inopportune time" for a team to take a penalty, would mention that a penalty killer was "wasting valuable seconds in the penalty" when he was ragging the puck, and would almost always announce, "and the penalty has expired!" at the end of a penalty.

When a university professor wrote to Gallivan protesting that there was no such word as "cannonading", Gallivan wrote back: "There is now."

The ultimate Gallivanism was another word he coined: the "spinarama," which described a player evading a check or deking a defender with a sudden 180- or 360-degree turn. Its chief practitioner was Montreal Canadien Serge Savard so that the move was also known as "The Savardian Spinarama". The Canadian Oxford Dictionary now includes an entry for "spinarama".

Later life
Gallivan retired after the 1984 Stanley Cup playoffs when a severe illness rendered him blind in one eye. He was active in retirement, working with several charities, and was the recipient of several television/broadcast industry awards. He made a cameo appearance in the 1975 Canadian feature film The Million Dollar Hockey Puck. Gallivan also had a cameo as the voice of sportcaster Ferlin Fielddigger in the 1981 animated TV special, The Raccoons on Ice.

Death
According to a Canadian Press report, Gallivan died on Thursday, February 24, 1993 in his sleep at his Montreal apartment, where he lived alone. The obituary said heart failure, possibly brought on by bronchitis, was the apparent cause. He was 75 years old.

Personal and legacy
Gallivan was married to Mary "Eileen" Gallivan (née MacPhee, 1925–1981) of Prince Edward Island, until her death three years prior to his final year on Hockey Night in Canada in 1984. In the early 1940s, Eileen transferred from UPEI to St. Francis Xavier University in Antigonish where she eventually met Gallivan. Together they had four children: a son Danny Jr., and daughters Pat, Paula and Susan.

In the mid-1950s, Gallivan was known to assist with the Department of Education's Physical Fitness Division's annual hockey school in PEI, along with NHL chief referee Red Storey and NHL star Buddy O'Connor.

Cape Breton University awards The Danny Gallivan Memorial Fund Bursary in his honour, and St. Francis Xavier University awards an annual scholarship in his name. The Danny Gallivan Golf Tournament was created by Gallivan, Red Storey and a group of Halifax businessmen 30 years ago to raise research funds for the fight against cystic fibrosis. It continues to be one of the longest-standing, and most successful fundraising events of its nature in Atlantic Canada. The Tournament has raised nearly $1,400,000 for cystic fibrosis.

Tribute
Upon learning of Gallivan's death, NHL Commissioner Gary Bettman issued the following statement, "I join with hockey fans throughout the world, and particularly the millions in Canada whose lives were touched by Danny Gallivan, in expressing the NHL's sadness at the loss of a broadcast legend."

Honours and awards

 * 1974 - ACTRA Sportscaster of the Year Award
 * 1980 - Nova Scotia Sport Hall of Fame - builder category
 * 1984 - Hockey Hall of Fame Media Honouree
 * 1985 - St. Francis Xavier University bestowed upon him an honorary Doctor of Laws Degree
 * 1989 - Inducted into Canadian Sports Hall of Fame
 * 1990 - Broadcast Recognition Award - Atlantic Broadcasters' Association, in acknowledging Danny's contribution to the broadcast industry
 * 1991 - Canadian Association of Broadcasters Hall of Fame

2015 - Inducted into the inaugural class of the Maritime Sport Hall of Fame, (Builder category)

TV video
The following games Gallivan called that were accessible on video:

title: Danny Gallivan


text: User talk:198.11.22.28

title: User talk:198.11.22.28


text:
Talk:Royal Roads Military College

Can we merge this into the article for Royal Roads University? This article is pretty stubby as is, and doesn't need to stand on its own. Darkcore 06:58, 18 Dec 2004 (UTC)

>Can we merge this into the article for RRU No.

Royal Roads University is *not* repeat *not* RRMC [period]

As for the stubbyness, I'm working on it.

 * I'd have to agree, RRMC was it's own college, and wasn't part of RRU. --Spinboy 01:40, 5 Mar 2005 (UTC)

 * I realize that they're different, obviously. But the article is pretty unsubstantive. Darkcore 03:44, 5 Mar 2005 (UTC)

>I'd have to agree, RRMC was it's own college As a point of clarification, RRMC closed as a full fledge University. No rath on this, RMC Kingston is stilled believed to be only a college by many.

 * Read the article about Royal Military College of Canada and you'll see the Province of Ontario gave it degree-granting powers. --Spinboy 03:31, 9 Mar 2005 (UTC)

This article needs to have a more neutral tone. For instance, the words "beautiful" and "proudly" could be purged. Ronstew 18:36, 19 September 2006 (UTC)

The list of notable graduates needs to be pared down. I am essentially repeating a comment that was made on the Royal Military College page. Any RRMC graduate could come through here and list most of their class. --Dcowan38 (talk) 17:50, 29 November 2007 (UTC)

I've tightened the list to those people who were listed who appeared to be truly notable. That is not to dismiss anyone's success as an author, business person, etc. but the list shouldn't be a 'where are they now' list. --Dcowan38 (talk) 18:04, 29 November 2007 (UTC)

RRMC cadets did not have to memorize the 'Old 18' during the 80's. LaSalle flight had to memorize the original few (ten?). The Old 18 reference was lifted directly from the Royal Military College of Canada article. There was no Freedom of the Fort at RRMC. There was no "shouldering professors" at RRMC. It is possible that all these things started in the 1990's, just prior to closing. If they cannot be verified as applying to RRMC, they should be removed.Dcowan38 (talk) 18:14, 29 November 2007 (UTC)

Fair use rationale for Image:Rrmccrest.gif
Image:Rrmccrest.gif is being used on this article. I notice the image page specifies that the image is being used under fair use but there is no explanation or rationale as to why its use in this Wikipedia article constitutes fair use. In addition to the boilerplate fair use template, you must also write out on the image description page a specific explanation or rationale for why using this image in each article is consistent with fair use.

Please go to the image description page and edit it to include a fair use rationale. Using one of the templates at Fair use rationale guideline is an easy way to insure that your image is in compliance with Wikipedia policy, but remember that you must complete the template. Do not simply insert a blank template on an image page.

If there is other fair use media, consider checking that you have specified the fair use rationale on the other images used on this page. Note that any fair use images lacking such an explanation can be deleted one week after being tagged, as described on criteria for speedy deletion. If you have any questions please ask them at the Media copyright questions page. Thank you.

