text:
Yakovlev Yak-1

The Yakovlev Yak-1 (Яковлев Як-1) was a Soviet fighter aircraft of World War II. The Yak-1 was a single-seat monoplane with a composite structure and wooden wings; production began in early 1940.

The Yak-1 was a maneuverable, fast and competitive fighter aircraft. The composite-wooden structure made it easy to maintain and the engine proved to be reliable. It formed the basis for subsequent developments from the Yakovlev bureau and was the founder of a family of aircraft, with some 43,000 being built. As a reward, designer Alexander Yakovlev was awarded the Order of Lenin (Russian: Орден Ленина, Orden Lenina) (the highest civilian decoration bestowed by the Soviet Union), a 100,000 ruble prize, and a ZIS motor car.

Design and development
Before the war, Yakovlev was best known for building light sports aircraft. His Yak-4 light bomber impressed the Soviet government enough to order the OKB to design a new fighter with a Klimov M-106 V-12 liquid-cooled engine. Formal specifications, which were released on 29 July 1939, called for two prototypes – I-26-1 with a top speed of 620 km/h at 6000 m, combat range of 600 km, a climb to 10000 m) of under 11 minutes, armed with 2 × 7.62 mm ShKAS machine guns and 1 × 12.7 mm Berezin BS heavy machine gun. I-26-2 had a turbocharged M-106 engine with a top speed of 650 km/h at 10000 m and armament of 2 × 7.62 mm ShKAS machine guns. The design took full advantage of Yakovlev OKB's experience with sports aircraft and promised agility as well as high top speed. Since the M-106 was delayed, the design was changed to incorporate the Klimov M-105P V-12 engine, with a 20 mm ShVAK cannon in the "vee" of the engine block, in a motornaya pushka mount.

I-26-I first flew on 13 January 1940 and suffered from oil overheating which was never completely resolved, resulting in 15 emergency landings during early testing. On 27 April 1940, I-26-1 crashed, killing its test pilot Yu.I. Piontkovskiy. The investigation of the crash found that the pilot had performed two consecutive barrel rolls at low altitude, which was in violation of the test flight plan. It was believed that during the first roll, the main landing gear became unlocked, causing it to crash through the wing during the second roll. It has been speculated that Piontkovskiy's deviation from the flight plan was caused by frustration that his aircraft was being used for engine testing while I-26-2, built with the lessons of I-26-1 in mind, was already performing aerobatics.

Technical problems with sub-assemblies provided by different suppliers raised the I-26-2's weight 400 kg above projected figures, which restricted the airframe to only 4.4 G, while oil overheating continued to occur. The many defects caused I-26-2 to fail government testing in 1940. Fortunately for Yakovlev, its competitors, I-200 (future Mikoyan-Gurevich MiG-3) and I-301 (future LaGG-3), also failed testing. Requested improvements were incorporated into I-26-3, which was delivered for testing on 13 October 1940. Although it passed on 9 December 1940, the aircraft was still very much unfinished, its engine problems still unresolved.

Troublesome and slow testing and development concerned Soviet officials, since I-26 was ordered into production under the name "Yak-1" on 19 February 1940, a mere month after I-26-1 made its maiden flight. The gamble was intended to reduce the time between the prototype and the beginning of production of service aircraft; the I-200 and I-301 were also ordered into production. The Yak-1 was slower than the I-200 and less heavily armed than the I-301, it enjoyed the advantage of having been started earlier, which gave it a consistent lead in testing and development over its competitors. Due to Operation Barbarossa the Axis invasion of the Soviet Union on 22 June 1941, development of promising designs, like the Polikarpov I-185, proved unfeasible. Yakovlev might have been Joseph Stalin's favorite, which may have been in the Yak-1's favor.

Simultaneous manufacturing and testing of a design that required as many improvements as I-26 caused much disruption of production. Almost 8,000 changes were made to the blueprints by 1941, with an additional 7,000 implemented the following year and 5,000 more in 1942. Production was further slowed by shortages of engines, propellers, radiators, wheels and cannons. Shortages of quality materials resulted in plywood being shed from the wings of several aircraft. Factory No.292, the main manufacturer of Yak-1s was bombed on 23 June 1941 and burned to the ground; production resumed amid the ruins on 29 June. Due to loose tolerances, each aircraft was unique, with workers performing the final assembly having to mate dissimilar components. The left and right main landing gear could be of different lengths and different angles relative to the aircraft, which required adjusting their attachments to ensure an even stance for the aircraft and parts were often not interchangeable. Production of the Yak-1 ended in July 1944, with somewhere around 8,700 built.

Operational history
At the time of Operation Barbarossa on 22 June 1941, 425 Yak-1s had been built, although many were en route or still incomplete. 92 machines were fully operational in the Western Military Districts but most were lost in the first days. The Yak-1 was built as an escort fighter for Il-2 tactical bombers and combats took place below 4000 m, where the Yak-1 performed the best. The Yak-1 proved to have a significant advantage over its Soviet competitors. A full circle turn took just 17 seconds in the Yak-1M. The MiG-3, which had the best high-altitude performance, did poorly at low and medium altitudes and its light armament made it unsuitable for ground attack. The LaGG-3 experienced a significant degradation in performance (as much as 100 km/h on some aircraft) compared to its prototypes due to the manufacturer's inexperience with its special wooden construction, which suffered from warping and rotting when exposed to the elements. The Yak-1's plywood covering also suffered from the weather, but the steel frame kept the aircraft largely intact.

Early aircraft suffered from fuel leaks, spot-welded fuel tanks failing from vibration. The canopy could not be opened under certain conditions in earlier models and some pilots had the sliding portion of the canopy removed. The first 1,000 Yak-1s had no radios; wireless equipment became common by spring 1942 and obligatory by August 1942 but Soviet radios were notoriously unreliable and short-ranged, so they were frequently removed to save weight. The M-105 could not tolerate negative G forces which starved it of fuel and suffered from breakdowns of magnetos, speed governors and emitted oil from the reduction shaft.

The Yak-1 was better than the Bf 109E but inferior to the Bf 109F – its main opponent – in rate of climb at all altitudes, although it could complete a circle at the same speed (20–21 seconds at 1000 m). The Bf 109, with its automatic wing slats, had a lower stall speed and was more stable in sharp turns and vertical aerobatic figures. A simulated combat between a Yak (with M-105PF engine) and a Bf 109F revealed that the Messerschmitt had only marginally superior maneuverability at 1000 m, though the German fighter could gain substantial advantage over the Yak-1 within four or five nose-to-tail turns. At 3000 m, the capabilities of the two fighters were nearly equal, as combat was essentially reduced to head-on attacks. At altitudes over 5000 m, the Yak was more manoeuvrable. The engine's nominal speed at low altitudes was lowered to 2,550 rpm, and the superiority of the Bf 109F at these altitudes was reduced.

The Yak-1's armament would be considered too light by Western standards but was typical of Soviet aircraft, pilots preferring a few guns grouped on the centerline to improve accuracy and reduce weight. Wing guns were rarely used on Soviet fighters and when they were supplied, they were often removed (as they were from US-supplied Bell P-39 Airacobras). Avoiding wing guns reduced weight and demonstrably improved roll rates (the same was true of the Bf 109F). The US and Britain considered heavy armament and high performance necessary, even at the cost of inferior maneuverability, while the Soviets relied on the marksmanship of their pilots coupled with agile aircraft. Even with the Yak-1's light armament, to reduce weight, modifications were made on the front line and on about thirty production aircraft: the 7.62 mm ShKAS machine-guns were removed, retaining only the single ShVAK cannon. Nevertheless, these lighter aircraft were popular with experienced pilots, for whom the reduction in armament was acceptable and combat experience in November 1942 showed a much improved kill-to-loss ratio. In the autumn of 1942, the Yak-1B appeared, with the more powerful M-105P engine and a single 12.7 mm UBS machine gun instead of the two ShKAS. Although this did not increase the total weight of fire much, the UBS machine-gun was much more effective than the two 7.62 mm ShKAS. The simple VV ring sight replaced the PBP gun-sight because of the very poor quality of the latter's lenses. The Yak-1 had a light tail, and it was easy to tip over and to hit the ground with the propeller. Often, technicians had to keep the tail down, which could lead to accidents, with aircraft taking off with technicians still on the rear fuselage.

The Yak-1 was well liked by its pilots; Nikolai G. Golodnikov considered that the Yak-1B, flown by experienced pilots, could meet the Bf 109F-4 and G-2 on equal terms. The French Normandie-Niemen squadron selected the primitive model Yak-1M (that had a cut-down fuselage to allow all-round vision) when it was formed, in March 1943. Twenty-four of these aircraft were sent to the all-female 586th Fighter Aviation Regiment, whose pilots included the world's only female aces: Katya Budanova, with 5, and Lydia Litvyak (claims range between 5 and 12, plus two shared). Litvyak flew Yak-1 "Yellow 44", with an aerial mast, at first in 296th Fighter Aviation Regiment and then with 73rd Guards Fighter Aviation Regiment, until her death in combat on 1 August 1943. Another ace who flew the Yak-1 was Mikhail Baranov, who scored all his 24 victories with it, including five in a day (four Bf 109s and a Ju 87, on 6 August 1942). The Yak-1 was also the first type operated by the 1 Pułk Lotnictwa Myśliwskiego "Warszawa" (1st Polish Fighter Regiment "Warsaw").

Soviet naming conventions obscure the fact that the Yak-1 and its successors – the Yak-7, Yak-9 and Yak-3 – are essentially the same design, comparable to the numerous Spitfire or Bf 109 variants. Were the Yaks considered as one type, the 37,000 built would constitute the most produced fighter in history. That total would also make the Yak one of the most prolific aircraft in history, roughly equal to the best known Soviet ground attack type of World War II, the IL-2 Shturmovik. Losses were the highest of all fighter types in service in the USSR: from 1941 to 1945, VVS KA lost 3,336 Yak-1s: 325 in 1941, 1,301 the following year, 1,056 in 1943, 575 in 1944 and 79 in 1945.

