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Kamov Ka-226

The Kamov Ka-226 (NATO reporting name: Hoodlum) is a small, twin-engine Russian utility helicopter. The Ka-226 features an interchangeable mission pod, rather than a conventional cabin, allowing the use of various accommodation or equipment configurations. The Ka-226 entered service in 2002.

Development
A twin-turbine version of the successful reciprocating-engined Kamov Ka-26, (the Kamov Ka-126 is the single-turbine version) the Ka-226 was initially announced in 1990. Originally developed to meet the requirements of the Russian disaster relief ministry, the aircraft first flew on 4 September 1997. Certification to Russian AP-29 "A" and "B" transport categories was granted on 31 October 2003. The Ka-226 entered production at "Strela" Orenburg and later in "KumAPP" Kumertau.

In December 2014 it was reported that India is in agreement with the Russian Federation to produce Ka-226T and Mi-17 on its territory. Under a 2011 contract with Russian Ministry of Defence, Kumertau Aviation Production Enterprise completed production of a batch of Ka-226.80 helicopters, which was delivered to the customer on 17 April 2015. "The planned scope of the assignment of state contract signed with the Ministry of Defence in 2011 fully implemented with ahead of schedule deliveries. Prematurely delivered a large consignment of helicopters. Previously, under the state contract with the Russian Defence Ministry were also delivered several Ka-226.80 batches", - said the Managing Director of Kumertau Aviation Production Enterprise (KumAPP) Viktor Novikov.

In April 2015 Certification of Ka-226T light multi-role helicopter powered by Turbomeca Arrius 2G engines from France has been successfully completed in Russia. Two Ka-226T helicopters took part in the flight test programme. The version of Ka-226T powered by Turbomeca Arrius 2G engines offers much better performance compared to production Ka-226s powered by Allison 250-C20R/2 engines. It was reported earlier that deliveries of Ka-226 helicopters manufactured by Kumertau Aviation Production Enterprise (Ka-226.50 and Ka-226.80 versions) and powered by Allison 250-C20R/2 engines were started in 2005. The helicopters were delivered to the Federal Security Service of Russian Federation (at least six vehicles), Russian Ministry of Internal Affairs (11 vehicles), Russian Aerospace Forces (a total of 36 helicopters should be delivered) and Ukrainian Ministry of Emergency Situations (1 helicopter). Next year the enterprise was to start implementation of a contract for delivery of 18 Ka-226TG helicopters to Gazpromavia. In late March 2017 Russian security structures received first 2 ship-based Ka-226Ts and the delivery of six helicopters was completed in April 2018. In March 2018 Russia issued a supplement to the certificate for Ka-226T helicopter that allows the machine to operate at high temperatures.

Following selection of the Ka-226T to meet an India requirement for 197 helicopters, an agreement was signed in December 2015 for the creation of a joint venture between Rostec, Russian Helicopters and Hindustan Aeronautics to build the helicopters at a new factory to be built at Tumakuru in India. However even after 7 years had passed nothing eventually came of the plan as not only did the potential 1 billion dollar deal remained in the limbo as the Indian aerospace major Hindustan Aeronautics Limited (HAL) had not been able to iron out their differences over the transfer of technology, indigenous content, and the project’s total cost. India later opted for the Indigenous HAL LUH made by Hindustan Aeronautics Ltd based on the design of the extremely successful HAL Dhruv as a replacement for the tender.

Design
The design is a refinement of the proven Ka-26, featuring interchangeable mission pods. The aircraft is fitted with a new rotor system, increased visibility nose, and new passenger cabin design. The Ka-226 also features a new transmission system and is made largely from composite materials.

The aircraft is fitted with trademark Kamov coaxial rotors, of advanced composite design, making the Ka-226 highly manoeuvrable and eliminating the need for a tail rotor.

Variants
The Kamov Ka-226 is available in the following variants; Search and Rescue, medevac, disaster relief and patrol variants have been developed for the Russian Emergency Ministry. Air ambulance, police and fire fighting variants have been developed for the Russian government.