BetacommandBot (talk) 07:04, 15 January 2008 (UTC)

External links modified
Hello fellow Wikipedians,

I have just modified 3 one external links on Royal Roads Military College. Please take a moment to review my edit. If you have any questions, or need the bot to ignore the links, or the page altogether, please visit this simple FaQ for additional information. I made the following changes:
 * Added archive https://web.archive.org/web/20081022134208/http://www.rmc.ca/other/museum/index_e.html to http://www.rmc.ca/other/museum/index_e.html
 * Added archive https://web.archive.org/web/20081018184438/http://www.admfincs.forces.gc.ca/admfincs/subjects/cfao/027-05_e.asp to http://www.admfincs.forces.gc.ca/admfincs/subjects/cfao/027-05_e.asp
 * Added archive https://web.archive.org/web/20081022134208/http://www.rmc.ca/other/museum/index_e.html to http://www.rmc.ca/other/museum/index_e.html

When you have finished reviewing my changes, please set the checked parameter below to true or failed to let others know (documentation at ).

Cheers.— InternetArchiveBot  (Report bug) 16:01, 16 July 2016 (UTC)

External links modified
Hello fellow Wikipedians,

I have just modified 3 external links on Royal Roads Military College. Please take a moment to review my edit. If you have any questions, or need the bot to ignore the links, or the page altogether, please visit this simple FaQ for additional information. I made the following changes:
 * Added archive https://web.archive.org/web/20120423110207/http://myrru.royalroads.ca/roadspiel/fyi/archives-and-band-played to http://myrru.royalroads.ca/roadspiel/fyi/archives-and-band-played
 * Added archive https://web.archive.org/web/20090502235928/http://www.cda-cdai.ca/library/klepak.htm to http://www.cda-cdai.ca/library/klepak.htm
 * Added archive https://archive.is/20110814222622/http://www.pc.gc.ca/apps/beefp-fhbro/FHB_RES_E.asp to http://www.pc.gc.ca/apps/beefp-fhbro/FHB_RES_E.asp

When you have finished reviewing my changes, you may follow the instructions on the template below to fix any issues with the URLs.

Cheers.— InternetArchiveBot  (Report bug) 13:28, 15 December 2017 (UTC)

Picture framing
This makes them difficult to see. Is this the best possible presentation? 99.229.34.174 (talk) 20:40, 1 October 2022 (UTC)

title: Talk:Royal Roads Military College


text:
Eastern Provincial Airways

Eastern Provincial Airways (EPA) was an airline that operated in Atlantic and eastern Canada. At its peak, the carrier operated jet service with Boeing 737-200 aircraft connecting many communities that today only have scheduled passenger flights provided by 18-seat commuter turboprop aircraft. The airline traces its history from Maritime Central Airways (MCA) from 1961. It merged with CP Air to form Canadian Pacific Air Lines in 1986.

History
Eastern Provincial Airways began operations from St. John's, Newfoundland in 1949 acquiring and reorganizing the Newfoundland Aero Sales and Services. Early air services, like those of MCA, included a mixed bag of ambulance and mail services, cargo, charters, and forest and ice patrols, but would evolve into a modern air traffic carrier twenty years later. The company was founded with a Noorduyn Norseman aircraft by Eric Blackwood, a bush pilot and Royal Canadian Air Force veteran from World War II. Blackwood had the backing of St. John's businessman C.A. Crosbie.

The purchase of a PBY Canso amphibian aircraft in 1953 allowed EPA to take larger charter jobs, and a converted Canso allowed water-bombing flights on behalf of the government. In 1954, EPA moved its headquarters from St. John's to the now bustling international aviation hub in Gander where EPA planes mingled with the likes of Pan American and BOAC en route to or from Europe. But EPA's work still consisted mostly of a wide variety of government contracts. In Gander, EPA set up administrative offices and a maintenance hangar and with the addition of larger Douglas DC-3s and Lockheed Model 10 Electra twin prop aircraft, commenced regular passenger services between St. John's, Gander and Deer Lake in 1955–56. In addition to regional charter work, international projects were operated as well, including a contract beginning in 1958 to do extensive work in Greenland with PBY Cansos and de Havilland Canada DHC-3 Otters for Greenland Air until July 1965.

1960s
In 1960, regular passenger services began to Wabush and Twin Falls in Labrador. Curtiss C-46s were leased for the routes with the first Handley Page Dart Herald twin turboprop aircraft being purchased in 1962. EPA was one of the few operators of the Herald in Canada and the type was never operated by any airline in the U.S. In 1963, EPA purchased Maritime Central and the two companies merged to form Eastern Provincial Airways (1963) Limited. The amalgamation allowed for a strong regional carrier to compete against government owned Trans Canada Airlines which later became Air Canada. According to the June 1, 1968 Eastern Provincial system timetable, the airline was operating all scheduled flights with 40-passenger Herald, 24-passenger Douglas DC-3 and 46-passenger Carvair aircraft with the latter being a converted version of the Douglas DC-4 which could transport either passengers or freight in an all-cargo configuration (the airline was operating both passenger and scheduled all-cargo flights with the Carvair at this time). This same timetable also includes charter information for a number of aircraft types operated by the airline in 1968, including not only the Herald, DC-3 and Carvair but also the four-passenger Beechcraft Baron, six-passenger de Havilland Canada DHC-2 Beaver, eight-passenger de Havilland Canada DHC-2T Turbo Beaver (which was a turboprop conversion of the original piston engine Beaver) and the ten-passenger de Havilland Canada DHC-3 Otter.

The mixed-bag operation continued until 1970. The 1960s saw EPA operate a varied fleet of 36 aircraft, including four Handley Page Heralds, six PBY Cansos, two Curtiss C-46s, two Sikorsky S-55 helicopters, one Douglas DC-4, five DC-3 workhorses, and the other smaller aircraft types mentioned above. The airline had a distinguished decade with work in India and Pakistan and they enjoyed the novelty of being the first Canadian airline in the new Soviet bloc Eastern Europe when EPA operated a cargo charter into Czechoslovakia.

1970s
By 1970, EPA had started to resemble a modern airline. That year, EPA's bush operations were sold to some senior staff as a separate airline - Labrador Airways, now Air Labrador.