Variants

 * Yakovlev I-26 and Yak-1 (early) side-view silhouettes.pngI-26 (also known as Ya-26 ) – The first prototype of the Yak-1 and progenitor of all Yakovlev's piston-engined fighters of World War II. Of mixed steel tube and wood construction the lightweight I-26 displayed promising performance and was produced as the Yak-1.
 * UTI-26 – The third and fourth I-26s were completed as dual control trainers, produced as a fighter as the Yak-7.
 * I-28 – High-altitude interceptor prototype with Klimov M-105PD engine developed from I-26-2. Differed from I-26 in having an all-metal fuselage and tail and automatic, leading-edge slats on slightly smaller and reshaped wings. One aircraft was built, first flying on 1 December 1940. It did not enter production due to many deficiencies of the engine but served as the basis for high-altitude versions of Yak-7 and Yak-9.
 * I-30 (Yak-3) – Development of I-26 with an all-metal wing with leading-edge slats, weight and space savings were used for additional armament and greater fuel capacity. Two prototypes built – I-30-1 armed with 3 × 20 mm ShVAK cannons and 2 × 7.62 mm ShKAS machine guns, and I-30-2 with two additional ShKAS. It did not enter production. The name Yak-3 was re-used for a different fighter. See Yakovlev Yak-3.
 * Yak-1 – Single-seat fighter aircraft. Initial production version.
 * Yak-1b – ("b" was an unofficial designation; after October 1942, all Yak-1s were built to this standard). New bubble canopy with lowered rear fuselage, increased armor, ShKAS machine guns replaced with a single 12.7 mm Berezin UBS, electrical and pneumatic firing of the weapons instead of the mechanical system, new control stick based on the Messerschmitt Bf 109 design, new gunsight, airtight fuselage, retractable tailwheel, improved engine cooling, Klimov M-105PF engine with better low-altitude performance. The first flight (aircraft No.3560) took place in June 1942, with aircraft entering production in August. A total of 4,188 were built.
 * Yak-1M – Yak-3 prototype with a smaller wing, revised cooling intakes, reduced overall weight and upgraded engine. Two were built.
 * Yak-7UTI – Initial production version of the UTI-26.
 * Yak-7 – Conversions of Yak-7UTI and new production of fighter version of Yak-7UTI.
 * Several other Yak-1 variants did not receive special designations. These include prototypes with Klimov VK-106 and Klimov VK-107 engines, production aircraft capable of carrying external fuel tanks, production aircraft with the ability to carry 6 × RS-82 rockets or 2 × 100 kg bombs, and lightened versions for air defense.

Operators

 * Free French Air Force
 * Normandie-Niemen Fighter Squadron
 * Air Force of the Polish Army
 * 1st Polish Fighter Regiment "Warsaw"
 * Soviet Air Force
 * SFR Yugoslav Air Force – 103 aircraft in 1944–1950
 * 111th Fighter Aviation Regiment (1944–1948)
 * 113th Fighter Aviation Regiment (1944–1948)
 * 112th Fighter Aviation Regiment (1944–1945)
 * 2nd Training Aviation Regiment (1946–1948)
 * 101st Fighter-Training Aviation Regiment (1948–1950)
 * 104th Training Aviation Regiment (1948–1950)
 * 112th Fighter Aviation Regiment (1944–1945)
 * 2nd Training Aviation Regiment (1946–1948)
 * 101st Fighter-Training Aviation Regiment (1948–1950)
 * 104th Training Aviation Regiment (1948–1950)

title: Yakovlev Yak-1


text:
Beaufort, Luxembourg

Beaufort (Beefort; Befort) is a commune and town in eastern Luxembourg. It is part of the canton of Echternach, which is part of the district of Grevenmacher.

Commune
In 2024, the town of Beaufort, which lies in the centre of the commune, had a population of 2,723. Other towns within the commune include Dillingen.

Castle
The old castle, protected by a moat, was built in four periods. Based on a document of 1192, it is assumed that Walter of Wiltz and Beaufort was the first Lord of Beaufort.

The oldest part of the castle dates from the early 11th century. It was a small square-shaped fortress on a massive rock, surrounded by a wide ditch and a second wall facing the valley. Around the first half of the 12th century, a flanking tower was added and the access gate was moved and enlarged.

The marriage of Adelaide of Beaufort with William of Orley in 1348 meant that the castle became the property of the House of Orley. The lords of Orley expanded the castle towards the valley. The wing containing the well and the upper rooms as well as the lower part of the main tower date from this period. Since 1539 Bernard of Velbrück was Lord of Beaufort.

The House of Beaufort became ruined by the Thirty Year War and thus was forced to sell up. On November 27, 1639, Johann Baron von Beck, governor of the province of Luxembourg on behalf of the Spanish King, acquired the greatest part of its properties. It is likely that he built the wing with the large Renaissance style windows in the main tower and the northwestern cannon tower. After 1643 he ordered the building of the new renaissance chateau. Johann von Beck, however, died of injuries received at the Battle of Lens in 1648 before he could even move in. His son finished the construction in 1649.

The old abandoned knights' castle slowly decayed. At the beginning of the 19th century it was used as a quarry. In 1850 the Luxembourg government declared the castle a cultural heritage.

As of 1893 Beaufort castle acquired a new look under the new owner Henri Even and his son Joseph Linckels. The new palace was restored and the sheep farm was expanded.

In 1928 Edmond Linckels cleared the rubble from the castle and the well and made the site available to the public. Since 1981 the castle and the chateau are owned by the Luxembourg state.

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

title: Beaufort, Luxembourg


text:
Talk:Yakovlev Yak-1

Untitled
Data quoted from http://www.aviation.ru/Yak/#1 by the owner of aviation.ru

Cleanup
The text of this article needs a complete rewrite for English, grammar, and historical details. I'll get to it eventually (just finished Yak-3... can't stand anymore Yaks for now) unless someone else wants to do it. - Emt147 Burninate!  00:23, 1 December 2005 (UTC)

 * I ended up rewriting much of the article. Specs were changed to Yak-1b as the most representative type (Yak-1M was a Yak-3 prototype and as such had little to do with production Yak-1's). I-33 was taken out of the variants list for now because I couldn't find any information on it (and some places list it as a Yak-3 prototype anyway). - Emt147 Burninate!  08:45, 2 December 2005 (UTC)
 * excellent! few links for I-33 i could find:

--jno 10:33, 2 December 2005 (UTC)
 * references I-33 as "Yak-3 M-106 (experimental)".
 * I-33 - small series in 1943. retired as unreliable for engine faults.
 * english
 * english

 * So that's two for Yak-3 and two for Yak-1. I think we should hold out until something more definitive than websites with uncited sources comes along. - Emt147 Burninate!  17:20, 2 December 2005 (UTC)
 * yes, Stepanets and Shavrov give no point.

Just for fun: Yak-3 flight manual --jno 11:07, 5 December 2005 (UTC)

I note that the first paragraph of the development section says that the Soviet government ordered the design of the Yak-1 because the Yak-4 impressed them, but the article for the Yak-1 says it was introduced in 1940, whereas the Yak-4 was introduced in 1941. Possible factual error? Bpogi 01:53, 15 March 2007 (UTC)

It is an error. Stalin was impressed with BB-22 fast bomber, first military aircraft designed in Yakovlev Design Bureau. First prototype was ready in spring 1939, and it was 100 km/h faster than Tupolev SB-2 bomber with the same powerplant (two M-103 engines). I think this is the reason why Soviet government ordered I-26/Yak-1 in July 1939. State test of BB-22 began at the same time and it soon turned out that aircraft had to be redesigned in order to meet requirements of Soviet air force. It was sent into production as Yak-2, but only 111 were built, because it became heavier and slower and wasn't better than older bombers. It received more powerful m-105 engines and after some modifications it was named Yak-4. Again, only 90 were built. The last yak-4 was delivered in april 1941. At the same time much better design was available- Petlakow Pe-2, besides Yakovlev bureau was involved in Yak-1 development and that is why production of yak-4 was stopped. —Preceding unsigned comment added by Rynek (talk • contribs) 21:20, 28 March 2008 (UTC)

There is some serious discrepancy between the lead in and the body of the article
The lead-in praises Yak-1 so much it reads almost like an advertisement for the plane, yet the "Design and Development" section describes an almost total disaster, and even implies that the plane would never enter production if it wasn't for Yakovlev's familiarity with Stalin. 46.215.134.86 (talk) 05:47, 10 February 2016 (UTC)

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title: Talk:Yakovlev Yak-1


text:
Talk:The Gillette Company

Discussion removed b/c text concerned no longer on main page--CastAStone 01:14, 3 October 2005 (UTC)

title: Talk:The Gillette Company


text:
Moros y cristianos (disambiguation)

Moros y cristianos is a festival celebrated in parts of Spain.

Moros y cristianos may also refer to:
 * Moros y Cristianos of Alcoy, a festival in Alcoy, Alicante, Spain
 * Moros y Cristianos (dish), a Cuban recipe for black beans and white rice
 * Moros y cristianos (television programme), a Spanish debate show aired between 1997 and 2001

title: Moros y cristianos (disambiguation)


text:
Michael Martone

Michael Martone (born August 22, 1955 in Fort Wayne, Indiana) is an American author. Since 1977, he has written nearly 30 books and chapbooks. He was a professor at the Program in Creative Writing at the University of Alabama, where he taught from 1996 until his retirement in 2020.