 * Ka-226: Utility helicopter.
 * Ka-226AG: Gazprom specific variant.
 * Ka-226T: Instead of Rolls-Royce 250C engines, this variant is fitted with the more powerful Turbomeca Arrius 2G1. Each engine provides 670 shp, increasing the service ceiling to around 7,000 m, providing improved high altitude and high temperature operation. Helicopter has new avionics with multifunctional displays, automatic control system, navigation system, radar. It can be equipped with hoist system, helicopter sling, searchlight, additional external fuel tank. For search and rescue missions helicopter can be equipped with medical module.
 * Ka-226TG: Gazprom specific variant based on Ka-226T model.

Current operators

 * Russian Aerospace Forces (36)
 * Federal Security Service (6 on order)
 * Police of Russia
 * Syrian Arab Air Force (at least 2)
 * Ukrainian Naval Aviation (1)
 * Syrian Arab Air Force (at least 2)
 * Ukrainian Naval Aviation (1)
 * Ukrainian Naval Aviation (1)

Cancelled

 * Indian Army (135 formerly planned replaced with HAL LUH)
 * Indian Air Force (65 formerly planned replaced with HAL LUH)
 * Indian Air Force (65 formerly planned replaced with HAL LUH)

title: Kamov Ka-226


text:
User talk:168.9.193.250

September 2013
Hello, I'm Widr. I wanted to let you know that I undid one or more of your recent contributions to Parallelogram because it did not appear constructive. If you would like to experiment, you can use the sandbox. If you think I made a mistake, or if you have any questions, you can leave me a message on my talk page. Widr (talk) 15:50, 24 September 2013 (UTC)
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Please refrain from making nonconstructive edits to Wikipedia, as you did at Robert Browning with this edit. Your edits appear to constitute vandalism and have been reverted or removed. If you would like to experiment, please use the sandbox. Administrators have the ability to block users from editing if they repeatedly engage in vandalism. Thank you. Jamesx12345 16:08, 24 September 2013 (UTC)

Please stop your disruptive editing. If you continue to vandalize Wikipedia, as you did at Albany Plan, you may be blocked from editing. Jeffrd10 (talk) 15:37, 26 September 2013 (UTC)
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Please stop your disruptive editing. If you continue to vandalize Wikipedia, as you did at many, you may be blocked from editing. ''Could you consider to stop your vandalizing? Thx.'' Super48paul (talk) 16:07, 26 September 2013 (UTC)
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October 2013
Hello, I'm A.amitkumar. I wanted to let you know that I undid one of your recent contributions, such as the one you made with this edit to Intolerable Acts, because it didn’t appear constructive to me. If you think I made a mistake, or if you have any questions, you can leave me a message on my talk page. Thanks.  A m i t  웃  16:24, 4 October 2013 (UTC)

This is your only warning; if you vandalize Wikipedia again, as you did at Skittles, you may be blocked from editing without further notice. Psychonaut (talk) 18:30, 9 October 2013 (UTC)
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license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: User talk:168.9.193.250


text:
Leopold McClintock

Sir Francis Leopold McClintock (8 July 1819 – 17 November 1907) was an Irish explorer in the British Royal Navy, known for his discoveries in the Canadian Arctic Archipelago. He confirmed explorer John Rae's controversial report gathered from Inuit sources on the fate of Franklin's lost expedition, the ill-fated Royal Navy undertaking commanded by Sir John Franklin in 1845 attempting to be the first to traverse the Northwest Passage.

McClintock's report was received more favorably than that of Rae, who was shunned and denied recognition for having discovered the lost expedition's fate. Rae's report ultimately guided McClintock to the correct area to conduct a search. McClintock also stirred controversy with his claim that Franklin, before his death, had essentially discovered the Northwest Passage, while in reality he had not. Rae, with his discovery of Rae Strait, had discovered the real ice-free passage through North America's Arctic archipelago.