EPA decided to standardize with Boeing 737-200 jetliners in the 1970s. The airline acquired seven of the jets from Boeing. The same colour scheme that EPA developed in the 1960s was adopted. They were painted white with a silver belly and an orange stripe along the window line. The orange gander logo was put on the tail, and the nose cone was painted black. Inside, passengers sat in flower patterned seats of various colours of purple, orange, and yellow - fashionable colours in the 1970s.

EPA expressed an intent in the early 1970s to have an all-jet fleet as soon as practically possible. As it turned out, this was never to happen. EPA entered the decade with three Handley Page Heralds and two DC-3s. The Heralds were responsible for flights into Iles-de-la-Madeleine, Quebec and Charlo, Chatham and Fredericton, New Brunswick until 1974 when they were sold to British Air Ferries. EPA started jet service into the northern New Brunswick cities while a Hawker Siddeley HS 748 twin turboprop was acquired to replace the Heralds on the flights to Iles-de-la-Madeleine.

1972 and 1973 were good years for EPA. The number of passengers carried grew dramatically every year from 1969 until 1973. The company expanded, starting jet services into Saint John and Fredericton (New Brunswick) and Stephenville (Newfoundland). New employees were hired and EPA was successful in obtaining a Foreign Air Carrier Permit for the United States. EPA had interest in Sydney to Boston and Halifax to Portland and Bangor (Maine), but these routes never materialized. Instead, the company began to fly charters to Florida and the Caribbean in 1974.

Negotiations were begun with de Havilland Canada and the Canadian federal government for a subsidiary carrier to operate using de Havilland Canada DHC-7 Dash 7 turboprops. The Canadian federal application for the new service was rejected two years later and although the company renewed the application in 1977, Atlantic Canada wouldn't see Dash 7s until the mid-1980s when deregulation of the Canadian Aviation industry allowed for the Canadian Pacific feeder carrier Air Atlantic.

1975 was the first year EPA had a loss since entering the jet age in 1969. Over-capacity was partly dealt with by leasing 737s for six-month periods to Wien Air Alaska, Aloha Airlines, and Aer Lingus over the next couple of years. The airline's DC-3s were operated on the Gander-St. Anthony-Goose Bay and Sydney-St.Pierre routes until 1975 when the St. Anthony service was taken over by another carrier and early in 1976 the St. Pierre route was upgraded to a Hawker Siddeley 748. The DC-3 were disposed of—the last piston engined aircraft in EPA's fleet.

1980s
In 1981 and 1982, EPA acquired three more Hawker Siddeley HS 748s from Austin Airways, Ghana Airways, and COPA of Panama. These planes were used to feed jet services on flights from Moncton, New Brunswick, Charlottetown, Îles-de-la-Madeleine and Saint-Pierre and Miquelon. In 1982 EPA set up Air Maritime as a wholly owned subsidiary to operate the 748s.

EPA's headquarters were moved from Gander, now no longer a major aviation centre, to Halifax. This allowed EPA to make Halifax a hub of operations and when schedules were coordinated with CP Air in 1983, Halifax became the main point of transit for passengers connecting from points further west to various places in the Maritimes and Newfoundland. By that time, EPA flew throughout Newfoundland, Nova Scotia, New Brunswick, and Prince Edward Island as well as far west as Montreal, Ottawa and Toronto.

EPA introduced a new colour scheme in the early eighties as well. Gone was the orange, replaced by a more up to date large navy blue "EPA" painted on the side of an all white side with the white gander on a blue background on the tail. Inside the 70s flower print seats were replaced by a more subtle beige with blue and red triangles.

The 1980s and deregulation meant dramatic changes for Canadian airlines, including EPA. By 1984, EPA had entered into a strategic alliance with CP Air of Vancouver. CP lacked a Canadian route network east of Montréal and EPA's Atlantic province network complemented CP very well with Toronto and Montréal acting as connecting hubs.

Soon afterwards, CP bought EPA and by 1986 EPA was no more as its operations were merged into CP Air. A new corporate personality soon was unveiled for CP with the resurrection of the Canadian Pacific Air Lines name and a modern blue, white and red colour scheme. Canadian Pacific later operated as Canadian Airlines International before being acquired by Air Canada.

Fleet
Eastern Provincial operated the following aircraft types during its existence:

Jet aircraft
 * Boeing 737-200

Turboprop aircraft
 * de Havilland Canada DHC-2T Turbo Beaver (turboprop conversion of the DHC-2 Beaver)
 * Handley Page Dart Herald
 * Hawker Siddeley HS 748

Piston aircraft
 * Beechcraft Baron
 * Consolidated PBY Catalina (PBY Canso) - Amphibian aircraft
 * Curtiss C-46
 * de Havilland Canada DHC-2 Beaver
 * de Havilland Canada DHC-3 Otter
 * Douglas DC-3
 * Douglas DC-4 (including Aviation Traders Carvair aircraft)
 * Lockheed Model 10 Electra
 * Sikorsky S-55 - Helicopter

Destinations in 1982
According to the airline's route map dated April 5, 1982, Eastern Provincial was serving the following destinations with scheduled passenger flights primarily operated with Boeing 737-200 jetliners although some Hawker Siddeley HS 748 turboprop service was also being operated at this time:

 * Charlo, New Brunswick
 * Charlottetown, Prince Edward Island
 * Chatham, New Brunswick
 * Churchill Falls, Labrador
 * Deer Lake, Newfoundland
 * Fredericton, New Brunswick
 * Gander, Newfoundland
 * Goose Bay, Labrador
 * Halifax, Nova Scotia
 * Iles-de-la-Madeleine, Quebec
 * Moncton, New Brunswick
 * Montreal, Quebec
 * Saint John, New Brunswick
 * St. John's, Newfoundland
 * Stephenville, Newfoundland
 * Sydney, Nova Scotia
 * Toronto, Ontario
 * Wabush, Labrador

Destinations in 1970
According to the airline's Sept. 1, 1970 system timetable, Eastern Provincial was serving the following destinations at this time and was operating its flights with Boeing 737-200 jets, Handley Page Dart Herald turboprops and Douglas DC-3 prop aircraft:

 * Charlo, New Brunswick
 * Charlottetown, Prince Edward Island
 * Chatham, New Brunswick
 * Churchill Falls, Labrador
 * Deer Lake, Newfoundland
 * Gander, Newfoundland
 * Goose Bay, Labrador
 * Halifax, Nova Scotia
 * Magdalen Islands, Quebec
 * Moncton, New Brunswick
 * Montreal, Quebec
 * St. Anthony, Newfoundland
 * St. John's, Newfoundland
 * Sept Iles, Quebec
 * Summerside, Prince Edward Island
 * Sydney, Nova Scotia
 * Wabush, Labrador

Accidents and incidents

 * On 1 October 1957, a Consolidated PBY-5A Catalina lost power and crashed upon returning to Goose Bay from supplying diesel fuel to the Bell Canada Tropospheric scatter site at Sona Lake.
 * On 12 May 1962 - Consolidated PBY Catalina amphibian aircraft (CF-IHA) sinks at Godthab harbour, 15 passengers died.
 * On 17 March 1965 - Flight 102 en route from Halifax to Sydney crashed near Upper Musquodoboit, Nova Scotia, killing all eight people on board. The Handley Page Herald fuselage had split lengthwise in midair along its belly owing to corrosion.

title: Eastern Provincial Airways


text:
Dynasty Warriors DS: Fighter's Battle

Dynasty Warriors DS: Fighter's Battle (真・三國無双DSファイターズバトル) is an action video game developed by Koei. It is a game in the Dynasty Warriors series. The game was released worldwide in 2007 in April in Japan, in July in North America, and in August in PAL regions for the Nintendo DS.

The game is set in ancient China. The player can choose a warrior out of Suzaku/Phoenix (朱雀), Seiryuu/Dragon (青龍) and Genbu/Chimera (玄武).

Gameplay
The game features a "Warrior Cards" system with 120 cards. In battles, the cards are used to summon the warriors of the Dynasty Warriors series to assist the player in battles. Decks can be formed by the players. However the number of cards a player can equip is only as much as the number of player's defense points, ration stores and weapon stores in the map.

Cards are classified using the colors blue, red, yellow, green or pink (rare). Blue cards provide a skill for the player to use in battle, whereas red cards provide enhancements of player's attack rating, defense rating or health points (HP). Yellow cards provide both skills and stat increments. Blue and red cards can be leveled up to a maximum of three stars, while yellow cards have fixed stats.

Players can progress to an adjacent point or into buildings housing the enemy general protecting the defense point required number of defeated officers (shown at the top-right corner) in that particular map. However, if the point contains a defense point, rations store or weapons store owned by the player, movement in and out of the point is unrestricted.

Ration stores and weapon stores are 'neutral' at the start of the battle, and can be claimed by either party. Claiming ownership of a rations store and weapon store increases the size and improves the fighting abilities of the owner's army respectively. Once claimed, an allied warrior in the deck will be summoned to protect the store, which can still be taken over by the opponent.

Also featured in this game is terrains with effects. For example, poisonous puddles reduce the HP of whoever steps on it, frozen grounds causes sliding, rocking ships disrupts normal movement etc.

The game is won when one of the two players break through all the opponent's defense points and defeat the enemy warrior in the main base, which only opens up after opponent loses all defense points.

Voice samples are used sparingly in this game, most of which are said by the player's characters. Some of the generals have voices as well, and all of them have different text for pre-fight and post-fight encounters.

Reception
The game was met with very mixed reception upon release; GameRankings gave it a score of 55.46%, while it got 56 out of 100 on Metacritic.

title: Dynasty Warriors DS: Fighter's Battle


text:
Talk:Megleno-Romanian language

Disputed

 * While the evolution of the Aromanian language can be explained by the fact that the Aromanians were isolated from the other Romanians since the 9th century, it seems that the Megleno-Romanians left their linguistic union with the Romanians at a much later time; one theory is that they were settled at sometime around the 14th century by the Byzantines.

I dispute the above, especially the part that says that Aromanians were split from the Romanians, based on the essay of Helen Abatzi, The Vlachs of Greece and their Misunderstood History.

 * I read that essay. Very interesting, however it barely touches the issue of the language. It says that both Romanian and southern Vlach languages descended from Balkan Latin language.
 * This Balkan Latin was in fact Proto-Romanian. There are dosens of proofs that it's true:
 * the so-called "Dacian" words, many of which that are only common with Albanian
 * many other common words that cannot be found in any other language and have an unknown etymology
 * same phonetical changes from Latin to Romanian and Vlach langauges
 * words of Latin origin that changed their meaning: (suflet: breath->soul, inimă: soul->heart, pământ: floor->earth, lume: light->world, etc)
 * almost identical grammar
 * common words of Slavic origin such as 'trup' (body), etc which were borrowed around the 9th century.
 * borrowed words in Vlach languages are of Modern Greek origin. If these languages were formed in Northern Greece, they ought to have many Ancient Greek words.
 * just to name a few. Also see this comparision of Aromanian, regional Romanian (of Moldavia and/or Maramures), standard Romanian and Italian (the closest Romance language to Romanian) Bogdan | Talk 13:26, 18 Dec 2004 (UTC)

 * AR: Tra s’dzic tut tsi-am pri suflit, o Pirivole dzînni
 * RR:    Să dzic tuot ce-am prin suflit, o Pirivole dzî-ni
 * RO:    Să zic tot ce-am prin suflet, o Pirivole zi-ni
 * IT: Dicere tutto quello che ho nel' cuore, Pirivole dici a noi

 * AR: La cari s’ni aspun eu dorlu, la tini i la Armâni?
 * RR: La cari să’mi spun eu dorul, la tini sau la Aromâni ?
 * RO: La care să’mi spun eu dorul, la tine sau la Aromâni ?
 * IT: A chi devo dicere i miei pensieri, a te o a gli Arumeni?

 * What are Helen Abadzi's credentials? She makes a non-scholarly, easily avoidable mistake: she writes that Greek Romios derives from Latin Romanus. It does not (they both mean the same thing, "Roman", but the Greek term did not evolve from that Latin word). That is morphologically impossible. Romios derives by various steps from Rhomē, the Greek rendition of Latin Roma ("Rome" in English). Alexander 007 05:40, 7 January 2006 (UTC)

The article makes the very broad claim that Megleno-Romanian "contains" Dacian and Thracian words that have cognates in Albanian. Contains suggests that we don't know if they are borrowings or not. Which they must be if they are of Dacian or Thracian origin. But how do we know they are? This needs citation. "Cognate" is a technical term for material that is inherited by different languages. Therefore, the article implies that Albanian is Dacian and/or Thracian, which is not a fact rather one of many possibilities that have been suggested for the history of Albanian, none of which there is any evidence for. This piece needs citations and clarity about how little is known about some of these topics.