Martone has won two Fellowships from the NEA and a grant from the Ingram Merrill Foundation. His stories and essays have appeared and been cited in the Pushcart Prize, The Best American Stories and The Best American Essays anthologies.

Biography
Martone attended Butler University and graduated from Indiana University. He holds an MA from the Writing Seminars of Johns Hopkins University, where he studied under John Barth. He has been a faculty member of the MFA Program for Writers at Warren Wilson College, and has taught at Iowa State University, Harvard University, Syracuse University and the University of Alabama.

He lives in Tuscaloosa with his wife, the poet Theresa Pappas. The couple has two sons, both of whom are writers: Sam Martone and Nicholas V. Pappas.

Aside from studying under and befriending John Barth, Martone also developed a close relationship with the writer Thomas Pynchon while the two lived together in Brooklyn. It was later on, while teaching at Syracuse in the early 1990s, that Martone befriended a young David Foster Wallace and introduced to him a number of influential works, most notably Lewis Hyde's The Gift.

Career
Martone's 2005 work, Michael Martone, is an investigation of form and autobiography. It was originally written as a series of contributor's notes for various publications. One of his central interests is the "false biography" and the often blurry boundary between fact and fiction. He also considers himself a "neo-regionalist."

The permeable boundary between fact and fiction is reflected in books like his 2001 The Blue Guide to Indiana which, as a disclaimer on the cover makes clear, "is in no way affiliated with, endorsed by, or associated with the series of travel books titled Blue Guide," and "in no way factually depicts or accurately represents the State of Indiana." The disclaimer, Martone explains, was included after he received a cease and desist letter from the publisher of "the real Blue Guide." This letter in turn inspired the opening chapter of Martone's 2015 anthology, Winesburg, Indiana, written in the form of a cease and desist letter from the fictional town of Winesburgcreated by the novelist Sherwood Andersonwhich claims proprietary rights to “the distribution of Sadness, Fear, Longing, and Confusion itself. We have patented madness. We own Trembling. We extensively market Grief.“ Martone further obscured the line between fact and fiction in his 2020 book, The Complete Writings of Art Smith, the Bird Boy of Fort Wayne, which was called "an ingenious reimagining of the real-life inventor of skywriting" by the New York Times.

Martone has devoted much of his career to disrupting and defamiliarizing the taken-as-given notions of order, ownership, and identity in his field, and has been described as literature's "most notorious mutineer." In 1988 his membership to the American Academy of Poets was briefly revoked after he published two books, one listed as "prose" and one as "poetry" which wereaside from the line-breaks in onecompletely identical to one another. His AWP membership has been revoked multiple times. In the late nineties, after reading Neal Bowers' book of non-fiction, Words for the Taking, which describes the author's agonizing hunt for the person who has plagiarized his poems, Martone began to publish poetry under the pseudonym "Neal Bowers." "I am not using Bowers' poems," Martone later explained, "only the name. So when these poems get published, Neal Bowers could actually include them on his vita as far as I'm concerned. I hope he does ... I understand the theft of intellectual property that got Neal Bowers so worked up. But is it plagiarism to actually contribute to someone else's work? I am not stealing his work but actually donating my own to his store of work."

According to Martone he has written under a number of nom de plumes: "I've published fictional poems under the name Neal Bowers, fictional stories under the names Christian Piers, Jonah Ogles, Arin Fisher, Sarah Mignin, and Matthew Douglas McCabe, fictional nonfiction under the username zzxyzz [on Wikipedia.org], fictional advertisements under the name Klemm Co., and fictional songs with the band under the name AVALANCHE." Of this impulse, Martone has said "I’ve never really felt much like 'Michael Martone'—sometimes I think my entire life I’ve been wearing a costume. At some point I put it on to cope with things that Michael Martone was too weak to take on as himself. And after a while I forgot I was even wearing the costume. Now I can’t take it off. I’ve forgotten where the zipper is, and I’m stuck in it."

Martone's work sometimes resembles, more so than traditional literature, performance and installation art. In his twenties, under the name Paul French, Martone self-published the book The Numberless, the sole copy of which exists within the confines of a rural shed in Fort Wayne, Indiana, nailed page by page to the walls, windows, and rafters, in a random, unnumbered order. More recently, he has been working on the sequel to this piece in an abandoned carton factory on the outskirts of Tuscaloosa. Martone has also written a number of fictional interviews with his mentor John Barth, as well as fictional advertisements in the margins of magazines such as McSweeney’s, Black Warrior Review and Nashville Review.

Influences
In a 2007 interview with Fred Arroyo (now collected in Unconventions), Martone provides a list of major influences, cataloguing figures not only from literary fiction but also popular musicians, visual artists, and television personalities, explaining that, to him it seems "the assumptions about influences often suggest the notion of a Gatsby-like program of improvement. The writer only reads 'good' books that contribute to his or her scheme of perfection ... Whatever I am up to as a writer has come about mainly by accident, inertia, and least resistance." Throughout other interviews, Martone reiterates a number of the same names and also mentions several others, occasionally expanding on why these writers are important for him. What follows is a partial list gleaned from these interviews.

 * Hugh Kenner
 * Roy Behrens
 * Lewis Hyde
 * Lawrence Weschler
 * Chuck Jones
 * Cindy Sherman
 * Yma Sumac
 * Raymond Loewy
 * Tom Waits
 * Mister Rogers
 * Captain Kangaroo
 * Gertrude Stein
 * O. Winston Link
 * Edith Hamilton
 * La Jetée
 * J. G. Ballard
 * Duplex Planet
 * Harvey Pekar
 * Samuel Beckett
 * Jorge Luis Borges
 * Donald Barthelme
 * Italo Calvino
 * William Gass
 * WOWO (AM)
 * Joseph Cornell
 * John Barth
 * Thucydides
 * The Big Book (Alcoholics Anonymous)
 * Thomas Kuhn
 * Philo T. Farnsworth
 * Chester Carlson
 * Thomas Hardy
 * Stanley Elkin
 * Cole Porter
 * Alfred Kinsey
 * Saki

Works

 * At a Loss, 1977 (prose poems)
 * Alive and Dead in Indiana, 1984 (fiction)
 * Return to Powers, 1985 (nonfiction)
 * Safety Patrol, 1988 (fiction)
 * A Place of Sense: Pieces of the Midwest, 1988 (editor)
 * Fort Wayne Is Seventh on Hitler’s List, 1990 (fiction)
 * Townships: Pieces of the Midwest, 1992 (editor)
 * Fort Wayne Is Seventh on Hitler’s List [Revised and Expanded], 1992 (fiction)
 * Pensées: The Thoughts of Dan Quayle, 1994 (fiction)
 * Seeing Eye, 1995 (fiction)
 * The Flatness and Other Landscapes, 1999 (nonfiction)
 * The Scribner Anthology of Contemporary Short Fiction: Fifty North American American Stories Since 1970, 1999 (editor, with Lex Williford)
 * (contributor)
 * Extreme Fiction: Fabulists and Formalists, 2003 (editor, with Robin Hemley)
 * Unconventions: Attempting the Art of Craft and the Craft of Art, 2005 (nonfiction)
 * Rules of Thumb: 73 Authors Reveal Their Fiction Writing Fixations, 2006 (editor)
 * Double-Wide: Collected Fiction of Michael Martone, 2007 (fiction)
 * Touchstone Anthology of Contemporary Creative Nonfiction, 2007 (editor, with Lex Williford)
 * Racing in Place: Collages, Fragments, Postcards, Ruins, 2008 (nonfiction)
 * Not Normal, Illinois: Peculiar Fictions from the Flyover, 2009 (editor)
 * The Complete Writings of Art Smith, the Bird Boy of Fort Wayne, 2020 ("editor") ISBN 978-1-950774-21-0
 * Official wiki for Winesburg, Indiana.
 * Table Talk & Second Thoughts: A Memoir, book released in conjunction with Booth magazine #19 (2024).
 * The Complete Writings of Art Smith, the Bird Boy of Fort Wayne, 2020 ("editor") ISBN 978-1-950774-21-0
 * Official wiki for Winesburg, Indiana.
 * Table Talk & Second Thoughts: A Memoir, book released in conjunction with Booth magazine #19 (2024).
 * The Complete Writings of Art Smith, the Bird Boy of Fort Wayne, 2020 ("editor") ISBN 978-1-950774-21-0
 * Official wiki for Winesburg, Indiana.
 * Table Talk & Second Thoughts: A Memoir, book released in conjunction with Booth magazine #19 (2024).
 * Table Talk & Second Thoughts: A Memoir, book released in conjunction with Booth magazine #19 (2024).
 * Table Talk & Second Thoughts: A Memoir, book released in conjunction with Booth magazine #19 (2024).

Awards

 * The Associated Writing Programs Award for Creative Nonfiction, for Flatness and Other Landscapes, University of Georgia Press (1998)
 * The Indiana Author's Award (2013)
 * The Mark Twain Award by The Society for the Study of Midwestern Literature (2016)
 * The 2022 Druid Arts Award for literary educator, The Arts and Humanities Council of Tuscaloosa County, Alabama.
 * The Truman Capote Prize For Distinguished Work in the Short Story or Literary Non-Fiction (2023), the Monroeville Literary Festival.

title: Michael Martone


text:
Talk:Coscoroba swan

Untitled
Chile and central Argentina south to Tierra del Fuego and the Falkland Islands. In winter it flies north to central Chile, northern Argentina, Uruguay and the south east tip of Brazil.

Hang on. Is it a swan or a duck? --Pauldanon 12:46, 11 Feb 2005 (UTC)

 * It used to be classified as a true swan, now it is not. It is distantly related to a swan. But it is still closer to a swan, than closer to a duck or closer to a goose.