Early life
McClintock was born on 8 July 1819, one of 14 children of Henry McClintock, a collector of customs at Dundalk in County Louth, Ireland, and his wife Elizabeth Melesina Fleury. He was the second oldest son, although the eldest died somewhere in the Caribbean, aged over 40.

The family was well connected; McClintock's uncle, John McClintock, was a Member of Parliament for County Louth and owned Drumcar House.

Arctic exploration
In July 1831,aged just 12 years old, he joined HMS Samarang at Portsmouth, as a Gentleman Volunteer. The Captain was Capt. Charles Paget (who would later marry one of his sisters, Emily Caroline) and the Lieutenant was a relation, William McClintock-Bunbury, whose son Thomas later became 2nd Lord Rathdonnell. In 1843 he passed his examination for lieutenancy and joined the steamship "Gorgon", which was driven ashore at Montevideo and salvaged, a feat of seamanship on the part of her captain and officers that attracted much attention. Hitherto, until 1847, McClintock's service was almost wholly on the American coasts.

McClintock joined a series of searches for Sir John Franklin between 1848 and 1859. He mastered travel through the manhauling of sledges, which remained the standard practice when it came to overland travel in icy territory in the Royal Navy, until the death of Robert Falcon Scott in his bid to reach the South Pole in 1912.

In 1848, McClintock accompanied James Clark Ross on his survey of Somerset Island. As part of Captain Henry Kellett's expedition from 1852 to 1854, McClintock travelled 1400 mi by sled and discovered 800 mi of previously unknown coastline.

Fate of Franklin's expedition
In 1854, explorer John Rae travelled west from Repulse Bay, on the northern shores of Hudson Bay, and learned from the Inuit that a ship had been abandoned somewhere to the west. Previous expeditions had not searched the area because they thought it was ice-blocked. In April 1857, at Lady Jane Franklin's request, McClintock agreed to take command of the Fox and led a 25-man crew in a new search for Franklin's lost expedition in the area west of Repulse Bay. At Disko Bay on the west coast of Greenland, he hired 30 sled dogs and an Inuit driver. It was a bad year for ice, and from September the Fox was beset in the ice for eight months. The following year was another disappointment, and he did not reach Beechey Island until August 1858. He entered Peel Sound, found it blocked by ice, backed up, and entered Prince Regent Inlet in the hope of passing Bellot Strait. He was glad to extricate himself from this narrow passage and found winter quarters near its entrance.

In February 1859, when sledging became practical, he went south to the North Magnetic Pole – which had been found by James Clark Ross in 1831. Here he met some Inuit who told him that a ship had been crushed by ice off King William Island, the crew had landed safely and that some white people had starved to death on an island. In April, he went south again and on the east coast of King William Island met other Inuit who sold him artefacts from Franklin's expedition. William Hobson, who had separated from him, found the only written record left by Franklin's expedition buried under a cairn on the northwest corner of the island. The document recorded Sir John Franklin's death on 11 June 1847, and also intimated Francis Crozier and James Fitzjames' plan to lead the survivors south toward the North American mainland. They also found a skeleton with European clothes and a ship's boat on runners containing two corpses. They got as far south as Montreal Island and the mouth of the Back's Great Fish River.

McClintock returned to England in September 1859, and was hailed as the discoverer of the lost expedition's fate. In addition to being knighted, the officers and men of the Fox shared a £5,000 parliamentary reward. The tale was published in The Voyage of the 'Fox' in the Arctic seas: a narrative of the discovery of the fate of Sir John Franklin and his companions. McClintock's findings were of special importance for the subsequent romantification of John Franklin's figure in British culture, since the establishment of his date of death as having occurred before the ships' abandonment and the crew's failed trek south, firmly acquitted the veteran sailor from any suspicion of cannibalism. This had been a concern since 1854, when Rae had arrived back to London with shocking reports from Inuit sources that had greatly scandalized Victorian society, particularly Lady Franklin.