The suggestion that Megleno-Romanian has ever been in contact with Bulgarian is questionable. Certainly Standard Bulgarian hasn't been spoken on the territory that Megleno-Romanian is now spoken. I don't care if whoever you are object to 'Macedonian' to describe the relevant East South Slavic dialects, but don't use junk. Say South Slavic or explain the situation.

A couple of questions
I've just overhauled the English of the article, but two passages were rather obscure, and my recasting might have changed the intended meaning. Could those involved have a look at the new version, and let me know whether or not I've understood the original text correctly? If I haven't, I'd be grateful if you could explain what was actually meant, and I'll go back and correct my revision. Thanks. Mel Etitis ( Μελ Ετητης ) 18:07, 4 Feb 2005 (UTC)

 * I corrected one of your revisions. It wasn't a big mistake, but a clearer formulation was required. Alexander 007 06:04, 17 Apr 2005 (UTC)

Megleno-Romanian vs. Moglenitic

 * "Moglenitic" -wikipedia: 0 hits
 * "Megleno-Romanian" 1940 hits

I rest my case. :-) bogdan ʤjuʃkə | Talk 16:39, 18 July 2005 (UTC)

Naming policy

 * from the official policy of Wikipedia regarding Naming conventions:
 * If you are talking about a person, country, town, movie or book, use the most commonly used English version of the name for the article (as you would find it in other encyclopedias). This makes it easy to find, and easy to compare information with other sources.
 * The most common name of this language is "Megleno-Romanian" and it's the one used in works such as the Ethnologue and Encyclopedia Britannica. bogdan ʤjuʃkə | Talk 20:34, 18 July 2005 (UTC)

Neutrality

 * The term "Megleno-Romanian" has been used by linguists who noticed the similarity to the Romanian language, as well as by certain Romanian nationalists who claim the language as a mere dialect of Romanian and its speakers as ethnic Romanians, even though they themselves self-identify as a people called Vlahi.

Need I say more? Sentences like these just don't belong in an encyclopedia. It is utter bullshit that calling a certain variant a dialect of another language consitutes any claim of their ethnicity. Linguists are politically neutral and when the cold-hearted truth is that Megleno-Romanian is extremely similar to Daco-Romanian, well, you can't do anything about it. Which fact does not essentially make them Romanians, of course. Another ethnic identity does not automatically consitute a different language. Steinbach (fka Caesarion) 10:50, 23 February 2008 (UTC)
 * The linguists noticed. Ridiculous. This section needs more reword. To politically loaded.--Codrin.B (talk) 21:30, 3 January 2011 (UTC)

- The title of the page !
I think the title should be changed to MEGLENIAN language, because it represents better the reality. The term Megleno-Romanian is a misleading one. It gives from the start the impression that the language is a dialect of Daco-Romanian. It is true that there are different points of view about its origin, but as they are only theories, it can be discussed in the ’’ origin & history ‘’ section. Taken into consideration the geographical area, where the language is spoken and the low level of mutual intelligibility with the modern Romanian, the title should be : Meglenian  language ! We can not continue with theories of the XIX-th century, when all Eastern Romance languages were considered dialects of Daco-Romanian.Verginia's star (talk) 00:50, 13 May 2018 (UTC)
 * Oppose: Please read the policy guideline WP:COMMONNAME. Article titles should reflect what term is commonly used for the subject in reliable sources. The term "Meglenian language" is not a commonly used term, as a quick Google search clearly shows. All the three hits are based on the same self-published site, so there is in reality only one hit! --T*U (talk) 09:09, 13 May 2018 (UTC)

• COMMONLY used, in RELIABLE sources! Which sources are reliable? The “scientific studies” done by Romanian scholars in line with the nationalist propaganda?! Commonly used by whom? By the same “Professionals”!Verginia's star (talk) 17:42, 13 May 2018 (UTC)
 * The term "Reliable sources" in Wikipedia is explained in the guideline WP:RS. In general, it would be helpful if you tried to learn how Wikipedia works. You could continue by reading WP:V about verifiability, which is a basic principle in Wikipedia. WP:CONSENSUS and WP:BRD explains how editors are supposed to co-operate in order to build the encyclopedia. By the way, the formula "commonly used ... in reliable sources" is not my invention. It is stated in the guideline WP:COMMONNAME which I gave the link to earlier, but which you obviously have not bothered to read. --T*U (talk) 19:35, 13 May 2018 (UTC)

Time-out
During the last month, has made a huge number of edits to this and related articles, many of which have been improvements. The problem, however, have been that those edits mostly have been without proper sourcing. Also, the lack of edit summaries have made it hard to follow what has been going on. In many cases, the additions have taken the form of commentary, giving it a look of original research. I have tried to follow up the Aromanian language article somewhat, among other things with tagging of unsourced additions. The sheer volume of edits have made it impossible for me to follow up more.

In the early hours today (UTC), the user made a number of large edits to the article, among them some major changes in the lede. These were reverted by with the edit summary "These edits are neither explained nor verified." Verginia's star reverted immediately (for once including an edit summary: "which edits, specifically?") and continued editing. I have now reverted this last bout of edits to the article. It is necessary to take a time-out for some discussion.

The changes to the lede include:
 * changing the name of the language used by the language speakers themselves from Vlăheshte to Meglãneshte
 * removing two alternative names (Meglenitic and Moglenitic) for the language that have been in the article for years
 * adding one virtually non-existent name (the editor's preferred name Meglenian) for the language
 * adding a name for the speakers (Meglens) that is not mentioned in the article Megleno-Romanians or anywhere else I can find
 * removing info about where the language users live

Some of these changes may be correct, others are definitely wrong, none of them are sourced. They need to be discussed and sourced before re-entered. Suggested reading for participants: WP:V, WP:RS, WP:CONSENSUS. --T*U (talk) 14:49, 13 May 2018 (UTC)

Explanation of new edits!
1) The name of the language used by its speakers is Meglãneshte or Moglãneshte and not Vlăheshte !