99.31.154.44 (talk)Nancy —Preceding undated comment added 04:15, 9 June 2009 (UTC).

Contradiction with swan
Swan has another take on the degree of "swaniness" of the Coscoroba Swan. 188.100.204.101 (talk) 15:48, 16 February 2010 (UTC)

The Coscoroba "swan" is not a not a member of the Cygnus family and therefore should not be considered a swan. It is closely related to ducks and geese. Zoologists no longer consider this "swan" a member of the true swans. The assignment of a monotypic genus is a reflection of this fact. —Preceding unsigned comment added by DeusImperator (talk • contribs) 03:25, 15 July 2010 (UTC)

title: Talk:Coscoroba swan


text:
User talk:SunHP766

SunHP766 is a nickname.

Its part SunHP{766} is stolen from Ultranium highscore table. (a 'Nillbert Nullingsworth' name)

The part {SunHP}766 is stolen from an other highscore table, and that 'Nillbert Nullingsworth' name was Magnum 766. I created one name from two names.

title: User talk:SunHP766


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Talk:Robert Carr (disambiguation)

It is proposed to move this page to Robert Carr (disambiguation) and then move Leonard Robert Carr, Baron Carr of Hadley (who is always referred to as Robert Carr, never Leonard Robert Carr) to this location, following discussion on Talk:Leonard Robert Carr, Baron Carr of Hadley. If no-one objects, I'll make the move in a week. Timrollpickering 12:47, 11 Feb 2005 (UTC)

title: Talk:Robert Carr (disambiguation)


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Wikipedia:Articles for deletion/Pauline Lafon

 This page is an archive of the discussion about the proposed deletion of the article below. 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 REDIRECT. dbenbenn | talk 17:23, 23 Feb 2005 (UTC)

Pauline Lafon
Not notable. Deb 12:49, 11 Feb 2005 (UTC)
 * This was added to the VfD page earlier, but in a way that made it so no one could see it, let alone vote. Weak delete--doesn't seem to have done anything notable herself; she went to college, worked for a while, then started campaigning for Gore family members, long after Eleanor Roosevelt blazed the trail for highly visible politician's wives. From same anon as Allen Gore, above. Niteowlneils 02:10, 12 Feb 2005 (UTC)
 * Delete--ZayZayEM 02:49, 12 Feb 2005 (UTC)
 * Keep I really have no clue why you people lose your time on unnecessary deletion issues like this one, Al Gore is a former presidential candidate, instead of doing that, please contribute to wikipedia by writing new articles. --VicFromTheBlock 10:07, 12 Feb 2005 (UTC)
 * Delete, as per Allen Gore VfD, being a wife of someone notable does not make the wife automatically notable. The article doesn't mention any achievements by Pauline Lafon. My vote stays the same on these. Keep expanded article. Megan1967 04:26, 12 Feb 2005 (UTC)
 * As I said at Votes for deletion/Alberta Williams King: A notable person's mother does not merit her own article on that ground alone. Notability has to be established.  It isn't by this article as it stands.  And, of course, Wikipedia is not a genealogy database.  There is nothing here to merge with Al Gore.  There seems little point in a redirect.  Delete . Uncle G 04:49, 2005 Feb 12 (UTC)
 * Keep. Notable woman in politics. When she died, it was reported and she earned an obituary in the Tenesseean and Washington Post. She was the first woman to win Vanderbilt University's Distinguished alumni award in 1999. I will be fleshing out the article tomorrow although it should be in the name of Pauline LaFon Gore as that is what all the search results are for. Capitalistroadster 10:11, 12 Feb 2005 (UTC)
 * Waiting for Capitalistroadsters contributions nd then will vote. hydnjo talk 00:05, 13 Feb 2005 (UTC)
 * There's no need to wait. Pauline LaFon Gore has existed since 2004-12-15 and has all of the above and more.  There is nothing here to merge with Pauline LaFon Gore.  However, a redirect seems worthwhile, since at least one person seems to think that her name is Pauline Lafon and it's a likely error.  Redirect to Pauline LaFon Gore.  I've already fixed the links in the other family member articles in order to orphan this one, and created a similar redirect page at Pauline LaFon just in case. ☺ Uncle G 01:43, 2005 Feb 13 (UTC)
 * Keep. I agree - a notable woman. I didn't see the Pauline LaFon Gore article so thanks to Uncle G for pointing to a more complete article about this woman. There is no redirect from Pauline Lafon as of now but there is one from Pauline LaFon. Should we have both - Yes and have added link from Pauline Lafon.  hydnjo talk 02:16, 13 Feb 2005 (UTC) (changing vote to Keep).
 * Credit goes to Capitalistroadster for locating the correct name, not me. Uncle G 05:06, 2005 Feb 13 (UTC)
 * I agree with Uncle G that redirect is the right answer for this article. I reserve judgment on whether the main article is encyclopedic.  So far, the closest to encyclopedic content even there is "wife of a Senator and mother of a VP" - but it is marked as a stub so we should give it the benefit of the doubt for now.  Rossami (talk) 03:09, 13 Feb 2005 (UTC)
 * I have added to the Pauline LaFon Gore article substantially. I have added her stint as a Managing Partner of a major Washington lawfirm during the 1970s, her role as Albert Gore Sr's leading adviser on campaign and political issues notably his support for civil rights and opposition to the Vietnam war. Redirect to Pauline LaFon Gore. Capitalistroadster 05:23, 13 Feb 2005 (UTC)
 * Sorry. I'd never have thought of looking for her under that name. Deb 15:59, 13 Feb 2005 (UTC)
 * Delete. The article to which this is now redirected should be deleted also.  Although now long and detailed, the article doesn't say anything different than that she was a political wife and mother, had some influence on husband and son, and was the managing partner of a Washington law firm that she founded with her husband when he was defeated in 1970.   That doesn't seem encyclopedically notable to me.   --BM 13:48, 15 Feb 2005 (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 the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.


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Yakovlev Yak-7

The Yakovlev Yak-7 (Яковлев Як-7; NATO reporting name: Mark) was developed from the earlier Yak-1 fighter, initially as a trainer but converted into a fighter. As both a fighter and later reverting to its original training role, the Yak-7 proved to be a capable aircraft and was well liked by air crews. The Yak-7 was simpler, tougher and generally better than the Yak-1.

Design and development
In 1939, Alexander Yakovlev designed a tandem-seat advanced trainer, originally designated "I-27" and then "UTI-26", offered along with the original I-26 proposal that became the Yak-1. The "UTI" (Uchebno Trenirovochnyi Istrebitel, translated as: Training Fighter) was intended to give pilots-in-training experience on a high-performance aircraft before transitioning to a fighter. With development work started in 1940, the UTI-26 differed from its predecessor in its larger span wing being placed farther back for balance as well as having two cockpits with dual controls and a rudimentary communication system. It was armed with a single 7.62 mm ShKAS machine gun in the cowling, mainly for use in training, but Yakovlev envisioned a multi-purpose aircraft that could also undertake courier and light transport duties at the front.

The first production aircraft known as Yak-7UTIs retained a retractable main landing gear, but beginning in the summer of 1941, a fixed landing gear variant, the Yak-7V (Vyvozoni for Familiarization) was substituted. The factory reasoned that production would be simplified and that reduced performance would not be detrimental for a trainer. Yak-7UTIs and Yak-7Vs were also equipped with skis for winter operations.

A factory team from N° 301, headed by K.A. Sinelshchikov, was detached from the Yakovlev OKB to supervise production of Yak-7UTI. One of these aircraft (serial number 04-11) was fitted with an armored backrest plate over the rear position, self-sealing fuel tanks which filled with inert gas as they emptied, three "RO" rocket launchers under each wing for as many RS-82 rockets, an axial motornaya pushka-mount 20 mm ShVAK cannon firing through the propeller spinner, with 120 rounds, and two 7.62 mm ShKAS machine guns under the cowling, each with 750 rounds. The rear cockpit position was retained, allowing it to accommodate a second seat (without controls) for fast courier and transport duties or a fuel tank for extended range. The additional space could also house bombs or other gear. The engine was an M-105P and the model was designated Yak-7/M-105P.

Sinelshchikov did not inform Yakovlev about the conversion and when he learned about it, Yakovlev remained sceptical of the need for the changes. After brief factory trials, the aircraft turned out to be better than the single-seat Yak-1, thanks to the modifications already applied to the UTI as well as a revised undercarriage with bigger tires and wheels, more efficient brakes and revised elevators, among other changes. Yakovlev submitted the Yak-7 to the authorities who approved it immediately. The firing tests at the scientific trials Polygon for aircraft armament (NIPAV) were a success and the armament was found to have no effect on the flight characteristics or the general performances of the new fighter. The aircraft's stability as a firing platform was judged far better than that of the Yak-1, the Lavochkin-Gorbunov-Gudkov LaGG-3 and Mikoyan-Gurevich MiG-3.

The GKO and the NKAP issued decrees in August 1941 for the Yak-7 to be produced by Factories N° 301 and N° 153, but Factory N° 301 had to be evacuated to Novosibirsk where it merged with N° 153. So, just 62 aircraft were produced in 1941: 51 in September–October by Factory N° 301 and 11 by N° 153 in December. Test pilot A.N. Lazarev noted the good flight characteristics, how easy it was to get out of a spin, and how well it behaved when diving: characteristics that he considered safer than those of the Yak-1. But the Yak-7 showed some defects: the M-105P engine piping, the landing gear locking system, the tires and the tail wheel were identified. The Yak-7 was introduced into the production line and the first batch of 60 reached operational squadrons by the end of 1941.