McClintock's writings, on the other hand, were obsequious towards Franklin, even going so far as to celebrate his "virtual completion" of the Northwest Passage, even though HMS Erebus (1826) and HMS Terror (1813) never sailed through Rae Strait, the only truly navigable passageway – for a 19th-century ship – that would have allowed sailing along North America's northern Arctic coastline all the way into the Pacific.

Bulldog sounding expedition
In 1860, McClintock took command of the paddle steamer Bulldog as part of an expedition to determine the feasibility of carrying a telegraph line from Europe to America via the Faroe Islands, Iceland, and Greenland. The Fox, commanded by Allen Young who had already accompanied McClintock on the search Franklin as sailing master, also took part. The northern telegraph route was a proposition by Colonel Taliaferro Shaffner. Although McClintock reported in favour of executing the plan, it never came to fruition.

Later life
In 1865 McClintock was elected a Fellow of the Royal Society. From 1865 to 1868, he was appointed Commodore Jamaica Division, and he superintended Jamaica Dockyard. From 1872 to 1877, McClintock was admiral-superintendent of Portsmouth Dockyard. In 1879, he was appointed commander-in-chief of the North America and West Indies Station aboard the flagship HMS Northampton (1876). McClintock retired from the Royal Navy in 1884 as a rear admiral. In 1882 he was elected an Elder Brother of Trinity House, and served actively in that capacity. He died on 17 November 1907 and was buried at Kensington Cemetery.

Family
McClintock unsuccessfully contested a seat in parliament for the borough of Drogheda, but while there he made the acquaintance of Annette Delap, (later changed to Dunlop) and married her in 1870. She was the daughter of Robert Foster Delap (1809–1875) and Hon. Anna Elizabeth Foster (later Skeffington) 1817-1901. Robert Foster Delap's father, William Drummond Delap, changed their surname to Dunlop in 1861 by Special Licence.There were five children, including:
 * Henry Foster McClintock, (1871–1959)
 * John William Leopold McClintock (1874–1929), Vice-Admiral, RN
 * Col. Robert S. McClintock. CMG, DSO (1876–1967), who married Mary Elphinstone, the youngest daughter of Major General Sir Howard Craufurd Elphinstone.
 * Anna Elizabeth McClintock, (1873–1957) who married in 1902 Sir Bernard Eyre Greenwell, 2nd Baronet.
 * Elizabeth Florence Mary (Bessie) (1882–1913) died unmarried.

title: Leopold McClintock


text:
1980 Portuguese presidential election

Presidential elections were held in Portugal on 7 December 1980.

Incumbent president General Ramalho Eanes gathered the support of the Socialist Party, despite the objection of their leader, Mário Soares, and also the support of the Portuguese Communist Party, whose candidate, Carlos Brito, withdrew the week before the election giving his support to Eanes. The Communist Party of the Portuguese Workers also gave support to Eanes, whose picture became a feature on numerous walls around the country, painted by Communist Party activists.

One of the major players in the democratic revolution of 1974, Otelo Saraiva de Carvalho, was also a candidate, for the second time, but finished far behind his previous result of 1976. The newly founded Workers Party of Socialist Unity presented its own candidate, Aires Rodrigues.

His main opponent, General Soares Carneiro, was known for his right-wing views and was branded by opponents as a hardliner, with links to the dictatorial regime that had been overthrown only six years earlier. He was supported by the Democratic Alliance, a centre-right coalition of the Social Democratic Party, the Democratic Social Center, and the smaller People's Monarchist Party.

Two days before the election, two of Soares Carneiro's leading supporters, Prime Minister Francisco Sá Carneiro (no relation) and Defence Minister Adelino Amaro da Costa, died in the 1980 Camarate air crash while they were heading for a rally in Oporto. Despite the accident, the election went ahead as planned, and predictions that a second round would be needed were shown to be wrong, with Ramalho Eanes winning with almost 57 percent, against 40 percent for Soares Carneiro.