Vlach, Vlãheshte, ta Blaxika, Vllaçe, etc. are all of them EXONYMS! No one among Romanians, Aromanians, Meglenians, describe themselves or their language as Vlach! The ENDONYMS are: Romãn, Armãn, Meglen!

2) Maybe the two alternative names (Meglenitic and Moglenitic)  have been in the article for years, but they are WRONG!

Both terms are Greek and are used only by Greeks in order to describe the language!(ta meglenitika or ta moglenitika) The general term is MEGLENIAN or MOGLENIAN language!

3) The name for the speakers is not mentioned in the article Megleno-Romanians, but that doesn't mean that it does not exist!

Have you asked yourselves where the title of the language comes from? And don't tell me that it comes from Megleno-Romanians, because the second component of the term is an INVENTION of Romanian scholars, the same like Macedo-Romanian, Istro-Romanian, Proto-Romanian...According to them everyone in the Balkans is Romanian and speaks Romanian! Anyone in Albania, Greece, Macedonia, Bulgaria call them MEGLENS or MOGLEN people and no one calls them Megleno-Romanian!

4) I didn't remove any info about the area where they live, I just put them in an order.Verginia's star (talk) 17:21, 13 May 2018 (UTC)
 * I do not see you giving sources for any of your claims. Especially I wonder how you can claim that "Meglenian language" or "Moglenian language" is what you call "the general term" when they give respectively three (all identical) and zero hits in a Google search. Also, you did remove info about the area they live in from the lede, where it certainly belongs. --T*U (talk) 19:45, 13 May 2018 (UTC)

≠About sources: First of all I don't need to give any source regarding the EXONYMS and ENDONYMS!Those are well known! Who has provided sources about meglenitic/moglenitic? Regarding the general term, I mean the English term![ex: Romanian-Românește; Aromanian-Armãneashti; Istrian-Rumârește; Meglenian-Meglāneshte;] The fact that you can't find the term in google search is due to the fact that until now all pages about Eastern Romance languages have been a real mess, only Romanian propaganda!Verginia's star (talk) 21:05, 13 May 2018 (UTC) - Regardind the info from the lede, you are right! I removed it by mistake when I was trying to rewrite the section.Verginia's star (talk) 21:48, 13 May 2018 (UTC)

 * , if you think you don't need to give evidence, you are sorely mistaken, and this website may not be for you. I don't know about Romanian propaganda (in 99% of the cases where editors make changes without evidence and then claim "racism" or "propaganda" or what not, it's complete bullshit), but I do know that you need to stop edit warring. T*U warned you for this already; if you revert again we will bring this up at a noticeboard. Drmies (talk) 22:19, 13 May 2018 (UTC)

 * Drmies, who do you think you are? The owner of the Wikipedia? Bullshit is all your text that you have written!! What kind of sources do you want? I repeat, I don't have to give sources about the exonyms or endonyms! IF YOU DONN'T KNOW THEM THIS PAGE IS NOT FOR YOU!!YOU DON'T KNOW ABOUT ROMANIAN PROPAGANDA, BUT I DO! The fact that only Romanian scholars are using the additional term Romanian to all Eastern Romance languages is or not an evidence of their propaganda? Talking about sources, you reverted my version twice, so I'm asking you to bring sources about the terms: vlaheshte; meglenitic; moglenitic; and about the name of the native speakers, Verginia's star (talk) 00:27, 14 May 2018 (UTC)otherwise I will report you!! AND BE SURE, IF YOU DON'T BRING YOUR SOURCES THE REVERT IS COMING!!Verginia's star (talk) 00:44, 14 May 2018 (UTC)
 * I'm going to do this one more time, slowly. First of all, stop yelling. Second, no, I don't own the Wikipedia, but I happen to be an administrator. Third, yes you have to give sources for things, that's the nature of an encyclopedia. If you can't understand that, a block per WP:CIR is easily made. Fourth, "all your text that you have written" isn't very correct, either grammatically or semantically: I didn't write any of this text, I just reverted your unverified changes. Fifth, if you want to challenge "Vlăheshte", that's fine, but this is not the way to do it; you can just remove the word and say in your edit summary "unverified" or something like that. Drmies (talk) 02:00, 14 May 2018 (UTC)
 * First of all, stop flexing your muscles; Second, you can be anything you want to be; Third, yes we have to give sources and explanations for things, so I'm waiting for your explanations and your sources about those terms; Fourth, I never argued with other editors about grammar; Fifth, I have done only changes, you reverted the page twice; Sixth, I'm waiting!  Verginia's star (talk) 14:26, 14 May 2018 (UTC)
 * You completely don't get it. You change, you provide references (you haven't). You want to argue against one particular word, do so (you haven't). I didn't say you were arguing something about grammar; I merely said yours was faulty. T*U, what to do?, do you have any suggestions, for a case where an editor is making unverified changes? User:Shellwood, you've dealt with this editor too, in Proto-Romanian language. Drmies (talk) 17:55, 14 May 2018 (UTC)
 * One thing that stuck out at once was the statement that "The fact that you can't find the term in google search is due to the fact that until now all pages about Eastern Romance languages have been a real mess..." Our articles should never be the source of a term - you can't blame the fact it can't be found in Google on Wikipedia. Then there's the battleground mentality, something that's simply not acceptable. Particularly given the warnings already given.
 * The bottom line though is that this stops now. I've given the editor the Balkans DS notice. Any more disruption, shouting, arguing about Romanian propaganda, editing against consensus will end in a topic ban or a block. This includes unverified changes. Doug Weller  talk 18:19, 14 May 2018 (UTC)

title: Talk:Megleno-Romanian language


text: User talk:24.203.25.49

title: User talk:24.203.25.49


text:
West Brompton station

West Brompton is a station located on Old Brompton Road (A3218) in West Brompton, West London for London Underground, London Overground and National Rail services. It is immediately south of the demolished Earls Court Exhibition Centre and west of Brompton Cemetery in the Royal Borough of Kensington and Chelsea.

The station is on the branch of the Underground's District line between  and  stations, the Overground's West London line between  and Imperial Wharf stations, and National Rail services are provided by Southern

The station's location on the West London line forms a borough boundary and its tracks are shared between Kensington & Chelsea and the London Borough of Hammersmith and Fulham. Since 2000 it has been a Grade II (starting category) Listed Building.