Another important variant was the Yak-7/M-105PA. On this model, the two ShKAS on the cowling had been replaced by two 12.7 mm UBS machine guns with 400 rounds (260 for the left and 160 for the right). It was powered by an M-105PA engine with an axial ShVAK cannon with 120 rounds. Oil and glycol radiators had been widened and refined and slightly tilted downward. The insulation of the airframe was improved, the tail wheel was totally retractable; joints and skin were more carefully made; the panels on the engine cowling fitted better; the propeller reduction gear worked better; an electro-pneumatic reloading system was installed; the canopy frame was reinforced. The Yak-7B made 27 tests flights in January and February 1942. The reports noted that while the aircraft "was not inferior to the LaGG-3 and MiG-3 and to foreign fighters in service in the USSR", it was more stable and had better flight characteristics. Subsequently, the GKO authorised production at Factory N° 153 in place of the Yak-7A, from April 1942 and 261 machines were built until July. After 20 May, the aircraft were equipped with a 68 L tank behind the pilot's seat, but the pilots that used the Yak-7 on Stalingrad and on the Kuban removed it as it was not protected and affected the flight characteristics. Generally, the Yak-7B pleased its pilots. They reported that it was easy to fly at all altitudes, stable and easy to maintain and although it did not climb as quickly as a Messerschmitt Bf 109, it was as manoeuvrable and fast, except in the vertical plane. But defects were also noted: there was too much drag from the radiators, the canopy glass was of bad quality; the pilot was not protected enough, taking-off and landing distances were too long and, above all, it was underpowered.

Yakovlev suggested to Klimov, the engine builder, some modifications that resulted in the M-105PF which was 130 hp more powerful. With this modified engine, the Yak-7B top speed was of 599 km/h, it climbed much faster up to 5000 m and it was more manoeuvrable both in the horizontal and the vertical planes. But because the rear tank was removed, its range was reduced and the center of gravity was moved too far forward, while M-105 defects (glycol and oil overheating, oil leaks etc.) persisted.

Among the engine and armament options was the Yak-7-37 fitted with a 37 mm MPSh-37 cannon, (MPSh - motornaya pushka Shpital'novo - engine mounted Shpital'nyy cannon), mounted between the engine cylinder blocks, firing through the propeller spinner.

Operational history
The Yak-7 proved to be an effective close support fighter although the first two-seaters were considered nose-heavy, consequently, the factory introduced a rear cockpit fuel tank. Pilots complained about the fuel tank's vulnerability since it was unarmored, and it was usually removed in the field. There were constant changes to the design based on combat observations including a definitive single-seat variant, the Yak-7B, which was produced in large numbers.

After the war, some Yak-7V trainers were provided to the Poles and a single Yak-7V was delivered to the Hungarians for familiarization with the Yak-9 fighter.

After trials in April–May 1942, a small batch of 22 Yak-7-37s was authorised, all of which were issued to the 42nd Fighter Aviation Regiment (IAP) at the North-Western front, where they proved highly successful both in air-to-air combat and ground attack.

Variants

 * Ya-27: two-seat prototype converted from a pre-serial I-26
 * Yak-7UTI: initial two-seat communication/trainer version, 186 built in 1941
 * Yak-7V: (vyvoznoy) two-seat trainer; 510 built in 1942/43 + 87 converted from Yak-7B
 * Yak-7: single-seat fighter version, based on the Yak-7UTI, armor + more guns added, small number built 1941/42
 * Yak-7-37:After trials in April–May 1942, a small batch of 22 Yak-7-37s was authorised, fitted with a MPSh-37 37 mm cannon, (MPSh - motornaya pushka Shpital'novo - engine mounted Shpital'nyy cannon), mounted between the engine cylinder blocks, firing through the propeller spinner. Two 12.7 mm UBS machine guns were also fitted in the forward fuselage firing above the engine.
 * Yak-7A: improved Yak-7, about 300 built in early 1942
 * Yak-7B: upgraded version of Yak-7A (reduced wingspan, simplified landing gear, better equipment), about 5,000 were built.
 * Yak-7D: long range prototype, development basis for the Yak-7DI/Yak-9.
 * Yak-7K courier: VIP transport version. converted from Yak-7B, 1944.
 * Yak-7U Mark:
 * Yak-7PVRD: experimental - had two DM-4 ramjet under wings, top speed: 800 km/h. Two were built.
 * Yak-7DI: long range fighter, redesignated Yak-9.
 * Yak-7 M-82: - new (M-82) engine version. tested in 1941.
 * Yak-7R: Jet project with one liquid fuel jet and two ramjets. 1942.
 * Yak-7R: purported jet version of Yak-7 with Jumo 004 engine. Said to have been built in Tbilisi to fly over Red Square at the parade in 1947.
 * Yak-7R: Yak-3 with Jumo 004 turbojet. Development started not later than 1945. First flown in 1946?
 * Yak-7T: two aircraft for testing engine mounted heavy cannons (NS-37 and NS-45 37 mm and 45 mm calibre respectively).

Operators

 * 🇦🇱 Albania
 * Albanian Air Force 1945 operated 20 Yak-7V two-seat trainer. And 30 Yak-7A improved Yak-7 single-seat fighter enter service. Total 50.
 * 🇫🇷 France
 * Free French Air Force operated some in the Normandie-Niemen squadron
 * 🇧🇬 Bulgaria
 * Bulgarian Air Force operated three Yak-7V.
 * 🇭🇺 Hungary
 * Hungarian Air Force operated one Yak-7V for familiarization with the Yak-9 fighter.
 * 🇲🇳 Mongolia
 * Mongolian People's Air Force operated some aircraft as trainers
 * The Polish Air Force in Soviet Union operated a few Yak-7Bs for training in the 1st Fighter Regiment "Warszawa". Several Yak-7Vs were used for training and courier duties. Yak-7s were operated by the Polish Air Force between September 1943 till September 23, 1946.
 * Soviet Air Force
 * SFR Yugoslav Air Force operated two Yak-7V.
 * Soviet Air Force
 * SFR Yugoslav Air Force operated two Yak-7V.
 * SFR Yugoslav Air Force operated two Yak-7V.

title: Yakovlev Yak-7


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Talk:Yakovlev Yak-7

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title: Talk:Yakovlev Yak-7


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Virtua Cop 2

Virtua Cop 2 is a light gun shooter arcade game, released in 1995 and developed internally at Sega by their AM2 studio. It was ported to the Sega Saturn in 1996, PC in 1997, and Sega Dreamcast in 2000. It was bundled with Virtua Cop in Virtua Cop: Elite Edition for PlayStation 2 in 2002.

This game was known as Virtua Squad 2 for the North American PC release.

The game was succeeded by Virtua Cop 3.

Gameplay
The game features three levels through which the player's movement is automated on a predetermined path. However, unlike the first Virtua Cop, at certain points the player picks their route from two possible choices. It is the player's job to shoot the criminals that appear before time runs out and they shoot back, while taking care not to shoot any innocent bystanders. Along the way there are various objects in the background that can be broken if shot, some of which will reveal power ups afterwards. As with the first Virtua Cop, players earn extra points for "justice shots", meaning shooting an enemy's gun hand to disarm them without killing them. By consistently defeating enemies without taking hits or shooting hostages, the player increases the multiplier which is applied every time they earn points. At the end of each level there is a boss battle, as well as one extra final boss battle after all three levels have been finished.

A combat training simulator, the "Proving Ground", simulates a variety of life-threatening situations. Each Proving Ground stage is designed to simulate a hostile urban environment thronging with enemies. The goal of each stage is to blast through the crowd of thugs while hunting down and taking out the rival player.

Characters

 * Michael Hardy (Rage) - Two years later, this cop has grown up with his partner, James Cools and a newcomer cop, Janet Marshall. He could do better than anyone else, including his part-time job and his duty training. He is known to be a quick draw when things get under fire. Rage is an all-around character in the game.
 * James Cools (Smarty) - Like his partner, Michael who worked the same side for the good as well as he does, this doesn't stop him from beating by some bad guys. Although Rage is quicker on the draw in a gunfight, Smarty is known to be the top shot in the police force.
 * Janet Marshall (Janet) - A newly installed special VCPD detective in the Virtua Cop special investigations squad (although the only female cop in the squad), Janet fights for her deceased partner.

Normally, Rage is the character for Player 1 in the beginner and expert stages and Smarty in the medium stage, but a cheat code in the Saturn version allows Player 1 to play as Janet, who is normally Player 2 in the beginner and medium stages

Plot
Michael "Rage" Hardy and James "Smarty" Cools shut down the E.V.I.L Inc. criminal empire. Three of its leaders, King, Boss, and Kong are all in the maximum security federal pen. The final, fourth member of the E.V.I.L Inc. gang, international terrorist Joe Fang is believed to have been killed in a helicopter crash, though his body was never found. After the downfall of E.V.I.L Inc., a comprehensive investigation of their black market and gun-running activities was launched in the Virtua City bank. Meanwhile, the Virtua City Police Special Investigations Unit got a new member in the shape of Janet Marshall, an expert in criminal psychology profiling.

The vice-president of the Virtua City Bank is killed in shady circumstances that are only officially termed accidental. And the swollen accounts of the now-defunct E.V.I.L Syndicate, which he had been suspected of laundering, are emptied overnight. The missing funds amount to more than the GNP of most small countries.

Meanwhile, on the other side of town, there is a daring daylight raid on the biggest jewelers in the state. The mayor is held hostage at a ship. And at the site of the new subway construction, there's been an unusual amount of unexplained activity involving some very suspicious-looking material.

After solving all three cases and foiling Joe Fang's plan the players have a final shootdown with Joe Fang attacking the player while on a jet pack and defeat him to end his reign of terror and end the game.

Development
When questioned about Sega AM2's plans for Virtua Cop 2 in a February 1995 interview, AM2 manager Fumio Kurokawa stated "We're not sure if there will be [a] VC2. However, since the original VC did well at the arcades, we are certainly thinking about something to follow up."