Electoral system
Any Portuguese citizen over 35 years old has the opportunity to run for president. In order to do so it is necessary to gather between 7500 and 15000 signatures and submit them to the Portuguese Constitutional Court.

According to the Portuguese Constitution, to be elected, a candidate needs a majority of votes. If no candidate gets this majority there will take place a second round between the two most voted candidates.

Official candidates

 * António Ramalho Eanes, Incumbent President since 1976 and eligible for a second term, Independent candidate supported by the Socialist Party, Portuguese Communist Party and the Portuguese Workers' Communist Party;
 * António Soares Carneiro , Military officer, supported by the Democratic Alliance;
 * Carlos Galvão de Melo, General officer, Member of the National Salvation Junta, Independent candidate;
 * Otelo Saraiva de Carvalho, Military officer, polled second place in 1976, supported by the Popular Unity Force;
 * António Pires Veloso, Major general of the Portuguese Army, Independent candidate;
 * António Aires Rodrigues, supported by the Workers Party of Socialist Unity
 * Carlos Brito, Official candidate of the Portuguese Communist Party, Left the race to support Ramalho Eanes;

title: 1980 Portuguese presidential election


text:
Assisted GNSS

Assisted GNSS (A-GNSS) is a GNSS augmentation system that often significantly improves the startup performance—i.e., time-to-first-fix (TTFF)—of a global navigation satellite system (GNSS). A-GNSS works by providing the necessary data to the device via a radio network instead of the slow satellite link, essentially "warming up" the receiver for a fix. When applied to GPS, it is known as assisted GPS or augmented GPS (abbreviated generally as A-GPS and less commonly as aGPS). Other local names include A-GANSS for Galileo and A-Beidou for BeiDou.

A-GPS is extensively used with GPS-capable cellular phones, as its development was accelerated by the U.S. FCC's 911 requirement to make cell phone location data available to emergency call dispatchers.

Background
Every GPS device requires orbital data about the satellites to calculate its position. The data rate of the satellite signal is only 50 bit/s, so downloading orbital information like ephemerides and the almanac directly from satellites typically takes a long time, and if the satellite signals are lost during the acquisition of this information, it is discarded and the standalone system has to start from scratch. In exceptionally poor signal conditions, for example in urban areas, satellite signals may exhibit multipath propagation where signals skip off structures, or are weakened by meteorological conditions or tree canopies. Some standalone GPS navigators used in poor conditions can't fix a position because of satellite signal fracture and must wait for better satellite reception. A regular GPS unit may need as long as 12.5 minutes (the time needed to download the GPS almanac and ephemerides) to resolve the problem and be able to provide a correct location.

Operation
In A-GPS, the network operator deploys an A-GPS server, a cache server for GPS data. These A-GPS servers download the orbital information from the satellite and store it in the database. An A-GPS-capable device can connect to these servers and download this information using mobile-network radio bearers such as GSM, CDMA, WCDMA, LTE or even using other radio bearers such as Wi-Fi or LoRa. Usually the data rate of these bearers is high, hence downloading orbital information takes less time. Utilizing this system can come at a cost to the user. For billing purposes, network providers often count this as a data access, which can cost money, depending on the tariff.

To be precise, A-GPS features depend mostly on an Internet network or connection to an ISP (or CNP, in the case of CP/mobile-phone device linked to a cellular network provider data service). A mobile device with just an L1 front-end radio receiver and no GPS acquisition, tracking, and positioning engine only works when it has an internet connection to an ISP/CNP, where the position fix is calculated offboard the device itself. It doesn't work in areas with no coverage or internet link (or nearby base transceiver station (BTS) towers, in the case on CNP service coverage area). Without any of those resources, it can't connect to the A-GPS servers usually provided by CNPs. On the other hand, a mobile device with a GPS chipset requires no data connection to capture and process GPS data into a position solution, since it receives data directly from the GPS satellites and is able to calculate a position fix itself. However, the availability of a data connection can provide assistance to improve the performance of the GPS chip on the mobile device.