History
The West London Extension Joint Railway (WLEJR) was opened in the early 1860s. It joined the southern end of the West London Joint Railway at Kensington (Olympia) station with Clapham Junction station and ran through West Brompton although a station was not opened until 1866. The original station was designed by the chief engineer of the Metropolitan and District Railway, Sir John Fowler and thus has local railway associations that go back to 1838. The current Lillie (road) bridge dates from 1860 and is the work of Fowler. The soon to disappear Lillie Bridge Railway and Engineering Depot, opened in 1872, is close by. Other historic associations are with the Lillie Bridge Grounds, a noted 19th c. athletics, cricket, ballooning and cycling venue adjacent to the West of the station and Brompton Cemetery adjacent to the East. From 1887, the station gave access to John Robinson Whitley's Earl's Court exhibition grounds and from 1937 to 2014 it was the alternative access to Earls Court Exhibition Centre, now demolished.

On 12 April 1869, the District Railway (DR, now the District line) opened its own station adjacent to the WLEJR station as the terminus and only station on its extension from station (Earl's Court station did not open until 1871). The original plan was to connect the DR to the WLEJR but this did not take place.

On 1 March 1880, the DR opened an extension south from West Brompton to. In 1906 a heat wave affected the railway such that one of the Underground's electric rails was warped at the station; trains coasted over the affected track until it was repaired.

In 1940, during World War II, several WLL stations sustained bomb damage. Passenger services on the WLL between and Clapham Junction were withdrawn on 21 October 1940. The Underground station remained in use and the WLL continued in use for freight traffic. The WLL station buildings and platforms were subsequently demolished.

Full passenger services resumed on the WLL in 1994, but it was not until 1 June 1999 that new Network Rail platforms were opened at West Brompton by the then Minister of Transport, Glenda Jackson. There is a commemorative plaque to this effect on the Western lift tower. The station design was by Robinson Kenning and Gallagher of Croydon. The lift tower design is an echo of the decorative brickwork by the 19th c. City of London architect and surveyor, John Young designer of the nearby Empress Place and Lillie Road terrace in Fulham. The works were funded by the Royal Borough of Kensington and Chelsea and the London Borough of Hammersmith and Fulham on whose border the station lies.

The WLL platforms do not have a separate entrance and access is from the Underground station. The District line serves platforms 1 and 2 and the WLL serves platforms 3 and 4. There is a fence between platforms 2 and 3, but they are on the same level and it is possible to pass directly between them.

There are lifts to both overground platforms for wheelchair access, and this means there is also step-free access to the eastbound District line platform, but not the westbound one. The station is in a cutting that is covered at one end.

National Rail
National Rail services at West Brompton are operated by Southern and London Overground using and  EMUs.

The typical off-peak service in trains per hour is:
 * 4 tph to Stratford via Willesden Junction
 * 1 tph to Watford Junction
 * 4 tph to Clapham Junction
 * 1 tph to East Croydon

Additional services call at the station during the peak hours.

During the late evenings, London Overground services at the station run between Clapham Junction and Willesden Junction only.

London Underground
The typical off-peak London Underground service on the District Line in trains per hour is:
 * 6 tph to Tower Hill of which 3 continue to Barking
 * 6 tph to Edgware Road
 * 12 tph to Wimbledon

Additional services, including trains to and from Dagenham East and Upminster call at the station during the peak hours.

title: West Brompton station


text:
Nordair

Nordair was a Quebec-based airline in Canada founded in 1947 from the merger of Boreal Airways and Mont Laurier Aviation.

History
The airline operated from the 1940s to the 1980s. Initially, most of its business was international and transatlantic passenger and freight charters and other contracts. It also operated scheduled flights to a number of destinations in eastern Canada and the Northwest Territories. Nordair flew out of Montreal's two airports: initially from Dorval Airport, now Montréal–Trudeau International Airport, and later from Montréal–Mirabel International Airport as this latter airfield did not open until 1975. It was headquartered in Montreal with operations at Dorval, Quebec and their head office at 1320 Boulevard Graham in Mont Royal.

Nordair was operating scheduled passenger services in July 1959 utilizing Douglas DC-3 and Douglas DC-4 propeller aircraft with routings of Montreal - Frobisher Bay (now Iqaluit) - Cape Dyer Airport; Montreal - Roberval - Fort Chimo (now Kuujjuaq) - Frobisher Bay; and Montreal - Quebec City - Roberval - Chibougamau.

The airline was still operating scheduled passenger flights 20 years later. According to Nordair's July 1, 1979 system timetable and route map, jet service was being operated as far west as Winnipeg and as far north as the Resolute Bay Airport in the Canadian Arctic with a number of destinations in Ontario and Quebec in Canada being served including Montreal (via Dorval Airport), Ottawa, Toronto, Quebec City, Hamilton, Ontario and Windsor, Ontario as well as Pittsburgh in the United States, primarily with Boeing 737-200 jetliners but also with Fairchild Hiller FH-227 turboprop aircraft. The airline was also operating scheduled passenger flights in 1975 with Lockheed L-188 Electra turboprop aircraft primarily to destinations in Quebec. Nordair was continuing to operate scheduled passenger flights in 1986 primarily with Boeing 737-200 jets.

Introduction of Boeing 737 jet aircraft
The airline was operating Boeing 737-200 passenger jet service in 1969 in both scheduled and charter operations according to the June 15, 1970 Nordair system timetable which contained the following marketing message concerning its leisure charter flights: SUNNY HOLIDAYS - BLUE TAIL JET CHARTER FLIGHTS TO THE SUN....BARBADOS - JAMAICA - BAHAMAS - FLORIDA - MEXICO. This same timetable also lists scheduled passenger service operated by Nordair with the Boeing 737-200 between Montreal Dorval and Fort Chimo (now Kuujjuaq), Frobisher Bay (now Iqaluit), Great Whale (now Kuujjuarapik), Hamilton and Resolute.

Merger and aftermath
Nordair was purchased by Canadian Pacific Air Lines which had operated as CP Air. On March 27, 1987, Pacific Western Airlines purchased Canadian Pacific Air Lines and then emerged as Canadian Airlines. The jet operation was absorbed into Canadian Airlines, while the turboprop operations were absorbed into Inter-Canadien. In 2000, that airline was acquired by Air Canada.