The Saturn version was demonstrated at the May 1996 Electronic Entertainment Expo, at which point only the first level was in a playable state. Development was slowed because AM2's resources were prioritized for the Saturn versions of Fighting Vipers and Virtua Fighter Kids.

Virtua Cop 2 was re-released in 2001 as part of the Sega Smash Pack: Volume 1 compilation for Dreamcast. The game was later bundled with Virtua Cop in Japan and Europe on the PlayStation 2 as Virtua Cop: Elite Edition (Virtua Cop Rebirth in Japan) on August 25 and November 29, 2002, respectively.

Arcade
In Japan, Game Machine listed Virtua Cop 2 on their November 1, 1995 issue as being the second most-successful dedicated arcade game of the month. It went on to become the highest-grossing dedicated arcade video game of 1996 in Japan. It was reported to have sold 7,000 arcade cabinets worldwide by 1996, including 4,000 units in Japan and 3,000 units overseas.

Reviewing the arcade version, a Next Generation critic commented that "the action, enemies, variation of levels and backgrounds, and the fun are all so improved over Virtua Cop 1, and in all the right places, that no other laser-gun shooter comes close to it right now." He especially praised the high frame rate, the level design, the need for skilled aiming, and the way the game is paced such that bouts of intense shootouts with "multitudes of terrorists" are broken by short pauses to give the player a breather.

Saturn
As with the original Virtua Cop, the Saturn version of Virtua Cop 2 received mostly positive reviews for its fun gameplay    and close translation of the arcade version,     while being criticized as too lacking in longevity for a home console game. However, some critics, rather than complaining about the longevity, noted that while it takes about the same amount of time to complete a single playthrough as in the original, the game is much longer than the first Virtua Cop when taking into account all the different level branches.

Reviews generally hailed the game as a considerable improvement over the already impressive original, due to its more interactive environments and higher intensity, especially in the chase scenes. Next Generation elaborated, "Taking the game one step closer to the feel of a big budget action movie, Virtua Cop 2 seems to have more 'movement' to it. ... Whether chasing down an armored car while picking off bad guys hanging out the window, or dodging bullets in a speeding subway train, this game is just short of being described as a roller coaster ride by some hack movie critic in the Midwest and even closer to being described as an 'edge of your seat thriller' by this reviewer on the West coast." GamePro had a somewhat more tempered response, arguing that one can still quickly memorize the game, making repeat plays increasingly routine. They concluded, "For lightgun fans, VC2's a solid buy. Otherwise, its short-lived but frenzied fun makes for a top Saturn rental."

The four reviewers of Electronic Gaming Monthly had similar reactions, while Rich Leadbetter of Sega Saturn Magazine argued that even the shorter Virtua Cop has far more longevity than it is usually given credit for, as both it and the sequel have numerous modes and approaches that can provide players with new challenges on repeat plays. Tom Ham wrote in GameSpot, "While the first Virtua Cop set a new standard for light gun shooters, Sega and the AM2 team have delivered an incredible sequel that takes the concept to a whole new level."

Electronic Gaming Monthly named the Saturn version a runner-up for Shooter Game of the Year (behind Alien Trilogy). In 1997, they named the Saturn version number 98 on their "100 Best Games of All Time", citing its addition of branching levels and innovative stage design to the series' revolutionary use of polygonal enemies which move realistically and react differently depending on where they are shot.

title: Virtua Cop 2


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Bettendorf, Luxembourg

Bettendorf (Bettenduerf) is a commune and town in eastern Luxembourg. It lies along the river Sauer. It is part of the canton of Diekirch, which is part of the district of Diekirch.

, the town of Bettendorf itself, which lies in the centre of the commune, has a population of 1,411. Other towns within the commune include Bleesbruck, Gilsdorf and Moestroff.

The privately owned Bettendorf Castle dates from 1728 and is built in the Baroque style.

title: Bettendorf, Luxembourg


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Yakovlev Yak-15

The Yakovlev Yak-15 (Яковлев Як-15; NATO reporting name: Feather, USAF/DOD designation Type 2 ) was a first-generation Soviet turbojet fighter developed by the Yakovlev design bureau (OKB) immediately after World War II. The main fuselage was that of Yakovlev Yak-3 piston-engine fighter modified to mount a reverse-engineered German Junkers Jumo 004 engine. The Yak-15 and the Swedish Saab 21R were the only two jets to be successfully converted from piston-power to enter production. 280 aircraft were built in 1947. Although nominally a fighter, it was mainly used to qualify piston-engine-experienced pilots to fly jets.

Development and description
On 9 April 1945, the Council of People's Commissars ordered the Yakovlev OKB to develop a single-seat jet fighter to be equipped with a single German Jumo 004 engine. To save time, Yakovlev based the new design (known as the Yak-3-Jumo or Yak-Jumo) on the latest version of his successful Yakovlev Yak-3 piston-engined fighter. The piston engine was removed and the jet engine was mounted underneath the forward fuselage so that its exhaust exited underneath the middle of the fuselage. To protect the fuselage, a steel heatshield was added to its bottom. The deeper forward part of the fuselage caused the configuration of the aircraft to resemble a "pod-and-boom". Very few changes were made to the metal fuselage other than at the aircraft's nose. This was recontoured to accommodate the armament of two 23 mm Nudelman-Suranov NS-23 autocannon, an additional fuel tank above the engine and the engine itself. No changes were made to the wings other than the elimination of the air intakes for the oil cooler and the bending of the front wing spar into an inverted U-shape to clear the engine. The vertical stabilizer was slightly enlarged, but the tailplane was unmodified. The conventional landing gear was also unmodified other than the tailwheel which now used several steel leaf springs as shock absorbers. The Yak-Jumo carried a total of 590 kg of fuel.

Taxi tests began in October 1945, but the heatshield proved to be too short and the heat from the engine exhaust melted the duralumin skin of the rear fuselage as well as the rubber tire of the tailwheel. Modifications to rectify the problems took until late December. By this time a second prototype had been completed with a solid steel tailwheel and an enlarged tailplane. After a few taxiing tests, it was transferred to the Central Aerohydrodynamic Institute (TsAGI) for full-scale windtunnel testing that lasted until February 1946. On the 26th of that month, the Council of People's Commissars issued requirements that the aircraft should have a maximum speed of 770 km/h at sea level and a speed of 850 km/h at an altitude of 5000 m. It should be able to climb to that altitude in $4 1/2$ minutes or less and it should have a range of 500 km at 90% of maximum speed. Two prototypes were to be ready for flight testing on 1 September.

The Mikoyan-Gurevich OKB was developing the MiG-9 at the same time. According to aviation historians Bill Gunston and Yefim Gordon, representatives from Yakovlev and Mikoyan-Gurevich tossed a coin on 24 April 1946 to determine which aircraft would be the first Soviet jet to fly. Yakovlev lost and the Yak-Jumo made one circuit of the airfield before landing. The manufacturer's flight testing of the aircraft was completed on 22 June, but its early success caused the Council of Ministers to issue a new requirement on 29 April for two aircraft powered by the Soviet-built RD-10 engine (known as the Yak-15, Yak-15RD10 or Yak-RD). Aside from the new engine, the requirement differed from the previous one only in a range of 700 km at optimum cruise speed and a reduction of the maximum ceiling to 14000 m. Two prototypes were ordered to be available for flight testing on 1 September 1946.

Yakovlev was able to adapt the two existing prototypes to the RD-10 with little trouble and one aircraft participated in the August 1946 Tushino flypast. The day after the aerial display, Joseph Stalin summoned Artem Mikoyan and Aleksandr Yakovlev to his office and ordered that each OKB build 15 aircraft to participate in the 7 November parade in Red Square commemorating the anniversary of the October Revolution. Factory No. 31 in Tbilisi was chosen to build the new aircraft because it was still building conventional Yak-3s and could easily switch to the jet fighter. All 15 aircraft were built before the deadline, although they lacked any armour, were provided with an enlarged fuel tank in lieu of armament, and had an incomplete avionics outfit. The parade was canceled and two of the aircraft were modified with a single 23 mm cannon and began State acceptance trials which lasted until April 1947.

The tests revealed a number of problems in that the thick wing inherited from the Yak-3 limited the top speed of the aircraft, the engine exhaust damaged the surface of the airfield, the cockpit often filled with smoke from kerosene and oil that had dripped onto the engine, and the aircraft was very short-ranged. Despite these problems, the Yak-15 proved to be very easy to fly, even for pilots accustomed to piston-engined fighters, and caused the VVS to accept the fighter as a conversion trainer.

Even before the State acceptance trials were completed, the Council of Ministers ordered the aircraft into production in December 1946. 50 aircraft were to be built between January and April 1947, equally split between single-seat aircraft and two-seat trainers, armed with only a single cannon. The trainer ran into serious development difficulties and all the aircraft of the first batch were single-seaters. Fifty of these participated in the May Day flypast in Moscow in 1947. A total of 280 Yak-15s were produced through the end of the year, exclusive of prototypes. The aircraft were distributed in small numbers to fighter aviation regiments based in the USSR, Poland, Romania, Hungary, and Manchuria for use as conversion trainers. The aircraft's manoeuvrability led it to be used by a number of informal acrobatic display teams throughout the late 1940s.

A single prototype of the two-seat trainer was the first aircraft of the first production batch built by Factory No. 31 in the fall of 1946. The prototype did not begin manufacturer's flight testing until 5 April 1947, even though the primary differences from the single-seat version were limited to a redesigned forward fuselage that accommodated an additional cockpit for the trainee where the armament used to be and a sideways-opening, canopy. The trainer was initially designated as the Yak-Jumo vyvoznoy, but it was eventually designated as the Yak-21 although some documents refer to it as the Yak-15V, Yak-15UT or Yak-21V. Further work on the trainer was cancelled with the success of the trainer version of the Yak-17 with its tricycle undercarriage.