Modes of operation
Assistance falls into two categories:
 * Mobile Station Based (MSB)
 * Information used to acquire satellites more quickly.
 * It can supply orbital data or almanac for the GPS satellites to the GPS receiver, enabling the GPS receiver to lock to the satellites more rapidly in some cases.
 * The network can provide precise time.

 * Mobile Station Assisted (MSA)
 * Calculation of position by the server using information from the GPS receiver.
 * The device captures a snapshot of the GPS signal, with approximate time, for the server to later process into a position.
 * The assistance server has a good satellite signal and plentiful computation power, so it can compare fragmentary signals relayed to it.
 * Accurate, surveyed coordinates for the cell site towers allow better knowledge of local ionospheric conditions and other conditions affecting the GPS signal than the GPS receiver alone, enabling more precise calculation of position.

Not every A-GNSS server provides MSA mode operation due to the computational cost and the declining number of mobile terminals incapable of performing their own calculations. Google's SUPL server is one that doesn't.

A typical A-GPS-enabled receiver uses a data connection (Internet or other) to contact the assistance server for aGPS information. If it also has functioning autonomous GPS, it may use standalone GPS, which is sometimes slower on time to first fix, but does not depend on the network, and therefore can work beyond network range and without incurring data-usage fees. Some A-GPS devices do not have the option of falling back to standalone or autonomous GPS.

Related technologies
Many mobile phones combine A-GPS and other location services, including Wi-Fi positioning system and cell-site multilateration and sometimes a hybrid positioning system.

High-Sensitivity GPS is an allied technology that addresses some of these issues in a way that does not require additional infrastructure. However, unlike some forms of A-GPS, high-sensitivity GPS cannot provide a fix instantaneously when the GPS receiver has been off for some time.

Standards
A-GPS protocols are part of Positioning Protocol defined by two different standardization bodies, 3GPP and Open Mobile Alliance (OMA).
 * Control Plane Protocol
 * Defined by the 3GPP for various generations of mobile phone systems. These protocols are defined for circuit switched networks. The following positioning protocols have been defined.
 * RRLP – 3GPP defined RRLP (Radio Resource Location Protocol) to support positioning protocol on GSM networks.
 * TIA 801 – CDMA2000 family defined this protocol for CDMA 2000 networks.
 * RRC position protocol – 3GPP defined this protocol as part of the RRC standard for UMTS network.
 * LPP – 3GPP defined LPP or LTE positioning protocol for LTE networks.

 * User Plane Protocol
 * Defined by the OMA to support positioning protocols in packet switched networks. Three generations of Secure User Plane Location (SUPL) protocol have been defined, from version 1.0 to 3.0.

SUPL
The SUPL (Secure User Plane Location) protocol, unlike its control-plane equivalents restricted to mobile networks, runs on the Internet's TCP/IP infrastructure. Consequently, its application extends beyond the original intended use of mobile devices and may be used by general-purpose computers. SUPL 3.0 legitimizes such use by adding admission for WLAN and broadband connections.

Actions defined by SUPL 3.0 include a wide range of services like geofencing and billing. The A-GNSS functions are defined in the SUPL Positioning Functional Group. It includes:
 * SUPL Assistance Delivery Function (SADF), which provides the basic information sent to the device in both A-GNSS modes.
 * SUPL Reference Retrieval Function (SRRF), which tells the server to prepare the information mentioned above by receiving from the satellites.
 * SUPL Position Calculation Function (SPCF), which lets the client or the server ask for the client's location. The server-generated location may result from MSA or from mobile cell. If a MSB (SET based) mode is used, the client reports its location to the server instead.

The specifics of communication is defined in the ULP (Userplane Location Protocol) substandard of SUPL suite. As of December 2018, GNSS systems supported include GPS, Galileo, GLONASS, and BeiDou.

title: Assisted GNSS