Intair, a scheduled passenger airline that was based in Canada and operated jet and turboprop aircraft, used Nordair's two letter "ND" airline code for its domestic flights in eastern Canada in 1989 until it ceased operations and went out of business.

Another company called Nordair Quebec 2000 Incorporated operated in 2000 as a domestic regional carrier and cargo operator in Quebec, but the licence and licence applications for the airline were suspended in 2006 by Transport Canada, and again the Nordair name disappeared from the airline industry

Destinations
The following destinations in Canada were served by Nordair with scheduled passenger flights during the airline's existence:

Canada

 * Ontario
 * Dryden, Dryden Regional Airport
 * Hamilton, John C. Munro Hamilton International Airport
 * Kingston, Kingston Norman Rogers Airport
 * Oshawa, Oshawa Executive Airport
 * Ottawa, Ottawa Macdonald–Cartier International Airport
 * Sarnia, Sarnia Chris Hadfield Airport
 * Sault Ste. Marie, Sault Ste. Marie Airport
 * Sudbury, Sudbury Airport
 * Thunder Bay, Thunder Bay International Airport
 * Toronto, Malton Airport
 * Windsor, Windsor International Airport
 * Quebec
 * Raglan Mines (Asbestos Hill / Deception Bay), Kattiniq/Donaldson Airport
 * Bagotville (La Baie), Bagotville Airport
 * Chibougamau, Chibougamau/Chapais Airport
 * Dolbeau, Dolbeau-Saint-Félicien Airport
 * Kuujjuaq (formerly known as Fort Chimo), Kuujjuaq Airport
 * Great Whale / Poste-de-la-Baleine (now Kuujjuarapik), Kuujjuarapik Airport
 * Matagami, Matagami Airport
 * Montreal, Montréal–Mirabel International Airport
 * Montreal, Montréal–Trudeau International Airport (Dorval Airport)
 * Quebec City, Québec City Jean Lesage International Airport
 * Radisson (La Grande), La Grande Rivière Airport
 * Roberval, Roberval Airport
 * Rouyn-Noranda, Rouyn-Noranda Airport
 * Val-d'Or, Val-d'Or Airport
 * Manitoba
 * Winnipeg, Winnipeg James Armstrong Richardson International Airport
 * Nunavut
 * Arctic Bay, Nanisivik Airport
 * Broughton Island (now Qikiqtarjuaq), Broughton Island Airport
 * Cape Dorset (now Kinngait), Cape Dorset Airport
 * Cape Dyer, Cape Dyer Airport
 * Clyde River / Cape Christian, Clyde River Airport
 * Coral Harbour, Coral Harbour Airport
 * Hall Beach (now Sanirajak), Hall Beach Airport
 * Igloolik, Igloolik Airport
 * Frobisher Bay (now Iqaluit), Iqaluit Airport
 * Nanisivik, Nanisivik Airport
 * Pangnirtung, Pangnirtung Airport
 * Pelly Bay (now Kugaaruk), Kugaaruk Airport
 * Resolute, Resolute Bay Airport
 * Northwest Territories
 * Inuvik, Inuvik (Mike Zubko) Airport
 * Yellowknife, Yellowknife Airport

Outside of Canada
Most of the flights to the United States, the Bahamas, the Caribbean, Mexico and Europe were charter flights, as Nordair operated only a few scheduled passenger services outside of Canada.
 * North America
 * Barbados
 * Grantley Adams International Airport
 * The Bahamas
 * Grand Bahama, Grand Bahama International Airport
 * Varadero, Cuba
 * Jamaica
 * Mexico
 * Cancún, Cancún International Airport
 * United States
 * Detroit, Detroit Metropolitan Airport
 * Fort Lauderdale Fort Lauderdale–Hollywood International Airport
 * Los Angeles, Los Angeles International Airport
 * Miami, Miami International Airport
 * New York City, John F. Kennedy International Airport
 * Omaha, Eppley Airfield
 * Orlando, Orlando International Airport
 * Pittsburgh, Pittsburgh International Airport
 * Tampa Bay, St. Pete–Clearwater International Airport
 * SeaTac, Washington, Seattle–Tacoma International Airport
 * Van Nuys, Van Nuys Airport
 * Europe
 * Amsterdam, Amsterdam Airport Schiphol
 * Athens, Ellinikon International Airport
 * Budapest, Budapest Ferenc Liszt International Airport
 * Copenhagen, Copenhagen Airport
 * Düsseldorf, Düsseldorf Airport
 * Frankfurt, Frankfurt Airport
 * Glasgow, Abbotsinch Airport
 * London, Gatwick Airport
 * Manchester, Manchester Airport
 * Shannon, Shannon Airport

Military contract flight services
Nordair served as an air service contractor to the Canadian Armed Forces, including ice reconnaissance missions flown with a Lockheed L-188 Electra turboprop aircraft and United States Air Force support flights to Distant Early Warning Line stations from Alaska to Baffin Island.

Fleet
Nordair had the following aircraft registered by Transport Canada and listed in their timetables. Over the years they had at least 40 aircraft.

The Boeing 737 fleet included the combi aircraft version for mixed passenger/freight operations.

Nordair also operated de Havilland Canada DHC-6 Twin Otter STOL capable turboprop aircraft during the early and mid 1970s in scheduled passenger service between the community of Frobisher Bay (now Iqaluit) and various local destinations in this region of the Canadian Arctic.

Another type operated by the airline was the Grumman G-73 Mallard amphibious aircraft which had been converted with turboprop engines and was capable of landing on both land and water (see above photo).

In addition, a division of Nordair, Nordair Metro, was operating Convair 580 turboprop aircraft in 1986.

Accidents and incidents

 * On 6 February 1973, the Douglas C-47B CF-HTH was damaged beyond economic repair when it was hit by a vehicle at an airport in Montreal.
 * On 15 November 1975, Douglas C-47 C-FCSC was damaged beyond economic repair by a fire at La Grande Rivière Airport, Radisson, Quebec.
 * On 31 March 1977 Lockheed L-188 Electra CF-NAZ, while parked on the ramp at CFB Summerside, was severely damaged when a Canadian Armed Forces CP-107 (tail 10737) attempted a three-engine landing in bad weather. She was later rebuilt in Van Nuys and re-registered as C-GNDZ.

title: Nordair