One Yak-15 was used to test a prototype aerial refueling system in 1949, although the installation on the fighter and the Tupolev Tu-2 bomber used as the tanker were both dummies to test procedures and fit.

Yak-17-RD10
On 29 April 1946, five days after the Mikoyan-Gurevich I-300 (MiG-9 Prototype) and the Yak-Jumo made their first flights, the Council of Ministers ordered that the Yakovlev OKB begin design of a new aircraft similar to the Yak-Jumo, using the RD-10 engine with improved aerodynamics. This generally resembled the original aircraft, but the wings were entirely redesigned with laminar flow airfoils, the tail structure was enlarged and an ejection seat was fitted.

The back of the seat was armoured and the pilot was also protected by a bulletproof windscreen. The entire canopy was also redesigned to accommodate the new windscreen. The landing gear could not be housed in the thin wings so it was redesigned to retract into the fuselage. Low and high wing loading wing versions were considered, but the low wing loading 15 m2 wings were chosen for the prototype.

At an altitude of 5000 meters, the Yak-17-RD10, as the new fighter was designated, was expected to have a top speed of 822 km/h; a significant improvement over that of the production Yak-15. The aircraft was completed on 3 September and ground tests lasted until 26 September, but it never flew as the Yak-15 had already been ordered into production and its conventional landing gear was already deemed obsolete.

Survivors
Only one Yak-15 survives, 'Yellow 37' at the Vadim Zadorozhny Technical Museum outside Moscow. It was purchased by the technical museum when the Yakovlev OKB's museum was liquidated in 2006.

Variants
Data from: OKB Yakovlev
 * Yak-Jumo (Yak-3-Jumo): The first prototypes of the Yak-15 series, powered by captured Jumo 004 engines.
 * Yak-15-RD10: (also referred to as Yak-RD) Initial designation of prototypes and early production aircraft powered by Soviet-built RD-10 engines (copies of the Jumo 004), with no or reduced armament.
 * Yak-15: Production aircraft with full armament
 * Yak-21: Two-seat training version of Yak-15. One built, but not proceeded with because of the success of the trainer version of the Yak-17.
 * Yak-15V: (V - Vyvozny - familiarisation trainer) Alternative designation for the Yak-21.
 * Yak-15U: (U - Uchebnotrenirovochnyy - training) Alternative designation for the Yak-21.
 * Yak-15U (Yakovlev Yak-15U-RD10): (U - uloochshenny - improved) Improved Yak-15 with tricycle undercarriage and drop tanks, became the prototype of the Yak-17 proper.

Similar but unrelated aircraft
Yak-17-RD10: An experimental aircraft, similar in appearance to the Yak-Jumo aircraft, but actually largely new, incorporating improved aerodynamics, an ejection seat and protection for the pilot. The sole prototype remained unflown after further development was cancelled on 26 September 1946, as taxi tests were being carried out.

Users

 * Soviet Air Forces
 * Soviet Air Forces

title: Yakovlev Yak-15


text:
Talk:Yakovlev Yak-15

Surviving aircraft
The aircraft in the Wadim Sadoroschny Museeum is a replica... — Preceding unsigned comment added by 195.37.166.242 (talk) 13:02, 18 January 2019 (UTC)

Data
Data quoted from http://www.aviation.ru/Yak/#15 by the owner of aviation.ru

Lightness
Lightest? What about the He 162? —Preceding unsigned comment added by 130.243.207.3 (talk) 17:26, 8 November 2008 (UTC)

Debatable if He162 actually enterred service. I know lots were delivered but did they enter service proper?Petebutt (talk) 12:38, 7 May 2009 (UTC)

I'll answer my own question:- "February saw deliveries of the He 162 to its first operational unit, I./JG 1 (1st Group of Jagdgeschwader 1 (1st Fighter Wing), "

And yes the He162 was lighter, quoted as 1,660 kg Empty.

Yak-15 1,852kg Empty

I shall remove the offending statement.Petebutt (talk) 12:45, 7 May 2009 (UTC)

 * Exactly what jet aircraft entered service in the US military in 1944?  The first allied jet was the Gloster Meteor to my knowledge, and it enters British service in July 1944.
 * The P-80 Shooting star first FLEW in January 1944, it didnt enter trial service until December 1944.
 * And it wasnt accepted by USAAF until February 1945.  Meanwhile the P-59 flew in late 1942 making the comment even more odd.
 * The preceeding comment about 2 years after German introduction is also very odd and doesnt make sense either.  German jet test planes flew earlier, the He-280 started flying in 1940, but jet fighters entered service in 1944.  —Preceding unsigned comment added by DW75 (talk • contribs) 21:19, 1 November 2010 (UTC)

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Prior content in this article duplicated one or more previously published sources. Infringing material has been rewritten or removed and must not be restored, unless it is duly released under a compatible license. (For more information, please see "using copyrighted works from others" if you are not the copyright holder of this material, or "donating copyrighted materials" if you are.) For legal reasons, we cannot accept copyrighted text or images borrowed from other web sites or published material; such additions will be deleted. Contributors may use copyrighted publications as a source of information, but not as a source of sentences or phrases. Accordingly, the material may be rewritten, but only if it does not infringe on the copyright of the original or plagiarize from that source. Please see our guideline on non-free text for how to properly implement limited quotations of copyrighted text. Wikipedia takes copyright violations very seriously, and persistent violators will be blocked from editing. While we appreciate contributions, we must require all contributors to understand and comply with these policies. Thank you. Sturmvogel 66 (talk) 06:20, 20 September 2011 (UTC)

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Eastern mole

The eastern mole or common mole (Scalopus aquaticus) is a medium-sized North American mole. It is the only species in the genus Scalopus. It is found in forested and open areas with moist sandy soils in northern Mexico, the eastern United States and the southwestern corner of Ontario in Canada.

The eastern mole has grey-brown fur with silver-grey underparts, a pointed nose and a short tail. It is about 16 cm in length including a 3 cm long tail and weighs about 75 g. Its front paws are broad and spade-shaped, specialized for digging. It has 36 teeth. Its eyes are covered by fur and its ears are not visible.

The eastern mole spends most of its time underground, foraging in shallow burrows for earthworms, grubs, beetles, insect larvae and some plant matter. It is active year-round. It is mainly solitary except during mating in early spring. The female has a litter of two to five young in a deep burrow.

Subspecies
A majority of the moles throughout their range are Scalopus aquaticus aquaticus. All the other subspecies exist in small pocket ranges.

title: Eastern mole


text:
Biocomplexity Institute of Virginia Tech

The Biocomplexity Institute of Virginia Tech (formerly the Virginia Bioinformatics Institute) was a research institute specializing in bioinformatics, computational biology, and systems biology. The institute had more than 250 personnel, including over 50 tenured and research faculty. Research at the institute involved collaboration in diverse disciplines such as mathematics, computer science, biology, plant pathology, biochemistry, systems biology, statistics, economics, synthetic biology and medicine. The institute developed -omic and bioinformatic tools and databases that can be applied to the study of human, animal and plant diseases as well as the discovery of new vaccine, drug and diagnostic targets.

The institute's programs were supported by a variety of government and private agencies including the National Institutes of Health, National Science Foundation, U.S. Department of Defense, U.S. Department of Agriculture, and U.S. Department of Energy. Since inception, the Biocomplexity Institute has received over $179 million in extramural support. It has a research portfolio totaling $68 million in grants and contracts. The institute's executive director was Chris Barrett.

In 2019, the institute was absorbed into the Fralin Institute of Life Sciences at Virginia Tech after many faculty members, including Dr. Barrett, were hired away to form the Biocomplexity Institute and Initiative of the University of Virginia.

History
The institute opened in July 2000 in space in the Virginia Tech Corporate Research Center; it was hosted briefly in Building XI, then Building X, until it moved to Building XV in 2002, which was designed to host the institute. In January 2005, it moved into a new building on the main Virginia Tech's campus, called "Bioinformatics Facility Phase I and II", but retained its existing space in the CRC. In 2011, the institute moved its National Capital Region office into the Virginia Tech building in Arlington, Virginia. In 2015, the Virginia Bioinformatics Institute was quietly renamed and rebranded as the "Biocomplexity Institute". In November 2016, the home of the institute on Virginia Tech's main campus was dedicated as Steger Hall, after former Virginia Tech president Charles Steger.

Major research divisions
The Advanced Computing and Informatics Laboratories is dedicated to "Policy Informatics", including the Network Dynamics and Simulation Science Laboratory. It pursues research and development in interaction-based modeling, simulation, and associated analysis, experimental design, and decision support tools for understanding large biological, information, social, and technological systems. It includes the Comprehensive National Incident Management System project for developing a system to provide the United States military with detailed operational information about the populations being affected by a possible crisis. It also includes the project, “Modeling Disease Dynamics on Large, Detailed, Co-Evolving Networks,” which supports work to develop high-performance computer models for the study of very large networks.

The Cyberinfrastructure Division develops methods, infrastructure, and resources primarily for infectious disease research. The “Pathosystems Resource Integration Center - Bioinformatics Resource Center for Bacterial Diseases” aims to integrate information on pathogens, provide resources and tools to analyze genomic, proteomic and other data arising from infectious disease research. It is part of the Middle-Atlantic Regional Center of Excellence for Biodefense and Emerging Infectious Diseases Research), which focuses on research to enable rapid defense against bioterror and emerging infectious diseases. Specific diseases and disease-causing agents under investigation include anthrax, West Nile virus, smallpox, and cryptosporidiosis The division collaborates with Georgetown University and Social and Scientific Systems on the Administrative Center of the National Institute of Allergy and Infectious Diseases-funded Proteomics Research Resource Center (PRC) for Biodefense Proteomics Research project. The team helps design, develop, and maintain a publicly accessible Web site containing data and technology protocols generated by each PRC, as well as a catalog that lists reagents and products available for public distribution.

The Biological Systems Division develops computational methods for studying biochemical networks using experimental data. It developed COPASI (Complex Pathway Simulator), an open-source software package that allows users with limited experience in mathematics to construct models and simulations of biochemical networks. It also developed GenoCAD, a web-based Computer Assisted Design environment for synthetic biology.

The Medical Informatics & Systems Division focuses on human genetics and disease, especially cancer and neurological disorders. It collaborates with Carilion Clinics, Virginia Tech Carilion School of Medicine and Research Institute, and other universities and government agencies.

Major research laboratories
The Network Dynamics and Simulation Science Laboratory at ACDIL pursues programs for interaction-based modeling, simulation, and associated analysis, experimental design, and decision support tools for understanding large and complex systems. Extremely detailed, high-resolution, multi-scale computer simulations allow formal and experimental investigation of these systems.

Social and Decision Analytics Laboratory focuses on the use and development of analytical technology in the areas of public health policy, national and international security policy & public and social policy.

The Nutritional Immunology and Molecular Medicine Laboratory was founded in 2002 to investigate fundamental mechanisms of gut enteric immunity, and identifying biomarkers and therapeutic targets for inflammatory and immune-mediated diseases. The center has discovered the mechanism of action underlying the anti-inflammatory actions of Conjugated linoleic acid in inflammatory bowel disease, and the insulin sensitizing and anti-inflammatory effects of abscisic acid. Its Center for Modeling Immunity to Enteric Pathogens Program is applying high performance computing techniques to model and simulate human immunology systems and help immunologists conduct quick in silico experiments to narrow down experimental design, validate their hypotheses and save significant time and laboratory cost. This laboratory is also collaborating with the Center for Global Health at the University of Virginia, the Department of Gastroenterology and the University of North Carolina at Chapel Hill and other medical schools and leading several human clinical trials on safer therapies for inflammatory and immune mediated diseases. It has recently established a partnership with the Division of Gastroenterology at the Carilion Clinic to launch a joint translational research program in inflammatory bowel diseases.

Core facilities and services
The institute occupies more than 130000 sqft on the Virginia Tech campus, including over 40000 sqft of laboratory space, designed for flexibility and to house computing and laboratory facilities. The institute occupies 5000 sqft in Alexandria, Virginia, as part of Virginia Tech National Capital Region. The institute's infrastructure includes core facilities that integrate high-throughput data generation and data analysis capabilities.

The Core Computational Facility has three data centers occupying over 3700 sqft, with over 250 servers totalling over 10.5 terabytes of random access memory, distributed over more than 2650 processor cores. It has a storage area network with over 1 petabyte of disk and 3 petabytes of tape, expandable to 50 petabytes.

The Genomics Research Laboratory has 6500 sqft of laboratory space located at the institute's main building. It possesses state-of-the-art Roche GS-FLX, Illumina and Ion Torrent genome sequencers. It includes the Affymetrix National Custom Array Center for custom microarray design, sample processing and analytical services

The Data Analysis Core offers Turnkey service to analyze -omics and other data from raw data in to manuscript ready figures and text out. It also provides Nexgen sequence assembly and annotation; microarray design, analysis and interpretation; mass spec data analysis; data QC; hypothesis generation; experimental design; statistical data analysis

Education and outreach
K–12 programs include "Kids' Tech University," (an educational research program for sparking interest in science, technology, engineering, and mathematics disciplines), the Climate Change Student Summit for teachers and students, and high school summer internships.

Undergraduate Programs include Research Experiences for Undergraduates in microbiology and in systems biology, and a Summer Research Institute for foreign and local students.

The institute is the home of the Genomics, Bioinformatics, Computational Biology Graduate Program at Virginia Tech, and accommodates students in various Virginia Tech departments.


text:
Rough Draft: Pop Culture the Way It Almost Was

Rough Draft: Pop Culture the Way It Almost Was is a 2001 humor book by Modern Humorist, consisting of illustrations of fictional early versions of real products.


text:
Yakovlev Yak-17

The Yakovlev Yak-17 (Яковлев Як-17; USAF/DOD designation Type 16, NATO reporting name Feather) was an early Soviet jet fighter. It was developed from the Yak-15, the primary difference being tricycle landing gear. The trainer version, known as the Yak-17UTI (NATO reporting name Magnet), was the only Soviet jet trainer of the 1940s. Both aircraft were exported in small numbers and the Yak-17 was soon replaced by the far superior Mikoyan-Gurevich MiG-15 beginning in 1950.

Design and development
After the state acceptance trials of the Yak-15 in May 1947 recommended that the aircraft be modified with a tricycle landing gear more suitable for jet-powered aircraft, the Yakovlev design bureau began design of the Yak-15U or Yak-15U-RD-10 (uloochshenny - improved).

The main gear had to be redesigned to place the wheels behind the aircraft's center of gravity. The main gear was moved behind the front spar, and when retracted filled most of the space between the spars. This caused a major redesign of the fuel tanks and reduced their capacity to just 680 liters (150 gallons). This necessitated the addition of two 200 L drop tanks, which hung under the tip of each wing. The addition of the tip tanks required a redesign of the structure of the wing so that the aircraft could still maintain a load bearing of 12g. The vertical stabilizer was enlarged and a periscope was also added above the windscreen on most series aircraft. Armament, systems, and equipment were virtually unchanged.

Production began in 1948. Total production of all Yak-15 and Yak-17 variants was 717.

Operational history
The Yak-17 was first publicly displayed at the Soviet Aviation Day of 1949, at Tushino Airfield.

In operation, the Yak-17 had most of the same faults as its predecessor, including relatively low speed and range, and an unreliable engine (still based upon the German Junkers Jumo 004) with a complicated starting procedure. On the other hand, its handling was very simple, and similar to popular propeller fighters such as the Yak-3 and Yak-9. This made it an excellent transitional machine to jet fighters. As a result, the trainer version Yak-17UTI accounted for the majority of production, and almost all series-built Yak-17s were of this tandem, dual-control trainer version, which filled an important need in all Soviet air arms.

Surviving Yak-17s can be viewed at the Central Air Force Museum at Monino, outside of Moscow and the Prague Aviation Museum at Kbely Airport, near Prague, Czech Republic. Surviving Yak-17UTIs include one example at the Polish Aviation Museum in Kraków and the Chinese Aviation Museum, near Beijing.

Variants

 * Yak-15U (Yak-15U-RD-10): Improved Yak-15 with tricycle undercarriage and drop tanks, became the prototype of the Yak-17 proper.
 * UTI Yak-17-RD10 (Yak-21T): (No relation to the earlier Yak-17-RD10) Two-seat trainer version of the Yak-15U with long greenhouse canopy over tandem cockpits and tricycle undercarriage.
 * Yak-21T: (T for Tryokhkolyosnoye shassee - "tricycle undercarriage") Alternative designation of the UTI Yak-17-RD10. Unrelated to the earlier Yak-21.
 * Yak-17: Production fighters with tricycle undercarriage.
 * Yak-17UTI: The most-produced variant of the Yak-17, the Yak-17UTI was a tandem-seat, dual-control trainer. Fuel capacity was greatly reduced, owing to the elimination of the wingtip tanks. Initially it was planned to include a single UBS machine gun, but this was omitted on series-produced aircraft. In the U.S., this aircraft was known as the "Type 26", and given the ASCC reporting name "Magnet".

Operators
🇧🇬 ' ' 🇵🇱 🇷🇴 Romania
 * Bulgarian Air Force operated a small number of Yak-17UTI between 1951-1954.
 * People's Liberation Army Air Force (PLAAF) received one Yak-17UTI for training MiG-9 pilots. Imported 43 Yak-17 in 1950-1951. Later they were used when converting the former La-9 and La-11 pilots to fly MiG-15.
 * Czechoslovak Air Force tested one Yak-17.
 * Polish Air Force operated three Yak-17 (transcribed as Jak-17) and 11 Yak-17UTI (known as Jak-17UTI or Jak-17W) between 1950 and 1955.
 * Instytut Lotnictwa received one Yak-17 from Polish Air Force and used it with civilian markings SP-GLM for tests between 1957 and 1960.
 * Romanian Air Force operated nine Yak-17UTIs as trainers for the Yak-23s from 1951 until 1958.
 * Soviet Air Force operated Yak-17 aircraft from 1948 into the early 1950s.

title: Yakovlev Yak-17


text:
Talk:Yakovlev Yak-17

Data quoted from http://www.aviation.ru/Yak/#17 by the owner of aviation.ru

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Prior content in this article duplicated one or more previously published sources. Infringing material has been rewritten or removed and must not be restored, unless it is duly released under a compatible license. (For more information, please see "using copyrighted works from others" if you are not the copyright holder of this material, or "donating copyrighted materials" if you are.) For legal reasons, we cannot accept copyrighted text or images borrowed from other web sites or published material; such additions will be deleted. Contributors may use copyrighted publications as a source of information, but not as a source of sentences or phrases. Accordingly, the material may be rewritten, but only if it does not infringe on the copyright of the original or plagiarize from that source. Please see our guideline on non-free text for how to properly implement limited quotations of copyrighted text. Wikipedia takes copyright violations very seriously, and persistent violators will be blocked from editing. While we appreciate contributions, we must require all contributors to understand and comply with these policies. Thank you. Sturmvogel 66 (talk) 19:14, 20 September 2011 (UTC)

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